795:
gave a markedly different account of it. Other (lower-class) witnesses were reported to give similarly vaguely supportive accounts, but were not called upon by the inquiry. "Several gentlemen who were passengers by the train" and, the
Colonel says "appeared much more competent to give a clear account of the events" gave accounts similar to the marquess, and these were preferred by the Colonel. His report suggests that the witness was mistaken as to which carriage she had spoken to the occupants of, which seems a plausible explanation. It also allows him to conclude that a well-connected nobleman was not mistaken, and that the dead cannot have suffered; both more desirable findings than the alternative...
42:
307:"We were startled by a collision and a shock. I immediately jumped out of the carriage, when a fearful sight met my view. Already the three passenger carriages in front of ours, the vans and the engine were enveloped in dense sheets of flame and smoke, rising fully 20 feet. t was the work of an instant. No words can convey the instantaneous nature of the explosion and conflagration. I had actually got out almost before the shock of the collision was over, and this was the spectacle which already presented itself. Not a sound, not a scream, not a struggle to escape, or a movement of any sort was apparent in the doomed carriages.
532:"I must disavow any intention of taking advantage of this sad calamity to be severe on the London and North-Western Railway Company. I believe that their line is one of the best in the country, and that its general management and arrangements are as good, on the whole, as those of any of the other lines. But I desire to take advantage of the attention which this deplorable event will attract to bring before railway companies what I conceive to be the great defect in their systems, and which has led to most of the accidents I have inquired into, viz a want of discipline and the enforcing of obedience to their own rules."
277:, saw some wagons no more than 200 yards (~200 metres) in front, emerging from around a curve in the steep cutting at that point. He initially thought the wagons were on the up line, "but immediately afterwards perceived that they were running towards him on the down line on which he was travelling". He promptly shut off steam, and the fireman, who had also seen the hazard, applied his brake. Thompson prepared to jump clear and called to his fireman "For God’s sake Joe, jump; we can do no more". Thompson then jumped; Joe, his fireman, did not.
242:
stationmaster, therefore, the brake van and the last six wagons of the goods train were uncoupled and left on the main down line (protected by the distant signal for
Llanddulas). Rather than simply shunting the rest of the train into one of the sidings and returning for the odd six, a series of 'loose shunting' operations was embarked upon intended to put empty wagons (there were 26 in the train) into one of the sidings and accumulate a shorter train of loaded wagons on the main line ready to put into the other siding.
251:
were 'loose shunted' into the original wagons with such force as to jostle the brake van and release its own unsecured brake, and the wagons moved off in the direction of
Abergele. The brake van was unoccupied, and no-one was able to catch up with it in order to board it and reapply the brake; the runaway wagons disappeared out of sight around a curve in the line. The next thought was to reverse the engine towards Abergele and retrieve the wagons, but this intention was quickly overtaken by the succeeding events.
1833:
403:"No other collision has ever yet, in this country at least, been attended with such a loss of life, nor presented such horrifying features. The crashing of the engine and carriages into a heap of splinters, each of which wounds unfortunate passengers like a sword, is horrible enough to contemplate; but when fire in its fiercest form is added to the scene, no more frightful occurrence could be imagined."
512:"Lastly, I fear that it is only too true that the rules printed and issued by railway companies to their servants, and which are generally very good, are made principally with the object of being produced when accidents happen from the breach of them, and that the companies systematically allow many of them to be broken daily, without taking the slightest notice of the disobedience..."
475:"So far, the three men are seriously to blame, and their neglect has been the immediate cause of the accident, but men of that class cannot be expected to do their duties well if the railway companies do not give them the most convenient and best appliances, and do not look after them strictly and enforce their own regulations."
430:
they should consider if the brakesmen were under the control of the stationmaster, and if there was culpable negligence, whose was the negligence? Despite this, the jury returned a true bill, and the brakesmen were tried the next day, the trial jury retiring for less than 10 minutes before returning a verdict of 'Not Guilty'.
