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.
Read More
CARDINGTON - 165 - Stanier LMS Class 3P 2-6-2T - built 11/37 by Derby Works - 06/48 to BR No.40165 - 10/61 withdrawn from 16B Kirkby in Ashfield - seen here being recovered after derailing on a suburban passenger train at Cardington, April 9th, 1940.
59 / 505

CARDINGTON - 165 - Stanier LMS Class 3P 2-6-2T - built 11/37 by Derby Works - 06/48 to BR No.40165 - 10/61 withdrawn from 16B Kirkby in Ashfield - seen here being recovered after derailing on a suburban passenger train at Cardington, April 9th, 1940.

  • BEDLINGTON - On August 24th, 1973, a train driver and guard escaped injury, when their engine and two wagons careered off the line after dropping off its load at Blyth power station. A British Rail spokesman confirmed at the time that the train was pulling 24 empty wagons. He added: “It was heading for Bedlington when the derailment occurred and an inquiry into how it happened will be held.” The guard’s van and wagon were lifted back on to the line by a mobile crane and were towed away with the other trucks, but the engine was too heavy to move so giant British Rail cranes from Gateshead were brought in to help. I am unable to identify the Class 37 from the picture and can find no record of it elsewhere.
  • BELLGROVE - On March 6th, 1989, two Class 303 commuter trains crashed on the Springburn branch of the North Clyde Line, just east of Bellgrove station in the East End of Glasgow, Scotland. Two people were killed and 53 injured. The accident was caused primarily by a Signal passed at danger (SPAD) in conjunction with the single-lead junction track layout, where two lines converged into one just beyond the platform end and then diverged again – a layout which is simpler to maintain but is vulnerable in the event of a SPAD. The collision was at 80mph as both trains were travelling at 40mph. The force of the impact was so severe that at least one passenger was thrown out his seat and completely destroyed one of the "A" frame back to back seats.
  • BELLGROVE - On March 6th, 1989, two Class 303 commuter trains crashed on the Springburn branch of the North Clyde Line, just east of Bellgrove station in the East End of Glasgow, Scotland. Two people were killed and 53 injured. The accident was caused primarily by a Signal passed at danger (SPAD) in conjunction with the single-lead junction track layout, where two lines converged into one just beyond the platform end and then diverged again – a layout which is simpler to maintain but is vulnerable in the event of a SPAD. The collision was at 80mph as both trains were travelling at 40mph. The force of the impact was so severe that at least one passenger was thrown out his seat and completely destroyed one of the "A" frame back to back seats.
  • BELLGROVE - On March 6th, 1989, two Class 303 commuter trains crashed on the Springburn branch of the North Clyde Line, just east of Bellgrove station in the East End of Glasgow, Scotland. Two people were killed and 53 injured. The accident was caused primarily by a Signal passed at danger (SPAD) in conjunction with the single-lead junction track layout, where two lines converged into one just beyond the platform end and then diverged again – a layout which is simpler to maintain but is vulnerable in the event of a SPAD. The collision was at 80mph as both trains were travelling at 40mph. The force of the impact was so severe that at least one passenger was thrown out his seat and completely destroyed one of the "A" frame back to back seats.
  • BELLGROVE - On March 6th, 1989, two Class 303 commuter trains crashed on the Springburn branch of the North Clyde Line, just east of Bellgrove station in the East End of Glasgow, Scotland. Two people were killed and 53 injured. The accident was caused primarily by a Signal passed at danger (SPAD) in conjunction with the single-lead junction track layout, where two lines converged into one just beyond the platform end and then diverged again – a layout which is simpler to maintain but is vulnerable in the event of a SPAD. The collision was at 80mph as both trains were travelling at 40mph. The force of the impact was so severe that at least one passenger was thrown out his seat and completely destroyed one of the "A" frame back to back seats.
  • BOURNE END - 6157 THE ROYAL ARTILLERYMAN - Fowler LMS 'Royal Scot' Class 7P 4-6-0 - built 07/30 by Derby Works - withdrawn 01/64 from 12A Carlisle Kingmoor as BR No.46157 - seen here at Bourne End after the overnight sleeper from Euston derailed when the driver failed to observe speed restrictions, 43 dead, 30/09/45.
