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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SHEFFIELD (1) - At 0245 on November 11th, 2020, a freight train carrying cement in 34 wagons from Hope Cement Works in Derbyshire to Dewsbury in West Yorkshire derailed at slow speed in Sheffield Station. The incident has caused significant damage to both the tracks and the signalling system and substantial repairs need to take place. However, before these repairs take place, the derailed train needs to be removed.<br /> Network Rail successfully removed all of the wagons which didn’t derail in the incident and removed the cement from those wagons which did derail, to enable them to be safely lifted and removed by a crane. The cement is being removed by heavy-duty vacuums.<br /> It is hoped that all the wagons can be removed by November 14th so that repairs to track and signalling equipment can commence.<br /> Throughout November 11th, only three of the eight platforms at Sheffield station available for use, meaning that passenger services were been disrupted. Although CrossCountry and TransPennine Express were running a near normal service, and will continue to do so over the weekend, many Northern services werel heavily impacted, with bus replacement services running across a number of routes. East Midlands Railway was running an amended timetable between Sheffield, Chesterfield and London St Pancras.<br /> Looking west through Sheffield Station, showing the derailed cement wagons.
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SHEFFIELD (1) - At 0245 on November 11th, 2020, a freight train carrying cement in 34 wagons from Hope Cement Works in Derbyshire to Dewsbury in West Yorkshire derailed at slow speed in Sheffield Station. The incident has caused significant damage to both the tracks and the signalling system and substantial repairs need to take place. However, before these repairs take place, the derailed train needs to be removed.
Network Rail successfully removed all of the wagons which didn’t derail in the incident and removed the cement from those wagons which did derail, to enable them to be safely lifted and removed by a crane. The cement is being removed by heavy-duty vacuums.
It is hoped that all the wagons can be removed by November 14th so that repairs to track and signalling equipment can commence.
Throughout November 11th, only three of the eight platforms at Sheffield station available for use, meaning that passenger services were been disrupted. Although CrossCountry and TransPennine Express were running a near normal service, and will continue to do so over the weekend, many Northern services werel heavily impacted, with bus replacement services running across a number of routes. East Midlands Railway was running an amended timetable between Sheffield, Chesterfield and London St Pancras.
Looking west through Sheffield Station, showing the derailed cement wagons.

  • SHAWFORD - 30854 HOWARD OF EFFINGHAM - Maunsell SR 'Lord Nelson' Class 4-6-0 - built 10/28 by Eastleigh Works as SR No.E854 - 1931 to SR No.854 - withdrawn 09/62 from 71A Eastleigh - On July 20th, 1952, the 1524 Southampton Central - Waterloo was approaching Shawford Station on the Up Local line at about 30 m.p.h. when the driver mistook the signals ahead and passed the Up Local Home at Danger. This signal, which controls the exit from the Up Local to the Up Through a quarter of a mile ahead, was being maintained at Danger in order to give preference to a Southampton Docks to Waterloo Boat Train on the Up Through line. The local train over-ran for a distance of 560 yards and went through the sand-drag at the end of the trap siding. The engine overturned down a 20 feet high embankment and was followed by the tender and leading coach, both of which were derailed, but fortunately remained upright. There were no casualties among the 70 passengers, nor were any of the crew injured.
  • SHEERNESS, Kent - On the evening of February 26th, 1971, the 1716 from Victoria to Sheerness entered the station but failed to stop and the first carriage ended up careering into the station, demolishing most of the booking hall. Unfortunately 1 person died and 13 were injured, including the driver. The train itself was a 2-HAP built for the Kent Coast line between 1958 and 1963. This particular train comprised of five 2-car sets, all steel construction on standard BR bogies. The power to these trains was via a controller in the cab which requires it to be depressed at all times in order to take power. If this handle is not depressed, the brakes will apply automatically, with around a 2-3 second delay. This so called “dead man switch” still applies today, in various forms. As noted by various eye witnesses, many of whom were railway staff, the train appeared to slow correctly when entering Platform 1, but was seen to be going too fast as it ran along the platform. A few seconds later, the leading cab ploughed into the Platform 1 buffer stop, at around 10-15mph. The upper portion of the front coach detached from the bogie assembly and carried on over the concourse, demolishing most of the ticket office and taking out a centre beam before crashing though the front of the building and coming to rest.<br /> The fatality was Mrs Joyce Carr, who had just bought a ticket from the office. The 13 other injured were taken to Medway Hospital, including a near term pregnant woman who gave birth 2 hours later.<br /> The Official Report stated the following conclusions to the accident. The driver had suffered a head injury at Holborn Viaduct a year earlier, in which he was unconscious for around 8 minutes. After extensive testing and evaluation, he was passed fit to drive again July 1970, and re-examined in October the same year. Another test was planned for April 1971. Mr Rothwell when interviewed stated that he remembered applying a slow brake to the train when entering the station, but that the next thing he remembered was being slumped over the cab after the accident. <br /> The overall conclusion is that the driver had blacked out, slumping over the controls, thus still providing the connection with the controllers Dead-Man switch. The train carried on at 10-15 Mph, before connecting with the buffers. This caused immediate application of the emergency brake, slowing the rest of the train. Indeed, only the second carriage was further damaged, most of that ending up on the detached bogie of the leading carriage.<br /> Following the disaster, the station building was demolished, and a new one built to the side.
