Freight train derailment at Carrbridge

[Old Timer]

As an old Railwayman (who was an Area TRain Crew Manager many, many moons ago), I am flabbergasted to read about the failures to do running brake tests.

This is one of the basics of train driving, indeed it should be done once a train is taken into service irrespective of the weather.

I feel like commenting further but it would be inappropriate until the report is issued.

 

[Donny Dave]

1 Question.

What's the gradient profile between Mossend and Carstairs?

 

[the sniper]

this should be my last update for 3 or 4 weeks when the engine will be getting lifted out.

im looking forward to a long lie in tomorrow.

Thanks for all your updates Inverness App, have a nice lie-in.

 

[DaveNewcastle]

this should be my last update for 3 or 4 weeks when the engine will be getting lifted out . . . . services should be running in the morning

Well done!

 

[Old Timer]

1 Question.

What's the gradient profile between Mossend and Carstairs?

Gradients are just a part of it. Irrespective of any gradient a running brake test MUST be undertaken to prove the train brake.

This requirement is as old as I am !

 

[MrC]

18.2 Running brake tests during snow
conditions......

I'm pretty sure it's not relevant in this particular case but I raised a Q with our management some time ago about dynamic brakes on modern units as a full service brake will only give a minimal air brake on all wheels unless you get WSP activity and the dynamic brake cuts out.

Which sort of makes the above rule potentially a bit less effective unless you get instructions to also disable the dynamic brake in snowy conditions.

(Note that we've been told that the service brake meets the requirement for the auto brake as specified in this rule)

I never did get an answer.

 

[Old Timer]

The important thing is to prove retardation, primarily through the risk of the brake rigging freezing or ice forming in the brake pipe and other parts of the brake system.

Provided you have retardation then you have a brake.

 

[MrC]

Provided you have retardation then you have a brake.

Obviously, but it may only be proving that the dynamic brake is working.

So when you start braking for a station and the dynamic brake cuts out, either as designed at low speed or because of a slide, then you can suddenly find yourself with a much poorer brake than you previously had because you've just started to use snow and/or ice affected brake gear which hasn't been used for some time.

This really raised it's head last Feb which was the first time we'd driven modern units in significant snow and I wasn't the only driver to comment on it.

 

[Old Timer]

I realise that.

I am not familiar with these more modern things, but do you have the ability to switch out the dynamic ?

 

[SWT Driver]

A Desiro on dynamic brake is good, however the slightest bit of slipping it drops out and the train uses the air/disc brakes; However I've found that the air/disc braking in snowy conditions isn't as good for some reason as it is in milder conditions.

 

[MrC]

but do you have the ability to switch out the dynamic ?

Yes, there's a switch conveniently placed behind your head. However in the absence of any instruction to use it a driver could have a problem if an incident occurred and it was found that the dynamic brake had been disabled.

I'd hoped to get this clarified after last year but I've yet to get an answer.

 

[SWT Driver]

On some traction the DRA deactivates the Dynamic Brake (DB as it's sometimes labelled)

 

[MrC]

However I've found that the air/disc braking in snowy conditions isn't as good for some reason as it is in milder conditions.

Yup - I found this last year and things improved greatly if I did running brake tests without the dynamic brake.

 

[DaveNewcastle]

1 Question.

What's the gradient profile between Mossend and Carstairs?

Well that's over 20 miles so I'll summarise:
Mossend, through Motherwell and Carluke to the highest point between Carluke and Lanark Jn is a climb of 125mtrs over 18miles
and then,
- drops 25mtrs in 1.5 miles (to cross a river) and after that is pretty much level for the 2.5 miles into Carstairs.
But there's some 30 & 40 speed limits at Carstairs, tho; on the loops, goods lines and wrong-road bi-di, before we think about coming to a stand.

So maybe not so very great a descent - your next question will prob be to ask which signal was at danger? But that, I can't help you with.

 

[Old Timer]

Yes, there's a switch conveniently placed behind your head. However in the absence of any instruction to use it a driver could have a problem if an incident occurred and it was found that the dynamic brake had been disabled.

I'd hoped to get this clarified after last year but I've yet to get an answer.

Common sense suggests that the pragmatic approach would be to disable it whilst carrying out the RBT. Then again Common Sense is not that easily found in the railway Industry these days.

