Marcus' Model Railway Journey

22nd February 2023

Report 03/2023: Track damage between Pencoed and Llanharan​

Track damage between Pencoed and Llanharan, South Wales 6 March 2021​

Published: 22 February 2023


Summary

On the night between 5 and 6 March 2021, a wagon with severe wheel flats on one of its wheelsets fractured two rails within a mile of each other between Pencoed and Llanharan.

The wagon was part of train 6A11 which was travelling from Robeston oil terminal, Milford Haven, to Theale oil terminal, near Reading.

The wheel flats occurred because a wheelset had stopped rotating (locked) while the train was moving during the journey.

The investigation found that the wheelset had probably locked during braking in an area of very low railhead adhesion, when the train was travelling along the recently reopened Swansea District line.

The rails on that line were rusty as it had not been used for several months.

The environmental conditions were such that the rails were also wet, and it was the combination of rust and moisture which created the very low adhesion experienced by the train.

Network Rail had not taken any specific precautions to ensure that an adequate level of adhesion was available when reopening the line.

This arose because Network Rail’s focus when managing low adhesion was on the autumnal leaf fall season and it had not acted on the advice provided by a cross industry working group on the adhesion- related precautions to take when reopening an unused line.

RAIB has made one recommendation to Network Rail to review its processes in light of the existing industry guidance to manage all occasions outside the leaf fall season which could result in very low levels of wheel/rail adhesion.

RAIB has also identified one learning point for signallers to remember that, in accordance with the Rule Book, they must arrange for a train to be stopped and examined if they become aware of an unusual noise coming from a wagon.

Summary of the accident

On the night between 5 and 6 March 2021, a wheelset on a wagon forming part of a freight train, reporting number 6A11, stopped rotating while the train was moving and developed severe wheel flats.

The freight train involved was the 21:25 hrs departure from Robeston oil terminal, Milford Haven, to Theale oil terminal, near Reading.

Later in the journey, this wheelset restarted rotating, and the impact caused by the wheel flats subsequently fractured two rails on the South Wales main line between Pencoed and Llanharan.

These fractures were situated within a mile of each other.

Route followed (in green) by train 6A11 along the South Wales main line

Although the signallers who controlled the train’s movements were aware that something was amiss with the train after the rails had been fractured, the train was allowed to continue its journey until it was stopped at Horfield Junction, on the approach to Bristol.

The train did not derail because of the rail fractures, and no one was injured in the accident.

However, some damage was caused to the bogie-mounted braking equipment and wheelset involved.

Wagon GERS89016 Trailing wheelset of leading bogie

Wagon VTG88111 Trailing wheelset of leading bogie

Wagon 7077920143 Leading wheelset of leading bogie

Route

After starting its journey at Robeston oil terminal, train 6A11 travelled to Haverfordwest, before continuing eastwards along the South Wales main line via Whitland and Carmarthen Junction, as far as Llandeilo Junction, which is situated beyond Llanelli.

At the junction, it was routed along the Swansea District line, turning east at Llangennech and taking the route towards Cardiff.

It rejoined the South Wales main line at Briton Ferry and made a scheduled stop for a driver swap at Margam Knuckle Yard.

Gradient from Robeston to Briton Ferry

Gradient from Llandeilo Junction to Briton Ferry (the Swansea District line)

Train involved

Train 6A11 consisted of a class 60 locomotive, number 60015, and 23 bogie tank wagons and had a combined weight of 2,417 tonnes.

All the wagons in the train were TEA type wagons, except for three TDA type wagons.

Wagons 1 to 9, numbered from the front of the train, were carrying heating oil, while wagons 10 to 19 were carrying diesel oil for road vehicles.

Wagons 20 to 23 were carrying gas oil.

The wagon on which the wheel flats developed was the eleventh wagon of train 6A11 (numbered from the front of the train in the direction of travel), number GERS89016.

It was a TEA wagon loaded with diesel oil for road vehicles.

It was built in 2001 by Arbel Fauvet Rail in Douai, France.

The maintenance records for wagon GERS89016 indicate that it had received a planned preventative maintenance examination on 11 February 2021 and a yearly vehicle inspection and brake test examination on 5 November 2020.

