Hi Sunset Route - thanks for reply - I sort of wondered that having seen the berths around KX recently.
I looked at 40355's list but many of them are more than chars and there was no mention of the most widely one used round here T3
Head shunt at Platform 1 has been cut out.
I'm sure that when that dam was at risk of breaching that TPE stabled a unit thereNot used for stabling of units then? Also might that now affect the overlap of the Platform 1 starter signal?
It's not been used for about a year or so now, as far as I know.Not used for stabling of units then? Also might that now affect the overlap of the Platform 1 starter signal?
They're actually side booms, principally used for pipeline construction. I've never seen one in Britain, where we generally prefer 360° backhoes for such work.If you look at that again you will see they are not Dozers!!!! Caterpillar can manufacture a lot more than that (including complete main line locomotives nowadays). These are specialist manufactured pieces of kit for the rail industry, handled by operators who know their stuff and get everything up and out of the way readily. They are tracked lifting jacks designed for just this task. Damage to the track - notice the machine tracks spread the load out wide, and are made of substantial rubber blocks.
The choice may have been between losing a little-used stabling siding and delaying the re-opening.It's not been used for about a year or so now, as far as I know.
They can probably cover themselves with that until it gets to the point that its clear it isn't going to go back in and it has to be removed formally. It shown in the sectional appendix.The choice may have been between losing a little-used stabling siding and delaying the re-opening.
What a difference the mighty orange army makes...…... Taken on the 11th and yesterday at Sheffield.
@helisean
@networkrail
Recovery teams did well given it was a RAIB site for a period of time, having to remove the contents of a number of the tanks through to rebuilding the trashed infrastructure.Network Rail Air Ops have just posted https://twitter.com/nrairops/status/1328678458013200385
however, in Sheffield station, they have an agreement that the max speed is 15mph due to the amount of through trains that they get
Indeed, you would expect a safety critical system to be designed so that this wouldn’t happen.Absolute nonsense and certainly not "just one of them things that happens with electrics every now and then"!
Doubt it if true that would have required destructive testing of the entire interlocking and that isn't conducive with the time it took to restore the infrastructureA post on the local Sheffield forum atributed to Breedon cement says that the derailment was due to an electrical failure causing the points to move as the train was passing over them
Doubt it if true that would have required destructive testing of the entire interlocking and that isn't conducive with the time it took to restore the infrastructure
........... It was just one of them things that happens with electrics every now and then.'[/I]
Nothing remotely to do with electricity or the points moving under the train. The RAIB report, if they bother to produce one, will be utterly mundane and standard.
Also won't the RAIB have released a statement to the effect that they are investigating the incident?
RAIB have tweeted today that they are investigating. Initial indications are that the track spread under the train.
RAIB’s preliminary examination found that a series of rail fastenings, intended to maintain the correct distance between the rails, had broken. Initial evidence suggests that some of these were already broken before the derailment. Consequently, as the freight train passed, the rails moved apart and some of the wagons’ wheels dropped into the space between the rails.
As well as almost certainly being a load of rubbish, that particular sentence is a crime against the English language
Summary
At 02:44 hrs on Wednesday 11 November 2020, 16 wagons of a freight train that was conveying cement powder from Hope, Derbyshire, to Dewsbury, West Yorkshire, derailed at the north end of Sheffield station. A number of wagons were damaged and there was significant damage to the track, resulting in a partial closure of the station. No one was injured.
The train was coasting through the station at a constant speed of around 12 mph (19 km/h) when the leading right-hand wheel of the twelfth wagon dropped into the space between the two running rails, because the rails were too far apart: a problem known as gauge widening. The train stopped when the signaller observed a number of signalling equipment failures indicated on a display screen, and alerted the driver to a problem.
The track gauge had widened because a number of track screws, that secured the rails and baseplates to the wooden bearers, had broken, allowing the rails to spread apart under the loads from passing trains. The track screws had failed several weeks, or perhaps months, before the derailment, but the failures had not been identified by Network Rail’s maintenance inspection activities.
Although this was a location with a potentially high risk of derailment, it had not been recognised as such because Network Rail’s guidance for identifying such risk had not been applied. Additional mitigation had therefore not been considered.
Recommendations
RAIB has made four recommendations to Network Rail concerning the implementation of processes for identifying high derailment risk locations, the implementation of safety-critical changes to its processes, standards governing fitment of check rails, and track geometry data formats.
RAIB has also identified three learning points for track maintenance staff alerting them to the need for effective management of track gauge in tightly curved track, the limitations of geometry alerts provided by static measuring equipment, and the importance of monitoring track geometry trends for the identification of track deterioration.