Great Western Railway.
Ministry of Transport,
4, Whitehall Gardens,
London, S.W.1.
25th February, 1936.
Sir,
I have the honour to report for the information of the Minister of Transport, in accordance with the Order of the 15th January, the result of my Inquiry into the circumstances of the accident which occurred on that date, at about 5.24 a.m., near Shrivenham Station on the main line of the Great Western Railway.
The 9.0 p.m, up express passenger train (including sleeping cars), Penzance to Paddington, travelling at 50 to 60 m.p.h. under clear signals, came into violent collision with a stationary brake van and 5 wagons, the rear portion of the 10.30 a.m, up special mineral train, Aberdare to Old Oak Common, which had become divided as the result of the breakage of a drawhook.
It is estimated that there were about 100 passengers in the train, and I regret to report that one (who was probably travelling in the leading coach) and Driver E. A. Starr were fatally injured. In addition, 10 passengers were seriously injured, most of them also having travelled in the first coach, while 17 others and Fireman J. H. Cozens of the express suffered from minor injuries and shock.
It was a dark, cold night; the Meteorological Office, Air Ministry, reported that at Marlborough, some 12 miles distant, for the 24 hours ending at 9.0 a.m. on the 15th January, minimum temperature and grass minimum were 24° F. and 17° F. respectively. The temperature at 9.0. a.m. was 27.9° F., weather conditions being reported as "Overcast, mist, hoar frost, overhead fog". With regard to visibility in the neighbourhood of Shrivenham, the evidence of the men concerned varied considerably, owing to low-lying patchy mist, steam, and smoke.
Effects of the Collision, Damage, etc.
The mineral train was hauled by engine No. 2802, type 2-8-0, with a 6-wheeled tender, weighing in working order 108 tons 6 cwts., and fitted with the vacuum brake working blocks on all the coupled and tender wheels. The train comprised 53 loaded wagons, with a 24-ton 6-wheeled brake van, No. 56923, in rear; the tare weight of the train was 374 tons 19 cwts. and the load (coal) about 625 tons. The total weight of the train was roughly 1108 tons, and its overall length 1109 feet.
The division occurred between the 48th (12-ton) and 49th wagons, the rear drawhook on the former having broken; the marshalling of the remaining wagons was 49th, 20-ton; 50th, 10-ton; 51st, 10-ton; 52nd, 10-ton; 53rd, 12-ton. The total weight of the 5 wagons and brake van was approximately 121 tons 15 cwts. Only the 20-ton wagon and the brake van had oil axleboxes.
The van was 24 ft. long overall, and had a wood and steel body, on a heavy steel frame. The rear portion, consisting of a verandah 6 ft. 6 ins. wide, with the brake handle in the centre of it, was destroyed, but the body withstood the shock well. The 3 wagons in rear were wrecked, while the 2 leading wagons became detached when the collision occurred, and were propelled for no less than 1½ miles up the line.
The express was hauled by engine No. 6007, King William III, 4-6-0 type, with a 6-wheelcd tender. It weighed in working order 135 tons 14 cwts., and was fitted with the vacuum brake operating blocks on the coupled and tender wheels, and on all wheels of the train, which comprised 9 bogie coaches, weighing 328 tons 6 cwts., screw coupled and electrically lighted. The marshalling of the train, and particulars of construction and damage are given in Appendix I; the total weight, including load, was approximately 474 tons, and the overall length wag 688 ft. 6 in.
Much of the force of the collision was taken by the frame of the goods brake van; but its wheels and those of the 3 wagons in rear (which collapsed with their coal) were piled into a heap, into which the engine ploughed its way, and unfortunately turned over on to its right side, with the boiler along the centre of the down line. This caused violent stoppage of the express, the shock of which was taken chiefly by the first 2 vehicles.
The couplings at each end of the leading coach, a corridor third, became unhooked; the buffers were of the oval pattern. The coach was built in 1921 and had a heavy steel underframe with a body constructed of wood, steel-panelled,
