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Author Topic: Cal Sleeper runs away at Edinburgh 1st August  (Read 491 times)
bradshaw
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« on: August 01, 2019, 11:42:08 am »

It is being reported on Twitter that stock for the above ran away from Haymarket through Waverley to Abbeyhill.
More brake problems?
https://twitter.com/thesatnav89/status/1156875855165083648?s=21
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grahame
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« Reply #1 on: August 01, 2019, 12:52:35 pm »

It is being reported on Twitter that stock for the above ran away from Haymarket through Waverley to Abbeyhill.
More brake problems?
https://twitter.com/thesatnav89/status/1156875855165083648?s=21

The Scotsman has a lot more on the story ..

Quote
Major commuter rail disruption was caused today by a Caledonian Sleeper train breaking down after failing to stop at Waverley Station.

The train ran through the station before stopping at Abbeyhill to the east, blocking a junction and halting trains to and from North Berwick, Dunbar, Tweedbank and London.

The Sleeper driver is understood to have sent an emergency message to signallers to be able to pass through the station.

[snip] ....

Quote
Ryan Flaherty, Serco’s managing director for Caledonian Sleeper, said: “Our northbound Lowlander service into Edinburgh Waverley this morning overran the platform, due to an earlier operational issue at Carstairs.

"An investigation is underway into the cause of the incident, but early indications are that there are no technical problems with the rolling stock.

"We have notified the relevant authorities.
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ChrisB
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« Reply #2 on: August 01, 2019, 02:20:50 pm »

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Ryan Flaherty, Serco’s managing director for Caledonian Sleeper, said: “Our northbound Lowlander service into Edinburgh Waverley this morning overran the platform, due to an earlier operational issue at Carstairs.

"An investigation is underway into the cause of the incident, but early indications are that there are no technical problems with the rolling stock.

"We have notified the relevant authorities.

Hmmm. But there should be designed in something to *prevent* operator error. It shouldn't be possible to leave something set erroneously.
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TaplowGreen
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« Reply #3 on: August 01, 2019, 07:01:41 pm »

Aren't braking systems supposed to be failsafe?
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ChrisB
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« Reply #4 on: August 02, 2019, 02:57:05 pm »

If all the cables/pipes are connected up, yup
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TaplowGreen
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« Reply #5 on: August 02, 2019, 03:32:43 pm »

If all the cables/pipes are connected up, yup


…….and from what I understand in that respect, a certain shunter may be having a rather "difficult" interview with his Boss, at which coffee will almost certainly be absent.
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Oxonhutch
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« Reply #6 on: August 02, 2019, 05:53:48 pm »

If all the cables/pipes are connected up, yup

Hence the brake and continuity test before before you move off - I thought ...
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stuving
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« Reply #7 on: August 13, 2019, 03:35:53 pm »

RAIB have decided to have a look at this incident. They give a short description of what happened:
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At about 07:26 hrs on Thursday 1 August 2019, train 1B26, the Edinburgh portion of the 23:36 hrs ‘Lowland Sleeper’ service from London Euston, failed to stop as scheduled at Edinburgh Waverley station. It was brought to a stand approximately 650 metres beyond its intended stopping point. There was no damage or any injuries as a consequence of the incident. However, the outcome could potentially have been much worse, had it led to a collision with another train.

The train comprised eight Mark 5 coaches hauled by a Class 92 electric locomotive that had been attached at Carstairs. On the approach to Edinburgh the driver discovered that his train’s braking performance was well below normal. The RAIB’s preliminary investigation indicates that he had no control of the brakes on the coaches because a brake pipe isolating valve was in the closed position when the train left Carstairs station. This meant that the only effective brakes on the train as it approached Edinburgh were those on the locomotive, which were insufficient to maintain control of the train. The train was brought to a stand by the operation of an emergency device in one of the coaches by the Train Manager, which caused the train brakes to apply.

That is, I guess, the obvious way to achieve that result.
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GBM
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« Reply #8 on: August 13, 2019, 04:08:18 pm »

The train was brought to a stand by the operation of an emergency device in one of the coaches by the Train Manager, which caused the train brakes to apply.

Would that be the emergency chord in all coaches, or does their (some TOC's) TM have a different stop mechanism?
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« Reply #9 on: August 13, 2019, 05:06:06 pm »

RAIB have decided to have a look at this incident. They give a short description of what happened:
Quote
At about 07:26 hrs on Thursday 1 August 2019, train 1B26, the Edinburgh portion of the 23:36 hrs ‘Lowland Sleeper’ service from London Euston, failed to stop as scheduled at Edinburgh Waverley station. It was brought to a stand approximately 650 metres beyond its intended stopping point. There was no damage or any injuries as a consequence of the incident. However, the outcome could potentially have been much worse, had it led to a collision with another train.

The train comprised eight Mark 5 coaches hauled by a Class 92 electric locomotive that had been attached at Carstairs. On the approach to Edinburgh the driver discovered that his train’s braking performance was well below normal. The RAIB’s preliminary investigation indicates that he had no control of the brakes on the coaches because a brake pipe isolating valve was in the closed position when the train left Carstairs station. This meant that the only effective brakes on the train as it approached Edinburgh were those on the locomotive, which were insufficient to maintain control of the train. The train was brought to a stand by the operation of an emergency device in one of the coaches by the Train Manager, which caused the train brakes to apply.

That is, I guess, the obvious way to achieve that result.
The train was brought to a stand by the operation of an emergency device in one of the coaches by the Train Manager, which caused the train brakes to apply.

Would that be the emergency chord in all coaches, or does their (some TOC's) TM have a different stop mechanism?

If the Train (air) Brake Pipe isolating valve (this is the red painted pipe) was closed, the only way the train could have moved was because all the train brakes had been bled down; this also means the Train Main Reservoir Pipe valve (this is the yellow painted pipe) was also closed.   There are 2 reasons why the train brakes would have been bled down, the train needed splitting in the depot for shut reconfiguring or for maintenance by fitters.

The only brake available to the Train Manager would be the hand brake in the guards compartment, which is limited in its effect.

I suspect the RAIB will focus on the train prep process when trains leave a depot or stabling.  Was the driver required by the TOC to carry out a brake test or is this done by the shunters, what are the duties of the TM remember these are different to Guards 
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