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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MNACHESTER SHIP CANAL - No.29 BOMBAY - 0-6-0T - built 1903 by Hudswell Clarke & Co., Works No.662 - seen here on June 25th, 1925, when No.72 was taking a train of empties up a gradient near Barton Locks, whilst a short distance behind, at a suitable distance, came locomotive No.29 Bombay travelling light engine. The usual method of ascending the gradient, Barton Bank, was for the engine to rush it in order to reach the top without stalling. For some reason locomotive No.72 snatched at the train with the result that a wagon coupling parted and the train ran downhill. Locomotive 29 was reversed in order to try matching speeds with the runaways and attempt to bring them to a stop, but unfortunately events happened too quickly for such an attempt to succeed, and the wagons hit locomotive No.29 driving it back, but not before depositing two wagons on top of the engine! Incredibly no one was injured.
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MNACHESTER SHIP CANAL - No.29 BOMBAY - 0-6-0T - built 1903 by Hudswell Clarke & Co., Works No.662 - seen here on June 25th, 1925, when No.72 was taking a train of empties up a gradient near Barton Locks, whilst a short distance behind, at a suitable distance, came locomotive No.29 Bombay travelling light engine. The usual method of ascending the gradient, Barton Bank, was for the engine to rush it in order to reach the top without stalling. For some reason locomotive No.72 snatched at the train with the result that a wagon coupling parted and the train ran downhill. Locomotive 29 was reversed in order to try matching speeds with the runaways and attempt to bring them to a stop, but unfortunately events happened too quickly for such an attempt to succeed, and the wagons hit locomotive No.29 driving it back, but not before depositing two wagons on top of the engine! Incredibly no one was injured.

  • MIDHURST - In the early hours of November 19th, 1951, floods washed away an embankment just south of Midhurst, approximately where Holmbush Industrial Estate stands today. One of the streams that feeds South Pond ran under the embankment through a culvert which became blocked. Subsequently the large build up of water broke through, taking the line with it. The crew of an approaching goods train pulled by locomotive ex-LB&SCR Class C2X No.32522 barely managed to leap from the locomotive seconds before it fell into the gap. As a result the line between Cocking and Midhurst was abandoned. The Midhurst to Chichester line was opened in 1881 and passenger services had been withdrawn in 1935
  • MILTON - The crash occurred at about 1315 on Sunday November 20th, 1955, at Milton, between Steventon and Didcot on the line from Swindon on the Western Region of British Railways. The train involved was the 0830 excursion train from Treherbert, South Wales, to Paddington station, consisting of ten coaches hauled by Britannia Pacific no. 70026 POLAR STAR. The train failed to slow down for a low speed crossover. The engine and several carriages rolled down an embankment, which exacerbated the severity of the accident, killinhg 11 people and injuring a further 157. Because the track involved had been formerly operated by the Great Western Railway, the signals were on the right hand side, but the train was hauled by one of the new British Railways Standard Class 7 locomotives, which had its driving position on the left hand side. This incompatibility hampered the driver's view of the signals. As a result of this crash, the signals were later modified to prevent a driver seeing a proceed signal for the crossover too soon. Handrails on the smoke deflectors also obscured the drivers' view, and these were later removed and replaced with hand holds on all the "Britannia" class locomotives that ran on the Western Region.
  • MNACHESTER SHIP CANAL - No.29 BOMBAY - 0-6-0T - built 1903 by Hudswell Clarke & Co., Works No.662 - seen here on June 25th, 1925, when No.72 was taking a train of empties up a gradient near Barton Locks, whilst a short distance behind, at a suitable distance, came locomotive No.29 Bombay travelling light engine. The usual method of ascending the gradient, Barton Bank, was for the engine to rush it in order to reach the top without stalling. For some reason locomotive No.72 snatched at the train with the result that a wagon coupling parted and the train ran downhill. Locomotive 29 was reversed in order to try matching speeds with the runaways and attempt to bring them to a stop, but unfortunately events happened too quickly for such an attempt to succeed, and the wagons hit locomotive No.29 driving it back, but not before depositing two wagons on top of the engine! Incredibly no one was injured.
