973:
28:
276:; two guards should be provided on each train rather than one; the locomotive stock and number of carriages should be increased; a more efficient staff should be engaged; all passenger carriages passing through the tunnel should be provided with lights; the interval of five minutes between trains should be increased. The stations were built. At the Frodsham end the station went first by the name of Runcorn, then Runcorn Road, and finally
249:
train entered the tunnel at 15–20 miles per hour. The driver noticed a lot of steam in the tunnel and stated that he slowed, but his train collided with the rear of No. 16's train. The guard from No. 16's train walked back with a red light and stopped the next train on the viaduct. Two
271:
who was appointed by the
Commissioners of Railways. Captain Laffan was critical of the secretary of the company, the locomotive superintendent, the three drivers, two of the guards and the Frodsham station master, but in particular he blamed the executive committee of the railway company. He made
224:
sanded the rails. Despite this the train made only slow progress, even on the level viaduct. Beyond the viaduct the tunnel also had an adverse gradient of 1:264 and it was a struggle to keep the train moving. By this time the train hauled by No. 16 had left
Chester with only 430 passengers
195:
and soon after another train carrying about 430 passengers departed. A further train was standing in sidings with a notice "Manchester via
Warrington" on its side. People crossed the line and completely filled the train. It was estimated that 900 passengers were crowded into 18 small carriages.
266:
and the jury returned a verdict of accidental death. The jury also added their unanimous opinion that the company should accept "great blame" and that "there was a want of prudence and discretion" on the part of the "officers and servants" of the company. A report was prepared by
233:
guard signalled to the following train to come behind and push his train. This it did but then No. 16's wheels also began to slip. In the middle of the 1m 154yd tunnel the two trains came to a virtual or complete halt.
443:
187:
during the morning of that day. The trains struggled to get the passengers to
Chester, with one train arriving 2½ hours late and passengers from another train of 50 carriages having to walk part of the way.
254:
village. In the accident five people had been killed outright and four died later. Between 30 and 40 people were injured. About 1,600 people were crowded inside the tunnel in complete darkness.
200:. It was assisted up the incline from Chester station by another locomotive, No. 16, pushing at the back. No. 16 returned to Chester to collect its own train and the train pulled by
436:
976:
972:
429:
473:
241:, had arrived in Frodsham station and it was allowed to leave two minutes later. This was 14 minutes after No. 16's train had left and 24 minutes after
995:
164:
532:
1035:
452:
127:
740:
832:
503:
817:
392:
808:
918:
373:
544:
1030:
268:
272:
six recommendations: a station should be built at each end of the tunnel and that the stations should be connected by an
900:
1000:
1020:
1010:
858:
764:
281:
277:
229:
train. By the time it arrived near Sutton tunnel it was only 60 yards (55 m)–70 yards (64 m) behind it.
924:
906:
790:
710:
497:
467:
421:
651:
948:
731:
864:
796:
716:
204:
made "good speed" to
Frodsham where some passengers left it. By then it had begun to rain, this had turned to
147:
in
Cheshire, England on 30 April 1851. As a result of it nine people died and between 30 and 40 were injured.
954:
930:
1015:
942:
894:
479:
285:
936:
746:
538:
184:
1025:
870:
657:
600:
245:
train; the company's rules allowed trains to pass intermediate stations at intervals of five minutes.
75:
364:
882:
591:
485:
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802:
692:
624:
579:
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213:
823:
698:
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912:
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217:
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273:
340:
8:
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205:
175:. An early attraction to be served by the new line was Chester Races, in particular the
674:
612:
573:
451:
704:
630:
251:
144:
989:
969:
indicates railway accidents and incidents resulting in at least 20 fatalities
407:
394:
263:
209:
216:
to the Sutton Weaver
Viaduct there is an adverse gradient of 1:240 and the
196:
The train left the siding at about 6.50 pm hauled by the locomotive
176:
221:
168:
160:
27:
140:
56:
171:
and
Chester as trains could travel via Warrington rather than via
156:
172:
453:
Railway accidents and incidents in the United
Kingdom
155:
On 18 December 1850 a new railway was opened between
191:
After the races, by 6 pm one train had already left
165:
Birkenhead, Lancashire and
Cheshire Junction Railway
183:and it is estimated that 4,000 people gathered at
987:
250:doctors were called from Frodsham and one from
179:on 30 April 1851. The line was advertised as
437:
996:Railway accidents and incidents in Cheshire
342:Disaster on the Chester Cup Excursion, 1851
324:, Frodsham and District Local History Group
167:. This halved the distance by rail between
444:
430:
280:; it is now closed. At the other end was
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309:
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305:
303:
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988:
362:
319:
139:occurred in the Sutton tunnel between
