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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SPIJKENISSE, Netherlands - (4) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.<br /> Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.<br /> The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.<br /> Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.
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SPIJKENISSE, Netherlands - (4) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.
Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.
The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.
Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.

  • SLIGO - On February 12th, 1971, a number of wagons on the 1930 goods to Sligo from North Wall were derailed. They piled up just on the Mullingar side of No.46 signal cabin completely blocking the line. It appears that a wagon in the middle of the train was derailed some distance on the Dublin side of the cabin and that the following wagons came off the road at the level crossing.<br /> Trains were diverted via Portarlington and buses were called in until the following evening, when the siding was slewed into the running line to allow trains to pass the accident scene.<br /> Loco A44R went down with the Inchicore crane and A51R attended with the Athlone crane. Three oil tankers - nos. 1720, 1726 and 1732 had run down the embankment on the down side and two were upside down in a stream. The line was eventually cleared by the evening of the 14th.<br /> Here we see the debris being cleared up. Note the road tankers in the background, no doubt collecting the oil from the derailed tankers before they could be moved.
  • SOHAM - At 0015 on June 2nd, 1944, a heavy freight train left Whitemoor marshalling yard, near March in Cambridgeshire. The train comprised WD Austerity 2-8-0 engine number WD 7337, 51 wagons and brake van heading for Ipswich. The cargo on the train consisted of 44 wagons containing a total weight of 400 tons of bombs and a further 7 wagons containing other components e.g. tail fins. On board the engine were 41-year-old driver Benjamin Gimbert and 22-year-old fireman James Nightall. The train guard was Herbert Clarke. About 90 minutes later the train was approaching Soham Station when the driver looked back to see flames coming from the leading wagon which contsained about 10 tons of bombs. Gimbert brought the train to a stop and, rather than running for safety, instructed Nightall to uncouple the first wagon from the rest of the train. Nightall managed this quickly although the fire was now quite serious. Gimbert started to draw the wagon away and had moved it about 140 yards and was still alongside the platforms at Soham Station when the bombs went off. A much more severe explosion was averted by the men's actions. The resulting blast killed Nightall immediately and signalman Frank Bridges, who was on the opposite platform, died the next day. Gimbert though badly injured survived. Guard Clarke although stunned by the blast and suffering from shock managed to walk to the next signal box to warn the signalman there what had happened. Apart from these four men, five others suffered severe injuries and another 22 minor injuries. The explosion created a crater 66 feet in diameter and 15 feet deep. The station buildings were almost demolished and there was damage severe or moderate to over 700 properties within 900 yards. Despite the severity of the explosion, emergency repairs meant that the line was open to freight traffic within eighteen hours and passenger traffic resumed the next day. The cause of the fire was never fully explained. The wagon had previously been used to carry a load of bulk sulphur powder and although it would have been cleaned in between loads, the possibility remained that some of the powder remained. Although the wagon was sheeted, the theory advanced was that a cinder from the engine had landed in the wagon and had ignited some sulphur which in turn set alight the wooden body of the wagon. Although this was still a sizeable explosion the effect and damage was little compared to what would have happened if the entire train load of bombs had exploded. The conduct of the driver and fireman in attempting, and succeeding, in reducing the result of the incident was recognised by the award in July 1944 of the George Cross to both men. Here we can see the remains of the locomotive and the size of the crater. The station buildings are almost demolished, as are nearby buildings. Fortunately, there were a number of USAF airbases nearby and the supply of men and heavy equipment was not a problem.
