Slough rail accident
Encyclopedia
The Slough rail accident happened on 16 June 1900 at Slough railway station
on the Great Western Main Line
when an express train from to ran through two sets of signals at danger, and collided with a local train heading for Windsor. Five passengers were killed; 35 were seriously injured, and 90 complained of shock or minor injuries
Significant consequences of the accident were the adoption of improved vacuum braking systems on locomotives and passenger rolling stock, and the introduction of Automatic Train Control (ATC) in 1908.
it had been augmented by two extra coaches but an additional eighth coach was added at Paddington, delaying departure until 1:12 p.m. Its only stop before Windsor was Slough and when it arrived at the down main platform at 1:37 p.m. it was eight minutes late. Signals were set to danger behind it.
Meanwhile behind the local train, the 1:15 express from Paddington to Falmouth was running a couple of minutes late. It comprised GWR 3031 Class
engine No. 3015 Kennet pulling ten coaches and was not booked to stop at Slough, its first stop was to be at . The lines through Slough are straight and level and it was travelling at full speed – between 50 and 60 mph when it approached Slough.
was in force on the line; one train was allowed to occupy each section of track. The section including the station was controlled by Slough East signal box; the previous section was controlled by Dolphin signal box. Both sets of signals were set at danger behind the Windsor train. A "warning arrangement" allows Slough East to accept a train from Dolphin by giving the "Section clear but station blocked" signal to Dolphin. The latter would then stop the train at his home signal and verbally warn the driver that the line through the station is blocked. The driver is then allowed to proceed.
The subsequent investigation found that Henry Woodman, the driver of the express had failed to see the Dolphin signals. He also missed the Slough East distant signal. It was the fireman who finally noticed the Slough East home signal was at danger and applied the brakes. The train managed to slow to between 25 and 30 mph when it struck the rear of the standing train, driving it forwards 15 yards. The two rear carriages were "completely destroyed", "the last but one being thrown up to the roof of the station and falling back on to the engine of the second train". Two compartments of the next carriage were "completely smashed".
Five passengers were killed; 35 were seriously injured, and 90 complained of shock or minor injuries. The death toll would have been far higher had most of the 450 passengers on board not managed to jump clear in response to the shouted warnings. In addition the brakes of the standing train had been released in preparation for its imminent departure, so the shock of the collision was lessened.
The enquiry ruled that a primary cause of the accident was the poor physical condition of the driver, due to his age (59 years) and fatigue; he had started duty at 05:00 that morning. It recommended that drivers be medically examined at age 55 (rather than 60) and each succeeding year thereafter.
The fireman and guard of the express were also criticised. To the fireman's credit he did act decisively when he spotted the Slough East home signal at danger; but it was one of his duties to "carefully observe all signals" which he did not do earlier. The guard claimed that he was too busy attending to luggage and mailbags to look out for signals; his priorities were supported by the officers of the company but the enquiry pointed out that according to the regulations the "safe working of the train" should have been his first consideration.
Inquests held at Slough and Paddington absolved the driver of blame, but the jury at Windsor found him culpably negligent; he was charged with manslaughter and sent for trial at Reading assizes
where the jury verdict of not guilty was met with cheers from the public gallery.
As a result of this accident the Great Western Railway worked to introduce by 1908 a system of Automatic Train Control in which a horn was sounded on the footplate when a Distant signal was passed at caution. If the driver did not acknowledge the warning then the brakes were automatically applied.
locomotive no. 100 – the first of the GWR's many successful 4-6-0
designs – was fitted with vacuum brakes on all wheels of the locomotive and tender, rather than just the locomotive's steam brake. While the steam brake on a locomotive was very powerful, it took time to build up pressure on the initial application when the metal surfaces were cold; on a second application it was far more rapid, but this would not occur in an emergency.
The GWR had prided itself on their version of the vacuum brake, considering it superior to any other then in use. However, the findings of the accident enquiry dented this pride and the company immediately started experiments into improved vacuum braking systems. In 1903 a revised brake cylinder was introduced, that included 'accelerating valves' allowing air directly into the cylinder in an emergency application.
Slough railway station
Slough railway station, in Slough, Berkshire, England, is served by local services operated by First Great Western from to and intercity services on the Great Western Main Line, the original line of the Great Western Railway...
on the Great Western Main Line
Great Western Main Line
The Great Western Main Line is a main line railway in Great Britain that runs westwards from London Paddington station to the west of England and South Wales. The core Great Western Main Line runs from London Paddington to Temple Meads railway station in Bristol. A major branch of the Great...
when an express train from to ran through two sets of signals at danger, and collided with a local train heading for Windsor. Five passengers were killed; 35 were seriously injured, and 90 complained of shock or minor injuries
Significant consequences of the accident were the adoption of improved vacuum braking systems on locomotives and passenger rolling stock, and the introduction of Automatic Train Control (ATC) in 1908.
The trains
The local train pulled by a four-coupled tender engine should have left London Paddington at 1:05. Due to the large crowds expected to travel to Windsor RacecourseWindsor Racecourse
Windsor Racecourse, also known as Royal Windsor Racecourse is a thoroughbred horse racing venue located in Windsor, Berkshire, England. It is one of only two figure-of-eight courses in the United Kingdom, the other being at Fontwell Park. It abandoned National Hunt jump racing in December 1998,...
it had been augmented by two extra coaches but an additional eighth coach was added at Paddington, delaying departure until 1:12 p.m. Its only stop before Windsor was Slough and when it arrived at the down main platform at 1:37 p.m. it was eight minutes late. Signals were set to danger behind it.
