Derailment near Carlisle - 19/10/2022 - 1715 Clitheroe Castle Cement Gb to Carlisle N.Y. (6C00)

[Falcon1200]

A significant chunk of Heaton’s 156 allocation will be trapped on the ‘wrong’ side of the incident to get back to Heaton for exams.

I’m fairly sure if it’s desperate then they can run some units to Newton Heath for an exam.

Or contract with Scotrail to put them on Glasgow Central diagrams and receive maintenance at Corkerhill?

 

[Chris M]

RAIB have said they'll be investigating

Report 10/2023: Freight train derailment at Petteril Bridge Junction

RAIB has today released its report into a freight train derailment at Petteril Bridge Junction, Carlisle, 19 October 2022.

www.gov.uk

At about 20:03 hrs on 19 October 2022, the 17:15 hrs Clitheroe to Carlisle Yard freight service derailed at Petteril Bridge Junction, near Carlisle.

The freight train involved was formed of a Class 66 locomotive and 14 loaded cement wagons. Seven of these wagons derailed, two of which subsequently entered the River Petteril. A further two of the derailed wagons came to rest down an embankment.

No injuries were caused by the accident, which caused substantial damage to railway infrastructure and some of the vehicles involved. The passenger lines from Newcastle to Carlisle were blocked as result of the accident.

Currently available evidence indicated that the derailment was almost certainly a result of a wheelset with false flanges encountering a set of switches that are part of the junction. False flanges are associated with severe flat spots on wheel treads; a result of wheels running locked.

Our investigation will seek to identify the sequence of events which led to the accident. It will include consideration of track conditions, the condition of the wagons, wagon characteristics, the status of the train’s braking systems and any underlying management factors.

Our investigation is independent of any investigation by the railway industry or by the industry’s regulator, the Office of Rail and Road.

We will publish our findings, including any recommendations to improve safety, at the conclusion of our investigation. This report will be available on our website.

 

[Bayum]

What is a ‘false flange’?

 

[4069]

What is a ‘false flange’?

See https://assets.publishing.service.g...a/file/1054063/R012022_220113_Llangennech.pdf , paragraph 54 and figure 16

...After the accident, the leading wheelset of wagon GERS 89005 was found
to have developed a substantial flat area on the wheel treads and, as a
consequence, there was a ‘false flange’ on the outside of the tread of each
wheel, approximately 230 mm long and up to 15 mm deep (figures 13 and 14)...

....False flange splits
switch from stock rail as
wheel passes over
trailing points 997A

False flange drops
inside stock rail and
pushes right-hand
(six-foot) rail outward...

 

[trainmania100]

Regarding the pictures I thought guard rails were used to stop vehicles going over the sides of bridges? Or is this bridge too low to be considered needing guard rails?

 

[Alanko]

Without wanting to derail the thread too much, can someone explain why freight train derailments appear to be more common than passenger services?

Derailed freight trains can look a lot worse, with numerous shorter vehicles to scatter around the place. Does every low speed derailment of a passenger train get reported in the press?

In Scotland I can think of Carmont and the second derailment at Dalwhinnie in the last few years, where passenger trains have derailed. Conversely I saw a Colas 37 on a shortened PLPR train early this year as apparently the rear carriage and second, propelling 37 had derailed at Mossend. Calling a departmental train a freight service is a bit of a stretch! I can't think of a substantial freight derailment up here.

Other than that, longer stopping distances for freight trains maybe leads to more damage? Freight services also commonly operate at night so less likely to spot an issue ahead and slow down accordingly?

It would get interesting to see aggregated derailment data.

 

[M60lad]

1> How will the wagons be recovered from the river and near B&Q?

2> If the Heaton 156s need to go anywhere why do they have to go via Cumbrian Coast and not straight down WCML surely WCML is quicker?

3> How long will it take before repairs can start?