  • SHEFFIELD (1) - At 0245 on November 11th, 2020, a freight train carrying cement in 34 wagons from Hope Cement Works in Derbyshire to Dewsbury in West Yorkshire derailed at slow speed in Sheffield Station. The incident has caused significant damage to both the tracks and the signalling system and substantial repairs need to take place. However, before these repairs take place, the derailed train needs to be removed.<br /> Network Rail successfully removed all of the wagons which didn’t derail in the incident and removed the cement from those wagons which did derail, to enable them to be safely lifted and removed by a crane. The cement is being removed by heavy-duty vacuums.<br /> It is hoped that all the wagons can be removed by November 14th so that repairs to track and signalling equipment can commence.<br /> Throughout November 11th, only three of the eight platforms at Sheffield station available for use, meaning that passenger services were been disrupted. Although CrossCountry and TransPennine Express were running a near normal service, and will continue to do so over the weekend, many Northern services werel heavily impacted, with bus replacement services running across a number of routes. East Midlands Railway was running an amended timetable between Sheffield, Chesterfield and London St Pancras.<br /> Looking west through Sheffield Station, showing the derailed cement wagons.
  • SHEFFIELD (2) - At 0245 on November 11th, 2020, a freight train carrying cement in 34 wagons from Hope Cement Works in Derbyshire to Dewsbury in West Yorkshire derailed at slow speed in Sheffield Station. The incident has caused significant damage to both the tracks and the signalling system and substantial repairs need to take place. However, before these repairs take place, the derailed train needs to be removed.<br /> Network Rail successfully removed all of the wagons which didn’t derail in the incident and removed the cement from those wagons which did derail, to enable them to be safely lifted and removed by a crane. The cement is being removed by heavy-duty vacuums.<br /> It is hoped that all the wagons can be removed by November 14th so that repairs to track and signalling equipment can commence.<br /> Throughout November 11th, only three of the eight platforms at Sheffield station available for use, meaning that passenger services were been disrupted. Although CrossCountry and TransPennine Express were running a near normal service, and will continue to do so over the weekend, many Northern services werel heavily impacted, with bus replacement services running across a number of routes. East Midlands Railway was running an amended timetable between Sheffield, Chesterfield and London St Pancras.<br /> Network Rail officials examine damage to one of the derailed wagons.
  • SHEFFIELD - (3) - At 0245 on November 11th, 2020, a freight train carrying cement in 34 wagons from Hope Cement Works in Derbyshire to Dewsbury in West Yorkshire derailed at slow speed in Sheffield Station. The incident has caused significant damage to both the tracks and the signalling system and substantial repairs need to take place. However, before these repairs take place, the derailed train needs to be removed.<br /> Network Rail successfully removed all of the wagons which didn’t derail in the incident and removed the cement from those wagons which did derail, to enable them to be safely lifted and removed by a crane. The cement is being removed by heavy-duty vacuums.<br /> It is hoped that all the wagons can be removed by November 14th so that repairs to track and signalling equipment can commence.<br /> Throughout November 11th, only three of the eight platforms at Sheffield station available for use, meaning that passenger services were been disrupted. Although CrossCountry and TransPennine Express were running a near normal service, and will continue to do so over the weekend, many Northern services werel heavily impacted, with bus replacement services running across a number of routes. East Midlands Railway was running an amended timetable between Sheffield, Chesterfield and London St Pancras.<br /> A rail crane removes one of the derailed wagons from Sheffield Station.
  • SHERINGHAM - On November 17th, 2018, at around 1120, ex-GER Class Y14 0-6-0 No.564, belonging to the North North Railway, was in collision with a silver Mercedes at the crossing near Sheringham Golf Club known as the Sweet Briar Lane crossing. The engine on its way from Weybourne to Sheringham to pick up coaches of passengers as part of the dinner train service and no one was on the train at the time of the incident except the driver and a fireman. The driver of the Mercedes was not injured. All safety measures at the crossing, which is ungated, were fully operational.
  • SHERINGHAM STATION - Result of a shunting accident at Sheringham on the M&GNJtR on July 5th, 1909. The coaches belonged to the GER which I'm sure caused a few wry smiles at Sheringham.
