AGENDA ITEM: B1
MEETING:
RSSB Board Meeting
DATE:
07 May 2015
SUBJECT:
Chief Executive’s Report
SPONSOR:
Chris Fenton
INDEX
1. Safety Performance
2. RSSB products and services
- Safety and Risk
- Standards
- knowledge
- Innovation
- Schemes
3. RSSB (Internal)
1.
Safety Performance
1.1
Safety Information
1.1.1
Summary safety information is included in Annex A. The headlines since the last board
meeting are:

During February and March 2015 there were no passenger fatalities. There was 1 workforce
fatality and 6 public accidental fatalities.



On 10 February, a member of the workforce was injured when his motorcycle collided
with a bus as he was travelling from home to a meeting in Waterloo (Wessex). He died
in hospital the following day. The meeting was in a location that was not his normal
place of work.
During February and March, there were 46 signals passed at danger (SPADs). This is one fewer
than in the same two months in the previous year. (Note that this figure is provisional until
all cases have been agreed with the relevant parties.) Of the 46 SPADs, 13 were risk-ranked
potentially significant (16-19), and 2 were risk-ranked as potentially severe (20+).
Following a SPAD at Wootton Bassett on the 07 March, details contained within the Summary
of Safety Performance section of this report, Network Rail issued West Coast Railway
Company (WCRC) with a suspension notice on the 01 April. The notice stated that they had
previous concerns regarding the safety performance of WCRC and that recent events had
lead Network Rail to believe that WCRC’s operations were a threat to the safe operation of
the railway. The notice was effective from 00.00 on the 03 April and identified actions
required for completion by the 15 May, at which time, if satisfactorily completed, the
suspension notice would be lifted.
On the 17 April the ORR wrote to WCRC and ‘affected parties’ advising that it had triggered
the formal process to consider the revocation of WCRC’s safety certificates part A & B. The
letter invited comments from affected parties who have 28 days to make any
representations.
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1.2
RAIB Investigations and publications
1.2.1
RAIB initiated three investigations:

Bridge strike and collision between train and fallen debris at Froxfield, (22/02/2015)
Road vehicle incident has implications for railway and raises questions about signage and
emergency response procedures.

Container blown from freight train near Scout Green, (07/03/2015)
Incident poses questions re weather forecasting and responses to previous
recommendations.

SPAD near Wootton Bassett Junction, (07/03/2015)
SPAD highlights issues around AWS usage for TSRs near junctions and charter operations.
1.2.2
RAIB published one report:

Freight train derailment at Stoke Lane level crossing, (27/08/2013)
Construction activity raises issues around asset management, asset protection and levels of
technical knowledge.
1.2.3
There were no other reports published by RAIB.
Further details relating to the RAIB reports and investigations is available on the RSSB board
members extranet page.
2.
RSSB Products and services
2.1
Safety and Risk
2.1.1
SNCF – Potential Memorandum of Understanding and French Railways organisation change
The French Railway System will be redefined from 01 July when the separate infrastructure
manager, Reseau Ferre de France (RFF), will disappear. The new structure will include a holding
company (SNCF) and two operating companies (SNCF Mobilites and SNCF Reseau). All of the
safety responsibilities under their Safety Certificates will vest in the two operating companies,
while the holding company structure will include a coordination role that embraces Safety,
Research and Innovation on behalf of all Railway Undertakings operating in France.
Directors have been advised of RSSB’s participation in a committee advising SNCF on safety. The
dialogue between RSSB and SNCF around this has led to the identification of opportunities to
collaborate. This would be in areas such as sharing experience on risk management and the
training of the same. In the longer term the possibility of collaboration on data systems,
innovation and dealing with the EU agencies has also been identified.
In order to facilitate this, we have agreed in principle to a) meet up at director (once a year) and
working level at regular intervals (perhaps 3 times a year) and b) to share a resource that will
support both organisations on training and education in risk management skills.
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An MOU is being developed to confirm the details of the collaboration and is anticipated to be
signed in around a month.
