Derailed freight train at Gloucester causing severe disruption - 15 October 2013

[whole diary]

[phile]

FGW^▸ (First Great Western) could have been more forthcoming by keeping people up-dated on their Website.
After posting that the Severn Tunnel Engineering Work had been cancelled, they just removed it instead of saying so and given an explanation.   FGW Journey Check still talks of a decision to be made re the Weekend.      This situation has caused much confusion among potential passengers and others who have just been left up in the air.

[bobm]

I agree the website has been less than forthcoming.  Mind you they still haven't mentioned the franchise award yet which you would have thought was worthy of inclusion.

[Timmer]

I agree the website has been less than forthcoming.

Sadly not for the first time either.

Mind you they still haven't mentioned the franchise award yet which you would have thought was worthy of inclusion.

Yes you would have thought they would want to blow their trumpet a bit about this.

[JayMac]

Looks like I may get to Cardiff on Saturday when I expected to.

Indeed eightf.

The most recent update from FGW^▸ (First Great Western) at 1618 today read:

The infrastructure damage west of Gloucester, is now expected to be repaired in time for the planned closing of the Seven Tunnel, this weekend, for engineering improvement work to go ahead. First Great Western services will run via Gloucester and Lydney as per the published amended timetable. Customers are advised to please check their journey before travelling.

However, do note that caveat in the final sentence.


EDIT: And re-reading my post and the quoted text (sic). Does anyone know where Tunnels One to Six are? 

[bobm]

The line between Gloucester and Lydney reopened shortly after 3 this morning. However there is a speed restriction over a six mile section for trains heading north towards Gloucester.

The first up Swansea service of the day has run via Gloucester and Kemble.

[eightf48544]

Thanks for the update Bobm looks like i may get there.

[Chris from Nailsea]

EDIT: And re-reading my post and the quoted text (sic). Does anyone know where Tunnels One to Six are? 

Pedant. 

[JayMac]

Were wud we be if peeple did'nt analey point owt miner typo's?

Back to the matter in hand. Well done to Network Rail for getting the line between Gloucester and Lydney reopened so swiftly after what was, by all accounts, some significant damage.

[eightf48544]

Well got through to Cardiff OK. Interesting looked out from Gloucester to Lydney at UP line and didn't see any evidence of dmageAlthough there was a copound with a lot of equipement in part way along.

Perhaps the damage wsn't as bad as first thought anyrate well done Network Rail for reopening teh line and letting me have my day in Cardiff,

[JayMac]

From the Rail Accident Investigation Branch:

RAIB^▸ (Rail Accident Investigation Branch) investigation - Gloucester derailment

The RAIB is investigating the derailment of a freight train that happened at around 20:15 hrs on 15 October 2013, on the approach to Gloucester on the railway line from Newport via Lydney.

The train comprised a class 66 locomotive and 14 twin container flat wagons, loaded with curtain sided containers. It was travelling at a speed of around 69 mph (111 km/h) when the rear axle of the rear wagon derailed around 4 miles (6.5 km) from Gloucester. The maximum permitted speed for this section of railway line was 90 mph (145 km/h) although the maximum permitted speed for this train was 75 mph (121 km/h).

The train driver was unaware of the derailment and the train continued with one axle derailed for a distance of around 3.8 miles (6.1 km) until, at Gloucester West junction, the derailed wagon collided with a set of facing points while travelling at 22 mph (35 km/h). Here both wheelsets were torn from the rear bogie and the empty container on the rear wagon was thrown off. The driver was slowing the train to comply with line speed restrictions and remained unaware of the derailment.

The train then continued towards Gloucester causing further damage to the track and wagon, damaging two bridges and throwing some debris onto a road below. As the train arrived into Gloucester station, the driver brought the train to a stand after he received an emergency message from the signaller over the cab radio system, calling for all trains in the Gloucester area to stop. The signaller had become aware of the derailment through damage to the signalling system. No one was injured as a result of this accident.


Image of the derailed wagon outside Gloucester station

Examination of the line on the approach to the point at which the rear axle derailed, revealed evenly spaced dips in the rails which resulted in regular variations in the vertical height of the track; a phenomenon known as cyclic top.


Image of the track on the approach to where the rear axle of the rear wagon derailed

The RAIB^s investigation will seek to identify the sequence of events leading to the derailment. It will consider how the track was maintained and why the train was permitted to run at a high speed over a section of track with cyclic top. It will also consider the design of the wagon and why the container fell off the wagon.

The RAIB^s investigation is independent of any investigation by the Office of Rail Regulation.

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

You can subscribe to automated emails notifying you when the RAIB publishes its report and bulletins.

[Chris from Nailsea]

From the BBC^» (British Broadcasting Corporation - home page):

Derailment near Gloucester 'on track with defect'


Wheel sets were torn from the rear bogie and the empty container on the rear wagon was thrown off

A freight train that derailed near to Gloucester railway station was travelling at high speed on track with a minor defect, a report has shown.

