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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CASTLECARY - 2744 GRAND PARADE - Gresley LNER Class A1 4-6-2 - built 08/28 by Doncaster Works - 12/37 withdrawn after Castlecay accident - seen here at Doncaster Works after the accident.<br /> <br /> On December 10th, 1937, at 1637, the 1603 Edinburgh Waverley to Glasgow Queen Street express train collided at Castlecary station with the late-running 1400 express train from Dundee to Glasgow Queen Street on the Edinburgh to Glasgow main line of the LNER, killing 35 people. At the time of the accident, whiteout conditions prevailed due to a snowstorm. The Edinburgh train hit the rear of the standing Dundee train at an estimated 70 mph. Due to the confines of the location, the rear four coaches of the Dundee train were completely disintegrated. The engine of the Dundee train, LNER Class D29 no. 9896 DANDIE DINMONT, was pushed forward 100 yards with the brakes on. The locomotive of the Edinburgh train, LNER Class A3 no. 2744 GRAND PARADE was damaged beyond repair (and was replaced by a new engine with the same number and name in April 1938). The death toll was 35 (including 7 train crew) and 179 people were hurt, most of them seriously. An eight-year-old girl was counted as missing. The driver of the Edinburgh train was committed to court on a charge of culpable homicide for supposedly driving too fast for the weather conditions, but the charge was dropped. The Inspecting Officer concluded that it was the signalman who was principally at fault for the disaster. The whiteout meant that visibility was no more than a few yards and so the signalmen on this stretch of line were operating Regulation 5e. This meant that a double section had to be clear ahead for a train to be signalled to pass the previous box, Greenhill Junction. A set of points ahead had been blocked by snow and caused several trains to back up and the Castlecary home signal was therefore at 'danger'. The Dundee train ran past that signal in poor visibility but managed to stop just beyond it. The Castlecary signalman failed to check the train’s whereabouts and allowed the following Edinburgh train into the section. This also ran past the same signal and collided with the Dundee train. It is believed that the Castlecary distant signal had stuck in the 'off' ('clear') position and so the drivers of both trains took it that the line was clear. The driver of the Edinburgh train only realised that it was not when he crossed the viaduct and saw that the home signal was at 'danger'. Even a modern-day car would not have stopped in the remaining 50 yards to the tail lamp.
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CASTLECARY - 2744 GRAND PARADE - Gresley LNER Class A1 4-6-2 - built 08/28 by Doncaster Works - 12/37 withdrawn after Castlecay accident - seen here at Doncaster Works after the accident.

On December 10th, 1937, at 1637, the 1603 Edinburgh Waverley to Glasgow Queen Street express train collided at Castlecary station with the late-running 1400 express train from Dundee to Glasgow Queen Street on the Edinburgh to Glasgow main line of the LNER, killing 35 people. At the time of the accident, whiteout conditions prevailed due to a snowstorm. The Edinburgh train hit the rear of the standing Dundee train at an estimated 70 mph. Due to the confines of the location, the rear four coaches of the Dundee train were completely disintegrated. The engine of the Dundee train, LNER Class D29 no. 9896 DANDIE DINMONT, was pushed forward 100 yards with the brakes on. The locomotive of the Edinburgh train, LNER Class A3 no. 2744 GRAND PARADE was damaged beyond repair (and was replaced by a new engine with the same number and name in April 1938). The death toll was 35 (including 7 train crew) and 179 people were hurt, most of them seriously. An eight-year-old girl was counted as missing. The driver of the Edinburgh train was committed to court on a charge of culpable homicide for supposedly driving too fast for the weather conditions, but the charge was dropped. The Inspecting Officer concluded that it was the signalman who was principally at fault for the disaster. The whiteout meant that visibility was no more than a few yards and so the signalmen on this stretch of line were operating Regulation 5e. This meant that a double section had to be clear ahead for a train to be signalled to pass the previous box, Greenhill Junction. A set of points ahead had been blocked by snow and caused several trains to back up and the Castlecary home signal was therefore at 'danger'. The Dundee train ran past that signal in poor visibility but managed to stop just beyond it. The Castlecary signalman failed to check the train’s whereabouts and allowed the following Edinburgh train into the section. This also ran past the same signal and collided with the Dundee train. It is believed that the Castlecary distant signal had stuck in the 'off' ('clear') position and so the drivers of both trains took it that the line was clear. The driver of the Edinburgh train only realised that it was not when he crossed the viaduct and saw that the home signal was at 'danger'. Even a modern-day car would not have stopped in the remaining 50 yards to the tail lamp.