484:
The section of line was being run on the interval system in a way which was "much to be condemned". The intervals allowed appeared wholly inadequate, particularly for a powerful passenger/mail express being expected to follow a mixed goods working, along a section containing a 1 in 100 gradient – not
324:
The engine driver, Arthur
Thompson, survived the collision, but was wounded by flying splinters; he died in October the same year from a pre-existing condition (ulcerated bowels), the inquest upon him concluding that his death had been hastened by his injuries in the accident. The post office workers
288:
However, the heavy loss of life resulting from the crash was caused less by the impact itself, and more by the load of the two runaway wagons next to the brake van, which carried 50 wooden barrels, holding about 1,700 gallons (~7,750 litres) of paraffin oil between them. This oil would have
250:
There were two brakesmen on the goods train; however, both men dismounted to take part in the shunting operations. The wagons did not have their own brakes applied, and so were held solely by the brake van – on a gradient of as much as 1 in 100, falling towards
Abergele. The next set of loaded wagons
763:
is sometimes referred to as the 'ignition point' since it is the temperature at which surface burning can be sustained. Both parameters depend on the apparatus in which they are measured. It is not clear what criterion was used in the determination of the 'igniting point' quoted by
Colonel Rich, and
698:
Loose shuting is where wagons at the rear of the train are uncoupled and pushed by the train until they reach an adequate speed. The train then stops and the loose wagons continue forward with enough momentum to complete the intended move. The wagons are therefore not always fully under control, but
158:
train was on its way from London to
Holyhead. At Llanddulas -- the nearest sidings to Abergele -- a complicated shunting operation was blocking the main line. In the confusion a brake-van and six wagons loaded with paraffin were left uncoupled on a gradient leading down to Abergele. A collision with
429:
the following spring, but acquitted. From contemporary press accounts, at the assizes the judge's charge to the grand jury gave a strong indication that the brakesmen were – or should have been – under the control of a superior officer: the
Llanddulas stationmaster. He then instructed the jury that
888:
The
Railway Inspectorate had been set up to inspect the civil engineering works of railways, and had clear powers in regard to this; on other matters – except where subsequently given additional powers by Parliament – they could only recommend, exhort, encourage and publicise. They felt this to be
864:
Similar to scheduling/timetabling - essentially, if a train has left a station, it is given a certain amount of head-start time before another train of similar speed is allowed to follow it on the same line (similar to a signal that automatically changes to red as a train passes, and will not show
878:
Although the two trains would have been at least notionally protected from each other by the
Llanddulas signal being set to "danger", the mail train might be routinely expected to halt at this signal whilst the goods wagons were manoeuvred into the sidings instead of being able to pass by at full
794:
A platelayer's wife from a nearby cottage asserted to the contrary, that she had spoken to women in the forward carriages, urging them to get out, and been told to mind her own business. The driver thought that while attempting to uncouple the other carriages, he had heard such a conversation but
658:
A young boy who saw it said he thought "it was doing 60 miles an hour" (96 km/h), and was quoted to support suggestions of excessive speed – but the accuracy/reliability of that estimate is doubtful, as the "Problem" class is otherwise noted as peaking around 70 mph (113 km/h) down
280:
The Irish Mail is thought to have been doing 28–30 mph (45–50 km/h) when it hit the wagons, which were probably travelling at 12–15 mph (20–25 km/h) towards it at impact. The force of the collision derailed the engine, its tender and the leading guard's van. The engine ran on
162:
Flames and smoke made rescue impossible and 33 people died in the crash, some of them burned beyond recognition. The inquest blamed the two brakemen on the goods train, who had failed to properly secure the wagons, as well as the stationmaster at Llanddulas who was supervising the operation. The
301:
Some of the barrels broke up in the collision, and their contents caught fire. The engine, tender, guard's van and the first three-passenger carriages were instantly enveloped in dense smoke and flames, which soon spread to the fourth carriage and the front of the leading post office van. This
854:
accident in 1870, another inspector said of the inquest verdict that it supplied "further confirmation, if any were needed, of the fact that coroner's inquests, as generally conducted, are singularly ill calculated to ascertain the real causes of railway accidents; but they are supposed to be
241:
sidings), serving a lime quarry to the south of the line. When the goods train reached them (about 12.25 p.m.), both were partly occupied by goods wagons ('cargo trucks', or freight cars) and consequently neither siding could take the entire goods train. Under the direction of the Llanddulas
492:
Llanddulas station and Llysfaen sidings had never been inspected by a Government official or been approved by the Board of Trade. They were "quite unfit" to be used at the same time to support both the quarry operations and accommodation of slower trains to allow expresses to pass them. He
390:
peer, and his wife, Baroness Farnham. Her jewels were found and valued at £6,000. Much coinage gold and silver were melted together from the heat. The deceased were recognised by the artefacts which included two locks from guns, scissors, one Bible and the metalwork from suitcases.