  • SOHAM - At 0015 on June 2nd, 1944, a heavy freight train left Whitemoor marshalling yard, near March in Cambridgeshire. The train comprised WD Austerity 2-8-0 engine number WD 7337, 51 wagons and brake van heading for Ipswich. The cargo on the train consisted of 44 wagons containing a total weight of 400 tons of bombs and a further 7 wagons containing other components e.g. tail fins. On board the engine were 41-year-old driver Benjamin Gimbert and 22-year-old fireman James Nightall. The train guard was Herbert Clarke. About 90 minutes later the train was approaching Soham Station when the driver looked back to see flames coming from the leading wagon which contsained about 10 tons of bombs. Gimbert brought the train to a stop and, rather than running for safety, instructed Nightall to uncouple the first wagon from the rest of the train. Nightall managed this quickly although the fire was now quite serious. Gimbert started to draw the wagon away and had moved it about 140 yards and was still alongside the platforms at Soham Station when the bombs went off. A much more severe explosion was averted by the men's actions. The resulting blast killed Nightall immediately and signalman Frank Bridges, who was on the opposite platform, died the next day. Gimbert though badly injured survived. Guard Clarke although stunned by the blast and suffering from shock managed to walk to the next signal box to warn the signalman there what had happened. Apart from these four men, five others suffered severe injuries and another 22 minor injuries. The explosion created a crater 66 feet in diameter and 15 feet deep. The station buildings were almost demolished and there was damage severe or moderate to over 700 properties within 900 yards. Despite the severity of the explosion, emergency repairs meant that the line was open to freight traffic within eighteen hours and passenger traffic resumed the next day. The cause of the fire was never fully explained. The wagon had previously been used to carry a load of bulk sulphur powder and although it would have been cleaned in between loads, the possibility remained that some of the powder remained. Although the wagon was sheeted, the theory advanced was that a cinder from the engine had landed in the wagon and had ignited some sulphur which in turn set alight the wooden body of the wagon. Although this was still a sizeable explosion the effect and damage was little compared to what would have happened if the entire train load of bombs had exploded. The conduct of the driver and fireman in attempting, and succeeding, in reducing the result of the incident was recognised by the award in July 1944 of the George Cross to both men. Here we can see the remains of the locomotive and the size of the crater. The station buildings are almost demolished, as are nearby buildings. Fortunately, there were a number of USAF airbases nearby and the supply of men and heavy equipment was not a problem.
  • SOHAM - At 0015 on June 2nd, 1944, a heavy freight train left Whitemoor marshalling yard, near March in Cambridgeshire. The train comprised WD Austerity 2-8-0 engine number WD 7337, 51 wagons and brake van heading for Ipswich. The cargo on the train consisted of 44 wagons containing a total weight of 400 tons of bombs and a further 7 wagons containing other components e.g. tail fins. On board the engine were 41-year-old driver Benjamin Gimbert and 22-year-old fireman James Nightall. The train guard was Herbert Clarke. About 90 minutes later the train was approaching Soham Station when the driver looked back to see flames coming from the leading wagon which contsained about 10 tons of bombs. Gimbert brought the train to a stop and, rather than running for safety, instructed Nightall to uncouple the first wagon from the rest of the train. Nightall managed this quickly although the fire was now quite serious. Gimbert started to draw the wagon away and had moved it about 140 yards and was still alongside the platforms at Soham Station when the bombs went off. A much more severe explosion was averted by the men's actions. The resulting blast killed Nightall immediately and signalman Frank Bridges, who was on the opposite platform, died the next day. Gimbert though badly injured survived. Guard Clarke although stunned by the blast and suffering from shock managed to walk to the next signal box to warn the signalman there what had happened. Apart from these four men, five others suffered severe injuries and another 22 minor injuries. The explosion created a crater 66 feet in diameter and 15 feet deep. The station buildings were almost demolished and there was damage severe or moderate to over 700 properties within 900 yards. Despite the severity of the explosion, emergency repairs meant that the line was open to freight traffic within eighteen hours and passenger traffic resumed the next day. The cause of the fire was never fully explained. The wagon had previously been used to carry a load of bulk sulphur powder and although it would have been cleaned in between loads, the possibility remained that some of the powder remained. Although the wagon was sheeted, the theory advanced was that a cinder from the engine had landed in the wagon and had ignited some sulphur which in turn set alight the wooden body of the wagon. Although this was still a sizeable explosion the effect and damage was little compared to what would have happened if the entire train load of bombs had exploded. The conduct of the driver and fireman in attempting, and succeeding, in reducing the result of the incident was recognised by the award in July 1944 of the George Cross to both men. Here we can see the remains of the locomotive and the size of the crater. The station buildings are almost demolished, as are nearby buildings. Fortunately, there were a number of USAF airbases nearby and the supply of men and heavy equipment was not a problem.