  • BREADSALL - On June 30th, 1903, MR Kirtley double-framed 0-6-0 goods locomotive No 1045 failed to stop when on the No 2 Up (southbound) Goods Line, demolished the bufferstops at the end of the 'neck' protecting access to the main running lines, and ended up at an angle in a lineside drain. Breadsall Crossing took Ford Lane across the railway between Allestree and Little Eaton and eventually there were four tracks across the road at this point controlled by a signal box with a 28-lever frame on the south side of the level crossing. No 1045 was a product of the Glasgow firm of Dübs & Co in 1873 and it managed to survive this particular undignified escapade, not being withdrawn from service until 1933, by which time it had become LMS No 2847. A report in the Derby Daily Telegraph, dated June 30th, 1903, reads as follows (some exaggeration may be detected): 'RAILWAY ACCIDENT AT LITTLE EATON. ENGINE FALLS OVER AN EMBANKMENT. A FIREMAN BADLY SCALDED. In the small hours of this (Tuesday) morning a somewhat serious accident occurred to a goods train at Little Eaton, the fireman being also very badly scalded, and being now an inmate of the Derbyshire Royal Infirmary. It appears that a Midland goods train from Manchester to Derby had passed through Duffield station, and on arrival at the junction backed onto the Little Eaton branch for the weighing of some of the wagons and other purposes. Whilst standing on the branch the driver mistook a signal to proceed which was really intended for the driver of another goods train coming in the opposite direction. The effect would have been that the two trains would have come into collision, and in order to avert a more serious disaster the train was run into a siding. The driver (Cockram) and the fireman (Hannah) did not know they were on the siding, and after going a short distance the engine ran into the 'dead end'. Fortunately, they were only proceeding slowly, but notwithstanding this the engine banged into the stationary buffers with such force that the latter were knocked clean out of the ground and the engine was knocked off the line. It ploughed its way through the ground on to the edge of the siding, and then fell over. The tender and three wagons were also dragged with it. The engine rolled over and it is believed that both the driver and fireman jumped off. The former sustained no injuries except a good shaking, but the fireman was very badly scalded by the steam escaping from the boiler. The fireman managed to get to the signal box and inform the signalman, who had heard nothing of the accident. The latter at once communicated with the authorities at Derby Station. It was found that the fireman's injuries were of such a serious nature that he was put into the next passing train and conveyed to the Derby Infirmary.
  • BRECON & MERTHYR RAILWAY - 12 - 2-4-0T, built 02/1889 by Robert Stephenson & Co. - 1923 to GWR as No.1452 - 02/23 withdrawn - the loco has derailed into a ditch (note the props). No further details known.
  • BROADHEATH - On January 18th, 1964, the signalman at Broadheath, on a line used almost exclusively by freight trains, intended to shunt a freight train from the Up to the Down line to allow the Up Class 1 mail train, hauled by Class 6XP 'Jubilee' Class No.45695 MINOTAUR, that runs on it, to pass, but omitted to reverse the facing end of a crossover, with the result that the train was set back on the Up line; he then gave " Train Out of Section " and pulled off his signals for the mail train. The guard failed to check the lie of the points, as he should have done under the Rules when no shunt signal is provided, and the fireman also assumed the train had crossed over to the Down line and signed the Train Register in accordance with the Rules, for the Down line. By the time the driver and the guard realised what had happened, it was too late to avert a collision, which resulted in the engine of the mail train being turned over on its side, the first five coaches being derailed and the brakevan and last six wagons of the freight train being extensively damaged. The guard of the goods train was praised for his bravery in attempting to stop the mail train by waving his red lamp. The driver of the mail train suffered burns to his hands and face but the fireman suffered only bruises. The locomotive was cut up on site at Broadheath goods yard, very slowly, over the next year or so.
  • BROCKLESBY - On March 28th, 1907, 2 freight trains collided at Brocklesby on the Barnetby - Grimsby/Immingham line. Class 15 'Yankee Mogul' 2-6-0 No.966 was evidently one of them and, I suspect, scrapped shortly thereafter.
  • BROCKLESBY - On March 28th, 1907, 2 freight trains collided at Brocklesby on the Barnetby - Grimsby/Immingham line. I have been unable to find any more exact details.
  • BROMSGROVE - (1) At about 2243 hrs on Monday 23rd March, 2020, class 170 Turbostar 170 107, operating the 2105 Cardiff Central to Birmingham New Street service, was approaching Bromsgrove station when it collided with a class 66 locomotive that had become derailed at the end of a siding. The passenger train suffered significant damage along the side of all three vehicles, although it remained on the track and did not derail. There were 4 passengers and 2 crew on board the passenger train and none reported any injuries. The locomotive, 66057, had just travelled from Bescot to Bromsgrove, to act as a banking locomotive required to assist heavy freight trains up the 1 in 37 Lickey incline to the north of the station. It derailed as it ran through the buffers at the end of the siding adjacent to the mainline, and stopped with its front left corner foul of northbound trains. The driver of the locomotive was not injured in the collision, although the locomotive suffered damage to the corner of the leading cab. The accident was attributed to the driver looking at text messages on his phone.
  • BROMSGROVE - (2) At about 2243 hrs on Monday 23rd March, 2020, class 170 Turbostar 170 107, operating the 2105 Cardiff Central to Birmingham New Street service, was approaching Bromsgrove station when it collided with a class 66 locomotive that had become derailed at the end of a siding. The passenger train suffered significant damage along the side of all three vehicles, although it remained on the track and did not derail. There were 4 passengers and 2 crew on board the passenger train and none reported any injuries. The locomotive, 66057, had just travelled from Bescot to Bromsgrove, to act as a banking locomotive required to assist heavy freight trains up the 1 in 37 Lickey incline to the north of the station. It derailed as it ran through the buffers at the end of the siding adjacent to the mainline, and stopped with its front left corner foul of northbound trains. The driver of the locomotive was not injured in the collision, although the locomotive suffered damage to the corner of the leading cab. The accident was attributed to the driver looking at text messages on his phone.
