Derailment at WESTBURY

[mralexn]

Does anyone have any more information about the Derailment in Westbury station?
I am on a HST from PNZ - PAD and we have been told we will be going to call at Frome, Passengers for WSB will be transferred by bus between Westbury and Frome, and i presume we will be then taking the avoiders through Westbury.

 

[Schnellzug]

They also say, "First Great Western trains between London Paddington and Exeter St Davids / Plymouth / Penzance will not call at Westbury, but will call additionally at Frome. A connecting bus service will run between Westbury and Frome.

First Great Western trains between Cardiff Central and Portsmouth Harbour, and also between Bristol Temple Meads and Weymouth will not call at Westbury, but will call additionally at Trowbridge. A connecting bus service will run between Westbury and Trowbridge. "

how will that work, then? Round the north curve, reverse & over the avoiding line? I'd guess that a freight has derailed on the points somewhere.

 

[PhilipW]

First Great Western trains between Cardiff Central and Portsmouth Harbour, and also between Bristol Temple Meads and Weymouth will not call at Westbury, but will call additionally at Trowbridge.

They call at Trowbridge anyway.

 

[Twoonthebuzzer]

02.48 Westbury Panel advise ferry driver shunting a unit from platform 2 to platform 3 reversing on the down main behind no707 GPL. Driver has made an emergency call to report his train has derailed. Swindon MOM advised. MOM has just arrived at Frome station to investigate possible vandalism. MOM instructed to do a quick check of the track to make sure nothing has been placed on the rails then go to Westbury station. Operations level 1 and level 2 on call advised. Signalling moves were platform 2 W402 signal to W104 signal on the down main to stand in rear of W707 GPL. W707 GPL to W111 platform 3. 02.54 signaller advises driver reports all 4 bogies of train are derailed. Driver is walking to station and will contact his control. Signaller confirms signalling has been left in the position it was when derailment was reported. 04.20 Westbury TME on site reports that it appears the train has split 854B points. The rear portion of the train has continued towards platform 3, whilst the front bogie has gone towards platform 2 and rests on top of 854B points causing significant damage. The lines through platforms 1 and 2 will be closed until further notice. It may be possible to open platform 3 to give a route from Fairwood Junction into the station. TME now going to assess the possibility of running passenger trains using the down reception and the TME will advise whether this can be lifted.

 

[ChiefPlanner]

150202 according to the log .......

 

[BestWestern]

Any further updates on service running yet? I presume units will be running through the reception roads?

 

[Twoonthebuzzer]

Most passenger trains will be using the reception through Westbury and therefore not calling at the station! The exception being Bristol to Frome/Weymouth services in both directions which can call at Westbury using platform 3!

This is expected to be the case until 16.00 this afternoon where the situation will be reviewed again!

P.S. Some Westbury terminators are also terminating/starting from Westbury, again using platform 3 where paths are available!

 

[dorsetman]

Today's derailment at Westbury involving empty-stock working.

 

[Schnellzug]

150202 according to the log .......

Maybe it didn't like the change of scene.
--- old post above --- --- new post below ---
.

Today's derailment at Westbury involving empty-stock working.

Just the right spot to choose, as it looks like it would have managed to clog up the interlocking on three tracks simultaneously.

 

[andypops]

Just the right spot to choose, as it looks like it would have managed to clog up the interlocking on three tracks simultaneously

Sucks to be the signaller at Westbury today then!

On a more serious note, just how do NR sort a problem like this? My guess is that
1) Signaller protects the site, notes any changes he has to make to any protecting signals?
2) A MOM is dispatched to see what's gone wrong
3) A P/W gang get sent to see what damage has been done
4) Perhaps RAIB visit, look at the signalling, check nothing went wrong on that front? Thus allowing other lines to reopen?
5) Does the train get lifted and rerailed by a breakdown crane? At a site like this, which looks like a crossover, would the train be split to just the car involved, with the other half shunted away somewhere, then the derailed carriage lifted? Would this be planted back onto where it came off, or would it be lifted onto something a bit easier like a parallel line?

Would really appreciate it if someone could answer these questions!

