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The Flying Kipper Crash occurred at 7:33 on 12 December, 1935 when the North Western Railway goods Engine number 3, also named "Henry", was lead down the wrong set of points after passing Maron Station before crashing into the back of a waiting goods train on the siding. During the trains journey towards the mainland whilst pulling the "Flying Kipper", snow had prevented the single from properly displaying the home signal, which would indicate the trains need to slow down. After bypassing the signal, the train was soon turned into the siding and promptly rammed into the back of a goods train awaiting for it to pass by, causing a severe collision. Despite no deaths in this incident, a number of severe injuries were sustained by the Engines crew and some workmen as the crash occured. Present on scene, the then Controller of the Railway, Sir Topham Hatt I, would personally oversee the clean up operations and the Engine being sent away to Crewe for an overhaul.

Derailment
On 12 December 1935, the Island of Sodor premier Heavy goods Engine, operated by the North Western Railway, was made up of the steam locomotive No. 3 (GNR Gresley A1 (prototype; Henry I) ). The train had left Knapford Harbour at 5:45 (PM), and was making good time when it reached Maron in the early morning hours. Going at a reported speed of 35 mph down the mainline, the driver reported seeing the signal which reportedly indicated caution, however the "home signal" was down. This false reading proved fatal as the train would continue and go down the wrong line, leading into a waiting goods train. At 7:33 (AM), the Engine would crash directly into the back of the waiting Goods train, wrecking the break van and severely damaging a couple of vans whilst the engine itself jumped the tracks before coming to rest on its side whilst two fish vans were derailed.

The engines crew, who had jumped clear mere moments before the crash, sustained severe injury dur to debris and rough landing so close to the tracks, whilst a number of workmen present whilst inspect the line were also injured as soon as Henry into the goods train.

Aftermath
The investigation found snow was responsible for the failure, thus leading to all signals being replace by newly the 'somersault signal' in order to prevent snow build up from prevent its movement as what caused the accident. As well as this, new practices were in place alongside new maintains procedures to ensure the new signals operated as intended.

Consequences

 * The NWR adopted a significantly different design of semaphore signal; the 'somersault' signal. In this, the pivot about which the arm moved was at the middle of the arm; other things being equal accumulation of snow should not significantly affect the balance of the arm
 * The modern practice of the default position for signals being 'danger' was adopted
 * Railway companies were required by law to make an annual return to the Board of Trade on what fraction of their passenger rolling stock was fitted with continuous brakes