2.1.2
Annual Safety Performance Report (ASPR)
In light of the re-organisation of national stakeholder groups, which took place under the
Modernisation of Safety Co-operation project towards the end of CP4, the format of the Annual
Safety Performance Report (ASPR) for CP5 has been revised with the aim of making it more
useful and useable at a working level.
The 2014/15 ASPR will continue to report the high-level trends and statistics relating to the risk
to passengers, workforce and members of the public, from both train accidents and personal
injuries, but will additionally provide more targeted information relating to the areas of risk that
currently form the focus of industry strategic co-operation, such as people on trains and in
stations, train operations, level crossings.
The publication date of the ASPR will continue to be the end of June, but the means of
dissemination will change to reflect its changing format and aim. It is planned to disseminate
the high-level findings by correspondence to Managing Directors, Safety Managers and other
key industry partners and stakeholders, following the immediate publication, with a brief
presentation also forming part of the RSSB ‘roadshows’ planned for July onwards. It has been
further agreed, by SSRG, to hold an industry workshop during October, where the more detailed
findings of the ASPR will be discussed, with a view to identifying actions, activities and areas for
further focus in support of industry-wide co-operation in the management and reduction of risk.
2.1.3
Road Driving Risk
With regard to the stakeholder co-operative activities taking place within the oversight of SSRG,
two new groups will now directly report to the main group. Following on from the success of an
IOSH conference on ‘Work related road driving in the rail industry’, held at Westwood on 19
March, the Road Driving Risk Project Steering Group has become a reporting subgroup of
SSRG. In addition, following an industry workshop on 04 March, a new SSRG subgroup looking
at strategies for tackling trespass is in the process of being established.
2.1.4
Industry Safety Meeting and Rail Health and Safety Strategy
The recent Industry Safety Meeting (ISM) was held on 15 April and attended by 47 industry
leaders. The meeting considered 3 topics:

Session 1 - Review of low level precursors

Session 2 - Rail Health and Safety Strategy

Session 3 - Progress with the Platform Train Interface Strategy
The notes and actions from the meeting have been separately circulated and progress with the
actions will be tracked by RSSB and reported back to the next ISM in October.
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AGENDA ITEM: B1
The issue of increased risk exposure due to transfer from rail to road and the challenge of
improving the understanding of precursors beyond train operations risk both emerged as
important topics from the meeting and are to be further considered by RSSB in conjunction with
members. Feedback about the meeting has been extremely positive.
Following the leadership input at the ISM, content development of the Rail Health and Safety
Strategy has commenced and will be subject to extensive industry engagement before
publication and launch in October. The RDG has also indicated is support in the development of
this strategy.
2.2
Standards
2.2.1
Management
Hugh O’Neill, who is currently the Head of Dynamics and Testing at Interfleet Technology, has
been appointed as the Professional Head of Rolling Stock.
2.2.2
Standards Strategy
The RSSB board at its January 2015 meeting requested ISCC to consider and develop an industry
endorsed strategy for standards. This was discussed at the ISCC in January. To facilitate the
development of the strategy, a one day workshop was held at RSSB on 20 March 2015. The
workshop included industry representatives (ISCC members representing ROSCOs, TOCs and
Network Rail); RSSB colleagues covering relevant professional areas; DfT; ORR; and relevant
Standards Committee Chairs. The workshop agreed the key assumptions/constraints and scope
boundaries for a standards strategy such as timescale and the types of standards to be covered.
The proposed initial document structure will be first presented to ISCC on the 14 May 2015.
The final strategy document(s) are planned to be approved by ISCC and the RSSB board in
September 2015 and are planned to be published on the RSSB website in October 2015.
2.2.3
Railway Group Standards (RGSs) and associated documents
The 2015 Rule Book Development Programme was approved for consultation by TOM SC on 31
March. These changes include updates to and amalgamation of conventional signalling and
ERTMS operational rules. Prior to the 31 March, eight pre-consultation briefings to the industry
were successfully delivered. This approach shows the continued commitment to more
engagement and communication with the industry when substantial changes to RGSs are being
proposed.
2.2.4
Other support to members
RSSB has also agreed to review and provide comments on the National Technical Rules being
developed for central operating section of Crossrail. Although RSSB has no formal locus in
reviewing these documents but will do so as a measure of cooperation with a member company.