Andy

 

[GB]

Pretty much what you have already said.

Driver will initiate an emergency call to the signaller either before or after laying his own protection.

Signaller will block all affected lines by replacing appropriate signals to danger and sending the emergency alarm to fringe boxes/signallers (if appropriate).

Depending on the system in use, the signaller will place either a direct emergency call using CSR or arrange an NRN call to a specific train that might be approaching the area or a call to multiple trains via CSR.

If necessary the emergency services will be notified.

The signaller will notify Network Rail area control who in turn will dispatch the MOM (sometimes LOM) to site who will usually take the role of RIO (Rail Incident Officer) or sometimes ARM (Asset Recovery Manager). If a command structure is set up, the RIO will be at the silver level and liaise with his silver counterparts in Police, Fire and Ambulance and bridge the gap between rail Gold command and rail Bronze command (Pway S&T etc etc).

NOC (National Operations Control) will be notified by Network Rail area control who then notifies the RAIB. RAIB will decide to attend or not depending on the circumstances.

How the train is rerailed I don't know.

 

[Aictos]

Wow, how long will the Class 150 be out of service then - a few days?

 

[ChiefPlanner]

Wow, how long will the Class 150 be out of service then - a few days?

Dependant on underfloor and wheelset damage , - probably need a complete lift , -so more than a few days (after recovery and return to depot)

Lets hope the frames arent twisted.

 

[YorkshireBear]

Dependant on underfloor and wheelset damage , - probably need a complete lift , -so more than a few days (after recovery and return to depot)

Lets hope the frames arent twisted.

Lets hope so, FGW get all its shiny new capcity and it starts jumping from the rails.

 

[Smudger105e]

For rerailing, it is unlikely these days to involve a crane, unless there are particular access problems preventing use of jacks.

Normally the Recovery Supervisor will want to divide the vehicles (to stop them dragging each other about and give room to work), jack the vehicle up to abo0ve rail level, insert a traversing beam, use push tolleys to get the vehicle back in line with the track, remove the beam and lower vehicle onto the track.

It takes quite some impact to twist a unit, normally the damage is wheels, air pipes, conduits and cables and other bolted on bits such as TPWS, AWS receiver, suspension air bags, gear cases and transmission equipment. Not usually terminal.

 

[142094]

How the train is rerailed I don't know.

Normally if there is only one bogie off the tracks you could use hydraulic jacks to shift it back on, but guess it is easier just to crane it when it is completely off the rails.

 

[Smudger105e]

Normally if there is only one bogie off the tracks you could use hydraulic jacks to shift it back on, but guess it is easier just to crane it when it is completely off the rails.

Easier once the crane is there, but not cheaper!! Jacks are used for all but the most serious of derailments. I have Supervised multiple vehicle rerailing operations using just jacks. Access to get the crane close enough is an issue, and if you need to lift both ends of a coach at once, then you need two cranes...

 

[ChiefPlanner]

For rerailing, it is unlikely these days to involve a crane, unless there are particular access problems preventing use of jacks.

Normally the Recovery Supervisor will want to divide the vehicles (to stop them dragging each other about and give room to work), jack the vehicle up to abo0ve rail level, insert a traversing beam, use push tolleys to get the vehicle back in line with the track, remove the beam and lower vehicle onto the track.

It takes quite some impact to twist a unit, normally the damage is wheels, air pipes, conduits and cables and other bolted on bits such as TPWS, AWS receiver, suspension air bags, gear cases and transmission equipment. Not usually terminal.

Sounds like you have been to a few of these - ! (as I have in various jobs) - always impressed how local gangs could rerail without calling cranes through all sorts of clever things with jacks and so on. Used to find the job went better if the local management coughed up for some hot food for the workers - I took an amount of money out of a booking office once (as one could in BR days) for a large order of fish and chips / hot pies and soft drinks to keep the AME and PW gangs working.Saved the day day they did in rerailing a class 50 at Morris Cowley. Happy days.


Whatever - this unit will need some carefull TLC in depot - the only good thing is that it was an empty unit and no-one hurt.

It looks like it isnt far off the cable run though ......