Equipment involved

The train was fitted with a single-pipe air brake system, operating on all wheels of all wagons.

A single train brake pipe connects all the wagons along the train, both supplying air to the wagons and controlling braking.

Air pressure in the pipe is generated by a compressor on the locomotive, and the train driver controls the pressure in the pipe to control the brakes on the train.

To release the brakes when running, air pressure is created in the train brake pipe.

The pressure in the brake pipe when the brakes are fully released is normally 5 bar.

Each wagon carries a single ‘brake group’ and a separate auxiliary air reservoir fitted under the centre of the wagon body.

The brake group on a TEA wagon consists of a pipe bracket, distributor, control reservoir and relay valve.

Reduction in the pressure in the train’s brake pipe causes the distributor within the brake group to operate and admit air from the auxiliary reservoir to the two brake cylinders on each bogie of the wagon.

Air pressure in the brake cylinder moves a piston which, in turn, acts through a system of rods and beams to apply the brake blocks to the wheel treads.

As with most freight wagons, TEA wagons are not fitted with a wheel slide protection* system.

The brake equipment fitted to the bogies of wagon GERS89016 is known as the block force compact bogie-mounted (BFCB) system.

The BFCB system was developed by Faiveley Transport in Sweden (now part of Wabtec Corporation).

It has been in use since 2001 and is widely used internationally.

The BFCB system fitted to both bogies of wagon GERS89016 consists of two transverse beams fitted between the axles.


* A system which adjusts the braking effort on each axle to prevent the wheel sliding on the rail during braking. The system aims to make effective use of the available adhesion on the railhead to prevent wheels locking up and the consequent damage to the wheel tread.

The ends of both beams are attached to brake block holders, suspended from brackets on the bogie by hangers.

The inner primary beam (the one nearest the centre of the wagon) carries a pair of brake cylinders that operate by extending longitudinal spindles, which pass through the bogie frame.

These spindles push the primary and secondary beams apart, pressing the brake blocks against the wheels with equal force.

The system is self- adjusting, automatically taking up excessive slack (for example, caused by brake block wear) by means of a slack adjuster within the brake cylinders.

Events during the accident

The first part of the journey of train 6A11, to Llanelli via Haverfordwest, Clarbeston Road, Whitland, Ferryside and Kidwelly, was uneventful.

The train passed the track-mounted equipment for the hot axlebox detector (HABD) site at Pembrey at 22:59 hrs.

On the approach to Llanelli West level crossing, the Port Talbot signaller contacted driver 1 to inform him that the train would be routed over the Swansea District line.

The train had originally been booked to remain on the main line heading towards Swansea.

However, before the accident at Llangennech, the Swansea District line had been the normal route for oil trains such as train 6A11.

At 23:08 hrs, train 6A11 entered the Swansea District line at Llandeilo Junction, heading towards Llangennech and Morlais Junction.

At 23:21 hrs, driver 1 brought the train to a stop at Morlais Junction.

This was because of an existing track circuit failure which prevented the signal protecting the junction from being cleared (showing an aspect other than red).

Driver 1 spoke to the signaller who authorised him to pass this signal at danger (red).

The train was on the move again shortly afterwards, heading towards Neath and Briton Ferry.

It passed Briton Ferry HABD at 23:52 hrs before arriving at Margam Knuckle Yard at 00:13 hrs on Saturday 6 March 2021.

Driver 1 secured the train and left Margam Knuckle Yard shortly afterwards.

At 01:20 hrs, driver 2 booked on duty at Margam by telephone.

His duty was to take train 6A11 to its final destination at Theale.

He made his way to the train and started getting ready to depart.

Train 6A11 restarted its journey towards Theale at 01:35 hrs.

It passed Bridgend station at 02:02 hrs, Pencoed at 02:07 hrs and Llanharan at 02:12 hrs.

By the time the train reached Llanharan, the signaller at Port Talbot signal box had become aware that something was potentially amiss.

He could hear an alarm sounding in the signal box, which drew his attention to the fact that two track circuits* had remained showing occupied after the passage of train 6A11.

As the train was leaving his area of control at Llanharan, the Port Talbot signaller contacted the next controlling signaller, who was the Vale of Glamorgan signaller at Cardiff ROC.

