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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LOCKINGTON - On July 26th, 1986. the 0933 Bridlington to Hull train, travelling at around 50 miles per hour, struck a van at Lockington Level Crossing at around 1000, causing the train to derail. The train was made up of a 2-car Class 105 DMU unit coupled to a 2-car Class 114 unit. The derailed train ran down the railway embankment and the front vehicle jackknifed and fell onto its side. The van was torn into five pieces. Eight train passengers and a passenger in the van were killed. 59 people were taken to hospital, of whom 10 required further treatment. It is thought that the derailment was caused by one side of the bogie colliding with the van, followed by a wheel in the trailing bogie of the front carriage striking trackwork that had been damaged by the force of the initial derailment, causing the train to jump and the first carriage to separate from the trailing bogie. The front coach left the railway line and ran into a field, embedding itself, causing the rear of the coach to be pushed around by the rest of the train, causing it to fall on one side, and be turned around 180 degrees.<br /> The level crossing was an automatic type using flashing warning lights which had been installed in 1985/86 replacing lifting barriers operated from the adjacent signal box.<br /> There had been reported examples of the warning lights operating incorrectly before the accident, including the lights failing to activate or activating without enough warning time. The investigation concluded that the lights did operate correctly on the day of the accident. The driver of the van could not recall the incident; the evidence showed that the van was moving when struck, as the van was in gear. He was local to the area and a driver of over two decades experience, and was aware of the mode of operation of the crossing. The investigator concluded that on balance of probability the driver had been distracted before the crossing, causing him to miss the light signal.<br /> An inquest held on February 25th, 1987, recorded that the persons involved in the accident died of misadventure.
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LOCKINGTON - On July 26th, 1986. the 0933 Bridlington to Hull train, travelling at around 50 miles per hour, struck a van at Lockington Level Crossing at around 1000, causing the train to derail. The train was made up of a 2-car Class 105 DMU unit coupled to a 2-car Class 114 unit. The derailed train ran down the railway embankment and the front vehicle jackknifed and fell onto its side. The van was torn into five pieces. Eight train passengers and a passenger in the van were killed. 59 people were taken to hospital, of whom 10 required further treatment. It is thought that the derailment was caused by one side of the bogie colliding with the van, followed by a wheel in the trailing bogie of the front carriage striking trackwork that had been damaged by the force of the initial derailment, causing the train to jump and the first carriage to separate from the trailing bogie. The front coach left the railway line and ran into a field, embedding itself, causing the rear of the coach to be pushed around by the rest of the train, causing it to fall on one side, and be turned around 180 degrees.
The level crossing was an automatic type using flashing warning lights which had been installed in 1985/86 replacing lifting barriers operated from the adjacent signal box.
There had been reported examples of the warning lights operating incorrectly before the accident, including the lights failing to activate or activating without enough warning time. The investigation concluded that the lights did operate correctly on the day of the accident. The driver of the van could not recall the incident; the evidence showed that the van was moving when struck, as the van was in gear. He was local to the area and a driver of over two decades experience, and was aware of the mode of operation of the crossing. The investigator concluded that on balance of probability the driver had been distracted before the crossing, causing him to miss the light signal.
An inquest held on February 25th, 1987, recorded that the persons involved in the accident died of misadventure.

  • LLANGENNECH - (7) At about 2315 on August 26th, 2020, 6A11 2152 Robeston Sidings (Milford Haven) - Theale freight train hauled by 60062 STAINLESS PIONEER derailed and caught fire at Llangennech, Carmarthenshire. The train, operated by DB Cargo, comprised a locomotive and 25 tank wagons, each carrying up to 100 tonnes of diesel of gas oil. The third to twelfth wagons derailed, three of them, each containing about 75 tons of diesel oil, being ruptured and catching fire. There were no injuries reported amongst the two train crew. Following the accident, the locomotive was uncoupled from the train and moved to safety, apparently undamaged and quickly returned to traffic. A large number of emergency services and local authority personnel attended the scene. Fourteen fire appliances, a foam tender and a high pressure pump attended the fire, which was expected to burn for several days. By the evening of August 27th, six of the appliances had been withdrawn. The fire was extinguished at 0830 on August 28th, having burnt for 33 hours. Control of the site was then handed over to the British Transport Police (BTP) and Network Rail. Once BTP had established that the derailment was accidental, they passed control to the Office of Rail and Road (ORR).[8]<br /> Dyfed-Powys Police set up a 800-metre radius exclusion zone, and about 300 local residents were evacuated from their homes. They were later allowed to return. The railway between Llanelli and Llandridnod Wells was closed. Buses were laid on to replace passenger trains between those stations.<br /> Natural Resources Wales said a significant volume of diesel had been spilled. Some flowing into the River Loughor, the estuary of which is a designated SSSI and a wildlife conservation area. Work to contain the spill commenced on August 28th. Local cockle and other shellfish picking was suspended following the spill on advice from the Food Standards Agency. By September 1st, diesel had spread as far as Crofty, Glamorgan, about 4 1⁄2 miles from the site of the derailment.<br /> The undamaged wagons were removed from the site by 66004 on August 31st. 60062 had already removed the two wagons at the front of the train that did not derail. Work to recover the derailed wagons started on September 1st, with the aim of recovering two wagons a day.<br /> Wagons completely wrecked after fire and derailment.