  • SHIPPEA HILL - On April 7th, 1906, an westbound passenger train derailed just to the east of Shippea Hill Station due to excessive speed and carelessness by the crew. 8 passengers were injured, 2 of them seriously. Here we see Holden Class T26 2-4-0 No.466 with the breakdown train recovering the damaged stock.
  • SHREWSBURY - The Shrewsbury rail accident occurred on 15 October 1907. An overnight sleeping-car and mail train from Manchester to the West of England derailed on the sharply curved approach to Shrewsbury station, killing 18. Speed was estimated at 60 mph on a curve limited to 10mph. The train left Crewe at 01:20 having had extra carriages added (originating in Glasgow, York and Liverpool) to form a heavy 15 carriage train, hauled by LNWR Experiment class 4-6-0 No. 2052 Stephenson.
  • SHREWSBURY - The Shrewsbury rail accident occurred on 15 October 1907. An overnight sleeping-car and mail train from Manchester to the West of England derailed on the sharply curved approach to Shrewsbury station, killing 18. Speed was estimated at 60 mph on a curve limited to 10mph. The train left Crewe at 01:20 having had extra carriages added (originating in Glasgow, York and Liverpool) to form a heavy 15 carriage train, hauled by LNWR Experiment class 4-6-0 No. 2052 Stephenson.
  • SHREWSBURY - The Shrewsbury rail accident occurred on 15 October 1907. An overnight sleeping-car and mail train from Manchester to the West of England derailed on the sharply curved approach to Shrewsbury station, killing 18. Speed was estimated at 60 mph on a curve limited to 10mph. The train left Crewe at 01:20 having had extra carriages added (originating in Glasgow, York and Liverpool) to form a heavy 15 carriage train, hauled by LNWR Experiment class 4-6-0 No. 2052 Stephenson.
  • SHRIVENHAM - On January 15th, 1936, at just after 5am, the 9pm Up Express (including sleeping cars), Penzance to Paddington, hauled by King Class No.6007 KING WILLIAM III, travelling at 50 to 60 mph under clear signals, came into violent collision with a stationary brake van and 5 wagons, the rear portion of the 1030am Up Special Mineral train, Aberdare to Old Oak Common, which had become divided as the result of the breakage of a drawhook. It is estimated that there were about 100 passengers in the train, and one lady (who was probably travelling in the leading coach) and the driver were fatally injured. In addition, 10 passengers were seriously injured, most of them also having travelled in the first coach, while 17 others and the fireman of the express suffered from minor injuries and shock.
  • SINGLETON BANK, WEETON - The 0850 diesel multiple-unit express passenger train from Colne to Fleetwood collided at about 45 mph. with the rear of an Engineers' ballast train which had been working in the vicinity of Singleton Bank signal box and was about to leave for Singleton Station to clear the section for the express.<br /> Single line working had been in operation over the Down line between Weeton and Singleton Station and the ballast train, which had been in the section since 0840 was being used to restore normal working. The signalman at Singleton Station misunderstood a telephone message which led him to make a serious error and accept the diesel train irregularly; thus it was travelling through the section at speed under clear signals.<br /> The express which was carrying about 350 passengers, comprised 6 open type coaches and its total loaded weight was about 200 tons. The ballast train was hauled by a Class 8F Locomotive, travelling tender first, and it comprised 39 partially loaded high-sided open wagons, with a 20 ton brake van at each end.<br /> The leading coach of the express struck and completely destroyed the rear brake van of the ballast train. Then, after mounting the rear six ballast wagons, it veered to the left, plunged down a 15 foot high embankment, and came to rest parallel to the track in the field below. It's couplings to the second coach parted but not before it had pulled the latter's leading end down the bank behind it and this coach came to rest at nearly right angles to the track with its leading end against the side of the first coach and its rear end projecting high above the ballast train. The remaining couplings held together in a remarkable manner and the front end of the third coach, which had also reared up on to the wreckage but had remained in line, was held high in the air by the rear end of the second while the leading end of the fourth coach followed the third up on to the wrecked wagons, though its rear bogie remained on the rails, as did the last two coaches. Six passengers and the driver of the express lost their lives; 116 passengers sustained injuries and were conveyed to the local hospitals where 18 were detained. The guard of the ballast train who was in the rear van saw the approaching train and jumped clear, hut he was slightly injured and suffered from shock.
  • SKINNINGROVE - Sometime in 1894, when the line into Skinningrove Ironworks on Teeside was a zig-zag incline, this North Eastern Railway tank engine suffered a slight mishap when running foul of the buffer stops I suspect.
  • SLADE GREEN - Class 455 2-car unit 5740 seems to have suffered a shunting mishap at Slade Green Depot, 04/82.
  • 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.
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