At the same time, RSSB continues to support Crossrail in the development of their operational
rules.
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AGENDA ITEM: B1
2.3
Knowledge
2.3.1
R&D Budget Authorisations
There have been 4 new R&D budget authorisations by the RSSB executive since those reported
to the March board meeting.
Date
T#
Title
Budget
Cross industry
group
19/02/2015
T1085
Research into common rail health
environments and roles, and their impacts on
employees’ health and wellbeing
Redacted Health and
for
Wellbeing Project
publication Working Group
24/03/2015
T1064
Mapping non-technical skills to non-driver
roles and developing alternative case studies
Rail Industry Skills
Forum
24/03/2015
T1080
Understanding the influence of different
platform edge step/gap arrangements on
boarding and alighting at the platform train
interface
Platform Train
Interface Strategy
Implementation
Group
24/03/2015
T1092
Development of a 26m vehicle standard
gauge
Vehicle/Structures
SIC
2.3.2
R&D Summary
Key achievements of the R&D programme during quarter 4 have been:
a Delivery of seven knowledge searches, four directly managed R&D projects and eight
collaborative and co-funded projects on behalf of industry. These included:
i T1044 A review of compliance with permanent, temporary and emergency speed
restrictions which undertook a whole-system review of adherence to, and
implementation of, speed restrictions. The conclusion that the solution to compliance
lies in a combination of mitigations by designers, track workers, drivers, and driver
managers has led to two coordinated programmes being set up by industry to action
the recommendations, led by Network Rail and the Train Operations Risk Group, with
the potential to improve both safety and performance.
ii T998 Non-standard 4-aspect sequences in colour light signalling areas undertook an
independent study of the human factors aspects of this type of operation through
practical study, talking to drivers, and measuring train performance in similarly
signalled areas. Delivered to tight timescales, the project provided updates to the
VariSPAD and SORAT processes and tools which are now being used by Crossrail to
support their risk assessment of proposed signalling layouts designed to deliver high
capacity on the route.
iii Red Aspect Approaches to Signals (delivered through the University of Huddersfield
Strategic Partnership) has developed a methodology to determine the number of
times a given signal is approached by a train whilst the signal is at caution.
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AGENDA ITEM: B1
This data is a key input to risk assessments which has previously been unobtainable,
and will enable risk assessment of signal layouts to be more accurate and therefore
to drive better design decisions to deliver layouts which improve the balance of
safety, train performance and whole life cost. Illustrative outputs from the tool were
presented at the recent Industry Safety Meeting.
iv Update of CIRIA Manual on management of scour at bridges and other hydraulic
structures (delivered through the grant scheme). RSSB contributed funding, expertise
and earlier research findings alongside Network Rail and organisations from other
sectors to update to this manual which is a definitive guide to asset managers working
to secure bridges and other structures in a river or estuarine environment. Scour is
not a new phenomenon, but the increasing frequency and intensity of extreme
weather events over the past ten years has acted as a salient reminder of the
potential vulnerability of these assets. This work will enable well-directed
maintenance work to cost-effectively protect these structures and secure the safety
and performance of train operations for many years to come.
b Launch of a new RRUKA call for feasibility studies on the theme of data to improve the
customer experience. This is complementary to the joint RSSB/Innovate UK call on customer
experience also launched in parallel as part of the innovation programme. Together these
calls seek to draw in technologies across a wide spectrum of technology readiness levels to
provide the tools industry needs both now and in the future to enhance the customer
experience.
c Announcement of the three projects funded by the joint RSSB/EPSRC call on new materials
to reduce the whole life costs of railway assets. These are:
i Whole-life cost Assessment of Novel materials Railway Drainage Systems, University
of Nottingham.
ii Rail-energy knowledge exchanges on emerging materials (ALCHEMy), University of
Sheffield.
iii Designing steel composition and microstructure to better resist degradation during
wheel rail contact, Consortia involving University of Huddersfield, Cranfield
University, University of Cambridge and University of Leeds.