  • LLANGENNECH - (8) At about 2315 on August 26th, 2020, 6A11 2152 Robeston Sidings (Milford Haven) - Theale freight train hauled by 60062 STAINLESS PIONEER derailed and caught fire at Llangennech, Carmarthenshire. The train, operated by DB Cargo, comprised a locomotive and 25 tank wagons, each carrying up to 100 tonnes of diesel of gas oil. The third to twelfth wagons derailed, three of them, each containing about 75 tons of diesel oil, being ruptured and catching fire. There were no injuries reported amongst the two train crew. Following the accident, the locomotive was uncoupled from the train and moved to safety, apparently undamaged and quickly returned to traffic. A large number of emergency services and local authority personnel attended the scene. Fourteen fire appliances, a foam tender and a high pressure pump attended the fire, which was expected to burn for several days. By the evening of August 27th, six of the appliances had been withdrawn. The fire was extinguished at 0830 on August 28th, having burnt for 33 hours. Control of the site was then handed over to the British Transport Police (BTP) and Network Rail. Once BTP had established that the derailment was accidental, they passed control to the Office of Rail and Road (ORR).[8]<br /> Dyfed-Powys Police set up a 800-metre radius exclusion zone, and about 300 local residents were evacuated from their homes. They were later allowed to return. The railway between Llanelli and Llandridnod Wells was closed. Buses were laid on to replace passenger trains between those stations.<br /> Natural Resources Wales said a significant volume of diesel had been spilled. Some flowing into the River Loughor, the estuary of which is a designated SSSI and a wildlife conservation area. Work to contain the spill commenced on August 28th. Local cockle and other shellfish picking was suspended following the spill on advice from the Food Standards Agency. By September 1st, diesel had spread as far as Crofty, Glamorgan, about 4 1⁄2 miles from the site of the derailment.<br /> The undamaged wagons were removed from the site by 66004 on August 31st. 60062 had already removed the two wagons at the front of the train that did not derail. Work to recover the derailed wagons started on September 1st, with the aim of recovering two wagons a day.<br /> 66418 PATRIOT, tailed by 66419, head for the Llangennech derailment from Eastleigh with the Colas 125 ton Kirow crane and a rake of recovery wagons, August 31st, 2020.
  • LLANGENNECH - (9) At about 2315 on August 26th, 2020, 6A11 2152 Robeston Sidings (Milford Haven) - Theale freight train hauled by 60062 STAINLESS PIONEER derailed and caught fire at Llangennech, Carmarthenshire. The train, operated by DB Cargo, comprised a locomotive and 25 tank wagons, each carrying up to 100 tonnes of diesel of gas oil. The third to twelfth wagons derailed, three of them, each containing about 75 tons of diesel oil, being ruptured and catching fire. There were no injuries reported amongst the two train crew. Following the accident, the locomotive was uncoupled from the train and moved to safety, apparently undamaged and quickly returned to traffic. A large number of emergency services and local authority personnel attended the scene. Fourteen fire appliances, a foam tender and a high pressure pump attended the fire, which was expected to burn for several days. By the evening of August 27th, six of the appliances had been withdrawn. The fire was extinguished at 0830 on August 28th, having burnt for 33 hours. Control of the site was then handed over to the British Transport Police (BTP) and Network Rail. Once BTP had established that the derailment was accidental, they passed control to the Office of Rail and Road (ORR).[8]<br /> Dyfed-Powys Police set up a 800-metre radius exclusion zone, and about 300 local residents were evacuated from their homes. They were later allowed to return. The railway between Llanelli and Llandridnod Wells was closed. Buses were laid on to replace passenger trains between those stations.<br /> Natural Resources Wales said a significant volume of diesel had been spilled. Some flowing into the River Loughor, the estuary of which is a designated SSSI and a wildlife conservation area. Work to contain the spill commenced on August 28th. Local cockle and other shellfish picking was suspended following the spill on advice from the Food Standards Agency. By September 1st, diesel had spread as far as Crofty, Glamorgan, about 4 1⁄2 miles from the site of the derailment.<br /> The undamaged wagons were removed from the site by 66004 on August 31st. 60062 had already removed the two wagons at the front of the train that did not derail. Work to recover the derailed wagons started on September 1st, with the aim of recovering two wagons a day.<br /> On September 1st, a damaged but unburned wagon, all cargo removed, is hoisted onto the recovery train, powered by two Freightliner Class 66's, the nearer one being 66419, the further 66418.