 

[bengley]

From the images I've seen it would appear that one or more of the wheelsets have severe flats. This would indicate the wagon handbrakes were left on on the affected wagons.

 

[zwk500]

1> How will the wagons be recovered from the river and near B&Q?

A crane of some kind, possibly multiple cranes.

2> If the Heaton 156s need to go anywhere why do they have to go via Cumbrian Coast and not straight down WCML surely WCML is quicker?

I don't think there's any specific reason although finding paths and driver knowledge may be an issue. I don't think there's any gauge restrictions on them, although am open to correction on that

3> How long will it take before repairs can start?

NR need the site to be handed back to them by the RAIB, and to examine the bridge and organise staff, equipment, and materials but essentially they can start working as soon as the RAIB are clear. There will also be a choice between getting something up ASAP and then come back later or whether to take a longer time and put the railway back in full at once.

 

[ainsworth74]

2> If the Heaton 156s need to go anywhere why do they have to go via Cumbrian Coast and not straight down WCML surely WCML is quicker?

Route knowledge and they can go most, if not all, of the way in service rather than it needing to be done as an extra, potentially lengthy, ECS move over a busy piece of railway.

 

[william.martin]

I wonder if you can buy the wagon from B&Q?

Anyway, I hope the driver and anybody affected by this incident makes a swift recovery (that is if anybody was injured) and that the train is re-railed ASAP, I am glad that the 66 involved shall be back in service soon, and that services disrupted shall be restored fully in the near future.

 

[mcmad]

Already being alleged / said by NR that this one is on them due to points problems. Possibly a spread.

RAIB have said they'll be investigating

Report 10/2023: Freight train derailment at Petteril Bridge Junction

RAIB has today released its report into a freight train derailment at Petteril Bridge Junction, Carlisle, 19 October 2022.

www.gov.uk

...
Currently available evidence indicated that the derailment was almost certainly a result of a wheelset with false flanges encountering a set of switches that are part of the junction. False flanges are associated with severe flat spots on wheel treads; a result of wheels running locked.

Nice to see RAIB putting the usual its all Network Rails fault wibble to the sword quickly.

 

[bengley]

I wonder if you can buy the wagon from B&Q?

Anyway, I hope the driver and anybody affected by this incident makes a swift recovery (that is if anybody was injured) and that the train is re-railed ASAP, I am glad that the 66 involved shall be back in service soon, and that services disrupted shall be restored fully in the near future.

Nobody injured. It's a wagon derailment.

 

[Bevan Price]

I think the two key things for me to say are, I hope the driver is ok, and, thank god it wasn’t a passenger train instead.


A significant chunk of Heaton’s 156 allocation will be trapped on the ‘wrong’ side of the incident to get back to Heaton for exams. If I recall correctly it’s as many as 10. As units run out of miles I wouldn’t be surprised if this also spread to the Cumbrian Coast. There’s no means of getting the ‘trapped’ 156s back to Heaton without the use of someone like ROG.

The 158s at least can rotate on and off the S&C from Heaton via York.

Looking at RTT, it seems one 156 (156.475) from Newcastle, and a pair of 158s from Leeds were the only units temporarily "stuck" at Carlisle at the time of the derailment.

Edit. 156.475 plus another 156 heading south on 20:00 Carlisle - Whitehaven on 20 Oct. according to RTT.

 

[Chris M]

Anyway, I hope the driver and anybody affected by this incident makes a swift recovery (that is if anybody was injured) and that the train is re-railed ASAP, I am glad that the 66 involved shall be back in service soon, and that services disrupted shall be restored fully in the near future.

There were no physical injuries to people at all, and I've not heard of anything like shock (although it seems unlikely there was any in this case, I don't know I would have heard if there was). The middle of the train derailed, so it is unlikely there is any damage to the loco.

Regarding the pictures I thought guard rails were used to stop vehicles going over the sides of bridges? Or is this bridge too low to be considered needing guard rails?