325:
in the travelling post office escaped, with some of the mail, but the leading post office van was destroyed by fire. There were no deaths or even serious injuries in the carriages behind the post van, and the carriages themselves were successfully detached and saved from the fire.
708:
In fact, Colonel Rich suspected the collision was sharp enough to shear off several gear teeth from the brake handle mechanism, as per the state in which it was later discovered, so it would have made no difference even if the handle had been properly secured (e.g. by a
316:
Local farm labourers and quarry workers eventually formed a bucket chain to fetch water from the sea 200 yards (~200 metres) away to put out the fire in these carriages; when they did the victims were found to be burnt beyond recognition, reduced to mere
546:
so that runaway vehicles would be derailed and stopped before they had a chance to collide with following trains. These catchpoints became widespread, and only diminished in numbers when all rolling stock was fitted with continuous automatic brakes in the 1980s.
310:
It was as though an electric flash had at once paralysed and stricken every one of their occupants. So complete was the absence of any presence of living or struggling life in them that it was imagined that the burning carriages were destitute of
220:
at about 40 miles per hour (~64 km/h). Following a late start from Euston, and a further slight delay in Chester, it was about 5 minutes late overall; by that time it should already have been 3 miles (5 km) further on and passing
902:
main line, but it was "permissive"; where a block was not known to have been cleared by the previous train but there was as yet no reason to believe it wouldn't be, the block could be entered at reduced speed – a system that itself has obvious
1303:
727:
Not the same curve as that at Llanddulas, but the next one reversing its effect. A later photograph of another member of the same class of engine suggests that on any curve to the right the body of his engine would have hidden the wagons from
812:), whose watch was found near a body. The coroner was criticised for refusing to accept this as adequate evidence that the body was that of Lord Farnham, but was vindicated by advice from a surgeon that the body was that of a woman.
1927:
233:
Ahead of it, a 'pick-up' goods train 43 wagons long had left Abergele at 12.15 p.m. on the same line; to clear the down line for the express, the goods train was to be put into sidings at Llanddulas until the express had passed.
321:. Three of them were later identified by their personal effects. The victims were buried in a mass grave in St Michael's churchyard in Abergele, with the London & North Western Railway Company paying all funeral expenses.
458:
The brake van's brake had been broken by loose shunting of loaded wagons into the six wagons at too high a speed; the secondary cause was the failure of the senior brakesman to moderate their speed by applying wagon brakes,
421:
against them. The jury also strongly censured the station master at Llanddulas for allowing shunting when the express was expected imminently, contrary to the LNWR's rules. The brakesmen were tried for manslaughter at
1296:
499:
Dangerous materials were included in normal goods trains with no greater care taken of them than of other cargoes. He recommended that they should be sent by separate "special" trains, with additional precautions
1836:
1832:
1289:
1276:
604:
My Lords direct me to call the attention of the directors to the concluding recommendation of the inspecting officer as to the desirableness of working the line by means of the electric telegraph.
659:
relatively steep grades, and at the time the 35 mile (~56 km) rail distance between Chester and Abergele generally took about an hour to traverse, along a relatively flat coastal line.
773:
This was produced at Saltney outside Chester (which is why such a large (for the period) quantity was on the goods train) by refining liquids produced by the dry distillation of
302:
prevented any immediate attempt to rescue the occupants of the first four carriages, who all died, together with the guard in the front guard's van and the locomotive's fireman.
601:
Penmaenrhos Tunnel (1859) - defective interval working- light engine predictably caught up with goods train - block working recommended more strongly: covering letter concludes
522:"The breach of the regulation which led to this sad accident (viz. shunting within 10 minutes of the arrival of a passenger train) may be observed constantly at stations..."
