The fatal rail accident that occurred at Salisbury,
Wiltshire, on 30th June 1906 had an obvious cause, namely excessive
speed leading to a catastrophic derailment, but the mystery as to why the train
was going so fast is unlikely ever to be solved.
Salisbury is on the line, then belonging to the London and
South Western Railway, that runs from London Waterloo to Exeter and Plymouth.
The train in question was a night boat express from Plymouth that was planned
to run with only one stop, that being at Templecombe in Somerset to change
engines. The train only had five carriages and 48 passengers, who had landed at
Plymouth on the liner “New York”.
The engine that was coupled to the train at Templecombe was
an express engine under the charge of Driver Robins and Fireman Gadd. The
driver was highly experienced and knew the line well. With a powerful engine
and a light load it was clearly going to be possible to make a fast run, but
Driver Robins was well aware that drivers who arrived too early at their destination
were likely to be disciplined. He even said as much to two other railwaymen at
Templecombe before he set off.
However, the train was some four minutes behind schedule
when it reached Dinton, about two-thirds of the way to Salisbury. It was at
this point that Driver Robins started to pile on the speed, averaging 70 miles
an hour over the next six miles.
Although the line contains many straight stretches and fast
curves, this does not apply through Salisbury itself. The line bends
sufficiently sharply for 30 mph restrictions to apply on both sides of the
station. However, the signalman in the Salisbury West box was horrified to see
the express hurtle past with the whistle screaming.
The train managed to hold the less severe west curve but,
having roared through the station, had no hope of staying on the track on the
much sharper east curve. The train jumped the rails and ploughed into a milk
train that happened to be passing on the other line.
The force of the impact was catastrophic, with the result that
half the passengers on the boat train, plus both enginemen, were killed, as
were the guard of the milk train and the fireman of a light locomotive that was
standing on a passing loop. The track was ripped up for 40 yards and a trench
gouged in the track bed to a depth of three and a half feet.
The crash was estimated to have happened at 1.57 a.m., which
meant that the average speed of the train since passing Dinton must have been
72 mph.
The question that arose, not surprisingly, was what did
Driver Robins think he was doing? He knew about the speed restriction through
Salisbury, so why had he ignored it by attempting to pass through the station
at more than double the permitted speed? The engine was remarkably unscathed by
the crash, and there was no evidence that the regulator had stuck open –
indeed, it was actually closed.
One possibility might be that the regulator had indeed stuck
open, and that was why Robins had blown the whistle for several hundred yards
to the west of the station. Perhaps he had been able to free the regulator just
before the crash but had had no time to apply the brake.
There was some speculation at the time that Driver Robins
had taken a bet to break a speed record for the journey, or had been tipped by
the passengers to make a fast run, but no evidence was found to substantiate
this. As noted above, Driver Robins knew all about the consequences of arriving
early at Waterloo, so why would he deliberately risk a reprimand and loss of
pay by breaking the rule?
As mentioned earlier, this was an accident the cause of
which was always going to be difficult to find, given that the people who might
have supplied the answer were dead. Any guesses as to the cause, such as the
one suggested above, or a sudden medical emergency, will have to stay as
guesses.
After the crash the speed limit for trains leaving Salisbury
station was reduced to 15 mph. This limit is still in force, as shown in the
accompanying photo.
© John Welford
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