Freight Train Derailment near Ely 14/08/17

[ChiefPlanner]

Making Saturday a Saver rather than Super Saver day & scrapping any other cheap fares soon put pay to that. Pricing people off the railways was one thing BR was very good at although those with those rose tinted specs on in regard to privatisation conveniently overlook this fact.

Well Regional Railways was under acute pressure to basically reduce costs (and grow revenue where they could), so one off (Saturday only) seasonal services where capacity (which was once available using "spare" freight sector locomotives and other rolling stock) was not available.

Remember there were league tables for earnings per vehicle for the new 15x vehicles , which were 2 replacing 3 old ones, so the options were quite tough to say the least. Hence the demise of workings like York - Tenby and many others.

 

[Bald Rick]

They're good at 'papering over the cracks...' An example of this can be seen on the ECML.

A defective set of points have been taken out of use due to a crack appearing in the crossing. (No issue with that.) This situation has been monitored for a while until it's got to the point where replacement is needed. However the original replacement cost has increased somewhat - price rise in materials etc. The points will now be out of use for a couple of months due to the lead-in time for procurement of the required parts.

Sorry that's rubbish. If there is a crack in a crossing there are only three options - if it is minor it can be ground out, and that is quick and easy to do. Slightly deeper cracks can be weld repaired, which can be organised quickly, but takes longer to do so may take a few weeks to arrange access. Finally, for bigger cracks you put in a new one.

If, when the crack was first discovered, it was deemed not possible to grind or weld, a new one would have been ordered immediately. Most non standard crossings have an 8-12 week lead time. You also have to arrange a possession to do it, which on the ECML is not straightforward. If during that time the crack gets worse more quickly than expected, then you can bump up the list, but that costs extra both of crossing itself, but also arranging the resource and the costs of the possession.

None of this is papering over the cracks.

 

[ChiefPlanner]

Back to the 4Z33 derailment and track damage - excellent work done to get the line back for about 0300 on Monday morning.

Good work also in rerouting the freights via NLL / Camden and the WCML etc - quite painfull operationally , but well handled.

One wonders what happened to the damaged wagons and containers ? - were they craned off at Papworths Ely perhaps ? - never forget that these import loads were all part of someone else's logistics chain. I recall in my own career - efforts made to recover derailed container trains , which often had sensative if not perishable loads to take care of. Bit more important that worrying about stranded 158's at Norwich !!!!

 

[TheBigD]

Deleted

 

[ChiefPlanner]

ChiefPlanner...

The recovered containers were loaded on to new wagons and went forward to Doncaster on an extra 4Z33 on the Thursday morning... They left the site about 10am... The derailed wagons were lifted on the to up road, then we're hauled wrong line to Manea then on to Whitemoor at a reduced speed on the Friday...

Thanks for that - excellent detail and very good service.

I recall a freezing Winter's day at Whitemoor , when a Freightliner 5 set attached to the 1009 Whitemoor - Harwich PQ got derailed , and yours truly had to cover for an unavailable Freight loading inspector - the whole fully laden set was transhipped onto a specially sent empty 5 set sent up from Ipswich Yard , and the whole lot made the afternoon ship to Zeebrugge.

I got travelling expenses and a meal allowance , as management did not get overtime pay until 18 hours a month had been accrued. Plenty of tea though.

Another one was the derailment at Ipswich where a critical 40ft container for Polaroid at Dumbarton was involved. Again this was suitably dealt with and a special 5 car set with just this box , was attached to 4S81. Customer never knew of the issues we had to get the box through.

Happy days. I was young and keen then.

 

[Alfie1014]

Back to the 4Z33 derailment and track damage - excellent work done to get the line back for about 0300 on Monday morning.

Good work also in rerouting the freights via NLL / Camden and the WCML etc - quite painfull operationally , but well handled.

The GE barely coped when running normally but problems with NRs infrastructure at the beginning of the week, (especially the broken turnout on the Down Main at MAnor Park and consequential 5mph speed restriction), tended to stuff the peaks. Wednesday morning delays even with some thinning out were up to 35+ late for arrivals into Liverpool Street. Did result in the unusual sight of a procession of Liners down the Electric lines presumably the crossing moves at Forest Gate were deemed to be more acceptable than these long trains crawling over the restriction at walking pace.

 

[ChiefPlanner]

The GE barely coped when running normally but problems with NRs infrastructure at the beginning of the week, (especially the broken turnout on the Down Main at MAnor Park and consequential 5mph speed restriction), tended to stuff the peaks. Wednesday morning delays even with some thinning out were up to 35+ late for arrivals into Liverpool Street. Did result in the unusual sight of a procession of Liners down the Electric lines presumably the crossing moves at Forest Gate were deemed to be more acceptable than these long trains crawling over the restriction at walking pace.

Very good observation. Not a good week for Anglia all around.

 

[dk1]

Well Regional Railways was under acute pressure to basically reduce costs (and grow revenue where they could), so one off (Saturday only) seasonal services where capacity (which was once available using "spare" freight sector locomotives and other rolling stock) was not available.

Remember there were league tables for earnings per vehicle for the new 15x vehicles , which were 2 replacing 3 old ones, so the options were quite tough to say the least. Hence the demise of workings like York - Tenby and many others.

I know. I worked for them & I have that book too.

 

[eastdyke]

RAIB have published a 'News Story':

https://www.gov.uk/government/news/derailment-at-ely-west-junction-14-august-2017

At around 14:20 hrs on 14 August 2017, a freight train derailed at Ely West Junction, near the town of Ely in Cambridgeshire. The train was travelling from the port of Felixstowe to a terminal at Doncaster and consisted of a diesel locomotive hauling 30 container-carrying wagons. The rear 12 wagons became derailed as the train traversed a set of points which formed part of the junction.