  • CASTLECARY - 2744 GRAND PARADE - Gresley LNER Class A1 4-6-2 - built 08/28 by Doncaster Works - 12/37 withdrawn after Castlecay accident - seen here at Doncaster Works after the accident.<br /> <br /> On December 10th, 1937, at 1637, the 1603 Edinburgh Waverley to Glasgow Queen Street express train collided at Castlecary station with the late-running 1400 express train from Dundee to Glasgow Queen Street on the Edinburgh to Glasgow main line of the LNER, killing 35 people. At the time of the accident, whiteout conditions prevailed due to a snowstorm. The Edinburgh train hit the rear of the standing Dundee train at an estimated 70 mph. Due to the confines of the location, the rear four coaches of the Dundee train were completely disintegrated. The engine of the Dundee train, LNER Class D29 no. 9896 DANDIE DINMONT, was pushed forward 100 yards with the brakes on. The locomotive of the Edinburgh train, LNER Class A3 no. 2744 GRAND PARADE was damaged beyond repair (and was replaced by a new engine with the same number and name in April 1938). The death toll was 35 (including 7 train crew) and 179 people were hurt, most of them seriously. An eight-year-old girl was counted as missing. The driver of the Edinburgh train was committed to court on a charge of culpable homicide for supposedly driving too fast for the weather conditions, but the charge was dropped. The Inspecting Officer concluded that it was the signalman who was principally at fault for the disaster. The whiteout meant that visibility was no more than a few yards and so the signalmen on this stretch of line were operating Regulation 5e. This meant that a double section had to be clear ahead for a train to be signalled to pass the previous box, Greenhill Junction. A set of points ahead had been blocked by snow and caused several trains to back up and the Castlecary home signal was therefore at 'danger'. The Dundee train ran past that signal in poor visibility but managed to stop just beyond it. The Castlecary signalman failed to check the train’s whereabouts and allowed the following Edinburgh train into the section. This also ran past the same signal and collided with the Dundee train. It is believed that the Castlecary distant signal had stuck in the 'off' ('clear') position and so the drivers of both trains took it that the line was clear. The driver of the Edinburgh train only realised that it was not when he crossed the viaduct and saw that the home signal was at 'danger'. Even a modern-day car would not have stopped in the remaining 50 yards to the tail lamp.
  • CASTLECARY - Class 24 - D5122 - BR Type 2 Bo-Bo DE - built 06/60 by Derby Works - withdrawn 09/68 from Inverness TMD after Castlecary accident when light engine ran into rear of stationary DMU, 09/09/68, loco crew killed - seen here at Glasgow Works in 1970 - scrapped 03/71.
  • CAVAN & LEITRIM RAILWAY - No.3 LADY EDITH - 4-4-0T built 1887 by Robert Stephenson & Co., Works No.2614 - 1925 to GSR, 1945 to CIE - withdrawn 1959 - seen here at Mahanagh level crossing after coming into contact with a car, June 1953.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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.
  • CHESTER - On May 8th 1972, Class 24 5028 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 1931 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. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off 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 and 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 diesel multiple unit 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 diesel multiple unit 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 diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit 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 structure 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. Seen here is 56229 in its final resting place.
  • CHEVINGTON - On October 25th, 1887, the 2.30 p.m. up express goods train from Tweedmouth to Forth junction, Newcastle (consisting of engine and tender, 36 wagons, of which all but five or six were loaded, and brake-van), overran the up signals at Chevington station at about 7.52 p.m., and came violently into collision with the engine of a special down goods and cattle train (which train had been shunted on to the up line), standing detached ahead of its train at the up home-signal.<br /> This engine was driven back on to the engine of the down Amble branch train, which, having just picked up two cattle trucks from the special cattle train, was moving slowly forward on the up line to recross on to the down line, from which it had been shunted. The Amble train (consisting of tank-engine running tank first, brake-van, composite, and two third-class carriages, third-class brake-carriage, and two cattle trucks) was forced back until the rear vehicle struck the cattle trucks of the special down goods and cattle train, which were moved slightly backwards by the shock.<br /> Fortunately, there no fatalities and 7 injured. Causes of the accident were confused, ranging from multiple errors by the staff, insufficient braking on the goods train and a signal passed at danger.<br /> Here we see the engine of the Amble branch train and it's brakevan thrust up onto the platform with the Cattle train engine behind it and the goods train engine behind that.
  • CHICAGO & NORTH WESTERN RAILROAD - 834 - an EMD GP35 and a sister both badly smashed up, circumstances unknown.
  • CHILHAM - On Sunday July 25th, 2015, the 2010 Charing Cross to Ramsgate, lead by Class 375 703, was travelling at 60-70mph when it struck and killed up to five cows on the line between the villages of Wye and Chilham, in Kent, at about 2145. Two carriages were derailed. Network Rail and Southeastern trains revealed they had received reports of stray cattle up to 90 minutes before the collision but after a train was sent at cautionary speed without incident they resumed normal service. About 70 passengers were on the train when it derailed. Seventy-two passengers – including two pregnant women – were evacuated by emergency services to nearby Godmersham village hall, but there were no injuries. The driver is thought to have prevented a more serious collision when he jumped out of his cab and halted an oncoming train. He was then able to contact the signaller through the radio of this train to switch off the power to the line.