159:
other wagons caused these to run downhill into the path of the Irish Mail train, the casks of paraffin bursting on impact and catching fire, engulfing the passenger train.
507:
He then returned to his previous point about what in modern parlance would be "safety culture" and "compliance" issues, but he saw as a simple question of discipline:
485:
to mention the need for shunting of goods wagons at Llanddulas to allow the express past. He recommended that on the section in question, and any others like it, "the
1333:
865:
green again for at least, say, the next ten minutes). There are some obvious flaws in this system, most of which were explored on British railways (see for example
470:
However, his analysis went beyond that of the inquest jury; he considered that these failings did not excuse the LNWR, and to some extent were its responsibility.
348:, and/or labourers sent by the surviving guard, ran to Llanddulas to warn of the accident, and the up 'Irish Mail' was successfully held there. Lord Hamilton, the
718:
Again, even if they had it may not have made any difference, with a presumably broken brake linkage leaving any would-be saviour no more than a hapless passenger.
1942:
841:
outrage intended to assassinate the wife and family of the Lord Lieutenant. The inquest did not find any evidence to support this, nor has any emerged since.
208:, four more passenger carriages were attached immediately behind the front guard's van; the train then set off for Holyhead, its next scheduled stop, via the
1312:
737:
Strictly speaking, he should also have used the steam whistle to signal to the guards to apply their brakes, but clearly they could not have done so in time.
123:
1271:
1917:
879:
speed. This suggests such tight timings were at least, even if not dangerous, rather counterproductive in terms of overall journey time and fuel use.
1922:
542:
Although this was not one of the recommendations of the Board of Trade report, it became the practice for steep inclines to be fitted with runaway
1600:
1392:
281:
about 30 yards and overturned to the left; the tender overturned to the right and ended up fouling the up line, along which the up (London-bound)
1848:
1937:
493:
recommended that an additional siding large enough to accommodate any train being passed should be provided, and kept free from quarry traffic;
455:
The immediate cause of the accident was the failure of the senior brakesman to apply the individual wagon brakes on the six detached wagons;
826:
822:
496:
The LNWR "appeared to have a very slack system of supervision", with nobody to look after guards, train them, or monitor their performance;
364:
353:
329:
1892:
41:
1907:
1897:
333:
1718:
1255:
1224:
1193:
1167:
1141:
1118:
486:
204:(mail van and tender), a luggage van, four passenger carriages, and a second guard's van at the rear of the train. At 11.30 a.m. in
293:
but with similar flammability (its 'igniting point' is noted as 137 °F (58 °C) in the report) and uses (oil lamps etc.).
1912:
1650:
1404:
1357:
1327:
805:
379:
177:
598:
Bangor (1856) - defective interval working - passenger train predictably caught up with goods train - block working recommended.
1808:
1591:
375:
some ten days beforehand. The surviving passengers resumed their journey at 6 p.m. the same day (as did the up 'Irish Mail').
1724:
1656:
1386:
1212:
616:
417:, the two brakesmen of the goods train did not give evidence (on legal advice), and the coroner's jury returned a verdict of
345:
1576:
984:
503:
The practice of locking the doors of passenger carriages from the outside. He recommended that all doors be left unlocked.
1802:
1754:
1339:
213:
1932:
1796:
1606:
1511:
1398:
646:
585:(1894); only vaguely similar but the accident report quotes LNWR rules on shunting brought in as a result of Abergele
1814:
1790:
1730:
1517:
1460:
1281:
830:
368:
855:
sometimes serviceable... to the railway companies, in concealing the mismanagement of the company from the public"
1784:
1766:
1742:
1624:
1570:
1451:
1345:
1030:
1778:
1760:
1692:
1677:
1668:
1662:
1552:
1484:
1439:
1410:
1363:
686:
570:
1683:
1558:
1546:
1445:
1416:
621:
576:
349:
1902:
1772:
1748:
1736:
1618:
1612:
1478:
582:
341:
209:
201:
189:
87:
1496:
1466:
595:
Penmaenmawr (1854) - goods train still shunting when express arrived - express overran 'distant' signal.