  • SOHAM - At 0015 on June 2nd, 1944, a heavy freight train left Whitemoor marshalling yard, near March in Cambridgeshire. The train comprised WD Austerity 2-8-0 engine number WD 7337, 51 wagons and brake van heading for Ipswich. The cargo on the train consisted of 44 wagons containing a total weight of 400 tons of bombs and a further 7 wagons containing other components e.g. tail fins. On board the engine were 41-year-old driver Benjamin Gimbert and 22-year-old fireman James Nightall. The train guard was Herbert Clarke. About 90 minutes later the train was approaching Soham Station when the driver looked back to see flames coming from the leading wagon which contsained about 10 tons of bombs. Gimbert brought the train to a stop and, rather than running for safety, instructed Nightall to uncouple the first wagon from the rest of the train. Nightall managed this quickly although the fire was now quite serious. Gimbert started to draw the wagon away and had moved it about 140 yards and was still alongside the platforms at Soham Station when the bombs went off. A much more severe explosion was averted by the men's actions. The resulting blast killed Nightall immediately and signalman Frank Bridges, who was on the opposite platform, died the next day. Gimbert though badly injured survived. Guard Clarke although stunned by the blast and suffering from shock managed to walk to the next signal box to warn the signalman there what had happened. Apart from these four men, five others suffered severe injuries and another 22 minor injuries. The explosion created a crater 66 feet in diameter and 15 feet deep. The station buildings were almost demolished and there was damage severe or moderate to over 700 properties within 900 yards. Despite the severity of the explosion, emergency repairs meant that the line was open to freight traffic within eighteen hours and passenger traffic resumed the next day. The cause of the fire was never fully explained. The wagon had previously been used to carry a load of bulk sulphur powder and although it would have been cleaned in between loads, the possibility remained that some of the powder remained. Although the wagon was sheeted, the theory advanced was that a cinder from the engine had landed in the wagon and had ignited some sulphur which in turn set alight the wooden body of the wagon. Although this was still a sizeable explosion the effect and damage was little compared to what would have happened if the entire train load of bombs had exploded. The conduct of the driver and fireman in attempting, and succeeding, in reducing the result of the incident was recognised by the award in July 1944 of the George Cross to both men. Here we can see the remains of the locomotive being recovered. Note the damage to the signalbox.
  • SOUTHAMPTON CENTRAL - Southampton was seen by the Germans as a target of great strategic importance and suffered very badly from German air raids. The station was hit by two German parachute mines on July 22nd, 1941, which destroyed the ticket hall on Platform 4 and damaged the island platform.
  • SOUTHERN RAILWAY - I think this may be the aftermath of South Croydon rail crash of 24/10/47 although I'm not certain at all. It looks like a 4-Sub EMU and I think 'SOUTHERN' is just visible on the coach in the background - as the 4-Sub's were built from 1941 and the SR ceased to exist in 1948, this rather narrows it down.
  • SOUTH LYNN - Whilst shunting 43142 onto the turntable at South Lynn, this is what occurred: the loco had no steam up and therefore it's brakes were not working. When it was shoved onto the turntable, someone should have used the tender handbrake to stop it. Obviously, this did not happen!
  • SPIJKENISSE, Netherlands - (1) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.<br /> Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.<br /> The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.<br /> Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.
  • SPIJKENISSE, Netherlands - (2) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.<br /> Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.<br /> The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.<br /> Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.
  • SPIJKENISSE, Netherlands - (3) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.<br /> Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.<br /> The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.<br /> Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.