  • LLANGENNECH - (10) At about 2315 on August 26th, 2020, 6A11 2152 Robeston Sidings (Milford Haven) - Theale freight train hauled by 60062 STAINLESS PIONEER derailed and caught fire at Llangennech, Carmarthenshire. The train, operated by DB Cargo, comprised a locomotive and 25 tank wagons, each carrying up to 100 tonnes of diesel of gas oil. The third to twelfth wagons derailed, three of them, each containing about 75 tons of diesel oil, being ruptured and catching fire. There were no injuries reported amongst the two train crew. Following the accident, the locomotive was uncoupled from the train and moved to safety, apparently undamaged and quickly returned to traffic. A large number of emergency services and local authority personnel attended the scene. Fourteen fire appliances, a foam tender and a high pressure pump attended the fire, which was expected to burn for several days. By the evening of August 27th, six of the appliances had been withdrawn. The fire was extinguished at 0830 on August 28th, having burnt for 33 hours. Control of the site was then handed over to the British Transport Police (BTP) and Network Rail. Once BTP had established that the derailment was accidental, they passed control to the Office of Rail and Road (ORR).[8]<br /> Dyfed-Powys Police set up a 800-metre radius exclusion zone, and about 300 local residents were evacuated from their homes. They were later allowed to return. The railway between Llanelli and Llandridnod Wells was closed. Buses were laid on to replace passenger trains between those stations.<br /> Natural Resources Wales said a significant volume of diesel had been spilled. Some flowing into the River Loughor, the estuary of which is a designated SSSI and a wildlife conservation area. Work to contain the spill commenced on August 28th. Local cockle and other shellfish picking was suspended following the spill on advice from the Food Standards Agency. By September 1st, diesel had spread as far as Crofty, Glamorgan, about 4 1⁄2 miles from the site of the derailment.<br /> The undamaged wagons were removed from the site by 66004 on August 31st. 60062 had already removed the two wagons at the front of the train that did not derail. Work to recover the derailed wagons started on September 1st, with the aim of recovering two wagons a day.<br /> An atmospheric shot of 66004 on the night of August 26th, backed onto the remainder of the train, against the backdrop of the burning wagons.
  • LLANGENNECH - (11) At about 2315 on August 26th, 2020, 6A11 2152 Robeston Sidings (Milford Haven) - Theale freight train hauled by 60062 STAINLESS PIONEER derailed and caught fire at Llangennech, Carmarthenshire. The train, operated by DB Cargo, comprised a locomotive and 25 tank wagons, each carrying up to 100 tonnes of diesel of gas oil. The third to twelfth wagons derailed, three of them, each containing about 75 tons of diesel oil, being ruptured and catching fire. There were no injuries reported amongst the two train crew. Following the accident, the locomotive was uncoupled from the train and moved to safety, apparently undamaged and quickly returned to traffic. A large number of emergency services and local authority personnel attended the scene. Fourteen fire appliances, a foam tender and a high pressure pump attended the fire, which was expected to burn for several days. By the evening of August 27th, six of the appliances had been withdrawn. The fire was extinguished at 0830 on August 28th, having burnt for 33 hours. Control of the site was then handed over to the British Transport Police (BTP) and Network Rail. Once BTP had established that the derailment was accidental, they passed control to the Office of Rail and Road (ORR).[8]<br /> Dyfed-Powys Police set up a 800-metre radius exclusion zone, and about 300 local residents were evacuated from their homes. They were later allowed to return. The railway between Llanelli and Llandridnod Wells was closed. Buses were laid on to replace passenger trains between those stations.<br /> Natural Resources Wales said a significant volume of diesel had been spilled. Some flowing into the River Loughor, the estuary of which is a designated SSSI and a wildlife conservation area. Work to contain the spill commenced on August 28th. Local cockle and other shellfish picking was suspended following the spill on advice from the Food Standards Agency. By September 1st, diesel had spread as far as Crofty, Glamorgan, about 4 1⁄2 miles from the site of the derailment.<br /> The undamaged wagons were removed from the site by 66004 on August 31st. 60062 had already removed the two wagons at the front of the train that did not derail. Work to recover the derailed wagons started on September 1st, with the aim of recovering two wagons a day.<br /> In late September, the Rail Accident Investigation Branch (RAIB) said a preliminary examination found that all the train’s wheels were “probably rotating freely” when it left Robeston oil refinery in Milford Haven, Pembrokeshire, but “at some point during the journey” the brakes on the third wagon became applied. This created a flat spot on some of the wheels, leading to a section of track being distorted and the subsequent derailment of the third wagon, followed by another nine.<br /> The locomotive and the first two wagons came to a stop about 180 metres away.<br /> Another wagon is recovered in this view from September 21st.