Based on the amount of masonry and lack of twisted metal in the photo of the wagon viewed form under the bridge, I suspect that the bridge had stone parapets with no railings that were demolished by the derailing vehicles. Google Earth imagery isn't of high enough resolution to determine.

 

[william.martin]

There were no physical injuries to people at all, and I've not heard of anything like shock (although it seems unlikely there was any in this case, I don't know I would have heard if there was). The middle of the train derailed, so it is unlikely there is any damage to the loco.


Based on the amount of masonry and lack of twisted metal in the photo of the wagon viewed form under the bridge, I suspect that the bridge had stone parapets with no railings that were demolished by the derailing vehicles. Google Earth imagery isn't of high enough resolution to determine.

Glad to hear that nobody was injured, thanks for that info about the wagon going over the bridge!

 

[tpfx89]

There were no physical injuries to people at all, and I've not heard of anything like shock (although it seems unlikely there was any in this case, I don't know I would have heard if there was). The middle of the train derailed, so it is unlikely there is any damage to the loco.


Based on the amount of masonry and lack of twisted metal in the photo of the wagon viewed form under the bridge, I suspect that the bridge had stone parapets with no railings that were demolished by the derailing vehicles. Google Earth imagery isn't of high enough resolution to determine.

I suppose that the difference here should be whether we're talking about guard rails in the sort of railings you would find on a road bridge or in the check rail sense, as in the additional "rails" mounted inside of the running rail which are meant to retain vehicles from derailing too far away from the line. I initially thought of the latter, but looking at some aerial photos on Twitter earlier I can't see any. This might have prevented the challenging recovery now ahead I suppose but I don't know off the top of my head what the criteria would be for them being fitted. Certainly not present over every bridge etc.

 

[chiltern trev]

Aerial photos in this news article from Cumbria rack website.

3 photos show whole of the train and surrounding area. B and Q being the big warehouse shed in upper right half of photo.
All of the train shown - loco on right, wagons 1-5 connected to loco, then a few metres gap and 3 more wagon of which 6 and 7 on track and 8 looks to be derailed, then gap over the river Petteril bridge of maybe 3 wagons length, then 4 wagons connected together on track.

Not clear from the photo as to how many wagons went off towards the river - probably 2 as one (9) is not visible as it is in the river with wagon 10 is visible on the embankment slope into the river.

https://cumbriacrack.com/2022/10/20/freight-train-derails-in-carlisle/

Rail line will be shut for weeks to recover derailed freight train in Carlisle - cumbriacrack.com

It will take weeks to recover wagons of a derailed train from a river in Carlisle, experts said, causing rail misery for travellers.

cumbriacrack.com

It will take weeks to recover wagons of a derailed train from a river in Carlisle, experts said, causing rail misery for travellers.


Seven wagons of a cement freight train derailed – with some ending in the River Petteril – yesterday, October 19, just outside Carlisle Railway Station.


Railway engineers have been inspecting the damage caused after a freight train carrying cement derailed in Carlisle.

The freight train came off at the Petteril Junction, off London Road, just before 9.30pm, where the Settle to Carlisle line joins the Newcastle line on the approach to Carlisle Railway Station.


Network Rail and the Rail Accident Investigation Branch are working to determine the cause.


Five inspectors, plus support staff from the investigation branch, are at the site. They are working with other agencies, including the Environment Agency, to secure evidence to discover what went wrong.


A spokesman said: “We are reviewing on-train data recorders, CCTV and infrastructure monitoring systems as well as collecting evidence from the train and track.”

It said they will maintain a presence at the site as necessary over the coming days.


A statement from Network Rail said: “Railway engineers have carried out an initial scope of damage to tracks, a railway bridge and line side equipment like signalling.


“Making those repairs combined with the challenge of recovering the train’s wagons is estimated to take weeks rather than days.”