  • SPIJKENISSE, Netherlands - (4) On November 2nd, 2020, whilst being shunted into the stock sidings near the station, this tram ran through the buffers and landed on a 25-foot high sculpture of a massive whale's tail in the adjacent park.<br /> Fortunately, the car was empty of passengers at the time, and while the driver was taken to hospital and checked out, he was, according to press reports, more bewildered and confused than anything else, and was released the same day.<br /> The tram was a write off, with most of it's undercarriage ripped away and the chassis bent. Recovery was not a simple task as the sculptures sit in water and a crane could not be placed beneath the tram to lift it down.<br /> Due to it's precarious position, two large cranes were brought in on November 3rd and in a day-long operation, the leading carriage was removed and lifted down. The rear carriage was recovered from the sidings.
  • STAIRFOOT - November 21st, 1911 - no details known.
  • STAIRFOOT - November 21st, 1911 - no details known.
  • STAIRFOOT - November 21st, 1911 - no details known.
  • STECHFORD - On February 28th, 1967, Class 24 diesel locomotive No.D5002 had arrived at Stechford sidings with a ballast train. This was due to return to Nuneaton and so the locomotive needed to be run round the train. There were too many wagons for the runaround loop to be used, so the Head Shunter decided to run the locomotive around via the main line. This was a movement that was only to be made in an emergency, and even then only with permission from the signalman at Birmingham New Street signal box. The Head Shunter did not seek such permission and when his hand signal for the guard was misunderstood by the secondman, the locomotive moved on to the main line just as a Manchester-Coventry four-carriage Class 304 electric unit no.026 was approaching. It collided with the locomotive at about 60 mph, killing the driver and eight passengers. In addition, 16 people were injured. There was no failure of the signalling equipment, and the driver of the Up electric multiple-unit train, who lost his life, was in no way to blame. He could have noticed only at the last moment that the locomotive was moving foul of the path of his train and, although he evidently sounded the whistle, he could have done nothing to avoid the collision.
  • STECHFORD - On February 28th, 1967, Class 24 diesel locomotive No.D5002 had arrived at Stechford sidings with a ballast train. This was due to return to Nuneaton and so the locomotive needed to be run round the train. There were too many wagons for the runaround loop to be used, so the Head Shunter decided to run the locomotive around via the main line. This was a movement that was only to be made in an emergency, and even then only with permission from the signalman at Birmingham New Street signal box. The Head Shunter did not seek such permission and when his hand signal for the guard was misunderstood by the secondman, the locomotive moved on to the main line just as a Manchester-Coventry four-carriage Class 304 electric unit no.026 was approaching. It collided with the locomotive at about 60 mph, killing the driver and eight passengers. In addition, 16 people were injured. There was no failure of the signalling equipment, and the driver of the Up electric multiple-unit train, who lost his life, was in no way to blame. He could have noticed only at the last moment that the locomotive was moving foul of the path of his train and, although he evidently sounded the whistle, he could have done nothing to avoid the collision.
  • STEETON & SILSDEN - On October 11th, 1943, the Leeds - Edinburgh express, hauled by Class 6P 'Jubilee' 4-6-0 No.5581 BIHAR AND ORISSA, collided in the station with a freight that was being set back into the sidings. Surprisingly, no one was killed and only 4 passengers injured. Details on the collision are somewhat wanting.
  • STOKE-ON-TRENT - 25 058 - BR C;lass 25 Type 2 Bo-Bo DE - built 06/63 by Derby Works as D5208 - 1973 to 25 058 - withdrawn 02/87 from Crewe Diesel Depot - seen here hanging over Station Street, Stoke-on-Trent, after running through the buffer stops with 25 213, 22/10/85.
  • STOKE-ON-TRENT - 25 058 - BR Class 25 Type 2 Bo-Bo DE - built 06/63 by Derby Works as D5208 - 1973 to 25 058 - withdrawn 02/87 from Crewe Diesel Depot - seen here being recovered from Station Street, Stoke-on-Trent, after running through the buffer stops with 25 213, 22/10/85.
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