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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TAL-Y-CAFN - On July 5th, 1904, whilst the 10.25 am passenger train from Llandudno to Bettws-y-Coed hauled by LNWR 2-4-2T No.891 was travelling between Tal-y-Cafn and Llanrwst, the engine left the rails, shortly after passing the 74 mile post, and after running along the ballast for about 100 yards, was overturned to the right of the line. The remainder of the train also became derailed, the leading conch being upset on the right side of the line, while the other vehicles turned to the left, and came to a stand on the ground at the side of the railway, the first one being turned over on its side and all of them damaged. There were only six passengers in the train; these were seated in the middle carriage, and escaped without injury. The driver sustained a fracture of his thigh and the fireman had his knee badly sprained. The engine was turned through 180 degrees during the crash and it required the combined efforts of 8 engines to pull it free from the embankment.
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TAL-Y-CAFN - On July 5th, 1904, whilst the 10.25 am passenger train from Llandudno to Bettws-y-Coed hauled by LNWR 2-4-2T No.891 was travelling between Tal-y-Cafn and Llanrwst, the engine left the rails, shortly after passing the 74 mile post, and after running along the ballast for about 100 yards, was overturned to the right of the line. The remainder of the train also became derailed, the leading conch being upset on the right side of the line, while the other vehicles turned to the left, and came to a stand on the ground at the side of the railway, the first one being turned over on its side and all of them damaged. There were only six passengers in the train; these were seated in the middle carriage, and escaped without injury. The driver sustained a fracture of his thigh and the fireman had his knee badly sprained. The engine was turned through 180 degrees during the crash and it required the combined efforts of 8 engines to pull it free from the embankment.

  • STOKE-ON-TRENT - 25 058 - BR Class 25 Type 2 Bo-Bo DE - built 06/63 by Derby Works as D5208 - 1973 to 25 058 - withdrawn 02/87 from Crewe Diesel Depot - seen here being recovered from Station Street, Stoke-on-Trent, after running through the buffer stops with 25 213, 22/10/85.
  • STONEHAVEN - (1) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen and Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> First pictures from the scene showed only the burning train in the distance, as here.
  • STONEHAVEN - (2) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen to Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> In this view, Coach 1 lies across the tracks with Coach 2 lying on top of it. Coach 3, burnt out, lies down the embankment. Coach 4, pretty much upright, lies across Coach 1 with 43030 standing behind it. 43140, the leading power car, lies in the trees to the right of the track.
  • STONEHAVEN - (3) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen to Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> Vegetation still burns in this view from the rear of the train. 43030 and Coach 4 are still upright, whilst the shattered remains of Coaches 1 and 2 lie beneath and to the right. Coach 3 is out of sight down the embankment, as is 43140.
  • STONEHAVEN - (4) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen to Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> This picture shows the still burning remains of power car no.43140, turned through 180 degrees and lying on its right side. It looks as though the engine compartment is severely damaged and I suspect the fire was caused by escaping fuel. This probably spread through the vegetation and set alight to Coach 3 lying close behind it.
  • STONEHAVEN - (5) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen to Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> In this view, Coach 1 lies across the tracks with Coach 2 lying on top of it. Coach 3, burnt out, lies down the embankment. Coach 4, pretty much upright, lies across Coach 1 with 43030 standing behind it. 43140, the leading power car, lies in the trees below the track. It appears that Coach 3 was set afire by burning fuel from 43140.
  • STONEHAVEN - (6) During the night of August 11th there were severe thunderstorms in the Aberdeen area. The storms caused widespread flooding across Aberdeenshire on the morning of August 12th. The severe weather had caused significant disruption across East Scotland with a number of rail services being either curtailed or cancelled.<br /> On August 12th, 2020, ScotRail's 0638 Inter7City service from Aberdeen to Glasgow Queen Street, fprmed of Class 43's No.s 43140/43030 and 4 coaches, had fewer passengers than usual due to the COVID-19 pandemic. It had two crew members (the driver and a conductor) and was carrying seven passengers.<br /> Whilst travelling south on the double track main line which runs between Aberdeen and Dundee, the driver stopped the train after the signalman at Carmont Signal Box passed on a message from the driver of another train that a landslip had blocked the line between Carmont and Laurencekirk. Unable to proceed south, the train was rerouted to return to Aberdeen, crossing to the northbound line at the Carmont crossover about 5 1⁄2 miles west of Stonehaven. About 1.4 miles after the crossover, at about 0920, the train ran into another landslip and all vehicles were derailed. As the track curved to the right, the train continued straight on for about 100 yards and struck and damaged the parapet of a bridge carrying the railway over Carron Water. The leading power car (43140) then fell down a wooded embankment and came to rest in a stand of scrubby bushes in a very mangled state. The first carriage turned sideways, coming to rest across the tracks, inverted, with the second carriage, also inverted, lying on top of it. The third carriage ended up lying on its side, also down the embankment, and caught fire. The rear power car (43030) remained upright and coupled to the fourth carriage. The driver and the conductor, and a passenger were killed. One of the passengers, an off-duty railway employee, although injured, walked back to Carmont Signal Box and warned the signalman of the accident.<br /> British Transport Police were alerted to the incident at about 0943, and a major incident was declared. Scottish Ambulance Service ambulances, two air ambulance helicopters and a coastguard helicopter attended the remote and difficult to access scene. Scottish Fire and Rescue Service sent 12 fire engines and specialist resources. Six people were taken to hospital with injuries that were "not believed to be serious" and five of the six injured passengers had been discharged from hospital by August 17th.<br /> The recovery of power car 43030 on September 10th, almost one month after the derailment took place. This was the power car that stayed upright and largely undamaged and so is the easiest to recover and yet it has still taken a month to get this far, giving some idea of just how remote and inaccessible this location is. From what I could see, the locomotive was lowered into the valley bottom and removed by road.