The Port Talbot signaller advised the Vale of Glamorgan signaller that train 6A11 had left two track circuits showing occupied after its passage.

This call took place at 02:13 hrs.

*A device used to detect the absence of a train on a defined section of track using the running rails as an electrical circuit.

Events following the accident

At 02:14 hrs, the Vale of Glamorgan signaller spoke to driver 2 on the Global System for Mobile communications – Railway (GSM-R) radio system to inform him that two track circuits continued to show occupied after the passage of his train through the Llanharan area.

In this conversation, driver 2 confirmed to the signaller that his train was travelling through the Pontyclun area and that it was complete as his train still had a continuous brake pipe.

One of the possible reasons for an occupied track circuit is the presence of one or more wagons left behind by the train, which would manifest itself to a driver by a drop in brake pipe pressure resulting in an automatic brake application.

At 02:14 hrs, the Vale of Glamorgan signaller called the Port Talbot signaller back to say that he had spoken to the driver who had confirmed that the train was complete.

In this conversation, the Port Talbot signaller queried whether anything was being dragged or hanging off the train.

At 02:21 hrs, train 6A11 passed over the HABD site at Pontsarn, and soon after, St George’s CCTV level crossing.

The Vale of Glamorgan signaller observed the passage of the train using the level crossing CCTV monitor.

He did not notice anything amiss with the train.

The Vale of Glamorgan signaller called the Port Talbot signaller at 02:24 hrs to confirm that the train was complete and that there did not appear to be anything being dragged or hanging off the train.

At 02:30 hrs, train 6A11 passed in front of Cardiff ROC, located to the west of Cardiff Central station.

By that point, the train had left the area of control of the Vale of Glamorgan signaller to enter the area of control of the South Wales main line signaller at Cardiff ROC.

As the train passed the ROC, staff inside the building knew that something was amiss because of the loud repetitive banging noise made by the train.

The main line signaller immediately started making arrangements to bring the train to a controlled stop and sent a message on the GSM-R system for driver 2 to contact him.

At 02:32 hrs, driver 2 contacted the main line signaller who asked him to bring the train to a stand and wait for further instructions.

Train 6A11 came to a stand at Cardiff East Junction, just outside Cardiff Central station at 02:33 hrs.

The shift signalling manager and incident controller at Cardiff ROC had heard the banging noise made by the train as it passed them.

They agreed that the noise was most likely to have been caused by the presence of wheel flats on a wagon and decided that the most suitable course of action was to allow the train to continue towards the wheel impact load detector (WILD) site at Marshfield, approximately 6.5 miles (10.4 km) away.

Equipment at WILD sites measures the impact loads on the rails to detect abnormalities with wheels, including wheel flats.

The expectation of the shift signalling manager and incident controller was that the WILD site would confirm the presence of any wheel flats.

In this case, their intention was then to route the train to Alexandra Dock sidings for examination.

This course of action was conveyed to the South Wales main line signaller.

At 02:43 hrs, the main line signaller spoke to driver 2 to instruct him to continue towards Marshfield and to then expect a further call.

Train 6A11 moved off a few minutes later and passed the Marshfield WILD site at 02:56 hrs.

The incident controller was remotely monitoring the passage of the train over the WILD site expecting to receive an alarm.

However, no alarm came.

As a result of this, the train was allowed to continue on its journey.

Train 6A11 passed Newport station at 03:05 hrs and Bishton HABD at 03:12 hrs.

It arrived at Severn Tunnel Junction at 03:19 hrs.

Having emerged from the tunnel, it then passed Pilning station at 03:32 hrs.

As the train passed the train maintenance depot at Stoke Gifford, staff heard loud noises and saw sparks coming from one wagon on the train.

They reported this to the signaller at the Thames Valley Signalling Centre (TVSC).

The TVSC signaller contacted driver 2 and asked him to stop and examine his train.

Train 6A11 came to a stop at signal BL1587 on the down Filton main line beyond the disused Horfield station at 03:48 hrs.

Upon examining his train, driver 2 noticed evidence of ‘scaling’ on the wheels of three wagons (7th, 17th and 23rd) and that the trailing bogie of GERS89016 (11th) was feeling warmer than its leading bogie.