2.4
Innovation
2.4.1
New adhesion measuring system on test
The Transport Research Laboratory (TRL), in
collaboration with Balfour Beatty Rail and
South West Trains, has launched a trial of a
new on board rail adhesion measuring
system. The project, part-funded by Innovate
UK through the Accelerating Innovation in
Rail programme (AIiR), is based on research
modelling funded by RSSB and will be carried
out by Loughborough University.
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It is expected that this enhanced measurement technology will enable the phenomenon of poor
railhead conditions to be clearly understood and will allow for treatments to be better targeted.
If successful, the system could be used to provide real-time data on adhesion conditions for
drivers and infrastructure managers.
2.4.2
Award winning project
UtterBerry, a FutureRailway sponsored project,
has won a prestigious award at the 2014
International Tunnelling and Underground
Space awards. The project, which develops high
capacity, low power sensors, are key
components in the FutureRailway sponsored
“Level Crossing Monitoring” and “Earthworks
Movement Detection” projects. The award is
the culmination of a successful year for the
UtterBerry team, having seen their sensors
applied to civil applications and featuring in the
Cambridge Centre for Smart Infrastructure &
Construction (CSIC).
2.4.3
An update on Innovation in Franchising
The InterCity Railway franchise awarded to the
Stagecoach / Virgin consortia is to provide an
innovation strategy as part to its offer to the DfT. The
strategy will result in the development of an
Innovation Implementation Plan, which in-turn will
describe how the new operator aims to deploy and
draw-down on the pilot Innovation in Franchising
Funding Scheme (IiF-FS).
2.4.4
Predictable and Optimised Braking
FutureRailway’s £4 million Predictable and Optimised Braking competition. The competition is
seeking novel technical solutions which can provide increased braking performance and reliable
braking rates, independent of wheel rail adhesion.
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AGENDA ITEM: B1
The competition aims to develop braking systems that may be fitted to new and suitable existing
UK trains. The aim is that such trains will be fitted with systems which may be used on the UK
mainline network without modification to the existing track and signalling infrastructure.
The competition includes two phases and successful applicants will receive funding to carry out
an initial feasibility study, to investigate the technical and commercial viability of their proposed
solutions. The most promising applications will then receive funding to develop and
demonstrate the braking system. Competition had eighteen entrants of which 8 projects are
proposed to be taken to feasibility.
2.4.5
Paragraph redacted for publication
2.4.6
Paragraph redacted for publication
2.5
Schemes
2.5.1
CIRAS
The scheme continues to implement its 5 year strategy and overall progress is to be reported
in the forthcoming stewardship report to the board. In April 2014 the scheme was expanded to
include all Sentinel sponsors of trackside competencies following agreement reached with
Network Rail and London Underground. This has seen a membership uplift from 245 to 1300
organisations. In parallel with this, work is now underway to implement CIRAS across all
Transport for London transport modes and major events have recently been held with all the
bus operators. On 01 May the scheme hosts its first major rail conference as a follow on to the
Rail Safety Summit on 30 April. The conference is to be opened by Charles Horton and features
a number of speakers including from the National Audit Office who have recently undertaken
an investigation into modern “whistleblowing” arrangements in both the public and private
sector.
2.5.2
Supplier Assurance
The project to define, specify and implement new supplier assurance arrangements for GB rail
companies in 2017 is now underway and a joint sponsor group has been formed by the RISQS
and RISAS boards. The principles to underpin the new arrangements have been agreed and the
terms of reference for the sponsor group have been agreed between the respective boards.
3.
Internal
3.1
Members and Stakeholders
3.1.1
Membership Applications
None at present.
3.2
Directors
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AGENDA ITEM: B1
3.2.1
Members with over 50% of the voting rights in the Non-Passenger Train Operator category
nominated Geoff Spencer, DB Schenker Raul (UK) Ltd as their representative Non-Executive
director on the board for a three year term on 14 March 2015. Geoff replaces Neil McDonald
following his resignation from the board on 13 March 2015.
Members with over 50% of the voting rights in the Supplier member’s category approved the
extension of Jeremy Candfield’s term of appointment for one year until 31 March 2016.
Dr Dolores Byrne joined the board as a Non Industry Non-Executive director on 01 April 2015.