  • BROMSGROVE - (3) At about 2243 hrs on Monday 23rd March, 2020, class 170 Turbostar 170 107, operating the 2105 Cardiff Central to Birmingham New Street service, was approaching Bromsgrove station when it collided with a class 66 locomotive that had become derailed at the end of a siding. The passenger train suffered significant damage along the side of all three vehicles, although it remained on the track and did not derail. There were 4 passengers and 2 crew on board the passenger train and none reported any injuries. The locomotive, 66057, had just travelled from Bescot to Bromsgrove, to act as a banking locomotive required to assist heavy freight trains up the 1 in 37 Lickey incline to the north of the station. It derailed as it ran through the buffers at the end of the siding adjacent to the mainline, and stopped with its front left corner foul of northbound trains. The driver of the locomotive was not injured in the collision, although the locomotive suffered damage to the corner of the leading cab. The accident was attributed to the driver looking at text messages on his phone.<br /> Damage to 170 107 after the accident.
  • BUTTEVANT - On August 1st, 1980 at 1245, the 1000 Dublin (Heuston) to Cork (Kent) express train entered Buttevant station carrying some 230 bank holiday passengers. The train was diverted off the main line across a temporary set of points into a siding. The locomotive remained upright but carriages immediately behind the engine and generator van jack-knifed and were thrown across four sets of rail lines. Two coaches and the dining car were totally demolished by the impact. It resulted in the deaths of 18 people and over 70 people being injured.<br /> The accident happened because a set of manual facing points were set to direct the train into the siding. These points were installed about four months previously and had not been connected to the signal cabin. The permanent way maintenance staff were expecting a stationary locomotive at the Up platform to move into the siding and had set the points for the diversion to the siding, without obtaining permission from the signalman. Upon seeing that this had been done, the signalman at Buttevant manually set the signals to the Danger aspect and informed the pointsman to reset the points. The train was travelling too fast to stop in time. The derailment occurred at around 60 mph.<br /> The train consisted of 071 Class locomotive number 075, a generator van and 11 coaches. Six of the coaches consisted of wooden bodies on steel underframes. Four of these were either destroyed or badly damaged in the impact, the two which survived being at the rear of the train. The remainder of the coaches were light-alloy Cravens stock, most of which survived the crash. The generator van, a modified BR Mark 1, was severely damaged. All of the vehicles were coupled using screw shackle couplings. This event, and the subsequent Cherryville junction accident, which killed a further seven people, accounted for 70% of all Irish rail deaths over a 28-year period. CIÉ and the Government came under severe public pressure to improve safety and to modernise the fleet. A major review of the national rail safety policy was held and resulted in the rapid elimination of the wooden-bodied coaches that had formed part of the train.<br /> The passengers who were most severely injured or killed were seated in coaches with wooden frames. This structure was incapable of surviving a high-speed crash and did not come near to the safety standards provided by modern metal-body coaches. The more modern steel-framed carriage bodies survived due to their greater structural rigidity. On this basis, the decision to purchase a new fleet of modern intercity coaches based on the British Rail Mark 3 design was quickly made. The Mark 3's longitudinally corrugated roof can survive compression forces of over 300 tonnes. These coaches, an already well proven design, were built by BREL in Derby, England and, under licence, at CIÉ's own workshops at Inchicore in Dublin between 1983 and 1989.
  • BUXTON - 44083 - Fowler LMS Class 4F 0-6-0 - built 09/25 by Kerr Stuart as LMS No.4083 - withdrawn 12/63 from 9L Buxton, where seen off the rails.
  • BUXTON EAST - 6904 - Webb LNWR Class 2P 0-6-2T - built 11/00 by Crewe Works - withdrawn 08/47 from 8B WArrington - seen here being recovered from derailment at Buxton East, no details known
  • BYFLEET - 'Lord Nelson' Class No.851 SIR FRANCIS DRAKE and it's train of 12 coaches derailed in Byfleet Station due to the poor condition of the track, 27/12/46.
  • CARDINGTON - 165 - Stanier LMS Class 3P 2-6-2T - built 11/37 by Derby Works - 06/48 to BR No.40165 - 10/61 withdrawn from 16B Kirkby in Ashfield - seen here being recovered after derailing on a suburban passenger train at Cardington, April 9th, 1940.
  • CARDINGTON - 165 - Stanier LMS Class 3P 2-6-2T - built 11/37 by Derby Works - 06/48 to BR No.40165 - 10/61 withdrawn from 16B Kirkby in Ashfield - seen here derailed on a suburban passenger train at Cardington, April 9th, 1940.
  • Photo Sharing
  • About SmugMug
  • Browse Photos
  • Prints & Gifts
  • Terms
  • Privacy
  • Contact
  • Owner Log In
© 2022 SmugMug, Inc.