  • STOURBRIDGE - On April 2nd, 1977, the driver of Class 122 single car unit No.55012 overshot the buffers at Stourbridge Town whilst operating the Stourbridge Juncttion to Stourbridge Town service and went through the wall. The unit survived this as well as several other indignities such as being given Loadhaul livery and is now preserved at the Weatdale Railway.
  • SUTTON COLDFIELD - 45274 - Stanier LMS Class 5MT 4-6-0 - on a York - Bristol train entered a speed restriction going too fast, derailing in Sutton Coldfield Station, 23/01/55 - 17 dead and 25 injured. Almost unbelievably, the loco was repaired and lasted almost to the end of steam.
  • SWAFFHAM - Swaffham engine shed was built on an embankment above Northwell Pool. Access to the shed was gained from a turntable. In this 1904 photograph it appears that a driver has selected reverse instead of forward when leaving the turntable on the way to the station or has failed to stop on the way to the shed! The locomotive is a Great Eastern 2-4-0.
  • SWINDON WORKS - E79064 - Metro-Cammell DMBS built in 1955 as prototype of Class 101 - non standard electrical equipment lead to early withdrawals and all were gone from revenue service by 1969 - seen here at Swindon Works in 1972 with accident damage.
  • TAFF VALE RAILWAY - 194 - Class U 0-6-2T - built 09/1895 by Vulcan Foundry - 1923 to GWR as No.597 - 09/28 withdrawn from Abercynon - seen here in the West Yard at Cardiff Works after a derailment.
  • TAL-Y-CAFN - On July 5th, 1904, whilst the 10.25 am passenger train from Llandudno to Bettws-y-Coed hauled by LNWR 2-4-2T No.891 was travelling between Tal-y-Cafn and Llanrwst, the engine left the rails, shortly after passing the 74 mile post, and after running along the ballast for about 100 yards, was overturned to the right of the line. The remainder of the train also became derailed, the leading conch being upset on the right side of the line, while the other vehicles turned to the left, and came to a stand on the ground at the side of the railway, the first one being turned over on its side and all of them damaged. There were only six passengers in the train; these were seated in the middle carriage, and escaped without injury. The driver sustained a fracture of his thigh and the fireman had his knee badly sprained. The engine was turned through 180 degrees during the crash and it required the combined efforts of 8 engines to pull it free from the embankment.
  • THANKERTON - At 0445 on February 6th, 1908, several wagons of a heavy goods train from Carlisle left the line at Thankerton. By 0745 the breakdown gang had managed to clear one line to allow through traffic. Amazingly no-one was injured and although the mail was several ​hours late normal services had resumed by 1600.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THE HUNDRED OF MANHOOD AND SELSEY TRAMWAY - On September 3rd,1923, the 8:15 am. train to Chichester, hauled by CHICHESTER (2), was derailed near Golf Club Halt, killing the fireman, H. Barnes, and injuring the driver, C. C. Stewart. All the passengers were uninjured. The locomotive and coaches left the track. The inquest returned a verdict of accidental death, but the jury expressed the opinion that the Chief Engineer of the Company was indirectly to blame, as there was evidence of neglect in the upkeep of the track.
  • THIRSK - (1) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'.
  • THIRSK - (2) On July 31st, 1967, the 1200 1A26 express train from King's Cross to Edinburgh and Aberdeen, hauled by DP2, collided at speed with the wreckage of a derailed freight train around 1517 on that day. Seven people were killed and 45 injured, 15 seriously. Following the accident, three of the four lines were blocked by the wreckage of the collision. The Up Slow line was not damaged and was used by special trains to take the dead and injured to Newcastle upon Tyne. The circumstances surrounding this crash were that the 0240 Cliffe to Uddingston cement train was travelling on the Down Slow line at about 45 mph, the maximum speed permitted at the time for trains conveying loaded wagons of this type, when the rear axle of the 12th wagon became derailed towards the cess on plain track. As the train proceeded, the derailed wheels moved further towards the cess smashing the timber sleepers in the track until, after travelling some 170 yards, the coupling between the 11th and 12th wagons fractured and the vacuum hose pipe parted, causing the brakes to become fully applied on both portions of the train. The front portion proceeded along the line for 470 yards and then stopped. The 13th to 20th wagons in the rear portion became derailed and went down the embankment, and came to rest mostly on their sides. The 23rd wagon, however, was slewed round more or less at right angles to the line and stopped with its leading end some 2 feet foul of the Down Fast line. The passenger train was running under clear signals on the Down Fast line at about 80 mph close behind the freight train. The driver saw at a distance of about 600 yards what seemed to him to be a cloud of dust and then he saw the cement wagon foul of the line on which his train was travelling. He applied the brakes fully but he could not prevent a collision, and the left-hand side of the locomotive struck the wagon at a speed of about 50 mph. The locomotive and the leading seven coaches were derailed towards the Up Fast line but they remained upright and inline; the rear six coaches remained on the track. The left-hand side of the locomotive was extensively damaged and the driver and second man were fortunate to escape injury. The derailed coaches were all severely damaged but the most serious damage was to the leading coach which had its left-hand side ripped away, and to the next two coaches which were severely torn, all by contact with the wagon. On impact train engine of 1A26 DP2 lurched to the right and the left hand side of the cab was severely damaged along with the left hand side of the first three coaches, all side-corridor BR Mark 1s. On coaches 2 and 3 this was fortunately on the corridor side, but on the leading coach this was the compartment side and this is where most of the casualties were. The damage to DP2 proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968, its reusable parts being provided to the Class 50 pool of spares. Its engine initially went to D417/50 017 'Royal Oak', but ended its working days in D437/50037 'Illustrious'.
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