3.3
Finance Overview
3.3.1
Redacted for publication
3.4
Communications
3.4.1
Employee Survey
The Employee Survey was carried out over two weeks in February and March, 227
questionnaires were returned representing an 83% response rate (compared with a UK
average of 71%).
Key measures in the survey show the following:
o
o
o
o
o
o
Overall engagement 40% (UK average 46%). This figure represents all employees who
gave a positive response on the following measures
Job satisfaction
Motivation
Satisfaction with RSSB as an employer
Loyal to RSSB
Would recommend RSSB as an employer
Proud to work for RSSB
-
three key areas themes have been identified where targeted action would provide the
greatest improvement in the overall sentiment:
o
o
o
Leadership
Career development
Management of change
The results of the survey are being communicated to employees through a series of briefings
where the results are discussed together with an outline of the next steps. The Management
Development cohorts are developing the action plans to address these particular areas and the
progress of these will be measured in the next employee survey in February 2016.
3.4.2
Stakeholder Survey
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AGENDA ITEM: B1
A Stakeholder Survey facilitated by ComRes is planned to be carried out in June this year.
3.4.3
A detailed Communications update is available via the RSSB board members extranet page.
3.5
RSSB staff safety issues
3.5.1
There have been no safety issues since the last report to directors.
3.6
Organisational Design
3.6.1
Colin Dennis, Technical Director, has announced his plan to retire from RSSB at the end of
October. In the next six months Colin will focus on the delivery of the R2 project, inputs to the
Rail Health and Safety Strategy and his technical leadership responsibilities. The Head of R&D,
Luisa Moisio will report to Mark Phillips, Director of Standards from 01 May.
Helen Goodman, Director of Business Services has also announced her plan to leave RSSB after
successful completion of the relocation to the Helicon.
Both will be much missed. The changes to the senior management team over the past year
with promotion of George Bearfield and David Clarke and the recruitment of Eileen Pevreall
and Mark Phillips plus the Interim professional Head of HR support have laid the good work for
this transition.
3.7
Office move
3.7.1
Now that the final design has been agreed, work is well underway on the physical fit out and
momentum will increase over the next three weeks. We are on-track to move from Angel Square
to the Helicon over the Spring Bank holiday weekend.
3.7.2
The JCT contract for the works has been finalised and is being closely monitored by our cost
consultants who will ensure we stay within budget.
3.7.3
Negotiations on dilapidations are underway and we are working with our property consultants
to achieve the best possible outcome for the company.
3.8
Contracts over £250k
Title
Supplier
Date signed
Dept
Value
Redacted for
publication
Future Ticket Detection
Competition - Bluetooth
LE Mobile Device Fare
Validation Project
ByteToken Ltd
24/03/2015
Innovation
Phase 2 development of
the COMbined Position
Alternative Signalling
System ("COMPASS")
National Programme
Network Rail
Infrastructure
Ltd
25/02/2015
Innovation
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AGENDA ITEM: B1
Driver Support System
Demonstrator Project
Reliable Data
Systems Intl Ltd
05/01/2015
Innovation
Map Improvement, Map
Matching and Map Aiding
Demonstration Project
Nottingham
Scientific
Limited
09/02/2015
Innovation
06/01/2015
Innovation
GoTRAX Vision Navigation GOBOTIX Ltd
System
4.
4.1
Recommendations
The board is asked to:


NOTE this report and DISCUSS individual items as appropriate
ENDORSE individual items as appropriate.
RSSB Board Meeting Final: 07 May 2015
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Annex A - Key safety reports to March 2015
* Public accidental fatalities include trespass and non-trespass, but exclude fatalities at
level crossings (which are shown separately).
RIDDOR-reportable major injuries to each person type reported in SMIS. The majority
of passenger injuries occur in stations
Reporting of Injuries, Diseases and Dangerous Occurrences Regulations (RIDDOR)
reportable cases only. Includes derailments at level crossings after striking road
vehicles. Does not include buffer stop and ‘open door’ collisions. Passenger low-speed
collisions predominately occur at stations.
Statutorily reportable collisions (excluding roll back and open door collisions),
derailments, buffer stop collisions and trains striking road vehicles. PHRTAs are
normalised per million train miles.
SPADs on or affecting Network Rail managed infrastructure.
