1960
After almost a year at Ipswich all four moved to Stratford (30A) during September. By December Camden (1B) had a new Christmas present in the shape of D5026 whilst D5027 moved to Willesden (1A).
1961
In March D5028/29 also moved to Willesden (1A). D 5026 was noted at Derby Works during February, whilst D5029 paid a visit in May.
1962
All four locomotives spent some time in Derby Works during 1962. D5026 visited in February & March and recieved a repaint before outshopping, D5029 visited in April, as did D5028, which was also present in May & August, whilst 5027 was present in July and October.
1963
Again much time was spent at Derby Works during the year, D5027 in March, D5026 during April, these two possibly casualties of the harsh winter, D5029 during July whilst August saw D5027/28 visiting. D5029 was reported at Derby & Doncaster in November.
1964
Derby was visited by D5027 during July & August whilst D5026 was present from August to October.
1965
D5028 visited Derby during January, March & August whilst D5027 was present from May to August.
With the WCML electrification well under way a gradual move northward of the Classes 24/40 took place with D5026 & 5029 moving to Bescot (2F) in December.
1966
January saw D5027 transferred to 1F and D5028 to 1E, then both to the Birmingham Division (D02) in July.
D5029 was at Derby during July & August whilst D5026 stopped by during September.
1967
With the WCML electrification progressing northwards the new home for the majority of the LMR Class 24's would be the Stoke Division. A great many were re-allocated there during 1967 including D5024 - D5049 during August.
Photograph courtesy Tony Sayer.
1968
More visits to Derby included D5027 in May and 5028 in September. The above view shows 5028 undergoing major repair including much repanelling in the area of the radiators. This was the occasion of the annual Horticultural Show and Works Open Day.
1969
5029 was under repair at Derby during September & October.
Photograph courtesy Grahame Wareham
After its visit to Derby Works in 1969 5028 was outshopped in blue livery with two BR embloms and two numbers on each side. It is seen here at Crewe during August 1969.
1970
5027 visited Derby during April, whilst 5029 stopped by during December.
1971
Noted at Derby Works during February was 5026.
On November 25th 5270 was busy on the Redditch branch assisting in the removal of the northbound line at the station. The daily coal train featured 5267, this day handling two loads in and three empties out, whilst the thrice weekly Oakamoor stone train was in charge of 5027 & 5092. The stone service ended during January 1972.
1972
Thirteen years of anonymity and obscurity came to an end for 5028 on the evening of May 8th 1972 when it ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11.
5028 had been in charge of the 8D66 19.31 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. For this train on the route to Helsby the total weight limit permissible for a Class 24 was 1,150 tons. Beyond the reversal at Helsby the train required a fitted head to allow operation to Mold Jct, this was achieved by the five vacuum brake fitted tank wagons which would be next to the locomotive after the reversal at Helsby, providing a brake force of 134 tons. At Helsby the sequence of events was set in motion when the reversal took place but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined both the driver and guard were aware that a fitted head was required beyond Helsby to safely control this train, but the train set off without this being established and without a brake test being carried out.
About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile, it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph.
Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured.
Shortly after the collision fire broke out under the remains of the dmu crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the dmu standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the dmu and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the dmu were separated from the other three, creating room to free the postal worker.
Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours.
For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium cab in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking. A 'C' examination had been carried out at Crewe on April 26th, the brakes were reported as 'weak' on May 4th but were found to be in good order when examined as part of an 'A' exam on the same date. No other reports were recorded to the date of the accident.
5028 was withdrawn during June, moved to Crewe Works and the remains broken up during September.
The number 2 end of 5028 shows the damage sustained in hitting the dmu, parts of which are visible in the photograph. The fire started under the far end of the locomotive, destroying much of the fabric of the number 1 end cab and the radiators behind the bulkhead.
The three tank wagons which the fire service fought hard to keep cool are seen here, the nearest one still shows the bed of foam laid down underneath them to keep them as cool as possible. The burned remains of dmu 51195, which formed part of the five car 19.15 Bangor - Crewe, is visible on the left. Six dmu vehicles were written off in this accident (50407/946, 51195, 56154/229/338) - all were removed to Cashmore's Great Bridge yard and broken up by December 1972. Both the above views are taken from the official accident report.
I've lost the text which accompanies this newspaper cutting but presumes it comes from the Royal Mail's newspaper and features one of the postal workers involved in the events of May 8th, with much of the devastation still apparent.
After the dramatic events of early May the wanderings of 24067/27/29 continued un-reported and in obsurity. 24027 was noted at Derby Works during September.
1973
In May 24025/26/29 moved to Longsight (LO), in September 24027 was swapped with 24029, the latter returning to Crewe. 24026 was noted at Derby Works during August.
1974
More visitors to Derby included 24029 in February & March. 24026 was transferred to Crewe in March and then spent August, September (??) & October at Derby Works.
1975 - 1977
24026 & 24029 returning to Longsight (LO), then back to Crewe (CD) in May (24026) and March (24029). The summer of 1975 brought the massive withdrawals to the Class 24 fleet with 24026/27/29 all stored in July followed by final withdrawal in August. A number of locomotives were reinstated and this included 24027, which had been stored at Reddish was reinstated to Crewe in December 1975. Its activity was brief, it returned to store in February 1976 and then withdrawn in July 1976.
After a period in store at Crewe 24026 moved to Swindon during October 1976 hauled by 25245 with 24031/44/76 in tow.
On January 10/11th 1977 25269 hauled 24025/29/33/34 as the 06.45 Crewe - Swindon whilst 24027/30/37/83 moved as the 9X29 06.50 Crewe - Banbury - Swindon on March 21st 1977
All three machines were broken up in the first half of 1977, 24026 in January, 24029 in March and 24027 in May.
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The unfortunate 5028 has been extracted from the station and now awaits removal to Crewe Works, fit for only one thing. Repair limitations on the Type 2's were reached if both cabs and sub-floor needed replacement - 5028 requires a little more than that. It is perhaps remarkable that this locomotive was allowed to make that last journey to Crewe.
Photograph collection of Steve Jordan. |
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25060 stands on the center roads at the east end of Chester station on a gloomy September day in 1984. The photographer is standing on Platform 10 which on the day of 5028's runaway was occupied by the 19.15 Bangor to Crewe dmu. The runaway train ran into Platform 11, seen here to the left of the photographer colliding with an empty two car dmu. At the time of the runaway Chester No 2 signalbox would have been dominant center left in this photograph.
Photograph courtesy P O'Garra. |
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Looking the other way now, 25904 & 25910 occupy the platform used by the Bangor - Crewe service, to the right is where 5028 ran into the bay platform occupied by M56229 & M50496, both written of as was a considerable portion of the station roof, additionally M56229 demolished 35 feet of the refreshment room wall and bringing down part of the ceiling.
Photograph courtesy Ian Hammond. |