  • LOCH EILT - At 0647 hrs on Monday January 22ND, 2018, a passenger train made up of Class 156 458 travelling between Mallaig and Glasgow Queen Street struck a landslip. The leading vehicle derailed and tilted to the left. There were no injuries among the five passengers and two crew on board. Passengers were evacuated to the nearest road access by a specialist rail vehicle and then transported by taxi. The landslip was on a remote section of track between Lochailort and Glenfinnan where the line runs across sloping ground above the shore of Loch Eilt. The accident happened in darkness following a period when significant snow melt occurred at the same time as moderately heavy rainfall. The landslip originated above the railway boundary. A proportion of the several hundred tonnes of material that slipped was deposited on the railway. This destroyed a section of a fence installed recently to protect the railway from individual loose boulders rolling down the adjacent slope.
  • LOCKINGTON - On July 26th, 1986. the 0933 Bridlington to Hull train, travelling at around 50 miles per hour, struck a van at Lockington Level Crossing at around 1000, causing the train to derail. The train was made up of a 2-car Class 105 DMU unit coupled to a 2-car Class 114 unit. The derailed train ran down the railway embankment and the front vehicle jackknifed and fell onto its side. The van was torn into five pieces. Eight train passengers and a passenger in the van were killed. 59 people were taken to hospital, of whom 10 required further treatment. It is thought that the derailment was caused by one side of the bogie colliding with the van, followed by a wheel in the trailing bogie of the front carriage striking trackwork that had been damaged by the force of the initial derailment, causing the train to jump and the first carriage to separate from the trailing bogie. The front coach left the railway line and ran into a field, embedding itself, causing the rear of the coach to be pushed around by the rest of the train, causing it to fall on one side, and be turned around 180 degrees.<br /> The level crossing was an automatic type using flashing warning lights which had been installed in 1985/86 replacing lifting barriers operated from the adjacent signal box.<br /> There had been reported examples of the warning lights operating incorrectly before the accident, including the lights failing to activate or activating without enough warning time. The investigation concluded that the lights did operate correctly on the day of the accident. The driver of the van could not recall the incident; the evidence showed that the van was moving when struck, as the van was in gear. He was local to the area and a driver of over two decades experience, and was aware of the mode of operation of the crossing. The investigator concluded that on balance of probability the driver had been distracted before the crossing, causing him to miss the light signal.<br /> An inquest held on February 25th, 1987, recorded that the persons involved in the accident died of misadventure.
  • LOCKINGTON - On July 26th, 1986. the 0933 Bridlington to Hull train, travelling at around 50 miles per hour, struck a van at Lockington Level Crossing at around 1000, causing the train to derail. The train was made up of a 2-car Class 105 DMU unit coupled to a 2-car Class 114 unit. The derailed train ran down the railway embankment and the front vehicle jackknifed and fell onto its side. The van was torn into five pieces. Eight train passengers and a passenger in the van were killed. 59 people were taken to hospital, of whom 10 required further treatment. It is thought that the derailment was caused by one side of the bogie colliding with the van, followed by a wheel in the trailing bogie of the front carriage striking trackwork that had been damaged by the force of the initial derailment, causing the train to jump and the first carriage to separate from the trailing bogie. The front coach left the railway line and ran into a field, embedding itself, causing the rear of the coach to be pushed around by the rest of the train, causing it to fall on one side, and be turned around 180 degrees.<br /> The level crossing was an automatic type using flashing warning lights which had been installed in 1985/86 replacing lifting barriers operated from the adjacent signal box.<br /> There had been reported examples of the warning lights operating incorrectly before the accident, including the lights failing to activate or activating without enough warning time. The investigation concluded that the lights did operate correctly on the day of the accident. The driver of the van could not recall the incident; the evidence showed that the van was moving when struck, as the van was in gear. He was local to the area and a driver of over two decades experience, and was aware of the mode of operation of the crossing. The investigator concluded that on balance of probability the driver had been distracted before the crossing, causing him to miss the light signal.<br /> An inquest held on February 25th, 1987, recorded that the persons involved in the accident died of misadventure.
