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The 1815 Philadelphia train accident occurred on 31 July 1815, in Philadelphia, County Durham, England, when an early experimental railway locomotive, Brunton's Mechanical Traveller, suffered a boiler explosion. This engine, also known as the Steam Horse, ran on four wheels but was pushed by mechanical feet. This was b...

The accident is not included in many texts because it was on an industrial waggonway or plateway, rather than a public railway. Nevertheless, it predated William Huskisson's fatal accident at Parkside by 15 years, and the death toll was not exceeded by any railway accident until 1842 worldwide , and 1861 in the UK . I...

Most boiler explosions caused severe mechanical damage but often only the locomotive crew suffered physically; however, Brunton's locomotive was surrounded at the time by a crowd of curious sightseers, who formed the majority of the victims. The first high-pressure steam locomotive, Trevithick's Penydarren engine, had...

The Eschede derailment occurred on 3 June 1998, near the village of Eschede in the Celle district of Lower Saxony, Germany, when a high-speed train derailed and crashed into a road bridge with 101 people killed and 88 injured. It remains the worst rail disaster in the history of the Federal Republic of Germany and the ...

ICE 1 trainset 51 was travelling as ICE 884 "Wilhelm Conrad Röntgen" on the Munich to Hamburg route; the train was scheduled to stop at Augsburg, Nürnberg, Würzburg, Fulda, Kassel, Göttingen, and Hanover before reaching Hamburg. After stopping in Hanover at 10:30, the train continued its journey northwards. About 130 k...

The tyre embedded in the rail car was seen by Jörg Dittmann, one of the passengers in Coach 1. The tyre went through an armrest in his compartment, between where his wife and son sat. Dittmann took his wife and son out of the damaged coach and went to inform a conductor in the third coach. The conductor, who noticed vi...

As the train passed over the first of two points, the embedded tyre slammed against the guide rail of the points, pulling it from the railway ties. This guide rail also penetrated the floor of the car, becoming embedded in the vehicle and lifting the bogie off the rails. At 10:59 local time , one of the now-derailed wh...

Car number 4, likewise derailed by the violent deviation of car number 3 and still travelling at 200 kilometres per hour , passed intact under the bridge and rolled onto the embankment immediately behind it, striking several trees before coming to a stop. Two Deutsche Bahn railway workers who had been working near the ...

The front power car and coaches one and two cleared the bridge. Coach three hit the bridge, which began to collapse, but cleared the bridge. Coach four cleared the bridge, moved away from the track onto an embankment, and hit a group of trees before stopping. The bridge pieces crushed the rear half of coach five. The r...

Separated from the rest of the carriages, the detached front power car coasted for a further three kilometers until it came to a stop after passing Eschede railway station.

The crash produced a sound that witnesses later described as "startling", "horribly loud", and "like a plane crash". Nearby residents, alerted by the sound, were the first to arrive at the scene. Erika Karl, the first person to walk into the accident scene, photographed the accident site, which took place close to her ...

At 11:02, the local police declared an emergency; at 11:07, as the magnitude of the disaster quickly became apparent, this was elevated to "major emergency"; and at 12:30 the Celle district government declared a "catastrophic emergency" . More than 1000 rescue workers from regional emergency services, fire departments,...

While the driver and many passengers in the front part of the train survived with minor to moderate injuries, there were very few survivors in the rear carriages, which crashed into the concrete bridge pile at a speed of 200 km/h . Including the two railway workers who had been standing under the bridge, 101 people die...

By 13:45 authorities gave emergency treatment to 87 people. 27 of the most severely injured passengers were airlifted to hospitals.

Remains of a VW Golf Variant, belonging to the two railway workers killed in the crash, were found beneath the debris of the crashed ICE. Media first speculated that the train had derailed after a collision with the car, a circumstance that caused a train to jackknife in the Ufton Nervet rail crash six years later; thi...