In BR days of course it was instructed that the rheostatic as fitted was not to be relied upon for critical stops such as approaching buffer stops, etc.

The AC electrics had rheostatic braking which was blended out as the speed reduced. It would be worth checking with a 86 trained BR driver what happened with regards to that in snow, although the rheo only affected the loco rather than the train.

 

[MrC]

It would be worth checking with a 86 trained BR driver what happened with regards to that in snow, although the rheo only affected the loco rather than the train.

I think this scenario is covered by the rules as it states that the RBT must be carried out using the auto brake - which I assume for any loco hauled train would be the train brake. Obviously I'm up for correction here by anyone who signs locos

 

[Old Timer]

I think this scenario is covered by the rules as it states that the RBT must be carried out using the auto brake - which I assume for any loco hauled train would be the train brake. Obviously I'm up for correction here by anyone who signs locos

The rheostatic brake was blended in with the train brake but only operative on the loco, that is why an 86 can stop so quickly.

 

[MrC]

Ah OK thanks for the update.

 

[Old Timer]

Ah OK thanks for the update.

No worries although I don't know if the rheo is still in use.

You could always tell because if you look at an approaching 86 when it is braking, you will see a heat haze from the resistor banks coming out through the front cab roof grille which is why the 86s had them. The early electrics didn't so years and years ago you knew what was coming by the dark patch (or not) on the white cab roof

Very useful for us young spotters in those days !

 

[Royston Vasey]

www.wnxx.com refers to the fate of 66048:

66048 (now WFMU) has been left on site to await recovery - or dismantling on site if some of the recent speculation doing the rounds holds any water - at a later date.

I realise this is probably froth and nonsense, but I find it astonishing that it could even be suggested that what is (supposed to be) a lightly damaged loco could be uneconomic to repair. Think of all the scrapes 47s have had over the years and been repaired!

Anyone heard rumours about this, and why they might consider scrapping it there and then? Is the loco more severely damaged than first thought?

 

[Inverness_App]

if dbs were going to be scrapping it they would have cut it up and taken it out in bits in the past week. dbs are only leaving it on site just now because they want it out in one piece, to do this they need to get a bigger crane in which needs a new access built into the site which we reckon will take 3 or 4 weeks. before it derailed dbs spent thousands and thousands on this one, not just the new paint job but a whole new engine and wheel sets aswell.

 

[djw1981]

The issue of access may well also rely on ground conditions. The crane needs to get close enough because as the reach of the crane increases, the maximum weight it can lift reduces.

There are issues with chhopping down too many trees and establishing landowner consent in planning all such operations, and since it is not affecting the operational railway, it can be removed in a more planned way.

Dismantling may refer to draining fuel tank and removing any loose components to reduce the weight which has to be lifted. Removing fuel also reduces the environmental impact of the lifting operation.

 

[Inverness_App]

Carrilion have got the contract for the access road into the station from the A9. Last week they did there test holes and started clearing the site. They are quoting 3 weeks for completing the job.
--- old post above --- --- new post below ---
Just seen this on bbc news site.

Brakes on a train that derailed in the Highlands had not performed as well as they should have the Rail Accident Investigation Branch (RAIB) has said.

The locomotive was travelling at about 60mph when it overshot a run-out, a short length of track designed to divert trains from Carrbridge station.

Six of the 10 flat bed wagons carrying containers the engine was pulling also derailed in the incident on 4 January.

The RAIB said the brakes and effects of bad weather were being investigated.

In a statement, the branch said: "The driver and a technician who was travelling with the train received minor injuries. Major damage was caused to the railway infrastructure.

"An initial review of the evidence suggests that the braking performance of the train was below that expected of a train of its type.

"The weather at the time was poor, with a layer of snow over the head of the rail, heavy falling snow and extreme freezing temperatures.

"This investigation will take into account any other instances of poor braking performance during extreme winter conditions."

 

[Aictos]

Well for these of you who want the full RAIB text:

Investigation into an accident involving a freight train at Carrbridge, Inverness-shire, on 4 January 2010

The RAIB is carrying out an investigation into an accident involving a freight train at Carrbridge, Inverness-shire. The train was formed by a class 66 locomotive and ten FKA type flat bed wagons carrying containers.

