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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CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.
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CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.

  • CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.
  • CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.
  • CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.
  • CHESTER - On May 8th 1972, Class 24 5028 ran away on the approach to Chester station and caused considerable damage to itself, several diesel multiple units and much of the station fabric around Platforms 10 & 11. 5028 had been in charge of the 8D66 1931 Ellesmere Port to Mold Junction freight consisting of thirty eight vehicles including several tank wagons loaded with petroleum products. The train had been made up at Ellesmere Port East Yard with a total weight of 980 tons. Beyond the reversal at Helsby, the five vacuum braked tankers were marshalled directly behind the engine to provide extra brake force but the vacuum hoses were not connected between the locomotive and the tank wagons. For reasons undetermined the train set off without a brake test being carried out. About a mile and a half from Chester station the grade on the line from Mickle Trafford falls at 1 in 100 for about a mile and it was on this grade that control of the train was lost, with the driver sounding a series of short blasts on the locomotive horn, indicating the train was running away. Unfortunately the means of putting the runaway train on to one of the through lines was prevented by the movement of a diesel multiple unit betweens Platform's 11 & 13. With the freight train routed into the bay Platform 11 events happened swiftly, the driver and a second railman jumped from the locomotive as it entered the platform at about 20mph. Standing at the end of the platform were empty diesel multiple units 56229 & 50946. The trailer composite (56229) lost both bogies with major damage to the underfloor equipment occurring when it was pushed over the buffer stops onto the platform and coming to rest embedded in the wall of the refreshment room. The motor brake second (50946) was completely demolished as 5028 rode up over it. The brake van next to the locomotive was severely damaged, four of the tank wagons sustained damage from the collision, particularly to the running gear. Despite the severity of the collision none of the loaded tanks were punctured. Shortly after the collision fire broke out under the remains of the diesel multiple unit crushed by 5028. A locomotive waiting at the east end of the station was used to haul back thirty five wagons of the freight train, the split being made between the third & fourth tank wagon. Passengers from the diesel multiple unit standing at Platform 10 were quickly evacuated to the running lines in the centre of the station. A postal worker was trapped on the platform between the diesel multiple unit and an overturned BRUTE trolley loaded with mail bags. Rescue attempts were unsuccesful until the front two coaches of the diesel multiple unit were separated from the other three, creating room to free the postal worker. Although the three Esso tanks remained unpunctured the fire was intense enough to heat the contents of the second tank, pressurising the liquid which then ignited after being released through the pressure relief valve. The first tank, lying on its side lost some of its contents through the syphon pipe, and was ignited from the original fire source. The third tank suffered no spillage or leakage due to the efforts of the fire service, using foam and water to contain the fire. The fire was contained just prior to midnight and finally extinguished about thirty minutes later, although the tanks remained in a dangerous condition for a further nine hours. For 5028 the examination next morning revealed it to be a total loss. The leading cab was severely crushed, the trailing cab had lost most of its aluminium structure in the fire, which also destroyed (melted?) the radiators and buckled the engineroom floor. The brake gear had been badly damaged in the collision though it did not reveal signs of heavy braking.
  • CHICAGO & NORTH WESTERN RAILROAD - 834 - an EMD GP35 and a sister both badly smashed up, circumstances unknown.
  • CLAPHAM JUNCTION - Clapham Junction 'A' Signalbox straddled the tracks but on a bowstring girder bridge. It is seen here having suffered a partial collapse on 10 May 1965, caused by the weight of the steel roof (that was erected as an air raid protection during WWII) and suspending all train services to Waterloo whilst the roof was removed and repairs completed.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, then only 2 months old, was destroyed in head-on collision with E5 2-4-0 No.1471 in Colchester Station, September 12th, 1913. "In this case, as the 1 p.m. up express train from Cromer to London, consisting of engine, tender, and 12 vehicles, was running through Colchester Station on the up main line at a high rate of speed, it came into collision with the tender of a light engine, which was at the time moving slowly forward on the same line. The driver of the light engine, who was the only man on that engine at the time, was considerably injured. The driver and fireman of the engine of the express train were killed instantaneously, but an inspector who was also travelling on the engine escaped with comparatively slight injuries. The guard of the train, who was travelling in the leading brake-van, was also killed, almost instantaneously. It is believed that there were or seven passengers travelling in the first-class carriage behind the brake-van; one of these was rather seriously injured, and was in hospital at the time of my inquiry; 13 other passengers complained of slight personal injuries." Extract from the Accident Report.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, then only 2 months old, was destroyed in head-on collision with E5 2-4-0 No.1471 in Colchester Station, September 12th, 1913. "In this case, as the 1 p.m. up express train from Cromer to London, consisting of engine, tender, and 12 vehicles, was running through Colchester Station on the up main line at a high rate of speed, it came into collision with the tender of a light engine, which was at the time moving slowly forward on the same line. The driver of the light engine, who was the only man on that engine at the time, was considerably injured. The driver and fireman of the engine of the express train were killed instantaneously, but an inspector who was also travelling on the engine escaped with comparatively slight injuries. The guard of the train, who was travelling in the leading brake-van, was also killed, almost instantaneously. It is believed that there were or seven passengers travelling in the first-class carriage behind the brake-van; one of these was rather seriously injured, and was in hospital at the time of my inquiry; 13 other passengers complained of slight personal injuries." Extract from the Accident Report.
  • COLCHESTER - Brand new GER Class B12 4-6-0 No.1506, 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.
  • 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 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.
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