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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COLLYHURST - On August 15th, 1953, a collision occurred at Irk Valley Junction, Collyhurst, just over a mile from Manchester Victoria station. At that point, the electrified line to Bury passes through Irk Valley Junction, so called because it lies on a viaduct above the River Irk. At 0740 the 0720 electric train from Bury collided with the 0736 steam passenger train to Bacup hauled by a Class 4P 2-6-4T No.42474. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell 40 feet onto the bank of the river; the rear fell 70 feet into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher. The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the home signal at danger. The driver appeared to have missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it. The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence. Seen here is the leading coach of the EMU.
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COLLYHURST - On August 15th, 1953, a collision occurred at Irk Valley Junction, Collyhurst, just over a mile from Manchester Victoria station. At that point, the electrified line to Bury passes through Irk Valley Junction, so called because it lies on a viaduct above the River Irk. At 0740 the 0720 electric train from Bury collided with the 0736 steam passenger train to Bacup hauled by a Class 4P 2-6-4T No.42474. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell 40 feet onto the bank of the river; the rear fell 70 feet into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher. The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the home signal at danger. The driver appeared to have missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it. The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence. Seen here is the leading coach of the EMU.

  • 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.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, when only 2 months old, destroyed in head-on collision with E5 2-4-0 No.1471, September 1913. 1506 is lying on it's right side, viewed from footplate end.
  • COLLYHURST - On August 15th, 1953, a collision occurred at Irk Valley Junction, Collyhurst, just over a mile from Manchester Victoria station. At that point, the electrified line to Bury passes through Irk Valley Junction, so called because it lies on a viaduct above the River Irk. At 0740 the 0720 electric train from Bury collided with the 0736 steam passenger train to Bacup hauled by a Class 4P 2-6-4T No.42474. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell 40 feet onto the bank of the river; the rear fell 70 feet into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher. The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the home signal at danger. The driver appeared to have missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it. The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence.
  • COLLYHURST - On August 15th, 1953, a collision occurred at Irk Valley Junction, Collyhurst, just over a mile from Manchester Victoria station. At that point, the electrified line to Bury passes through Irk Valley Junction, so called because it lies on a viaduct above the River Irk. At 0740 the 0720 electric train from Bury collided with the 0736 steam passenger train to Bacup hauled by a Class 4P 2-6-4T No.42474. The leading electric coach struck and overturned the steam engine and smashed through the parapet wall. The front of the carriage fell 40 feet onto the bank of the river; the rear fell 70 feet into the shallow river itself. Nine passengers and the driver of the electric train were killed. The crash occurred on a Saturday; had it been a weekday, the casualties would likely have been far higher. The investigation revealed that the causes of the accident were twofold. Firstly the electric train passed the home signal at danger. The driver appeared to have missed the home signal as it was always clear in the past, and ignored the distant signal as it was normally at caution anyway and was normally cleared by the time he reached it. The signalman was also at fault for not checking that the electric train had stopped before allowing the steam train through. The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence. Seen here is the leading coach of the EMU.
  • CORBY - At about 1553 hrs on Thursday June 13, 2019, a northbound passenger train collided with aggregate on the tracks about one mile north of Corby station. The aggregate had washed onto the track from the adjacent cutting slope as a result of flooding. The train was travelling at 42 mph (68 km/h) and did not derail. The driver brought the train to a stand and contacted the signaller to report the landslip and flooding. The train was the 1434 hrs service from London St Pancras to Nottingham, and was carrying 190 passengers. It had been diverted from its planned route via Market Harborough to an alternative route via Corby, as a result of another incident taking place south of Leicester station. When the driver examined the train, he found the rear power car was trapped by further aggregate that had washed-out from the cutting slope after the train had stopped. The passengers were evacuated to a southbound train which was subsequently trapped by flood water. Once lighting and road transport were in place, all of the passengers (from both trains) were evacuated and taken by road to Kettering station. There was no one reported to the RAIB as having being injured during the initial collision or subsequent evacuations. Here we see leading power car 43054 with the rescue service alongside, passengers being transferred. After the rescue train became stranded, it was not until about 2300 that everyone was evacuated by road.
  • CORBY - At about 1553 hrs on Thursday June 13, 2019, a northbound passenger train collided with aggregate on the tracks about one mile north of Corby station. The aggregate had washed onto the track from the adjacent cutting slope as a result of flooding. The train was travelling at 42 mph (68 km/h) and did not derail. The driver brought the train to a stand and contacted the signaller to report the landslip and flooding. The train was the 1434 hrs service from London St Pancras to Nottingham, and was carrying 190 passengers. It had been diverted from its planned route via Market Harborough to an alternative route via Corby, as a result of another incident taking place south of Leicester station. When the driver examined the train, he found the rear power car was trapped by further aggregate that had washed-out from the cutting slope after the train had stopped. The passengers were evacuated to a southbound train which was subsequently trapped by flood water. Once lighting and road transport were in place, all of the passengers (from both trains) were evacuated and taken by road to Kettering station. There was no one reported to the RAIB as having being injured during the initial collision or subsequent evacuations. Here we see rear power car 43043 trapped in the aggregate that washed out after the train stopped.