  • LOCKINGTON - On July 26th, 1986. the 0933 Bridlington to Hull train, travelling at around 50 miles per hour, struck a van at Lockington Level Crossing at around 1000, causing the train to derail. The train was made up of a 2-car Class 105 DMU unit coupled to a 2-car Class 114 unit. The derailed train ran down the railway embankment and the front vehicle jackknifed and fell onto its side. The van was torn into five pieces. Eight train passengers and a passenger in the van were killed. 59 people were taken to hospital, of whom 10 required further treatment. It is thought that the derailment was caused by one side of the bogie colliding with the van, followed by a wheel in the trailing bogie of the front carriage striking trackwork that had been damaged by the force of the initial derailment, causing the train to jump and the first carriage to separate from the trailing bogie. The front coach left the railway line and ran into a field, embedding itself, causing the rear of the coach to be pushed around by the rest of the train, causing it to fall on one side, and be turned around 180 degrees.<br /> The level crossing was an automatic type using flashing warning lights which had been installed in 1985/86 replacing lifting barriers operated from the adjacent signal box.<br /> There had been reported examples of the warning lights operating incorrectly before the accident, including the lights failing to activate or activating without enough warning time. The investigation concluded that the lights did operate correctly on the day of the accident. The driver of the van could not recall the incident; the evidence showed that the van was moving when struck, as the van was in gear. He was local to the area and a driver of over two decades experience, and was aware of the mode of operation of the crossing. The investigator concluded that on balance of probability the driver had been distracted before the crossing, causing him to miss the light signal.<br /> An inquest held on February 25th, 1987, recorded that the persons involved in the accident died of misadventure.<br /> Not a very good picture but it shows how fat the train travelled, even at only 50mph, after striking the van.
  • LONGFORD (1) - During the early hours of the morning of February 27th, 1974, the bridge carrying the railway across what is now the N63 road was struck by a large container loaded on a lorry. The lorry driver reported the incident to the Gardaí who, in turn, notified CIÉ. However, due to a mix up the wrong bridge was examined by permanent way staff and, as no damage was found, the all clear was given. The bridge and track were subsequently found to be some 13 inches out of alignment.<br /> The train consisted of locomotive A36R with 3106 (4-w Heating/Luggage Van), 1907 (Bk/Std), 1513 (Std), 1508 (Std), 2416 (Cafeteria), 2174(Composite) and 3161 (‘Dutch’ Van). The train was carrying 24 passengers and 3 crew. The locomotive derailed to the left as it crossed the bridge and ended up on its side at the foot of the embankment. The bodywork of 3106 was completely destroyed, while 1907 was severely damaged. The remainder of the train stayed upright, with all vehicles except 2174 and 3161 being derailed. Fortunately there were no major injuries largely due to there being no passengers in the two carriages that went down the embankment. Only the driver was removed to hospital, for precautionary reasons. One passenger received medical attention at Longford station but was fit enough to continue their journey to Dublin.<br /> Recovery work involved re-railing 1508 and 2416 which, along with 2174 and 3161, were brought to Dromod. 1513 was lifted by the Inchicore and Limerick steam cranes and brought to Longford, as was the chassis of 3106. Following the removal of the carriages and vans, the embankment was repaired and the line reopened on the evening of March 4th. A36R, which had come to rest in a very awkward position, was not recovered until the weekend of May 4/5th, by which time a large amount of the locomotive’s brass and copper had been removed by persons from a local ‘caravan park’!<br /> A59R brought the Inchicore steam crane to the Dublin side of the derailment site.<br /> I'm afraid the shot is a bit murky but is worth including as it shows A36R (the white flash at the foot of the embankment) buried in a pile of wreckage.