764:
it is unlikely to have been measured in apparatus closely matching that used in modern determinations.
689:
closed, but the signal box was not removed until 1983 as it served sidings used by the ICI lime works.
1698:
1582:
1351:
1243:
1159:
448:
337:
746:
Colonel Rich says it should have reached Llanddulas by 12.34 p.m.; clearly, it too was running late.
1630:
1540:
1369:
899:
383:
965:
808:(a statue to his memory now stands outside the new Johnston Central Library on Farnham Street in
561:
Not until 1879 was any legislation passed to regulate the carriage of flammable liquids by rail.
556:
387:
163:
Board of Trade also strongly criticised the London and North Western Railway for poor practices.
1216:
1204:
1185:
759:(the temperature at which vapour above the liquid is flammable) but the less frequently quoted
1887:
1534:
1472:
1251:
1220:
1189:
1163:
1137:
1114:
1247:
685:
The station was later renamed as Llysfaen and (in 1870) provided with a signal box; In 1931,
1564:
1235:
645:
Clearly from contemporary pictures of the crash a 2-2-2 and therefore presumably one of the
466:
in not having directed the goods train into the sidings as soon as it arrived at Llanddulas.
1001:
The Marquess of Hamilton, reported in "The Burning of the Irish Mail-Train", p. 206 of the
930:
889:
appropriate, as it kept all responsibility for safety clearly with the railway companies
851:
444:
17:
837:, the coroner received an anonymous letter claiming that the 'accident' was in fact a
785:
produced by refining crude oil, but it was for most intents interchangeable with such.
1881:
1177:
517:
He then gave a number of examples, beginning with one which was undeniably relevant:
148:
1236:
988:
418:
273: mi (2.8 km) beyond Abergele, Arthur Thompson, the engine driver of the
774:
756:
543:
1151:
809:
778:
760:
361:
222:
155:
1863:
1850:
1829:
indicates railway accidents and incidents resulting in at least 20 fatalities
676:
Holyhead and the more southerly of the lines (UK trains 'drive on the left').
1433:
378:
There were more than one dozen casualties part identified, including both
1180:; Kichenside, Geoffrey (1982) . "Chapter 8 Stray Wagons and Breakaways".
1133:
782:
290:
238:
217:
193:
136:
68:
1490:
1128:
Kichenside, Geoffrey (1997). "Chapter 2 Disasters of Victorian Years".
838:
834:
573:(1842); wooden carriages which caught fire and cars locked from outside
426:
414:
205:
144:
898:
The LNWR already had the telegraph and block working on the London –
423:
357:
185:
967:
Report to Board of Trade by Colonel Rich of the Railway Inspectorate
451:, issued his report within a month of the accident. He found that:
1928:
Accidents and incidents involving London and North Western Railway
1154:; Cooper, B.K. (1987) . "Chapter 2 Four mid-Victorian tragedies".
140:
372:
1285:
668:
The line on which traffic goes away from London – in this case
590:
Previous similar but minor accidents on North Wales Coast Line
931:"Nuneaton Station: LNWR 2-2-2 Problem class No 1 'Saracen'"
850:
This was far from uncommon; in his official report on the
755:
The flammability parameter normally quoted these days is
1015:"The Abergele Catastrophe – Inquest Upon The Driver".
1313:
Railway accidents and incidents in the United Kingdom
1277:
Newspaper article by author of book in above section
1068:
Manchester Courier and Lancashire General Advertiser
699:
correct execution saves time and demonstrates skill.
1711:
1643:
1527:
1426:
1379:
1320:
1051:"The Abergele Accident - Trial of the Two Guards".
480:He then criticised the LNWR on a number of points:
114:
106:
101:
93:
83:
75:
64:
56:
51:
34:
1111:Death by Chance: The Abergele Train Disaster, 1868
216:). At about 12.39 p.m. the train passed through
143:, in August 1868. At the time, it was the worst
529:
519:
509:
472:
400:
304:
297:Fire, casualties, and Lord Hamilton's testimony
1092:
1080:
866:
289:been of a slightly different kind from modern
196:. One of the railway's most powerful engines,
1297:
8:
925:
923:
1304:
1290:
1282:
200:, hauled behind it a chief guard's van, a
40:
31:
1205:"Chapter 16 Debt, Overwork and Democracy"
489:system should be put strictly in force";
919:
638:
237:At Llanddulas, there were two sidings (
960:
958:
956:
954:
952:
950:
948:
946:
944:
328:A first-class passenger, possibly the
371:; Abercorn had only been raised to a
176:On 20 August 1868, at 7.30 a.m., the
7:
1943:1868 disasters in the United Kingdom
781:coalfield, as opposed to latterday
1234:Vaughan, Adrian (2003). "Brakes".