RSSB Board Meeting Final: 07 May 2015
The pale blue bars refer to trains striking barriers where a previous incident had caused
the barriers to encroach onto the running line, such as a road vehicle striking the
barriers.
Page 1 of 6
1.
Summary of safety performance for February and March 2015
1.1
Fatalities
During February and March 2015 there were no passenger fatalities. There was 1 workforce fatality and 6
public accidental fatalities:







On 8 February, a teenage child pedestrian was struck by a passenger train at Glebe Way footpath with
miniature warning lights crossing (Kent).
On 10 February, a member of workforce was fatally injured in a road traffic accident while travelling to a
meeting at Waterloo (Wessex).
On 14 February, a trespasser was electrocuted by the conductor rail at Drayton (Sussex) while crossing
the tracks.
On 28 February, a trespasser was struck by a train at Oaksey (Western) while on the railway infrastructure.
On 15 March, a trespasser was struck by a train at Filton Abbey, Bristol Parkway (Western) while on the
railway infrastructure.
On 21 March, a trespasser was struck by a train at Cricklewood South Junction (London North East) while
on the railway infrastructure.
On 28 March, a trespasser was struck by a train at Belper (London North East) while crossing the tracks.
There were 38 suspected suicides during February and March. The average monthly figure over the past 12
months has been 24.6. Suicide figures are subject to change as more information (eg, coroners’ verdicts) is
made available.
1.2 Reportable train accidents: collisions, derailments and trains striking road
vehicles
There were 5 reported train accidents during February and March.





On 5 February, train wagons derailed at Angerstein Wharf (Kent). There were no reported injuries.
On 26 February, a passenger train struck a gate at Tresithney footpath crossing (Western). There were no
reported injuries.
On 2 March, a passenger train struck a gate at Dalnaspidal Lodge user-worked with telephone crossing
(Scotland). There were no reported injuries.
On 16 March, a passenger train struck a road vehicle at Kelby Lane automatic half barriers crossing
(London North East). There were no reported injuries.
On 23 March, a freight train derailed at Washwood Heath (London North West). There were no reported
injuries.
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1.3
SPADs risk ranked 20+
There were two SPADs risk ranked 20+ during February and March 2015; there are no risk ranking forms
outstanding for February and March.
SPAD risk ranking 22 – On 28 February a passenger train passed MS366 signal at danger on the Up Coatbridge
line at Mossend South Junction by approximately 10m. The driver stated the incident was due to a lack of
concentration. MS366 is a signal protecting a bi-directional plain line and the distance to the conflict point
where a collision could have occurred is 360m. The signal is not protected by TPWS, and the risk ranking
overrun probability is 7 (the highest being 10). In terms of the potential consequences, should a head-on
collision have occurred, the SPAD risk ranking consequence score was 15 (the highest being 18). This score
arises because (a) the permitted speed of the SPAD train was 75mph and the conflict train was at stand
(potential collision speed in the calculation – 37.5mph), (b) the collision would have involved two multiple unit
passenger trains and (c) the SPAD passenger trains was peak loaded, and the potential conflict train was ECS.
SPAD risk ranking 25 – On 7 March a passenger train passed SN45 signal at danger on the Up Main line at
Wootton Bassett Junction by approximately 640m, coming to a stand across the junction. The signal was being
maintained at danger in order to protect the movement of a previous train, and t his ranks as the most serious
SPAD incident to have occurred so far in 2015. The driver initially stated that the preceding signal, SN43, was
displaying a green aspect. SN45 is a signal protecting a junction and the distance to the conflict point where a
collision could have occurred is 392m, and the signal is protected by TPWS. The service involved was a steam
locomotive hauled service and prior to the SPAD incident had passed over an AWS magnet provided for a
temporary speed restriction at an approximate speed of 59mph. However, the driver failed to acknowledge
the AWS warning and the AWS system automatically applied the train brakes, which should have resulted in
the train coming to a stand. Initial evidence has identified that the driver and fireman took an action that
cancelled the effect of the AWS brake application, with the train speed having reduced at this point by around
8mph. The action taken had the effect of making any subsequent AWS or TPWS brake demends ineffective.