425:
363:Laffin, Captain R. E. (22 May 1851),
335:
333:
331:
298:
257:
1036:1851 disasters in the United Kingdom
13:
328:
14:
1047:
237:By now the next train, pulled by
181:The Direct Route to Chester Races
128:List of UK rail accidents by year
971:
366:Railway accident (Sutton Tunnel)
32:Southern portal of Sutton Tunnel
26:
356:
322:Sutton Tunnel Railway Accident
137:Sutton Tunnel railway accident
85:Unprotected train (no signals)
21:Sutton Tunnel railway accident
1:
291:
284:, which has been replaced by
7:
1031:Train collisions in England
212:had started to slip. From
185:Manchester Victoria station
150:
10:
1052:
76:Chester to Manchester Line
1001:Railway accidents in 1851
964:
851:
783:
741:Kildwick & Crosshills
667:
566:
519:
460:
225:and was catching up with
126:
118:
110:
102:
94:
89:
81:
71:
63:
52:
42:
37:
25:
20:
1021:19th century in Cheshire
1011:Railway tunnel disasters
320:Hawkin, Wm. R. (1987),
262:An inquest was held in
193:Chester General station
286:Runcorn East station
269:Captain R. M. Laffan
1016:History of Cheshire
797:Wennington Junction
732:Shipton-on-Cherwell
404: /
791:Burscough Junction
408:53.3202°N 2.6779°W
345:, C. C. Publishing
274:electric telegraph
258:Inquest and report
1026:April 1851 events
983:
982:
859:Norton Fitzwarren
133:
132:
1043:
975:
865:Norwood Junction
717:Bo'ness Junction
545:Reading Southern
446:
439:
432:
423:
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418:
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415:
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413:53.3202; -2.6779
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374:House of Commons
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214:Frodsham station
30:
18:
17:
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1006:1851 in England
986:
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949:Wrawby Junction
871:Esholt Junction
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658:Dalton Junction
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498:Sonning Cutting
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943:Wellingborough
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592:Clayton Tunnel
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282:Norton station
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46:30 April 1851
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747:Abbots Ripton
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625:Welwyn Tunnel
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527:Sutton Tunnel
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264:Preston Brook
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827:
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699:Kirtlebridge
646:
601:Kentish Town
595:
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468:Philadelphia
389:
379:14 September
377:, retrieved
365:
358:
347:, retrieved
341:
321:
261:
246:
242:
238:
236:
230:
226:
220:and a local
201:
197:
190:
180:
154:
136:
134:
15:
955:Potters Bar
931:Potters Bar
913:Welshampton
883:Llantrisant
841:(Jun 1889)
826:(Sep 1887)
811:(Jul 1884)
773:(Dec 1879)
734:(Dec 1874)
725:(Sep 1874)
652:Maesycwmmer
645:(Aug 1868)
619:Staplehurst
594:(Aug 1861)
461:Before 1850
455:, 1815–1899
411: /
349:8 September
177:Chester Cup
990:Categories
957:(May 1899)
951:(Oct 1898)
945:(Sep 1898)
939:(Mar 1898)
933:(Mar 1898)
927:(Nov 1897)
921:(Oct 1897)
915:(Jun 1897)
909:(Feb 1897)
903:(Apr 1896)
897:(Nov 1895)
891:(Dec 1894)
885:(Aug 1893)
879:(Nov 1892)
873:(Jun 1892)
867:(May 1891)
861:(Nov 1890)
835:(Mar 1889)
820:(Jan 1885)
805:(Nov 1882)
803:Inverythan
799:(Aug 1880)
793:(Jan 1880)
771:Tay Bridge
767:(Mar 1877)
761:(Nov 1876)
755:(Aug 1876)
749:(Jan 1876)
743:(Aug 1875)
719:(Jan 1874)
713:(Dec 1873)
707:(Aug 1873)
701:(Oct 1872)
695:(Dec 1870)
689:(Dec 1870)
683:(Sep 1870)
677:(Jun 1870)
660:(Dec 1869)
654:(Jun 1869)
639:(Jun 1867)
637:Warrington
633:(Feb 1867)
627:(Jun 1866)
621:(Jun 1865)
615:(Jun 1865)
609:(Oct 1862)
607:Winchburgh
603:(Sep 1861)
588:(Jun 1861)
582:(Nov 1860)
580:Atherstone
576:(Sep 1860)
559:(Aug 1858)
553:(Jun 1857)
547:(Sep 1855)
541:(Oct 1853)
535:(Jun 1852)
529:(Apr 1851)
512:(May 1847)
510:Dee Bridge
506:(Oct 1845)
500:(Dec 1841)
494:(Aug 1840)
488:(Aug 1838)
482:(Dec 1836)
476:(Sep 1830)
470:(Jul 1815)
396:53°19′13″N
292:References
222:platelayer
208:, and the
169:Manchester
161:Warrington
103:Passengers
90:Statistics
59:, Cheshire
977:1900–1999
925:Menheniot
919:Penistone
907:Menheniot
833:Penistone
824:Hexthorpe
818:Penistone
809:Penistone
711:Menheniot
687:Stairfoot
574:Helmshore
557:Round Oak
504:Penistone
399:2°40′40″W
937:St Johns
895:St Neots
889:Chelford
753:Radstock
693:Hatfield
681:Tamworth
643:Abergele
551:Lewisham
539:Straffan
480:Wetheral
474:Parkside
247:Albert's
151:Accident
141:Frodsham
57:Frodsham
53:Location
901:Snowdon
765:Morpeth
631:Yanwath
586:Wootton
533:Burnley
243:Druid's
231:Druid's
227:Druid's
218:fireman
163:by the
157:Chester
119:Injured
67:England
64:Country
38:Details
877:Thirsk
839:Armagh
759:Heeley
723:Thorpe
675:Newark
613:Rednal
492:Howden
486:Harrow
278:Halton
252:Halton
239:Albert
111:Deaths
95:Trains
852:1890s
784:1880s
705:Wigan
668:1870s
567:1860s
520:1850s
370:(PDF)
206:sleet
202:Druid
198:Druid
173:Crewe
145:Moore
122:30–40
106:~1600
82:Cause
48:20:03
381:2010
351:2008
159:and
143:and
135:The
72:Line
43:Date
992::
372:,
330:^
300:^
288:.
967:‡
843:‡
828:‡
813:‡
775:‡
736:‡
727:‡
647:‡
596:‡
445:e
438:t
431:v
114:9
98:3
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