  • MUSSELBURGH - On January 1st, 1941, Class D11 4-4-0 No.6390 HOBBIE ELLIOTT on a freight train crashed into Musselburgh Station, demolishing the bookstall and killing the attendant. Part of the stationmaster's house above was also damaged. The bathroom collapsed and the bath lay on top of the wreckage. The force of the crash caused some of the wagons of the train and their contents to come together in concertina fashion, and then shoot into the air. A heap of wreckage amassed in this way reached a height of about 30 feet and penetrated the station roof, which was holed in two places. Girders holding the roof fell across the platform and lines. <br /> The guard on the train involved said there would be 550 tons weight in both the wagons and the engine of the goods train. At 7.17 a.m. they got a clear signal to proceed to Newhailes. The first indication he had that anything was wrong was just past Newhailes signal cabin, when he felt the train on a branch line he did not know, and which he did not think the driver knew. He applied the handbrake in his van, but the train was skidding down a gradient, and his action had little effect. Shortly afterwards there was a terrific crash.<br /> David Little Ramage, signalman, said when the engine passed his cabin on the branch line to Musselburgh he waved a red lamp and blew a whistle. He thought that the train was a runaway.<br /> John Renton Hunter (43), the driver of the engine of the goods train, said he did not know the Musselburgh branch line. The Newhailes distant signal was in the clear position, but he could not see the home signal. When he felt the train lurch on to the branch line he applied his brakes. The engine skidded, and he released the brakes and sanded the rails. Then he reapplied the brakes. The weight of the train appeared to be too heavy for the engine.<br /> A fitter later examined the wreckage of the engine and could find no fault with the brakes.<br /> Although the picture shows a scene of complete devastation, the engine was not badly damaged, being returned to service and withdrawn in September 1958 as BR No.62683.
  • NEWDIGATE COLLIERY, Warwickshire - A pile up of derailed loose-coupled coal wagons, some of them in the barge and the Coventry Canal, in 1915.
  • NEWDIGATE COLLIERY, Warwickshire - A pile up of derailed loose-coupled coal wagons, some of them in the barge and the Coventry Canal, in 1915. It evidently drew quite a crowd!
  • NEW ENGLAND LOCOMOTIVE DEPOT - Quite what happened here I do not know but I suspect it was over zealous parking! In February 1964, Class 46 D177 has come through the wall into the repair shed inflicting considerable damage to both itself and the Class 08's under repair. Fortunately, all of the damage was easily repaired, except for maybe the wagon!
  • NEW ENGLAND LOCOMOTIVE DEPOT - Quite what happened here I do not know but I suspect it was over zealous parking! In February 1964, Class 46 D177 has come through the wall into the repair shed inflicting considerable damage to both itself and the Class 08's under repair. Fortunately, all of the damage was easily repaired.
  • NEW ENGLAND LOCOMOTIVE DEPOT - Quite what happened here I do not know but I suspect it was over zealous parking! In February 1964, Class 46 D177 has come through the wall into the repair shed inflicting considerable damage to both itself and the Class 08's under repair. Fortunately, all of the damage was easily repaired.
  • NEWRY - I can't seem to find much detail on this. Class 141 No.148 was stopped and hijacked by the IRA as it crossed the border in September 1979. They ordered the crew off and then set the train to run away. Three miles later, it derailed near Newry and completely blocked the mainline.
  • NEW SOUTHGATE - The 7.50 p.m. Express Passenger train from Edinburgh, comprising 11 bogie coaches hauled by 60508 DUKE OF ROTHESAY, was travelling at about 70 m.p.h. through a short tunnel on the straight Up Fast line when the trailing bogie wheels of the engine became derailed. Derailment of the leading bogie wheels followed at the V crossing of a facing connection 689 yards ahead, outside the tunnel, after which the whole train became derailed as the track was destroyed by the engine bogie. The engine broke away from the train when the tender screw coupling parted, overturned to the right, and slid on its side for about 100 yards through an overbridge, coming to rest 1145 yards from the initial point of derailment. The fireman was killed, but there were no serious casualties in the crowded train, though the leading vehicle, a corridor brake third, was also overturned and considerably damaged; all the Buckeye couplings between the coaches held fast and the remaining ten came to rest upright and in line with very little damage except to bogies and undergear. One passenger was detained in hospital for two days and nine others sustained minor injuries or shock; the driver was also slightly injured.
  • NEW SOUTHGATE - The 7.50 p.m. Express Passenger train from Edinburgh, comprising 11 bogie coaches hauled by 60508 DUKE OF ROTHESAY, was travelling at about 70 m.p.h. through a short tunnel on the straight Up Fast line when the trailing bogie wheels of the engine became derailed. Derailment of the leading bogie wheels followed at the V crossing of a facing connection 689 yards ahead, outside the tunnel, after which the whole train became derailed as the track was destroyed by the engine bogie. The engine broke away from the train when the tender screw coupling parted, overturned to the right, and slid on its side for about 100 yards through an overbridge, coming to rest 1145 yards from the initial point of derailment. The fireman was killed, but there were no serious casualties in the crowded train, though the leading vehicle, a corridor brake third, was also overturned and considerably damaged; all the Buckeye couplings between the coaches held fast and the remaining ten came to rest upright and in line with very little damage except to bogies and undergear. One passenger was detained in hospital for two days and nine others sustained minor injuries or shock; the driver was also slightly injured.