  • CORBY - At about 1553 hrs on Thursday June 13, 2019, a northbound passenger train collided with aggregate on the tracks about one mile north of Corby station. The aggregate had washed onto the track from the adjacent cutting slope as a result of flooding. The train was travelling at 42 mph (68 km/h) and did not derail. The driver brought the train to a stand and contacted the signaller to report the landslip and flooding. The train was the 1434 hrs service from London St Pancras to Nottingham, and was carrying 190 passengers. It had been diverted from its planned route via Market Harborough to an alternative route via Corby, as a result of another incident taking place south of Leicester station. When the driver examined the train, he found the rear power car was trapped by further aggregate that had washed-out from the cutting slope after the train had stopped. The passengers were evacuated to a southbound train which was subsequently trapped by flood water. Once lighting and road transport were in place, all of the passengers (from both trains) were evacuated and taken by road to Kettering station. There was no one reported to the RAIB as having being injured during the initial collision or subsequent evacuations. Here we see rear power car 43043 trapped in the aggregate that washed out after the train stopped. The rescue train, subsequently also stranded is visible in the distance,
  • COURVILLE, FRANCE - On February 14th, 1911, the 0440 Paris - Le Mans express was entering Courville Station at about 0612 when it ran into a freight train being shunted across the main line to clear the way for it. Before anything could be done, the 0614 Brest - Paris stopping train ran into the wreckage blocking its path. Fire broke almost immediately, originating in the dining car of the express. 12 people were killed and 20 injured. Bizarrely, one of the injured was a soldier from the 118th Regiment who was shot in the leg!
  • COURVILLE, FRANCE - On February 14th, 1911, the 0440 Paris - Le Mans express was entering Courville Station at about 0612 when it ran into a freight train being shunted across the main line to clear the way for it. Before anything could be done, the 0614 Brest - Paris stopping train ran into the wreckage blocking its path. Fire broke almost immediately, originating in the dining car of the express. 12 people were killed and 20 injured. Bizarrely, one of the injured was a soldier from the 118th Regiment who was shot in the leg!
  • CREWE - An LNWR Class DX 0-6-0 has derailed and gone through the retaining wall on Cumberland Bridge in Crewe on March 18th, 1905.
  • CREWE BASFORD HALL MARSHALLING YARD - A line of withdrawn and stored locos sit in the marshalling yard at Crewe in October 1991. They are, from near to far, 47001, 47101, 47434, 25080, 46023, 47105, 47435 and 47444.
  • CREWE WORKS - 47 282 - Brush Class 47 Type 4 Co-Co DE - built 01/66 by Brush Traction as D1984 - withdrawn 09/86 after sustaining substantial collision damage - here at Crewe Works, 09/86.
  • CREWE WORKS - 47 589 awaits attention for a head injury at Crewe Works, 21/09/85. I can't think what it could have hit to cause that damage.
  • CREWE WORKS - 81 016 - BRCW Class 81 Bo-Bo - built 03/61 by BRCW as E3018 - 1973 to 81 016 - 09/12/82 involved in accident at Linslade - withdrawn 07/83 - seen here in Crewe Works with severe accident damage.
  • CREWE WORKS - 86 208 - BR/EE Class 86 Bo-Bo AC Electric - built 02/66 by English Electric as E3141 - 1973 to 86 208 - withdrawn 03/00 - seen here at Crewe Works for repairs to accident damage, 11/04/76.
  • CREWE WORKS - 86 252 - BR Class 86 AC Bo-Bo - built 08/65 by Crewe Works as E3101 - 1973 to 86 252 - withdrawn 01/02 with fire damage, as seen here.
  • CREWE WORKS - In March 1976, 24078 was placed into store with accident damage, the cause of which I have not able to find. It was at Crewe until May 19th 1977 when it was moved to Oxford, remaining here until May 31st 1977 when it completed its journey to Swindon Works, and was scrapped there by the first week of June 1978.
  • CRICKLEWOOD - 31 202/31 226 - left parked for the weekend, the brakes were not properly applied and the two locos ran away, ending up on the North Circular Road, 10/88. Needless to say, both were immediately withdrawn.
  • CRICKLEWOOD - 31 202/31 226 - left parked for the weekend, the brakes were not properly applied and the two locos ran away, ending up on the North Circular Road, 10/88. Needless to say, both were immediately withdrawn.
  • CRICKLEWOOD - 31 202/31 226 - left parked for the weekend, the brakes were not properly applied and the two locos ran away, ending up on the North Circular Road, 10/88. Needless to say, both were immediately withdrawn.
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