Shortly after this the train passed SN43 signal at caution. The driver then failed to control the speed of the
train when approaching SN45 signal, passing the signal at danger. Due to the earlier actions the TPWS
equipment failed to apply the train brakes.
The train has passed the conflict point, therefore TPWS was not counted as having mitigated the risk. The risk
ranking overrun probability is 10 (the highest being 10). In terms of the potential consequences, should a rearend or a side-on collision have occurred, the SPAD risk ranking consequence score was 15 (the highest being
18). This score arises because (a) the permitted speed of the SPAD train was 60mph and for the conflict train
was 70mph (potential collision speed in the calculation – 32.5mph), (b) the collision would have involved a
loco-hauled passenger train and a multiple unit passenger train and (c) the passenger trains were both peak
loaded.
RSSB Board Meeting Final: 07 May 2015
Page 3 of 6
2.
Overseas accidents (February – April 15)
SPAD
Switzerland: Passenger trains collide north of Zurich, 6 injured, 20 February 2015
At 06:40 (local time) on 20 February 2015, an express from
Zurich struck the side of a commuter train at Rafz, causing it to
derail. Six people were injured, one of them (a train driver)
seriously.
The incident occurred when the commuter train was departing
from Track 4; the express came alongside on Track 5, travelling
in the same direction.
The commuter train had just started to pull out of the station
when the brakes were suddenly applied. Investigators believe the commuter train passed the platform starter
at danger, its driver having read across to the green signal on Track 5.
Netherlands: Rear-end collision causes slight leak, driver injured, 6 March 2015
On 6 March 2015, a passenger train struck the rear of a
freight in Tilburg, causing the rearmost tank wagon to leak
its cargo of butadiene. The passenger train driver suffered a
blow to the head; seven passengers sustained minor
injuries.
The Dutch Safety Board is investigating. Its focus is currently
on the transportation of dangerous goods in the
Netherlands, the causes having been likened to the SPAD and collision at Amsterdam Sloterdijk in April 2012.
This accident highlighted train protection, signal sighting and degraded operation issues (inter alia).
Environmental / earthworks
US: Freight derails in Iowa, ethanol enters Mississippi River, 4 February 2015
At around 11:20 (local time) on 4 February 2015, a Canadian Pacific freight derailed near Dubuque, Iowa. There
were no reported injuries, but at least 14 of the 15 wagons involved were carrying ethanol, some of which slid
down the bank into the adjacent Mississippi. It is not known how much ethanol leaked into the river, but later
reports suggest most of it dissolved.
Two locomotives also derailed and three of the wagons caught fire. One report suggests that they are of the
DOT-111 type, which featured in the Quebec accident of July 2013, and which are currently being phased out
or upgraded.
US: Oil train derails and ignites in Illinois, no reported injuries, 5 March 2015
On 5 March 2015, five wagons in a 103-wagon freight derailed
near Galena, Illinois, close to a local river – a tributary of the
Mississippi. Two wagons, both of which were carrying crude oil,
caught fire. There were no reported injuries.
The operator – Burlington Northern Santa Fe (BNSF) – said it has
notified the Federal Railroad Administration (FRA) and the
National Transportation Safety Board (NTSB) of the incident.
The cause of the derailment has yet to be determined.
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Dangerous goods
Canada: Oil train derails and catches fire in Ontario, no reported injuries, 14 February 2015
Shortly before 23:50 (local time) on 14 February 2015, a 100-wagon freight carrying crude oil derailed at 38
mph near Timmins, Ontario. Twenty-nine wagons were involved, of which seven caught fire. The incident
occurred in a remote wooded area. There are currently no reported injuries.
Canadian National said that the consist had been visually inspected four times and had passed over a wayside
safety detector just 20 miles from the derailment site with no issues identified. However, reports suggest that
Class-111 tankers were involved. The Transportation Safety Board of Canada is investigating.
US: Oil train derails filling West Virginia sky with fire, one injured, hundreds evacuated, 16
February 2015
At around 13:30 (local time) on 16 February 2015, a 109-wagon
oil train carrying Bakken crude derailed near Mount Carbon,
West Virginia. Twenty-six tankers were involved, many leaking
oil which subsequently caught fire. Oil is also thought likely to
have leaked into the adjacent river.