No one was injured in the incident, but the railway will remain closed in both directions for some time, it added, causing major disruption for all rail services between Carlisle, Newcastle and Appleby and Skipton.


Rail replacement buses are being lined up for passengers.


Phil James, Network Rail’s North West route director, said: “On the rare occasions trains leave tracks like this it can cause extensive damage and unfortunately this incident is no exception.


“I understand this will be extremely frustrating for passengers who rely on this crucial rail link from east to west linking Carlisle and Newcastle, as well as south to Skipton.


“Across the rail industry we’re working hard to keep people on the move through rail replacement buses while we work as fast as we can to restore the railway for passengers and freight.”

Kerry Peters, regional director for Northern, said: “We are working closely with Network Rail to monitor the situation and provide the latest information to our passengers as to how they can still travel across the region.


“Customers should check before they travel and plan for longer journey times. We will provide updates on our website and via social media as soon as any new information about the recovery operation becomes known to us.”


The Rail Accident Investigation Branch is called in for incidents like this as a matter of course to provide an independent assessment of the situation.


Services that run from Carlisle to Whitehaven/Barrow and from Newcastle to Hexham are not affected.

 

[Zooty]

Looking at RTT, it seems one 156 (156.475) from Newcastle, and a pair of 158s from Leeds were the only units temporarily "stuck" at Carlisle at the time of the derailment.

Edit. 156.475 plus another 156 heading south on 20:00 Carlisle - Whitehaven on 20 Oct. according to RTT.

Plus the four that spend the night in Barrow.

 

[chiltern trev]

Plus the four that spend the night in Barrow.

And 3 units tonight at Workington.

 

[Chris M]

I suppose that the difference here should be whether we're talking about guard rails in the sort of railings you would find on a road bridge or in the check rail sense, as in the additional "rails" mounted inside of the running rail which are meant to retain vehicles from derailing too far away from the line. I initially thought of the latter, but looking at some aerial photos on Twitter earlier I can't see any. This might have prevented the challenging recovery now ahead I suppose but I don't know off the top of my head what the criteria would be for them being fitted. Certainly not present over every bridge etc.

Guard rails were mentioned significantly in the Carmont RAIB report, paragraph 539 states:

Network Rail standard NR/L2/TRK/2102, ‘Design and construction of track’ issue 8, September 2016 (compliance date 1 March 2017) was in force at the time of the derailment. Clause 6.5.3 relates to deciding whether guard rails are required and the length of track on which any guard rail should be used. In relation to guard rails, it states:
‘When track is to be renewed adjacent to parapets and the edges of embankments with a vertical face or where the consequence of a derailment is high the RAM [Track] shall consult the RAM [Civils] on what is to be provided.
The following factors should be taken into account in the review:
a) Line speed;
b) Curvature;
c) Height of structure;
d) Dead load on the structure;
e) Clearances to structural members;
f) Ballast depth;
g) Consequential risk;
h) Type and frequency of traffic;
i) Existence of derailment-containment kerbs;
j) Condition of the structure and parapet.
At the approach end, the parallel portion of guard rails shall extend 18 m beyond the face of the abutment (or the location at risk) and include a set of gathering rails.
Where guard rails already exist and they are removed, the justification for their removal shall be recorded by the RAM [Track] in consultation with the RAM [Civils].’

Recommendation 13 of that report states:

13 The intent of this recommendation is to enhance the processes for implementing infrastructure-mounted derailment containment devices (such as guard rails and kerbs) at high-risk locations, including bridges and tunnels (currently covered by standard NR/L2/TRK/2102).
Network Rail should review and improve its processes linked to the installation of guard rails and containment kerbs so that such derailment containment is available at high-risk locations until such time, if any, when rail vehicles carry onboard devices to perform a similar function.
This review should include:
a) risk-based criteria for selecting sites for the fitting, or enhancement, of guard rails and containment kerbs, taking into consideration relevant learning from the accident at Carmont
b) the criteria used to determine the distance guard rails or kerbs should extend on the approach to a risk feature (for example, bridges and tunnels)
c) the criteria used to determine whether derailment containment should be retrofitted as soon as possible or installed during planned asset renewal.

