Investigations begun and completed into freight rail incidents

Investigations into two freight rail incidents have begun and been completed this week.

The completed investigation targeted the dewiring of over a kilometre of overhead powerlines in 2018. In this case, the ATSB investigation found that the collapsible walls of the flat racks were not secured by personnel at the Acacia Ridge terminal.

When passing through Cooroy on the North Coast line in Queensland, the rear end wall of the top of a stack of flat racks was extended, leading to it becoming entangled with overhead line equipment (OHLE), including copper wire. The wires were dragged along the platform at Cooroy, where luckily no one was present, however a south-bound train was due to arrive in 30 minutes.

Another concern in the incident was train crew entering the three-metre exclusion zone around the OHLE, before the wires were isolated and earthed. Although de-energised, the cables were not electrically safe.

ATSB director transport safety Mike Walker said the incident showed the need for effective processes for emergencies and in freight terminals.

“This occurrence has highlighted the importance of having checklists for rarely conducted tasks and emergency response tasks in the rail environment, and ensuring these checklists are readily available and used by operational personnel,” said Walker.

Aurizon, which operates the Acacia Ridge terminal and the train in the incident, has updated its safety processes in response to the incident and investigation. Network manager Queensland Rail has also mandated a network control officer checklist for OHLE emergencies.

Another investigation has been opened into a freight train derailing near Lake Bathurst. The Pacific National-operated service, a loaded garbage waste train, derailed after a wheel bearing assemble on the trailing axle of the lead bogie of one of the wagons failed.

The derailment lasted for a distance of roughly 2,500m. No one was injured however there was damage to the wagon’s bogie and frame and minor damage to track infrastructure. The NSW Office of Transport Safety Investigations (OTSI) is conducting the investigation on behalf of the ATSB.

flood

Monitoring processes improved following rail flood incident

An out of service water level sensor led an Aurizon freight train to plough through flood waters that had inundated a rail bridge near Tully, Queensland, in 2018.

The Australian Transport Safety Bureau (ATSB) found that the driver had attempted to stop the train before the flooded bridge, but as the bridge was soon after a curve, applying the emergency brake was not enough to stop the Brisbane-bound train.

Following investigations unearthed that the water level sensor at the bridge had been out of service for several weeks, and the crew was not informed that the bridge was flooded. A CCTV camera also installed had an out-of-service illuminator, so was ineffective at night.

Further inquiries by ATSB established that Queensland Rail (QR), the infrastructure operator, could not effectively ensure that network control staff knew that monitoring systems were working or not, especially during conditions such as wet weather. The ATSB also noted that control staff were not required to actively search for information about track conditions ahead of a train when there was a realistic potential that conditions had deteriorated.

“This investigation highlights the importance of having serviceable weather monitoring stations at known flooding locations on a rail network, and ensuring that if these systems are not functioning all relevant parties need to be aware of the defect,” said ATSB director transport safety Mike Walker.

The incident occurred on March 7, 2018, after a significant period of wet weather, the Tully area is also one of the wettest towns in Australia, with an average March rainfall of 756mm. A flood watch had been issued on the afternoon of March 6 for that area.

Due to these conditions QR had placed a speed restriction on the area, limiting the speed of trains so that they could stop short of an obstruction within half the distance of a clear line that was visible ahead.

“Operating under a condition affecting network (CAN) requires effective communication between all relevant parties,” said Walker. “Train controllers need to ensure that all relevant information associated with the network conditions are passed to train crews and track maintenance personnel so that they can effectively perform their roles.”

The train driver and crew were not injured, and following the incident moved the train to the Tully yard.

QR has improved its processes to ensure weather systems are reliable, and that control personnel are aware of any faults. Network control staff have also been trained to proactively monitor network conditions.