3. OFF THE STRAIGHT AND NARROW
  4. OFF THE STRAIGHT AND NARROW

OFF THE STRAIGHT AND NARROW

This gallery is a sort of compendium of all the bent and the broken, the crashed and the bashed, both steam age and modern, loco and stock, both British and foreign. Most are duplicates of pictures to be found in other galleries, some taken by me and some very obviously not. These pictures are displayed for recreational/information/research purposes only and are not for sale under any circumstances. Every effort has been made to verify the information in the captions but its accuracy cannot be guaranteed.
PLEASE NOTE : IMPORTANT MESSAGE : Please be aware that I do not sell copies of ANY of my pictures, DO NOT email copies to viewers or allow re-posting on other sites. Neither do I wish to enter into correspondence with any individual or group regarding my pictures or their captions. All comments reflect my personal opinions and I am not prepared to discuss these with anyone. I apologise for this disclaimer but I'm afraid it has been forced upon me. I have no wish to upset anyone and please continue to enjoy my pictures at your leisure.
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THIRSK - (4) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'. Seen here is DP2 arriving in tow back ay the Vulcan Foundry factory from York. As it was a prototype, it was still owbnd by the builders and was not part of BR capital stock.
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THIRSK - (4) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'. Seen here is DP2 arriving in tow back ay the Vulcan Foundry factory from York. As it was a prototype, it was still owbnd by the builders and was not part of BR capital stock.

  • SWAFFHAM - Swaffham engine shed was built on an embankment above Northwell Pool. Access to the shed was gained from a turntable. In this 1904 photograph it appears that a driver has selected reverse instead of forward when leaving the turntable on the way to the station or has failed to stop on the way to the shed! The locomotive is a Great Eastern 2-4-0.
  • SWINDON WORKS - E79064 - Metro-Cammell DMBS built in 1955 as prototype of Class 101 - non standard electrical equipment lead to early withdrawals and all were gone from revenue service by 1969 - seen here at Swindon Works in 1972 with accident damage.
  • TAFF VALE RAILWAY - 194 - Class U 0-6-2T - built 09/1895 by Vulcan Foundry - 1923 to GWR as No.597 - 09/28 withdrawn from Abercynon - seen here in the West Yard at Cardiff Works after a derailment.
  • TAL-Y-CAFN - On July 5th, 1904, whilst the 10.25 am passenger train from Llandudno to Bettws-y-Coed hauled by LNWR 2-4-2T No.891 was travelling between Tal-y-Cafn and Llanrwst, the engine left the rails, shortly after passing the 74 mile post, and after running along the ballast for about 100 yards, was overturned to the right of the line. The remainder of the train also became derailed, the leading conch being upset on the right side of the line, while the other vehicles turned to the left, and came to a stand on the ground at the side of the railway, the first one being turned over on its side and all of them damaged. There were only six passengers in the train; these were seated in the middle carriage, and escaped without injury. The driver sustained a fracture of his thigh and the fireman had his knee badly sprained. The engine was turned through 180 degrees during the crash and it required the combined efforts of 8 engines to pull it free from the embankment.
  • THANKERTON - At 0445 on February 6th, 1908, several wagons of a heavy goods train from Carlisle left the line at Thankerton. By 0745 the breakdown gang had managed to clear one line to allow through traffic. Amazingly no-one was injured and although the mail was several ​hours late normal services had resumed by 1600.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THIRSK - (1) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'.
  • THIRSK - (2) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'.
  • THIRSK - (3) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'. Very little is left of the leading carriage, where most of the casualties occurred.
  • THIRSK - (4) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'. Seen here is DP2 arriving in tow back ay the Vulcan Foundry factory from York. As it was a prototype, it was still owbnd by the builders and was not part of BR capital stock.
  • THIRSK - (5) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'. Seen here in October 1967, having just been condemned for scrapping.
  • THORNABY - 1067 - Worsdell NER Class P3 LNER Class J27 0-6-0 - built 09/09 by Robert Stephenson & Co. - 03/46 to LNER No.5839, 11/48 to BR No.65839 - 04/66 withdrawn from 52F North Blyth - seen here in July 1912 in the River Tees after running through catch points at Tees Bridge, Thornaby.
  • TINSLEY LOCOMOTIVE DEPOT - Not a very good picture (from a newspaper I think) and I have no details at all but someone has done a good job of parking 20022! Sometime in the '80's I think looking at the car on the left.
  • TINSLEY LOCOMOTIVE DEPOT - This Class 45 and 08223, presumably coupled together 'on shed' have run away and ended up on the Sheffield Parkway in 1978. 08223 appears quite extensively damaged, perhaps leading to it's withdrawal in June 1979. Tinsley Depot was built atop an embankment and runaways were not uncommon.
  • TOTON - 25 205 had just come off a train in the Down Yard at Toton and en route for Depot, passing the much mangled 25 151 in the Training Compound. 05/85.
  • TUNBRIDGE WELLS WEST - On March 11th, 1905, LBSCR Cass C1 0-6-0 No.423 fell into the turntable pit. This was not an uncommon occurrence. 423 does not look badly damaged but it was scrapped only 3 years later. Note the 2-2-2 trapped on the turntable.
  • ULLESKELF - On November 24th, 1906, while an up empty coal train from York to Gascoigne Wood, consisting of an engine, tender, 60 wagons and a brake van, was standing at Ulleskelf Station, its rear end was run into by the 7 pm up express train from York to Leeds, consisting of engine, tender, and four vehicles. The speed of the passenger train at the time of the collision was probably about 40 miles an hour, and the shock was a severe one. The engine was thrown over on to its side, and both it and the tender were severely damaged; the two leading vehicles of the train were derailed but were only slightly damaged; the two rear vehicles were not derailed and were not injured at all. The brake van and four wagons of the coal train were completely destroyed, whilst three others were seriously damaged. The driver and fireman of the passenger train were both killed instantaneously, whilst the guard and seven passengers were slightly injured. The guard of the coal train was fortunately not in his brake van at the time, so neither he nor any other of the staff of that train were injured. The accident was caused when the driver and fireman of the express passed a danger signal in thick fog.
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