319:"charred pieces of flesh and bone"
25:
1918:Transport in Conwy County Borough
1113:. Llanrwst: Gwasg Carreg Gwalch.
462:The station master at Llanddulas
124:List of UK rail accidents by year
1831:
985:"Llysfaen Signal Box signal box"
178:London and North Western Railway
1923:History of Conwy County Borough
1209:Railwaymen Politics & Money
46:Abergele rail disaster memorial
1184:(4th ed.). Newton Abbot:
1031:"Railway News August 22, 1868"
617:List of British rail accidents
346:Albert Edward, Prince of Wales
1:
1938:Train and rapid transit fires
147:disaster to have occurred in
1158:(4th ed.). Shepperton:
1093:Rolt & Kichenside (1982)
1081:Rolt & Kichenside (1982)
1066:"The Abergele Catastrophe".
867:Rolt & Kichenside (1982)
214:Chester and Holyhead Railway
27:1868 Welsh railway disaster
1959:
1893:Llanddulas and Rhyd-y-Foel
1156:Historic Railway Disasters
831:Lord Lieutenant of Ireland
554:
439:Railway inspector's report
369:Lord Lieutenant of Ireland
1908:Railway accidents in 1868
1898:Train collisions in Wales
1824:
1601:Kildwick & Crosshills
296:
122:
39:
1203:Vaughan, Adrian (1997).
827:The 1st Duke of Abercorn
687:Llysfaen railway station
571:Versailles rail accident
409:Inquest and prosecutions
365:The 1st Duke of Abercorn
360:, was the eldest son of
1913:Runaway train disasters
1003:Illustrated London News
622:Lists of rail accidents
577:Stairfoot rail accident
18:Abergele train disaster
606:
583:Chelford rail accident
535:
525:
515:
478:
438:
406:
398:said of the incident:
342:Lord of the Bedchamber
314:
285:was soon due to pass.
210:North Wales Coast Line
202:travelling post office
184:train left the LNWR's
133:Abergele rail disaster
88:North Wales Coast Line
35:Abergele rail disaster
1130:Great Train Disasters
1109:Hume, Robert (2004).
1017:Birmingham Daily Post
804:The victims included
602:
380:The 7th Baron Farnham
1188:. pp. 181–184.
1053:Liverpool Daily Post
991:on 28 November 2010.
823:Marquess of Hamilton
649:(as illustrated at )
628:Notes and references
449:Frederick Henry Rich
330:Marquess of Hamilton
97:Runaway goods wagons
1864:53.29108°N 3.6294°W
1860: /
1657:Wennington Junction
1592:Shipton-on-Cherwell
1186:David & Charles
935:WarwickRailways.com
783:paraffin (kerosene)
447:inspector, Colonel
1933:August 1868 events
1651:Burscough Junction
1162:. pp. 21–24.
1136:. pp. 21–22.
1019:. 22 October 1868.
557:Petroleum Act 1879
551:Petroleum Act 1879
527:...before ending:
413:At the subsequent
1869:53.29108; -3.6294
1843:
1842:
1719:Norton Fitzwarren
1005:of 29 August 1868
565:Similar accidents
464:was very culpable
129:
128:
16:(Redirected from
1950:
1875:
1874:
1872:
1871:
1870:
1865:
1861:
1858:
1857:
1856:
1853:
1835:
1725:Norwood Junction
1577:Bo'ness Junction
1405:Reading Southern
1306:
1299:
1292:
1283:
1261:
1241:
1238:Railway Blunders
1230:
1199:
1173:
1147:
1124:
1096:
1090:
1084:
1078:
1072:
1071:
1070:. 27 March 1869.
