theageofthetra
On Moderation
- Joined
- 27 May 2012
- Messages
- 3,512
Top effort from the Orange Army. Was a contractor used or the 'Top Link'?I took a morning train from LEE-WAE today which ran as planned.
Top effort from the Orange Army. Was a contractor used or the 'Top Link'?I took a morning train from LEE-WAE today which ran as planned.
The Bexleyheath - CHX line was fine and dandy this morningI took a morning train from LEE-WAE today which ran as planned.
Network Rail engineers and contractors moved the two derailed wagons, shifted 30 tonnes of spilled sand manually with shovels, relaid more than 50 metres of track and fitted a new set of bespoke points, including a crucial component built at very short notice by London Underground at its in-house factory near Earls Court.
RAIB report around 12 months time. Unofficially, the main cause is likely to slowly leak out in the next month or so I'd guess
RAIB report around 12 months time. Unofficially, the main cause is likely to slowly leak out in the next month or so I'd guess
Will there be an RAIB investigation?
Tend to be more Safety alerts or Digests recently.
The press release, at then end, says RAIB are investigating.
http://www.networkrailmediacentre.co.uk/news/passengers-thanked-for-their-patience-as-railway-reopens-after-lewisham-derailment
Also on the use of London Underground in-house facilitates to manufacture the crossing parts, after the Lewisham crossover failure a while back the bespoke parts had to be manufactured/sourced from a supplier in Germany, adding to a delay in restoration of service. Having a in-house (or a co-op with LU) supplier for break fix is very good way to go.
The press release, at then end, says RAIB are investigating.
http://www.networkrailmediacentre.co.uk/news/passengers-thanked-for-their-patience-as-railway-reopens-after-lewisham-derailment
Also on the use of London Underground in-house facilitates to manufacture the crossing parts, after the Lewisham crossover failure a while back the bespoke parts had to be manufactured/sourced from a supplier in Germany, adding to a delay in restoration of service. Having a in-house (or a co-op with LU) supplier for break fix is very good way to go.
And the train was still (allegedly) 1km long too in the NR press release. :roll:
18 wagons in the same press release, so each wagon was 55m long. :roll:
About 290m (or about 950' so you might see why someone got confused with a bit of rounding???)How long was the train?
18 wagons in the same press release, so each wagon was 55m long. :roll:
50 meters is longer than my local leisure centre swimming pool.
I cant see JGA wagons being more than 15 meters in length each
About 290m (or about 950' so you might see why someone got confused with a bit of rounding???)
50 meters is longer than my local leisure centre swimming pool.
I cant see JGA wagons being more than 15 meters in length each
18 wagons in the same press release, so each wagon was 55m long.
If they don't refund you promptly, refer the matter to London Travelwatch or Transport Focus, as appropriate (you may wish to refer to PIDD page 8)
Does anyone know exactly where the set of points manufactured by London Underground was installed?
The full report is available at the linked page on the RAIB website, I've not read it yet.At about 05:30 hrs on 24 January 2017 two wagons within an aggregate train derailed on newly-laid track at Courthill Loop South Junction in Lewisham, south-east London. The first of the wagons ran derailed, damaging the track, then overturned spilling its payload of sand. There was major disruption to rail services while the wagons were recovered and the infrastructure reinstated. No-one was injured.
The new track had been installed during renewal w ork on the weekend of 14 and 15 January 2017. It was made up of separate panels of switch and crossing track, comprising the rails, point and crossing components and the supporting concrete bearers. Most of these track panels had been brought to site pre-assembled. A mechanical connector, known as a ‘bearer tie’, was used to join the concrete bearers that were designed to support rails on more than one panel. Network Rail originally developed the concept for this type of track in the mid-2000s; it is referred to as ‘modular S&C’.
Planned follow-up engineering work was undertaken on the subsequent weekend. The derailment happened on the day after hand-back checks on completion of this work had confirmed that the track geometry was suitable for the passage of trains. It occurred because the first of the two derailed wagons, which was probably carrying an uneven payload, encountered a significant track twist, resulting in there being insufficient wheel load at the leading left-hand wheel to prevent its flange climbing over the rail head.
The track twist had developed rapidly following the hand-back because:
Network Rail’s engineering processes for specifying and developing modular S&C layouts were an underlying factor, in that they were inadequate for controlling the risks associated with flange climb derailment.
- the support offered by the track bed to the concrete bearers was poor
- the inherent flexibility of the bearer ties located between the two running rails made one side of the track more susceptible to the poor track bed support than the other
Recommendations
The RAIB has made five recommendations:
The RAIB has additionally identified learning points concerning the management and planning of track installation work, and procedures for the routine maintenance of railway vehicles.
- Four are directed to Network Rail, concerned with:
- the processes it uses to identify and manage risks associated with vertical track geometry features following track renewal and heavy maintenance
- the design and validation of its modular S&C layouts
- One is directed to RSSB concerned with understanding and managing the derailment risks associated with uneven loading of bulk hopper wagons