The accident occurred at around 16:03 hrs on 04 January 2010 when the freight train, 4N47, the 13:14 hrs service from Inverness to Mossend Yard, passed a red signal on the single line while approaching Carrbridge station and continued for another 500 metres before running into a loop and onto a short length of track designed to divert trains away from the station (this is known as a ‘run out’).

When still travelling at around 60 mph the locomotive and the first vehicle overshot the end of the run out and came to rest down the embankment, close to some houses, with the next five vehicles coming to rest at various angles across the loop and the main line. The last four vehicles did not derail.

The driver and a technician who was travelling with the train received minor injuries. Major damage was caused to the railway infrastructure.

An initial review of the evidence suggests that the braking performance of the train was below that expected of a train of its type.

The weather at the time was poor, with a layer of snow over the head of the rail, heavy falling snow and extreme freezing temperatures.

This investigation will take into account any other instances of poor braking performance during extreme winter conditions.

 

[drover1]

This is the same place that a class 158 in passenger service came off the track a few years ago can anybody remember when?

 

[A60K]

A 170 derailed at Moy a few years back I think, but I can't immediately remember a 158 derailment. If there was I don't think the cause of that is likely to have any relvance to this incident, given the RAIB's statement.

 

[Metroland]

The 170 derailment was a landslip. The Carrbridge accident was as a consequence of a cat A SPAD because of braking performance. The only relevance I guess is the weather has some part to play in either accident.

Laughably, Bob Crow and his merry men have made themselves look complete chumps and blamed track maintenance.

'Severe disruption caused by the icy weather on Britain’s railways has exposed the “dangerous gamble” of a plan to axe 1,500 maintenance jobs, a union has warned.

The National Union of Rail, Maritime and Transport Workers (RMT) said severe disruption, including the derailment of a Stobart freight train in Scotland, has highlighted the need for well-staffed maintenance crews.

An investigation is underway after the Stobart locomotive and wagons came off the track at Carrbridge, near Inverness, around 4pm on Monday.'

http://www.newsandstar.co.uk/news/f..._1_657095?referrerPath=/news_round-up_1_50001

 

[DaveNewcastle]

Most on here are probably aware that the line re-opened a few days ago, albeit with significant speed restrictions, but as no-one has specifically posted that news, here's NRs statement:-

"Wednesday 13 Jan 2010 11:00

Services began operating again on the Inverness-Perth route yesterday morning after a week of extraordinary effort by railway engineers to remove a derailed freight train in Carrbridge during brutal weather.

Staff from Network Rail and DB Schenker worked around the clock in temperatures as low as minus 21ºC to remove the train. Simply accessing the site was a challenge due to over twelve inches of lying snow in the area.

Two rail cranes were eventually able to access the site along with two road cranes, however, the arctic conditions led to hydraulic fluid freezing and delaying the removal of the train. In addition, some minor damage to tracks also had to be fixed despite the track being covered by a layer of snow and ice. All six containers and wagons were removed over the weekend of 9/10 January, with track work and snow clearance completed on Monday.

A limited passenger service will operate for the rest of this week until signalling equipment damaged during the derailment can be repaired this weekend.

Services between Aberdeen and Inverness were also restored on Tuesday morning, with a full service operating.

David Simpson, Network Rail route director Scotland commented:
“The weather over last month has presented an enormous and relentless challenge to our people across the rail network but the Highlands has seen more snow and lower temperatures than anywhere else in the country and I am full of admiration for the job our people have done across the region.

“The derailment at Carrbridge has been the biggest challenge we have faced over this period and I’m delighted to see the line opening again despite the horrendous conditions. Although this winter may still have more to throw at us, I think our resilience has been demonstrated throughout the last month and I’m proud to say that we’ve still managed to run 85% of scheduled services across Scotland.” "
from www.networkrailmediacentre.co.uk

Note to travellers on the Highland Cheiftan from Inverness -this is currently departing 30 minutes early every day.

 

[cawky22]

Just found some photos of the recovery of the loco, scroll down a little on here :-

http://class66.railfan.nl/

 

[Crossforth]

I assume it looks likely that it will be rescued and not scrapped?