  • LONGFORD (2) - During the early hours of the morning of February 27th, 1974, the bridge carrying the railway across what is now the N63 road was struck by a large container loaded on a lorry. The lorry driver reported the incident to the Gardaí who, in turn, notified CIÉ. However, due to a mix up the wrong bridge was examined by permanent way staff and, as no damage was found, the all clear was given. The bridge and track were subsequently found to be some 13 inches out of alignment.<br /> The train consisted of locomotive A36R with 3106 (4-w Heating/Luggage Van), 1907 (Bk/Std), 1513 (Std), 1508 (Std), 2416 (Cafeteria), 2174(Composite) and 3161 (‘Dutch’ Van). The train was carrying 24 passengers and 3 crew. The locomotive derailed to the left as it crossed the bridge and ended up on its side at the foot of the embankment. The bodywork of 3106 was completely destroyed, while 1907 was severely damaged. The remainder of the train stayed upright, with all vehicles except 2174 and 3161 being derailed. Fortunately there were no major injuries largely due to there being no passengers in the two carriages that went down the embankment. Only the driver was removed to hospital, for precautionary reasons. One passenger received medical attention at Longford station but was fit enough to continue their journey to Dublin.<br /> Recovery work involved re-railing 1508 and 2416 which, along with 2174 and 3161, were brought to Dromod. 1513 was lifted by the Inchicore and Limerick steam cranes and brought to Longford, as was the chassis of 3106. Following the removal of the carriages and vans, the embankment was repaired and the line reopened on the evening of March 4th. A36R, which had come to rest in a very awkward position, was not recovered until the weekend of May 4/5th, by which time a large amount of the locomotive’s brass and copper had been removed by persons from a local ‘caravan park’!<br /> A59R brought the Inchicore steam crane to the Dublin side of the derailment site and here we see it attached to the undamaged end of the train.
  • LONGFORD (3) - During the early hours of the morning of February 27th, 1974, the bridge carrying the railway across what is now the N63 road was struck by a large container loaded on a lorry. The lorry driver reported the incident to the Gardaí who, in turn, notified CIÉ. However, due to a mix up the wrong bridge was examined by permanent way staff and, as no damage was found, the all clear was given. The bridge and track were subsequently found to be some 13 inches out of alignment.<br /> The train consisted of locomotive A36R with 3106 (4-w Heating/Luggage Van), 1907 (Bk/Std), 1513 (Std), 1508 (Std), 2416 (Cafeteria), 2174(Composite) and 3161 (‘Dutch’ Van). The train was carrying 24 passengers and 3 crew. The locomotive derailed to the left as it crossed the bridge and ended up on its side at the foot of the embankment. The bodywork of 3106 was completely destroyed, while 1907 was severely damaged. The remainder of the train stayed upright, with all vehicles except 2174 and 3161 being derailed. Fortunately there were no major injuries largely due to there being no passengers in the two carriages that went down the embankment. Only the driver was removed to hospital, for precautionary reasons. One passenger received medical attention at Longford station but was fit enough to continue their journey to Dublin.<br /> Recovery work involved re-railing 1508 and 2416 which, along with 2174 and 3161, were brought to Dromod. 1513 was lifted by the Inchicore and Limerick steam cranes and brought to Longford, as was the chassis of 3106. Following the removal of the carriages and vans, the embankment was repaired and the line reopened on the evening of March 4th. A36R, which had come to rest in a very awkward position, was not recovered until the weekend of May 4/5th, by which time a large amount of the locomotive’s brass and copper had been removed by persons from a local ‘caravan park’!<br /> A59R brought the Inchicore steam crane to the Dublin side of the derailment site.<br /> A10R ready to drag coach no.1508 up the embankment. The line of temporary rails can just be seen between the rear of the loco and the man in the white coat. The trackwork and embankment where A10R is standing has already been repaired at this stage to facilitate recovery operations. The smoke rising above 1508 is from the Inchicore steam crane.