Meanwhile behind the local train, the 1:15 express from Paddington to Falmouth was running a couple of minutes late. It comprised GWR 3031 Class
GWR 3031 Class
The Dean Single, 3031 Class, or Achilles Class was a type of steam locomotive built by the Great Western Railway between 1891 and 1899. They were designed by William Dean for passenger work...
engine No. 3015 Kennet pulling ten coaches and was not booked to stop at Slough, its first stop was to be at . The lines through Slough are straight and level and it was travelling at full speed – between 50 and 60 mph when it approached Slough.
Block working
Block workingBritish absolute block signalling
The principle of the British absolute block system of railway signalling is to ensure the safe operation of a railway by allowing only one train to occupy a defined section of track at a time...
was in force on the line; one train was allowed to occupy each section of track. The section including the station was controlled by Slough East signal box; the previous section was controlled by Dolphin signal box. Both sets of signals were set at danger behind the Windsor train. A "warning arrangement" allows Slough East to accept a train from Dolphin by giving the "Section clear but station blocked" signal to Dolphin. The latter would then stop the train at his home signal and verbally warn the driver that the line through the station is blocked. The driver is then allowed to proceed.
Collision
The driver of the 1:15 Falmouth express passed Dolphin box at full speed, ignoring the distant and home signals. The Dolphin signalman immediately tried to telephone Slough East but was unable to get a reply. The Slough East signalman said he had not heard the telephone; the first he knew of the problem was when he heard the 1:15 approaching, much sooner than he had expected. He waved a red flag from the window and shouted to the platform to get the passengers off the Windsor train.The subsequent investigation found that Henry Woodman, the driver of the express had failed to see the Dolphin signals. He also missed the Slough East distant signal. It was the fireman who finally noticed the Slough East home signal was at danger and applied the brakes. The train managed to slow to between 25 and 30 mph when it struck the rear of the standing train, driving it forwards 15 yards. The two rear carriages were "completely destroyed", "the last but one being thrown up to the roof of the station and falling back on to the engine of the second train". Two compartments of the next carriage were "completely smashed".
Five passengers were killed; 35 were seriously injured, and 90 complained of shock or minor injuries. The death toll would have been far higher had most of the 450 passengers on board not managed to jump clear in response to the shouted warnings. In addition the brakes of the standing train had been released in preparation for its imminent departure, so the shock of the collision was lessened.
Investigation
In the subsequent enquiry Woodman could offer no explanation for his inattention: "I cannot say in what position the Dolphin signals were. I did not see them. I am at a loss to say how it was that I failed to do so", "I cannot recollect passing Dolphin signal-box. I do not remember seeing the distant signal for Slough East box", "I was in my usual health, I did not feel the least sleepy. I had nothing particular to occupy my thoughts that I am aware of", "I can give no explanation other than that I seem to have lost myself".The enquiry ruled that a primary cause of the accident was the poor physical condition of the driver, due to his age (59 years) and fatigue; he had started duty at 05:00 that morning. It recommended that drivers be medically examined at age 55 (rather than 60) and each succeeding year thereafter.
The fireman and guard of the express were also criticised. To the fireman's credit he did act decisively when he spotted the Slough East home signal at danger; but it was one of his duties to "carefully observe all signals" which he did not do earlier. The guard claimed that he was too busy attending to luggage and mailbags to look out for signals; his priorities were supported by the officers of the company but the enquiry pointed out that according to the regulations the "safe working of the train" should have been his first consideration.
Inquests held at Slough and Paddington absolved the driver of blame, but the jury at Windsor found him culpably negligent; he was charged with manslaughter and sent for trial at Reading assizes
Assizes (England and Wales)
The Courts of Assize, or Assizes, were periodic criminal courts held around England and Wales until 1972, when together with the Quarter Sessions they were abolished by the Courts Act 1971 and replaced by a single permanent Crown Court...
where the jury verdict of not guilty was met with cheers from the public gallery.
Automatic Train Control
The enquiry concluded with a response to press suggestions that "some mechanical contrivance working in conjunction with the semaphore signals should be adopted, to render it impossible for a driver to pass a danger signal without becoming aware of the fact". It warned that the introduction of such a system would lead drivers to rely on it, so paying less heed to the signals themselves. At the time of the accident several such systems were under consideration by railway companies but had "not yet emerged from the experimental stage".As a result of this accident the Great Western Railway worked to introduce by 1908 a system of Automatic Train Control in which a horn was sounded on the footplate when a Distant signal was passed at caution. If the driver did not acknowledge the warning then the brakes were automatically applied.
Braking systems
As a direct result of the accident, the prototype Saint classGWR 2900 Class
The Great Western Railway 2900 or Saint Class were a class of 4-6-0 steam locomotives for passenger train work. Number 2925 Saint Martin was later rebuilt as the prototype Hall Class locomotive, and renumbered 4900.-Prototypes:...
locomotive no. 100 – the first of the GWR's many successful 4-6-0
4-6-0
Under the Whyte notation for the classification of steam locomotives, 4-6-0 represents the wheel arrangement of four leading wheels on two axles in a leading truck, six powered and coupled driving wheels on three axles, and no trailing wheels. This wheel arrangement became the second-most popular...
designs – was fitted with vacuum brakes on all wheels of the locomotive and tender, rather than just the locomotive's steam brake. While the steam brake on a locomotive was very powerful, it took time to build up pressure on the initial application when the metal surfaces were cold; on a second application it was far more rapid, but this would not occur in an emergency.
The GWR had prided itself on their version of the vacuum brake, considering it superior to any other then in use. However, the findings of the accident enquiry dented this pride and the company immediately started experiments into improved vacuum braking systems. In 1903 a revised brake cylinder was introduced, that included 'accelerating valves' allowing air directly into the cylinder in an emergency application.
Source
External links
- Slough History Online: Railway Disaster - includes photographs of the accident scene