  • NEW SOUTHGATE - The 7.50 p.m. Express Passenger train from Edinburgh, comprising 11 bogie coaches hauled by 60508 DUKE OF ROTHESAY, was travelling at about 70 m.p.h. through a short tunnel on the straight Up Fast line when the trailing bogie wheels of the engine became derailed. Derailment of the leading bogie wheels followed at the V crossing of a facing connection 689 yards ahead, outside the tunnel, after which the whole train became derailed as the track was destroyed by the engine bogie. The engine broke away from the train when the tender screw coupling parted, overturned to the right, and slid on its side for about 100 yards through an overbridge, coming to rest 1145 yards from the initial point of derailment. The fireman was killed, but there were no serious casualties in the crowded train, though the leading vehicle, a corridor brake third, was also overturned and considerably damaged; all the Buckeye couplings between the coaches held fast and the remaining ten came to rest upright and in line with very little damage except to bogies and undergear. One passenger was detained in hospital for two days and nine others sustained minor injuries or shock; the driver was also slightly injured. Here we see 60113 GREAT NORTHERN passing the stranded 60508 DUKE OF ROTHESAY on a Down express.
  • NEW YORK, NEW HAVEN & HARTFORD RAILROAD - Evidently there were some braking problems on this locomotive!
  • NORTH BRITISH RAILWAY - A bridge, location unknown, washed away by flood water.
  • NORTH WALSHAM - 666 - Worsdell GER Class M15 2-4-2T - built 06/885 by Stratford Works - 1924 to LNER No.7666 - 03/26 withdrawn - derailed in the GER station in 1910 and apparently all of the passengers standing on the track! HSE, where are you?
  • NORWICH - On May 23rd, 1990, police and fire crews were called to the sidings at Norwich Station where they found a rake of 5 disused carriages firmly ablaze. It took fire crews nearly an hour to get the fire under control, leaving one coached destroyed and four badly damaged. British Transport Police strongly suspected arson.
  • NORWOOD JUNCTION - On November 13th, 1981, two commuter trains with more than 600 passengers on board collided at Norwood Junction. The trains involved were the 0823 Beckenham - Victoria and 0822 West Croydon - London Bridge. There were two minor injuries. The EMU's involved were 4SUB No.4725 (right) and 4EPB No.5007 (left).
  • NUNEATON - 86 242 JAMES KENNEDY GC - BR/EE Class 86 Bo-Bo AC Electric - built 01/66 by Doncaster Works as E3138 - 1973 to 86 242 - withdrawn 10/04 from Norwich Crown Point - seen here at Nuneaton, 06/06/75, after derailing entering a 20mph temporary speed limit at 70mph, 6 dead.
  • OAKLEY - On January 21st, 1938, a train of empty stock from Bradford arrived at Oakley Junction drawn by Class 5MT 'Crab' No. 2893 with driver Cox in charge. The instructions from "Control" were that the stock was to be stabled on the Way and Works siding of the Northampton branch, but as some vehicles were already standing there, the signalman J. Finnerty found that only one half of the train could be accommodated. A further movement onto the main line would therefore be necessary to enable the coaches to be shunted onto an adjoining siding. This movement had to be delayed until the clearance of an up express at 1446. In the meantime Guard Turner of the empty train had gone to the signal box to discuss the matters with Finnerty. After spending some time in conversation Turner departed to find a scotch to place against the wheels of the stabled section of his train. So far all was well, and it only remained to await the 1410 St Pancras to Bradford express which was due to pass the junction at 1500. For some reason Finnerty then decided to bring out the empty stock onto the up main line, and from that moment things began to go wrong. The movement of the train, if unwise, would have been in order if Finnerty had blocked back to signalman Neale at Bromham signal box to explain the position, but he did not do so. He then displayed a green flag to Cox permitting him to emerge from the siding, but Cox moved forward only a few yards as guard Turner was missing, and then stopped. The movement of a few yards was decisive as the engine now stood on track circuit TC 886 which had the effect of locking the points in position and also the main line signals at danger. Neale now offered the Bradford express to Finnerty who accepted it thus breaking Regulation 4(f) which ruled "permission for a following train may be given only if the points are set for the train to pass". Finnerty now went to lower the main line signals but found the levers locked; he tried to reset the points but these levers were also locked. He vainly tried to get Cox to move back, but he could have broken a seal and released the grip of TC 886.<br /> Driver H. J. Hudson of the Bradford express was in charge of 'Jubilee' Class No.5568 WESTERN AUSTRALIA. He passed Bromham box with a clear road at 75 mph and then saw Oakley Junction distant signal at caution. He accordingly made a partial application on the brakes, and when he saw the home signal at danger he made a full application. But even with modern powerful brakes an express travelling at high speed requires some distance to stop, and the express was still travelling at 25 mph when the engines collided. The leading coaches of the Bradford train were thrown all over the place and three persons died and eight were injured.<br /> The Ministry of Transport enquiry was presided over by Colonel E. Woodhouse who arrived at the following conclusions:<br /> Finnerty had lost his head; he could have blocked back to Bromham box as the express was still four miles away.<br /> Driver Hudson should have made an earlier application of the brake.<br /> Guard Turner wasted too much time. He could have telephoned the box from the siding, but instead spent 23 minutes away from his train.
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