The ICE 1 trains were originally equipped with single-cast wheelsets, known as Monobloc wheels. Once in service it soon became apparent that this design could, as a result of metal fatigue and out-of-round conditions, result in resonance and vibration at cruising speed. Passengers noticed this particularly in the resta...

Managers in the railway organisation had experienced these severe vibrations on a trip and asked to have the problem solved. In response engineers decided that to solve the problem, the suspension of ICE cars could be improved with the use of a rubber damping ring between the rail-contacting steel tire and the steel wh...

At the time, no facilities existed in Germany that could test the actual failure limit of the wheels, and so complete prototypes were never tested physically. The design and specification relied greatly on available materials data and theory. The very few laboratory and rail tests that were performed did not measure wh...

In July 1997, nearly one year before the disaster, Üstra, the company that operates Hanover's tram network, discovered fatigue cracks in dual block wheels on trams running at about 24 km/h . It began changing wheels before fatigue cracks could develop, much earlier than was legally required by the specification. Üstra ...

The Fraunhofer Institute for Structural Durability and System Reliability in Darmstadt was charged with the task of determining the cause of the accident. It was revealed later that the institute had told the DB management as early as 1992 about its concerns about possible wheel-tyre failure.

It was soon apparent that dynamic repetitive forces had not been accounted for in the statistical failure modelling done during the design phase, and the resulting design lacked an adequate margin of safety. The following factors, overlooked during design, were noted:

Failing to stop the train resulted in a catastrophic series of events. Had the train been stopped immediately after the disintegration of the wheel, it is unlikely that the subsequent events would have occurred.

Valuable time was lost when the train manager refused to stop the train until he had investigated the problem himself, saying this was company policy. This decision was upheld in court, absolving the train manager of all charges. Given that he was a customer service employee and not a train maintainer or engineer, he ...

About the time of the disaster, the technicians at Deutsche Bahn's maintenance facility in Munich used only standard flashlights for visual inspection of the tyres, instead of metal fatigue detection equipment. Previously, advanced testing machines had been used; however the equipment generated many false positive erro...

The design of the overbridge may have also contributed to the accident because it had two thin piers holding up the bridge on either side, instead of the spans going from solid abutments to solid abutments. The Granville rail disaster of 1977 had a similar weakness in its bridge. The bridge built after the disaster is ...

Another contributing factor to the casualty rate was the use of welds in the carriage bodies that "unzipped" during the crash.

In summary, though the disintegrated resilient wheel was the root cause of the accident, the damage was as severe as it was due to a number of factors, including the proximity to the bridge and flipping point, as well as the position of the wheel on a car near the front of the train, leading to a large number of cars d...

Immediately after the accident, Deutsche Bahn paid 30,000 Deutsche Marks for each fatality to the applicable families. At a later time Deutsche Bahn settled with some victims. Deutsche Bahn stated that it paid an equivalent of more than 30 million U.S. dollars to the families of victims and survivors.

In August 2002, two Deutsche Bahn officials and one engineer were charged with manslaughter. The trial lasted 53 days with expert witnesses from around the world testifying.

The case ended in a plea bargain in April 2003. According to the German code of criminal procedure, if the defendant has not been found to bear substantial guilt, and if the state attorney and the defendant agree, the defendant may pay a fine and the criminal proceedings are dismissed with prejudice and without a verdi...

Within weeks, all wheels of similar design were replaced with monobloc wheels. The entire German railway network was checked for similar arrangements of switches close to possible obstacles.

Rescue workers at the crash site experienced considerable difficulties in cutting their way through the train to gain access to the victims. Both the aluminium framework and the pressure-proof windows offered unexpected resistance to rescue equipment. As a result, all trains were refitted with windows that have breakin...

Udo Bauch, a survivor who became disabled by the accident, built his own memorial with his own money. Bauch said that the chapel received 5,000 to 6,000 visitors per year. One year after Bauch's memorial was built, an official memorial, funded partly by Deutsche Bahn, was established.