1063:
1057:
1056:
1055:. 23 March 1869.
1048:
1042:
1041:
1039:
1037:
1027:
1021:
1020:
1012:
1006:
999:
993:
992:
987:. Archived from
981:
975:
974:
972:
962:
939:
938:
927:
904:
896:
890:
886:
880:
876:
870:
862:
856:
848:
842:
819:
813:
802:
796:
792:
786:
771:
765:
753:
747:
744:
738:
735:
729:
725:
719:
716:
710:
706:
700:
696:
690:
683:
677:
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198:Prince of Wales
135:took place near
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21:
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1878:
1877:
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1820:
1809:Wrawby Junction
1731:Esholt Junction
1707:
1639:
1523:
1518:Dalton Junction
1422:
1375:
1358:Sonning Cutting
1316:
1310:
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1227:
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1103:Further reading
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869:on the subject)
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647:'Problem' class
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487:block telegraph
441:
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411:
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229:The goods train
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28:
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1803:Wellingborough
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1452:Clayton Tunnel
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1266:External links
1264:
1263:
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1182:Red for Danger
1178:Rolt, L. T. C.
1174:
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362:His Excellency
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246:Runaway wagons
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190:Euston Station
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172:The Irish Mail
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1903:1868 in Wales
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1257:0-7110-2836-2
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1226:0-7195-5150-1
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1197:
1195:0-7153-8362-0
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1169:0-7110-1752-2
1165:
1161:
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1149:
1145:
1143:0-7525-2229-9
1139:
1135:
1132:. Avonmouth:
1131:
1126:
1122:
1120:0-86381-900-1
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1094:
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1083:, p. 62.
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833:. During the
832:
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149:Great Britain
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1559:Kirtlebridge
1506:
1502:
1461:Kentish Town
1455:
1328:Philadelphia
1237:
1208:
1181:
1155:
1129:
1110:
1088:
1076:
1067:
1061:
1052:
1046:
1034:. Retrieved
1025:
1016:
1010:
1002:
997:
989:the original
979:
966:
934:
909:
894:
884:
874:
860:
846:
817:
806:Lord Farnham
800:
790:
769:
751:
742:
733:
723:
714:
704:
694:
681:
673:
669:
664:
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531:
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526:
521:
520:
516:
511:
510:
506:
479:
474:
473:
469:
463:
442:
419:manslaughter
412:
402:
401:
396:Railway News
395:
393:
377:
327:
323:
318:
315:
311:passengers."
309:
306:
305:
300:
287:
282:
279:
274:
258:
249:
236:
232:
197:
181:
180:'s down day
175:
161:
153:
132:
130:
29:
1867: /
1815:Potters Bar
1791:Potters Bar
1773:Welshampton
1743:Llantrisant
1701:(Jun 1889)
1686:(Sep 1887)
1671:(Jul 1884)
1633:(Dec 1879)
1594:(Dec 1874)
1585:(Sep 1874)
1512:Maesycwmmer
1505:(Aug 1868)
1479:Staplehurst
1454:(Aug 1861)
1321:Before 1850
1315:, 1815–1899
1242:. Hersham:
1215:. pp.
1213:John Murray
1152:Nock, O. S.
