Farnley Junction Train Crash 1977
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- Опубліковано 20 жов 2024
- On the 5th of September, 1977, an incorrectly wired rectifier would lead to a head-on collision outside the village of Farnley…
Sources
Railways Archive
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Weather Charts
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Railcar co uk
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46soton
www.47soton.co...
jsb303 (Flicker)
www.flickr.com...
Train In Trouble Vol.2 by Arthur Trevena (Book)
Lost Railways Of South & West Yorkshire by Gordon Suggitt (Book)
Lightless Dawn Kevin MacLeod (incompetech.com)Licensed under Creative Commons: By Attribution 3.0 Licensecreativecommons...
Driver Shore may have been Geoffrey Arthur Shore, death registered third quarter of 1977, date of birth 19/2/13. Driver Watson most likely to have been Eric Watson (b.7/11/30) or Ronald Watson (b.15.2.26).
If Driver Shore is correctly identified, he was only a few months away from retirement.
@@manganese2222 Thank you, my friend
And it is amazing that D1501 is still around today running on heritage railways over 45 years since the incident happened
Not very nice to think that a driver had lost their life in it though.
Commented upon this one some weeks back. Farnley Jn once had a giant shed for sixty engines opened in 1888 by the LNWR. Plus lodging house next door. Not a trace today.
I was working nights as a police officer in South Leeds that night. About 03.30 I watched and listened as the two trains were pulled apart. A horrible tearing sound. I think that they had attached anothervclass 47 to the rear of the DMU.
Excellent - thank you.
Although interesting, I fail to see how the Leeds new line had any connection to this accident. Farnley flying Junction or grade separated Junction as they say these days was much further west and had been completely removed by 1977.
Interesting to ponder upon such crazy incidents, which surely could have been avoided had better procedures been preplanned and enacted upon.
The sad thing about this is the man who made the mistake wiring the transformer said to the technician, whose section it was, he had some spare time and would go out that evening to change the transformer. The low voltage was not preventing trains from running it was just causing an indication in the signal box to show a train was in the section when there wasn't. The signals could be cleared to green which looked wrong to the signallers but was going to be left until the technician whose section it was came back on shift. The phone call saying the work had been completed was certainly not made by who the signallers thought it was. He was nowhere near location 17 L68 telephone at that time and saw the collision on his way there. I had not realised D1501 was the locomotive involved. It surprised me the driver of the DMU survived in the fibre glass cab while the driver in the 47 was killed in the steel 47 cab. The leading car of DMU was sheeted over and left in the siding the rest towed to Huddersfield. I think the leading car was scrapped on site.
Do we know who made the call?
@@RobertSweet-nw4tm Sorry no I don't. The box was in a bit of confusion. A signaller accused a driver of passing a signal at danger, the driver said it had cleared to a single yellow just as he got up to it, it was while sorting this out there was a call came in to say the work is done and normal working could resume. The S&T always denied anyone had made that call and the two men at Location 17 said they had not completed final checks and circuit testing. the 3rd man who the signallers said had made the call was not at the location at that time.
Points are referred to as "Normal and Reversed" not "Opened and Closed".
Hol-beck, not Hol-bank. Otherwise great!
More to this than a wrong polarity wiring of a power supply rectifier .
These 47s had terrible cabs in a crash.
5th September 1977 not Novemver