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Irk Valley Junction rail crash: Difference between revisions

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Coordinates: 53°29′54″N 2°13′34″W / 53.49833°N 2.22611°W / 53.49833; -2.22611
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| footnotes = [[List of rail accidents in the United Kingdom|List of UK rail accidents by year]]
| footnotes = [[List of rail accidents in the United Kingdom|List of UK rail accidents by year]]
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The '''Irk Valley Junction rail crash''' occurred on 15 August 1953 at [[Collyhurst]], just over a mile from [[Manchester Victoria station]]. At that point, the electrified line to [[Bury, Greater Manchester|Bury]] passes through Irk Valley Junction, so called because it lies on a viaduct above the [[River Irk]]. At 07:40 on the morning of 15 August 1953, the 07:20 [[LYR electric units|electric train]] from Bury collided with the 07:36 steam passenger train to [[Bacup]] hauled by a [[LMS Class 4P 2-6-4T (1945)|Class 4P 2-6-4 tank engine]]. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell {{convert|40|ft}} onto the bank of the river; the rear fell {{convert|70|ft}} into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher.
The '''Irk Valley Junction rail crash''' occurred on 15 August 1953 at [[Collyhurst]], just over a mile from [[Manchester Victoria station]]. At that point, the electrified line to [[Bury, Greater Manchester|Bury]] passes through Irk Valley Junction, so called because it lies on a viaduct above the [[River Irk]]. At 07:40 on the morning of 15 August 1953, the 07:20 [[LYR electric units|electric train]] from Bury collided with the 07:36 steam passenger train to [[Bacup]] hauled by a [[LMS Fairburn 2-6-4T|Class 4P 2-6-4 tank engine]]. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell {{convert|40|ft}} onto the bank of the river; the rear fell {{convert|70|ft}} into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher.


The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the [[Railway semaphore signal#Stop signals|home signal]] at danger. Analysing the previous 110 runnings of the 07:20 train showed that the signal in question had not once been at danger; moreover the [[Railway semaphore signal#Distant signals|distant signal]] was at caution on 101 occasions. The driver appeared to have therefore missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it.
The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the [[Railway semaphore signal#Stop signals|home signal]] at danger. Analysing the previous 110 runnings of the 07:20 train showed that the signal in question had not once been at danger; moreover the [[Railway semaphore signal#Distant signals|distant signal]] was at caution on 101 occasions. The driver appeared to have therefore missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it.


The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The [[British absolute block signalling|absolute block]] system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence.
The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The [[Absolute block signalling|absolute block]] system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence.


==Sources==
==Sources==
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[[Category:Railway accidents involving a signal passed at danger]]
[[Category:Railway accidents involving a signal passed at danger]]
[[Category:Accidents and incidents involving British Rail]]
[[Category:Accidents and incidents involving British Rail]]
[[Category:August 1953 events]]
[[Category:August 1953 events in the United Kingdom]]
[[Category:Train collisions in England]]
[[Category:Train collisions in England]]
[[Category:1953 disasters in the United Kingdom]]
[[Category:Rail accidents caused by a driver's error]]
[[Category:Rail accidents caused by a driver's error]]
[[Category:Railway accidents caused by signaller's error]]
[[Category:Railway accidents caused by signaller's error]]

Latest revision as of 22:54, 6 March 2022

Irk Valley Junction rail crash
Details
Date15 August 1953
07:40
LocationIrk Valley Junction, Collyhurst near Manchester Victoria station
Coordinates53°29′54″N 2°13′34″W / 53.49833°N 2.22611°W / 53.49833; -2.22611
CountryEngland
LineManchester to Bury line
CauseSignal passed at danger
Statistics
Trains2
Passengers106
Deaths10
Injured58 (22 seriously)
List of UK rail accidents by year

The Irk Valley Junction rail crash occurred on 15 August 1953 at Collyhurst, just over a mile from Manchester Victoria station. At that point, the electrified line to Bury passes through Irk Valley Junction, so called because it lies on a viaduct above the River Irk. At 07:40 on the morning of 15 August 1953, the 07:20 electric train from Bury collided with the 07:36 steam passenger train to Bacup hauled by a Class 4P 2-6-4 tank engine. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell 40 feet (12 m) onto the bank of the river; the rear fell 70 feet (21 m) into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher.

The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the home signal at danger. Analysing the previous 110 runnings of the 07:20 train showed that the signal in question had not once been at danger; moreover the distant signal was at caution on 101 occasions. The driver appeared to have therefore missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it.

The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence.

Sources

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