One wagon exploded, causing a local house to be destroyed. Its
owner was treated for smoke inhalation – the only reported
injury.
The track had been inspected just days before the incident. It was also noted that the vehicles involved were
of the 1232 class, which include safety upgrades adopted voluntarily by the rail industry in 2011.
Hundreds of local residents were evacuated and two water treatment plants were shut down as a precaution.
West Virginia had suffered heavy snowfall, with as much as five inches in some places. It is currently unclear
whether the snow contributed to the derailment. The NTSB is investigating.
US: Freight derails in Minnesota, dangerous goods not spilled, no reported injuries, 24 February
2015
At 03:25 (local time) on 25 February 2015, 13 wagons in a 107-wagon freight derailed near Cotton, Minnesota.
Three of the stricken wagons contained naphthalene, but no leakages are thought to have occurred. There
were no reported injuries. The cause has yet to be determined, though the operator – Canadian National – is
investigating.
US: Dangerous goods derailment in New Orleans, no reported injuries, 1 March 2015
At 18:15 (local time) on 1 March 2015, a freight train carrying crude oil derailed in New Orleans. One tank
wagon fell to its side, the other remained upright but leant on the first. There were no reported leaks, no
reported injuries and no reported damage to the remaining 106 vehicles.
Both of the affected wagons were taken out of service. An investigation has been launched.
US: Freight carrying dangerous goods derails in Texas, 21 March 2015
At around 17:00 (local time) on 21 March 2015, a freight train
carrying dangerous goods derailed in Bosque County, Texas.
Twelve of the train’s 40 wagons were involved, five of which were
carrying methanol.
There were no reported injuries, but as leaks were suspected, all
within a 1000-foot radius of the crash site were later evacuated.
Residents were allowed to return to their homes later the same
evening.
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The operator – Burlington Northern Santa Fe – said it would conduct its own investigation, although the
National Transportation Safety Board has been informed.
Level crossings
US: Commuter train collides with lorry at California level crossing, multiple injuries reported, 24
February 2015
At around 05:55 (local time) on 24 February 2015, a push-pull commuter train running in push mode struck a
lorry at a level crossing in Oxnard, California.
At least three carriages derailed, the vehicle caught fire and 28 people were taken to local hospitals. The lorry
driver fled the scene and was later arrested. The NTSB is investigating. The accident has raised questions about
the crashworthiness of the type of driving trailer involved.
US: Passenger train strikes lorry on Halifax crossing, 55 injured, 9 March 2015
At around 13:30 (local time) on 9 March 2015, a passenger
train struck an articulated lorry at an automatic half-barrier
crossing in Halifax, North Carolina, forcing the lorry driver to
jump clear.
Fifty-five people (including the train driver) were injured as
the train derailed. The locomotive fell to its side, although the
carriages remained upright.
The operator – Amtrak – reported that there were 213 passengers and eight crew members on board at the
time of the incident.
The cab of the lorry remained intact, but the low-loading trailer carrying a large power distributor was
obliterated by the force of the impact.
The extra-long (164-foot) vehicle had a special permit to operate and was being escorted by police.
It has been reported that the driver had been trying to negotiate the crossing in order to make a difficult turn
on the other side for some 15 minutes (although his escort estimates 5). Other reports suggest that traffic had
built up behind the lorry, preventing it from reversing off the interface.
The cause of the accident remains under investigation, but specific questions are being asked about why the
train had not been bought to a stand short of the crossing and whether the correct permits for transporting
an oversized load had been obtained.
In Britain, a similar (but fatal) collision between a passenger train and a low loader at Hixon AHB in 1968
stymied the development of automatic crossings until the late 1970s.
Fire / smoke
Netherlands: Train fire near Abcoude sends 25 to hospital, 12 March 2015
On the afternoon of 12 March 2015, a fire broke out on board
a passenger train near Abcoude, Utrecht.
One passenger was taken to hospital with burn injuries; the
guard and 23 further passengers were treated at the scene
for smoke inhalation.
An investigation has been launched.
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