The Rail Accident Investigation Branch (RAIB^▸ (Rail Accident Investigation Branch)) is investigating the incident which happened on 15 October.

The line was closed for three days while a container that fell off a wagon was recovered and the track repaired.

The RAIB said the train had travelled for more than four miles before the driver realised anything was wrong.

The train, which had come from Newport via Lydney, was travelling at about 69mph (111km/h) when the rear axle of the rear wagon derailed about 4 miles (6.5 km) from Gloucester, the RAIB said.

Both wheel sets were torn from the rear bogie and the empty container on the rear wagon was thrown off.

The maximum permitted speed for the train on the section of track was 75mph (121km/h), the RAIB said.

A spokesman said there were evenly spaced dips in the rails which resulted in regular variations in the vertical height of the track - a phenomenon known as cyclic top.

A full investigation will consider how the track was maintained and why the train was allowed to run at a high speed over this section, the spokesman added.

The inquiry will also consider the design of the wagon and why the container fell off it.

A spokesman for Network Rail said time was needed to digest the report, and it was too early to comment on it.

Two sets of points, 300 sleepers, two miles of cable and a level crossing had to be replaced after the derailment. No one was injured.

Actually, what the Rail Accident Investigation Branch have published is not their report - they've simply set out the basis of their ongoing investigation. 

[ellendune]

Actually, what the Rail Accident Investigation Branch have published is not their report - they've simply set out the basis of their ongoing investigation. 

Based on RAIB^▸ (Rail Accident Investigation Branch)'s previous form the report should be due in about 11 months time.

[Chris from Nailsea]

Hmm.

To be fair to the Rail Accident Investigation Branch (RAIB^▸ (Rail Accident Investigation Branch)), and as explained by Richard Harrington in his excellent talk to the West Wiltshire Rail Users Group meeting in Trowbridge on 25 September 2013 (discussed here), the RAIB do try to publish all of their reports within one year of the occurrence of the incident being investigated.

However, if there were any injuries or fatalities, this often causes the final publication of their report to be delayed whilst all parties involved are consulted, and where necessary counselled, about their findings.  In the case of any incident where nobody was injured, the RAIB reports are generally published within just a few months of that incident.

[John R]

Further to Chris' comments, Richard also explained that the industry gets to know the results of the investigation much earlier, so that any lessons can start to be implemented.  I'd also say that a reading of many of the investigations demonstrates the forensic nature of the investigation and the diligence with which the RAIB^▸ (Rail Accident Investigation Branch) conduct their work. I'd rather a thorough report that took a year to reach the public domain than a slapdash one that took half the time.

[JayMac]

The RAIB^▸ (Rail Accident Investigation Branch) has now released its report into this incident.

Full report can be downloaded at: http://www.raib.gov.uk/publications/investigation_reports/reports_2014/report202014.cfm

Summary:

At about 20:15 hrs on 15 October 2013, a freight train operated by Direct Rail Services, which was carrying containers, derailed about 4 miles (6.4 km) south west of Gloucester station on the railway line from Newport via Lydney. It was travelling at 69 mph (111 km/h) when the rear wheelset of the last wagon in the train derailed on track with regularly spaced dips in both rails, a phenomenon known as cyclic top. The train continued to Gloucester station where it was stopped by the signaller, who had become aware of a possible problem with the train through damage to the signalling system. By the time the train stopped, the rear wagon was severely damaged, the empty container it was carrying had fallen off, and there was damage to four miles of track, signalling cables, four level crossings and two bridges.

The immediate cause of the accident was a cyclic top track defect which caused a wagon that was susceptible to this type of track defect to derail. The dips in the track had formed due to water flowing underneath the track and although the local Network Rail track maintenance team had identified the cyclic top track defect, the repairs it carried out were ineffective. The severity of the dips required immediate action by Network Rail, including the imposition of a speed restriction for the trains passing over it, but no such restriction had been put in place. Speed restrictions had repeatedly been imposed since December 2011 but were removed each time repair work was completed; on each occasion, such work subsequently proved to be ineffective.

The type of wagon that derailed was found to be susceptible to wheel unloading when responding to these dips in the track, especially when loaded with the type of empty container it was carrying. This susceptibility was not identified when the wagon was tested or approved for use on Network Rail^s infrastructure.

The RAIB also observes: the local Network Rail track maintenance team had a shortfall in its manpower resources; and design guidance for the distance between the wheelsets on two-axle wagons could also be applied to the distance between the centres of the bogies on bogie wagons.

The RAIB has made seven recommendations. Four are directed to Network Rail and cover reviewing the drainage in the area where the train derailed, revising processes for managing emergency speed restrictions for cyclic top track defects, providing track maintenance staff with a way of measuring cyclic top after completing repairs, and investigating how cyclic top on steel sleeper track can be effectively repaired. Two are directed to RSSB^▸ (Rail Safety and Standards Board) and cover reviewing how a vehicle^s response to cyclic top is assessed and amending guidance on the design of freight wagons. One is directed to Direct Rail Services and covers mitigating the susceptibility of this type of wagon to cyclic top.