As a result of the derailment, there was extensive damage to the railway infrastructure. The derailed wagons were also damaged. There were no injuries. The railway was closed to all trains until 03:00 hrs on 21 August 2017.

Our investigation will seek to identify the sequence of events that led to the accident and how the wagons derailed. It will also consider:

the condition of the track and its geometry in the area of the derailment
the condition of the wagons and their maintenance
how the weight was distributed on the first wagon to derail, and the likely effect that this had on its derailment resistance
similar UK derailments of container flat wagons in recent years and the industry’s response to subsequent safety recommendations
any relevant underlying management factors

 

[Class 170101]

Space is not much of an issue, pathing and extra time might be. The curve was also used to turn trains/wagons from Whitemoor if needed.

Pesumably though they can still run clockwise around Ely Chord as others seem to suggest that route is unaffected?

 

[dk1]

Pesumably though they can still run clockwise around Ely Chord as others seem to suggest that route is unaffected?

Yes running as normal in the March direction.

 

[2HAP]

RAIB have released their final report.

 

[Class 170101]

RAIB have released their final report.

Link below
https://www.gov.uk/government/news/report-092018-freight-train-derailment-at-ely-west-junction

 

[AndyPJG]

Link below
https://www.gov.uk/government/news/report-092018-freight-train-derailment-at-ely-west-junction

Quote:-

Summary
At 14:21 hrs on Monday 14 August 2017, the rear 12 wagons of a freight train carrying containers derailed at Ely West Junction on the line between Ely and March. The train was travelling at 41 mph (66 km/h) at the time of the derailment. It ran derailed for approximately 350 metres, causing significant damage to the infrastructure.

The first wagon to derail was an FEA-A wagon fitted with Y33 bogies. The derailment occurred because the damping on the bogies of this wagon was ineffective. The damping had become ineffective because the damping components, which had been on the wagon since it was built in 2003, had been managed to incorrect maintenance limits. The limits did not account for future wear in the period before the next maintenance intervention and were also not compatible with the design intent of the damping system. In addition, the maintenance interventions since a General Repair in 2010 (the last time when these components had been measured) were ineffective in identifying the worn state of the components. It is also probable that the company responsible for the maintenance of the wagon did not appropriately validate the General Repair maintenance specification used in 2010 to confirm that it would ensure continued safe operation up to the next planned General Repair due in 2017.

The fleet of wagons has since gone through General Repair and all of the damping components have been replaced.

Recommendations
The RAIB has made one recommendation to the company responsible for the maintenance of the wagons to review its maintenance documentation to ensure that the bogies on its freight wagons remain adequately damped at all times. In addition, the RAIB has identified three learning points. The first reminds those responsible for updating maintenance instructions that repair limits quoted in guidelines or by manufacturers should not be used as maintenance limits as this provides no future operational life. The second learning point reminds Entities in Charge of Maintenance that they should have a validated system of maintenance that ensures that the vehicles for which they are in charge remain safe for operation. The final learning point reminds maintainers of this type of bogie that some of them are fitted with an inspection window to allow the damping system components to be visually examined.

 

[Signal Head]

I wonder who is liable for the costs of disruption and restoration for cases like this where the cause is solely a defective vehicle.
Also how is this 'enforced', NR could make a claim, only for the maintenance company to refuse to pay up.

Unlike the old DOT reports, RAIB do not apportion blame, so do NR have to resort to legal means to reclaim their costs?

 

[Muzer]

Yeah, I imagine this would happen in court if NR wanted to pursue it.

 

[Ploughman]

I think it is the case that Penalties are capped per incident, so only a small portion of the actual cost is likely to fall on the Operating company involved.
The remainder will thus fall on NWR to cover.

 

[Jonny]

I wonder who is liable for the costs of disruption and restoration for cases like this where the cause is solely a defective vehicle.
Also how is this 'enforced', NR could make a claim, only for the maintenance company to refuse to pay up.

Unlike the old DOT reports, RAIB do not apportion blame, so do NR have to resort to legal means to reclaim their costs?

The evidence gathered during the investigation could be used for a separate case. Whether that is within the spirit of a RAIB investigation is another matter, however.

 

[Signal Head]

I was just curious. Of course there are 'converse' situations, where defective infrastructure damages, or destroys, rolling stock, when the liability will fall squarely on NR.
It strikes me it's a potential nightmare to sort out properly, post-Privatisation, because there are so many more interested parties.

 

[Dr Hoo]

I was just curious. Of course there are 'converse' situations, where defective infrastructure damages, or destroys, rolling stock, when the liability will fall squarely on NR.
It strikes me it's a potential nightmare to sort out properly, post-Privatisation, because there are so many more interested parties.

Bearing in mind that 'private owner' wagons have been a feature of rail operations in the UK since the dawn of railways, including through the BR era, why is this a new issue?

 

[Robsignals]

Bearing in mind that 'private owner' wagons have been a feature of rail operations in the UK since the dawn of railways, including through the BR era, why is this a new issue?

Would hope the chain of contracts "NR - FOC - Wagon owner - Maintenance company" would establish liability and at least the FOC should be directly liable. Hopefully they have appropriate insurance though as the maintainer has apparently made such gross mistakes insurers may refuse to pay. Could be a big legal argument over whether any or all other parties should've detected that the wagon was in such a dangerous condition that NR decide it's not worth pursuing and absorb their own costs.