It is likely too soon for Network Rail to have given a formal response to that recommendation, and definitely too soon for it to have resulted in any on-the-ground action at locations like Petteril Bridge Junction.

 

[800001]

There were no physical injuries to people at all, and I've not heard of anything like shock (although it seems unlikely there was any in this case, I don't know I would have heard if there was). The middle of the train derailed, so it is unlikely there is any damage to the loco.


Based on the amount of masonry and lack of twisted metal in the photo of the wagon viewed form under the bridge, I suspect that the bridge had stone parapets with no railings that were demolished by the derailing vehicles. Google Earth imagery isn't of high enough resolution to determine.

The loco and front 5 wagons have been released by the RAIB and are now at Carlisle Yard.

The RAIB have also now left the scene and it’s handed back to NWR.

 

[30907]

I would have thought an Appleby - Penrith bus shuttle would have done it.
A minibus doing the stations north of Appleby
Why is there a need to run a bus up the motorway to carlisle

Given the level of TPE cancellations and the odd problem Avanti are having, it seems a sensible decision.
Connections at Penrith might be hit-and-miss too with a full WCML timetable.

 

[800001]

Given the level of TPE cancellations and the odd problem Avanti are having, it seems a sensible decision.
Connections at Penrith might be hit-and-miss too with a full WCML timetable.

Also better passenger facilities at Carlisle for people compared to Penrith, also what is Penrith car park like for dealing with coaches etc.

 

[Mcr Warrior]

Also better passenger facilities at Carlisle for people compared to Penrith, also what is Penrith car park like for dealing with coaches etc.

It's big enough at the front of the station at Penrith for coaches to use same given that service buses call there during the day.

It's possibly also marginally easier for coaches at Penrith than at Carlisle, but, generally speaking, other facilities at the latter are undeniably superior.

 

[Nicholas Lewis]

The loco and front 5 wagons have been released by the RAIB and are now at Carlisle Yard.

The RAIB have also now left the scene and it’s handed back to NWR.

Well that's quick for RAIB by current day standards so suggests they have quickly identified root cause and the engineers can get on with rebuilding the damage infrastructure.

 

[Tetchytyke]

I would have thought an Appleby - Penrith bus shuttle would have done it.

Yes, but it takes time to Interchange between a coach and a train. By the time you've factored in the 10-15 minutes Interchange, the coach would pretty much be at Golden Fleece.

A significant chunk of Heaton’s 156 allocation will be trapped on the ‘wrong’ side of the incident to get back to Heaton for exams

I forget how many Heaton units do the Cumbrian Coast these days, as that was always Newton Heath for a long time. But I didn't think it was more than 3 or 4 that stayed that side overnight, the ones which do the early Scotrails to Dumfries?

Could be out of date knowledge mind.

 

[800001]

Well that's quick for RAIB by current day standards so suggests they have quickly identified root cause and the engineers can get on with rebuilding the damage infrastructure.

From the pictures of some wheel sets and other reports of damage, then from what they can actually do on site it is probably the right length of time.

The wagons will be recovered to a secure facility for further inspection.

 

[class 9]

From the images I've seen it would appear that one or more of the wheelsets have severe flats. This would indicate the wagon handbrakes were left on on the affected wagons.

These are relatively modern wagons, they have TF25 bogies, which have a handbrake interlock, meaning if a HB is left on then brake pipe pressure can't be created.
Given the time of year, wheel flats are common, although severe ones should be picked up on examinations.

 

[66701GBRF]

This would indicate the wagon handbrakes were left on on the affected wagons.

No it doesn’t. Similar comments were made on the thread during the oil train derailment in Wales the other year and it turned out to be a fault with the wagon.