829:, the then
775:cannel coal
757:flash point
544:catchpoints
538:Catchpoints
388:Anglo-Irish
367:, the then
1882:Categories
1852:53°17′28″N
1817:(May 1899)
1811:(Oct 1898)
1805:(Sep 1898)
1799:(Mar 1898)
1793:(Mar 1898)
1787:(Nov 1897)
1781:(Oct 1897)
1775:(Jun 1897)
1769:(Feb 1897)
1763:(Apr 1896)
1757:(Nov 1895)
1751:(Dec 1894)
1745:(Aug 1893)
1739:(Nov 1892)
1733:(Jun 1892)
1727:(May 1891)
1721:(Nov 1890)
1695:(Mar 1889)
1680:(Jan 1885)
1665:(Nov 1882)
1663:Inverythan
1659:(Aug 1880)
1653:(Jan 1880)
1631:Tay Bridge
1627:(Mar 1877)
1621:(Nov 1876)
1615:(Aug 1876)
1609:(Jan 1876)
1603:(Aug 1875)
1579:(Jan 1874)
1573:(Dec 1873)
1567:(Aug 1873)
1561:(Oct 1872)
1555:(Dec 1870)
1549:(Dec 1870)
1543:(Sep 1870)
1537:(Jun 1870)
1520:(Dec 1869)
1514:(Jun 1869)
1499:(Jun 1867)
1497:Warrington
1493:(Feb 1867)
1487:(Jun 1866)
1481:(Jun 1865)
1475:(Jun 1865)
1469:(Oct 1862)
1467:Winchburgh
1463:(Sep 1861)
1448:(Jun 1861)
1442:(Nov 1860)
1440:Atherstone
1436:(Sep 1860)
1419:(Aug 1858)
1413:(Jun 1857)
1407:(Sep 1855)
1401:(Oct 1853)
1395:(Jun 1852)
1389:(Apr 1851)
1372:(May 1847)
1370:Dee Bridge
1366:(Oct 1845)
1360:(Dec 1841)
1354:(Aug 1840)
1348:(Aug 1838)
1342:(Dec 1836)
1336:(Sep 1830)
1330:(Jul 1815)
1246:. p.
1211:. London:
1036:10 October
914:References
903:flaws.Rolt
810:Cavan Town
779:Flintshire
761:fire point
283:Irish Mail
275:Irish Mail
223:Llanddulas
188:terminus,
182:Irish Mail
156:Irish Mail
102:Statistics
1855:3°37′46″W
1837:1900–1999
1785:Menheniot
1779:Penistone
1767:Menheniot
1693:Penistone
1684:Hexthorpe
1678:Penistone
1669:Penistone
1571:Menheniot
1547:Stairfoot
1434:Helmshore
1417:Round Oak
1364:Penistone
1244:Ian Allan
1160:Ian Allan
825:, son of
777:from the
500:observed;
255:Collision
167:Narrative
1888:Abergele
1797:St Johns
1755:St Neots
1749:Chelford
1613:Radstock
1553:Hatfield
1541:Tamworth
1503:Abergele
1411:Lewisham
1399:Straffan
1340:Wetheral
1334:Parkside
1272:BBC site
1134:Parragon
672:Chester
611:See also
291:kerosene
239:Llysfaen
218:Abergele
194:Holyhead
139:, North
137:Abergele
71:, Conwy.
69:Abergele
65:Location
1761:Snowdon
1625:Morpeth
1491:Yanwath
1446:Wootton
1393:Burnley
1217:153–154
835:inquest
709:chain).
434:Lessons
427:assizes
415:inquest
373:dukedom
354:Donegal
352:MP for
268:⁄
206:Chester
145:railway
76:Country
52:Details
1737:Thirsk
1699:Armagh
1619:Heeley
1583:Thorpe
1535:Newark
1473:Rednal
1352:Howden
1346:Harrow
1254:
1223:
1192:
1166:
1140:
1117:
839:Fenian
579:(1870)
424:Ruthin
358:Ulster
259:About
192:, for
186:London
115:Deaths
107:Trains
1712:1890s
1644:1880s
1565:Wigan
1528:1870s
1427:1860s
1380:1850s
971:(PDF)
900:Rugby
633:Notes
386:, an
141:Wales
94:Cause
79:Wales
1252:ISBN
1221:ISBN
1190:ISBN
1164:ISBN
1138:ISBN
1115:ISBN
1038:2010
821:The
728:him.
670:from
459:and;
443:The
394:The
350:Tory
340:, a
154:The
131:The
84:Line
57:Date
356:in
344:to
1884::
1250:.
1248:25
1219:.
1207:.
943:^
933:.
922:^
674:to
384:KP
382:,
338:MP
336:,
334:CB
332:,
225:.
151:.
118:33
1827:‡
1703:‡
1688:‡
1673:‡
1635:‡
1596:‡
1587:‡
1507:‡
1456:‡
1305:e
1298:t
1291:v
1260:.
1229:.
1198:.
1172:.
1146:.
1123:.
1095:.
1040:.
973:.
937:.
270:4
266:3
263:+
261:1
212:(
110:2
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