  • LONGFORD (4) - During the early hours of the morning of February 27th, 1974, the bridge carrying the railway across what is now the N63 road was struck by a large container loaded on a lorry. The lorry driver reported the incident to the Gardaí who, in turn, notified CIÉ. However, due to a mix up the wrong bridge was examined by permanent way staff and, as no damage was found, the all clear was given. The bridge and track were subsequently found to be some 13 inches out of alignment.<br /> The train consisted of locomotive A36R with 3106 (4-w Heating/Luggage Van), 1907 (Bk/Std), 1513 (Std), 1508 (Std), 2416 (Cafeteria), 2174(Composite) and 3161 (‘Dutch’ Van). The train was carrying 24 passengers and 3 crew. The locomotive derailed to the left as it crossed the bridge and ended up on its side at the foot of the embankment. The bodywork of 3106 was completely destroyed, while 1907 was severely damaged. The remainder of the train stayed upright, with all vehicles except 2174 and 3161 being derailed. Fortunately there were no major injuries largely due to there being no passengers in the two carriages that went down the embankment. Only the driver was removed to hospital, for precautionary reasons. One passenger received medical attention at Longford station but was fit enough to continue their journey to Dublin.<br /> Recovery work involved re-railing 1508 and 2416 which, along with 2174 and 3161, were brought to Dromod. 1513 was lifted by the Inchicore and Limerick steam cranes and brought to Longford, as was the chassis of 3106. Following the removal of the carriages and vans, the embankment was repaired and the line reopened on the evening of March 4th. A36R, which had come to rest in a very awkward position, was not recovered until the weekend of May 4/5th, by which time a large amount of the locomotive’s brass and copper had been removed by persons from a local ‘caravan park’!<br /> A59R brought the Inchicore steam crane to the Dublin side of the derailment site.<br /> Work in progress on recovering Cravens Standard 1508. The steel hawser is attached to the carriage’s draw-hook at this end and to the one on A10R at the other end. Temporary rails were placed under the wheels of 1508 and the locomotive then dragged the carriage up the slope and back on to the running line.
  • LONGFORD (5) - During the early hours of the morning of February 27th, 1974, the bridge carrying the railway across what is now the N63 road was struck by a large container loaded on a lorry. The lorry driver reported the incident to the Gardaí who, in turn, notified CIÉ. However, due to a mix up the wrong bridge was examined by permanent way staff and, as no damage was found, the all clear was given. The bridge and track were subsequently found to be some 13 inches out of alignment.<br /> The train consisted of locomotive A36R with 3106 (4-w Heating/Luggage Van), 1907 (Bk/Std), 1513 (Std), 1508 (Std), 2416 (Cafeteria), 2174(Composite) and 3161 (‘Dutch’ Van). The train was carrying 24 passengers and 3 crew. The locomotive derailed to the left as it crossed the bridge and ended up on its side at the foot of the embankment. The bodywork of 3106 was completely destroyed, while 1907 was severely damaged. The remainder of the train stayed upright, with all vehicles except 2174 and 3161 being derailed. Fortunately there were no major injuries largely due to there being no passengers in the two carriages that went down the embankment. Only the driver was removed to hospital, for precautionary reasons. One passenger received medical attention at Longford station but was fit enough to continue their journey to Dublin.<br /> Recovery work involved re-railing 1508 and 2416 which, along with 2174 and 3161, were brought to Dromod. 1513 was lifted by the Inchicore and Limerick steam cranes and brought to Longford, as was the chassis of 3106. Following the removal of the carriages and vans, the embankment was repaired and the line reopened on the evening of March 4th. A36R, which had come to rest in a very awkward position, was not recovered until the weekend of May 4/5th, by which time a large amount of the locomotive’s brass and copper had been removed by persons from a local ‘caravan park’!<br /> A59R brought the Inchicore steam crane to the Dublin side of the derailment site.<br /> A10R dragging 1508 up the embankment. The hawser connecting the locomotive to the carriage can be clearly seen. The staff controlling the operation are anxiously watching the wheels of 1508 to ensure they remain on the temporary rails.
  • MAIDSTONE EAST - On September 6th, 1993, 47288, whilst working 6M57 Dover to Willesden freight became derailed near Maidstone East and fell onto its side sustaining serious damage. A signal gantry required to be dismantled before a crane could be brought in to right the locomotive. Following spells in store it was finally withdrawn in May 1995, being scrapped in May 1996.
  • MANCHESTER SHIP CANAL CO. - No.74 - 0-6-0T - built 1923 by Kitson & Co. - looks like there's been a slight shunting accident here!