  • CHILHAM - On Sunday July 25th, 2015, the 2010 Charing Cross to Ramsgate, lead by Class 375 703, was travelling at 60-70mph when it struck and killed up to five cows on the line between the villages of Wye and Chilham, in Kent, at about 2145. Two carriages were derailed. Network Rail and Southeastern trains revealed they had received reports of stray cattle up to 90 minutes before the collision but after a train was sent at cautionary speed without incident they resumed normal service. About 70 passengers were on the train when it derailed. Seventy-two passengers – including two pregnant women – were evacuated by emergency services to nearby Godmersham village hall, but there were no injuries. The driver is thought to have prevented a more serious collision when he jumped out of his cab and halted an oncoming train. He was then able to contact the signaller through the radio of this train to switch off the power to the line.<br /> Recovery of the train underway.
  • CHURCH FENTON - At about 0200 on May 4th, 2021, an engineering train came off the tracks on the line between York and Leeds at Church Fenton. Five wagons of a train carrying continuous welded rail became derailed on a very sharp curve on the line between Church Fenton and Micklefield. Passenger trains were cancelled or diverted. The wagons were quickly rerailed and the train was moved away during the afternoon with services restarting on the following day. There has been extensive engineering work in the area in connection with HS2.
  • CHURCH FENTON - At about 0200 on May 4th, 2021, an engineering train came off the tracks on the line between York and Leeds at Church Fenton. Five wagons of a train carrying continuous welded rail became derailed on a very sharp curve on the line between Church Fenton and Micklefield. Passenger trains were cancelled or diverted. The wagons were quickly rerailed and the train was moved away during the afternoon with services restarting on the following day. There has been extensive engineering work in the area in connection with HS2.
  • CHURCH FENTON - At about 0200 on May 4th, 2021, an engineering train came off the tracks on the line between York and Leeds at Church Fenton. Five wagons of a train carrying continuous welded rail became derailed on a very sharp curve on the line between Church Fenton and Micklefield. Passenger trains were cancelled or diverted. The wagons were quickly rerailed and the train was moved away during the afternoon with services restarting on the following day. There has been extensive engineering work in the area in connection with HS2.
  • CLAPHAM JUNCTION - Clapham Junction 'A' Signalbox straddled the tracks but on a bowstring girder bridge. It is seen here having suffered a partial collapse on 10 May 1965, caused by the weight of the steel roof (that was erected as an air raid protection during WWII) and suspending all train services to Waterloo whilst the roof was removed and repairs completed.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, then only 2 months old, was destroyed in head-on collision with E5 2-4-0 No.1471 in Colchester Station, September 12th, 1913. "In this case, as the 1 p.m. up express train from Cromer to London, consisting of engine, tender, and 12 vehicles, was running through Colchester Station on the up main line at a high rate of speed, it came into collision with the tender of a light engine, which was at the time moving slowly forward on the same line. The driver of the light engine, who was the only man on that engine at the time, was considerably injured. The driver and fireman of the engine of the express train were killed instantaneously, but an inspector who was also travelling on the engine escaped with comparatively slight injuries. The guard of the train, who was travelling in the leading brake-van, was also killed, almost instantaneously. It is believed that there were or seven passengers travelling in the first-class carriage behind the brake-van; one of these was rather seriously injured, and was in hospital at the time of my inquiry; 13 other passengers complained of slight personal injuries." Extract from the Accident Report.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, then only 2 months old, was destroyed in head-on collision with E5 2-4-0 No.1471 in Colchester Station, September 12th, 1913. "In this case, as the 1 p.m. up express train from Cromer to London, consisting of engine, tender, and 12 vehicles, was running through Colchester Station on the up main line at a high rate of speed, it came into collision with the tender of a light engine, which was at the time moving slowly forward on the same line. The driver of the light engine, who was the only man on that engine at the time, was considerably injured. The driver and fireman of the engine of the express train were killed instantaneously, but an inspector who was also travelling on the engine escaped with comparatively slight injuries. The guard of the train, who was travelling in the leading brake-van, was also killed, almost instantaneously. It is believed that there were or seven passengers travelling in the first-class carriage behind the brake-van; one of these was rather seriously injured, and was in hospital at the time of my inquiry; 13 other passengers complained of slight personal injuries." Extract from the Accident Report.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, then only 2 months old, was destroyed in head-on collision with E5 2-4-0 No.1471 in Colchester Station, September 12th, 1913. "In this case, as the 1 p.m. up express train from Cromer to London, consisting of engine, tender, and 12 vehicles, was running through Colchester Station on the up main line at a high rate of speed, it came into collision with the tender of a light engine, which was at the time moving slowly forward on the same line. The driver of the light engine, who was the only man on that engine at the time, was considerably injured. The driver and fireman of the engine of the express train were killed instantaneously, but an inspector who was also travelling on the engine escaped with comparatively slight injuries. The guard of the train, who was travelling in the leading brake-van, was also killed, almost instantaneously. It is believed that there were or seven passengers travelling in the first-class carriage behind the brake-van; one of these was rather seriously injured, and was in hospital at the time of my inquiry; 13 other passengers complained of slight personal injuries." Extract from the Accident Report. Here we seen derailed No.1471 on the right and No.1506 lying on its right side behind it.
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