The official memorial was opened on 11 May 2001 in the presence of 400 relatives as well as many dignitaries, rescuers and citizens from Eschede. The memorial consists of 101 wild cherry trees each representing one fatality. The trees have been planted along the rails near the bridge and with the switch in front. From...

The Eschede derailment, as well as the investigation into the incident, was covered as the fifth episode of the first season of the National Geographic documentary series Seconds from Disaster, entitled "Derailment at Eschede" which was filmed on the Ecclesbourne Valley Railway in Derbyshire, UK.

One hundred years before, on 14 August 1897, a fatal train accident occurred at Eschede; the express train from Frankfurt to Hamburg derailed causing three fatalities and nine severe injuries.

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The Arzamas explosion, also known as the Arzamas train disaster, was a railway accident that occurred on June 4, 1988 in Arzamas, Gorky Oblast, Soviet Union, when an explosion at a railway crossing killed 91 people and injured 1,500.

A freight train featuring three goods wagons carrying 118 tons of explosives from Dzerzhinsk to the Kazakh SSR exploded at a railway crossing near the Arzamas-1 train station when hexogen included in the load detonated for unknown reasons, also detonating the other explosives stored in the wagons. The explosion also ca...

The officially accepted cause of the explosion is considered to be violation of the rules of loading and transport of explosives. Alternative theories by some, including Governor of Nizhny Novgorod Oblast Gennady Khodyrev, have believed the explosion was planned as a terrorist act or as the actions of foreign special s...

Coordinates: .mw-parser-output .geo-default,.mw-parser-output .geo-dms,.mw-parser-output .geo-dec{display:inline}.mw-parser-output .geo-nondefault,.mw-parser-output .geo-multi-punct{display:none}.mw-parser-output .longitude,.mw-parser-output .latitude{white-space:nowrap}55°24′43″N 43°47′14″E / 55.41194°N 43.78722°E ...

On 10 December 2016, a freight train derailed, exploded and caught fire in the village of Hitrino in Shumen Province, Bulgaria, killing at least seven people and injuring 29 others.

At 05:37 local time on 10 December 2016, a Bulmarket freight train travelling from Burgas to Ruse derailed in Hitrino, Shumen Province, Bulgaria. The train has changed direction of travel in Karnobat and Sindel; has passed through Aytos, Velichkovo, Dalgopol, Provadiya, Kaspichan, Pliska, Velino . Upon entering the ar...

It was reported that sparks had been seen coming from the locomotive of the train immediately before the accident, possibly indicative of heavy braking.

The incident occurred on the oldest railway line in Bulgaria, connecting the country's main riverine port on the Danube in the city of Ruse and the main port on the Black Sea in Varna. The line was built during Ottoman rule by British private investors in the 1860s. The railway station in Hitrino was also the site of t...

The train operator Bulmarket Rail Cargo was founded in 2004 and in the same year acquired a license for railway operations. It operates second-hand Danish and British electric locomotives like those involved in the incident , as its mainline motive rolling stock, as well as diesel-hydraulic locomotives for shunting d...

Bulgaria's Chief Prosecutor opened an investigation into the accident. The owner of Bulmarket DM, Stanko Stankov, expressed his intention to involve an international team of railway incident experts from France, Germany and the Czech Republic to execute an independent investigation into the case. This was rebutted by t...

According to the State Agency for National Security the probable trigger for the incident was a railroad switch that had not been properly secured.

The investigators from the National Inquiry Service of the Attorney General's Office found that upon derailment at the railroad switch a crash between the fifth and sixth tank wagons led to the towing hook of one of them causing a rupture in the lower frontal part of the gas tank of the other. The discharged gas fumes ...

Bulgarian Prime Minister Boyko Borisov visited the scene. He called for people to donate blood as there was a shortage in the local hospitals. Local response alleviated the shortages. Bulgarian Transport Minister Ivaylo Moskovski also visited the site, along with top rail officials. A national day of mourning was decla...