  • MARCH - (1) At about 0900 this morning, August 19th, 2021, 66754 NORTHAMPTON SAINTS, hauling 4L02 Hams Hall - Felixstowe South, hit a tractor and trailer loaded with bales on the farm crossing about 600 yards weast of Middle Road LC. The tractor escaped unscathed but the loco collected the trailer, and a goodly amount of the straw bales, and continued for about another 800 yards before it stopped, straddling Middle Road LC. Both drivers received slight injuries. Close examination will show that the trailer is jammed beneath the loco, there is a big dent in the loco's side and straw covers the back of the loco and the leading wagons. It also looks as though the leading bogie of the loco is derailed. One of the Network Rail officials on site told me that he expected it would be at least two or three days before things could be returned to normal.<br /> At 09:01 hrs on 19 August 2021, a freight train consisting of a class 66 locomotive and 36 container wagons struck a loaded farm trailer at Kisby user worked level crossing, situated near to March, in Cambridgeshire. The train driver applied the train’s emergency brake around 6 seconds before the collision occurred, but the train was still travelling at around 58 mph (93 km/h) when it struck the trailer.<br /> <br /> On September 14th, 2021, Gov.UK issued a preliminary report into the accident, as follows:-<br /> <br /> 'At 09:01 hrs on 19 August 2021, a freight train consisting of a Class 66 locomotive and 36 container wagons struck a loaded farm trailer at Kisby user worked level crossing, situated near to March, in Cambridgeshire. The train driver applied the train’s emergency brake around 6 seconds before the collision occurred, but the train was still travelling at around 58 mph when it struck the trailer.<br /> As a result of the collision, the trailer parted from the tractor that was pulling it and was then dragged along by the train. The leading axle of the locomotive and an unladen wagon in the middle of the train also derailed. The train ran derailed for around 780 metres before it came to a stop.<br /> Both the train and tractor drivers suffered shock following the accident and the train driver was also treated for minor injuries. The locomotive suffered significant structural damage during the accident and level crossing and track equipment were also extensively damaged. Train services were disrupted on both lines for four days while the train was recovered and repairs were made to the track and signalling infrastructure.<br /> Kisby user worked crossing is fitted with a telephone and with user-operated powered (POGO) gates. These gates are not interlocked with the railway’s signalling system. Users are directed by signs at the crossing to use the telephones to obtain permission from the signaller before opening the crossing gates and crossing the railway. RAIB has been unable to find any evidence that a request to use the crossing was made by the driver of the tractor involved.'<br /> So, there you go then!
  • MARCH - (2) At about 0900 this morning, August 19th, 2021, 66754 NORTHAMPTON SAINTS, hauling 4L02 Hams Hall - Felixstowe South, hit a tractor and trailer loaded with bales on the farm crossing about 600 yards weast of Middle Road LC. The tractor escaped unscathed but the loco collected the trailer, and a goodly amount of the straw bales, and continued for about another 800 yards before it stopped, straddling Middle Road LC. Both drivers received slight injuries. Close examination will show that the trailer is jammed beneath the loco, there is a big dent in the loco's side and straw covers the back of the loco and the leading wagons. It also looks as though the leading bogie of the loco is derailed. One of the Network Rail officials on site told me that he expected it would be at least two or three days before things could be returned to normal.
  • MARCH - (3) At about 0900 this morning, August 19th, 2021, 66754 NORTHAMPTON SAINTS, hauling 4L02 Hams Hall - Felixstowe South, hit a tractor and trailer loaded with bales on the farm crossing about 600 yards weast of Middle Road LC. The tractor escaped unscathed but the loco collected the trailer, and a goodly amount of the straw bales, and continued for about another 800 yards before it stopped, straddling Middle Road LC. Both drivers received slight injuries. Close examination will show that the trailer is jammed beneath the loco, there is a big dent in the loco's side and straw covers the back of the loco and the leading wagons. It also looks as though the leading bogie of the loco is derailed. One of the Network Rail officials on site told me that he expected it would be at least two or three days before things could be returned to normal. A shot of the farm crossing, just visible in the far left of this shot, the back of the train not even in sight.
  • MARCH - (4) At about 0900 this morning, August 19th, 2021, 66754 NORTHAMPTON SAINTS, hauling 4L02 Hams Hall - Felixstowe South, hit a tractor and trailer loaded with bales on the farm crossing about 600 yards weast of Middle Road LC. The tractor escaped unscathed but the loco collected the trailer, and a goodly amount of the straw bales, and continued for about another 800 yards before it stopped, straddling Middle Road LC. Both drivers received slight injuries. Close examination will show that the trailer is jammed beneath the loco, there is a big dent in the loco's side and straw covers the back of the loco and the leading wagons. It also looks as though the leading bogie of the loco is derailed. One of the Network Rail officials on site told me that he expected it would be at least two or three days before things could be returned to normal.
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