He did not immediately identify the collapsed brake rigging.

Train 6A11 was then authorised to move at slow speed to the nearby Bristol East depot for inspection.

At 02:45 hrs, in accordance with the Rule Book, the Port Talbot signaller had arranged for the line to be examined by the next train passing through the Pencoed and Llanharan area.

At 03:31 hrs, the driver of the examining train reported that there was no issue with the line.

The Port Talbot signaller started to allow drivers of subsequent trains to pass the signals being held at red by the track circuit failures.

Subsequent investigation by Network Rail identified at 09:32 hrs that the track circuit faults observed by the Port Talbot signaller were the results of two rail breaks and the line was closed at this point.

The inspection of train 6A11 at Bristol East depot took place on 11 March 2021.

Wagon GERS89016 was inspected, and the accident wheelset was found to have flats measuring about 185 mm in length on both wheels.

As well as damage to the trailing wheelset of the leading bogie of wagon GERS89016, wheelset damage was also identified on another eight wagons.

Damage is also witnessed on wagon GERS89016 as well as wagon VTG88111 (the fifth wagon from the front of the train) and wagon 7077920143 (the seventeenth wagon)

Wagon GERS89016 at Llanelli station

Summary of conclusions

Immediate cause

The damage to the infrastructure between Pencoed and Llanharan was caused by impact loading from the rotation of a wheelset with severe wheel flats on train 6A11.

Causal factor

The causal factor was that the trailing wheelset of the leading bogie of wagon GERS89016 developed severe wheel flats during its journey from Robeston to Pencoed.

This happened probably because:

The wheelset locked up and developed wheel flats during a normal braking event because of very low railhead adhesion along the Swansea District line.

This happened because:

Network Rail had not taken any precautions to ensure an adequate level of railhead adhesion was available when reopening the Swansea District line.

Underlying factor

The underlying factor was that Network Rail’s adhesion-related standards only consider the management of railhead adhesion during the leaf fall season.

Observation

The train was allowed to continue in service from Cardiff to Bristol, despite the presence of wheel flats having been detected.

Recommendation and learning point

Recommendation

The following recommendation is made:

Learning point

RAIB has identified the following important learning point:

22nd February 2023

Heritage Railway Association keeps up pressure for Government support​

During these challenging economic times, the Heritage Railway Association is emphasising to UK governments that heritage rail is in need of continuing support.

Over 180 heritage rail organisations are represented by the association.

The rapid rise in energy costs coupled with a reduction in visitor spending power means that the sector has been one of the hardest hit, and has been pressing its case that the sector is in need of help.

Cumulatively, the impact of large electricity price rises and a reduction in visitor spending, coupled with spiralling costs for coal, is forcing many railways to make tough choices.

To be able to survive, some are having to consider staffing redundancies or other cost-reducing measures.

The Heritage Railway Association has made a number of representations to the UK Government calling for it to recognise the challenges and, where possible, offer appropriate support.

By making the case directly and with bodies working with the wider cultural or visitor economy sectors, the association is making sure that government is fully aware of the heritage rail’s current situation.

A significant, but incremental, move with energy costs has come through close cooperation with the Heritage Alliance.

Relevant data and detailed evidence provided by the association to the Government led it to add a number of heritage-related activities to a list of ‘Energy and Trade Intensive Industries’ that qualify for a higher- level of support under the latest Energy Bill Relief Scheme.

Most heritage rail operators will now be able to access that higher level of support.

The Heritage Railway Association has also submitted a strong response to government consultation on the spring 2023 budget and called for strategic and long-term policy intervention that recognises heritage rail and similar sectors as being at the heart of the UK’s cultural heritage.

Through its representation, it was made clear that heritage rail forms an essential part of Britain’s global appeal, and that £600m is contributed to the economy every year and directly employs 4,000 people.

In towns as diverse as Bridgnorth, Pickering, Porthmadog, and Swanage, it is the heritage railways act that makes them key anchor destinations.

The association also made clear that heritage, culture and tourism often fall between gaps in specific measures, or are caught up in unintended consequences resulting from wider policy decisions.

The All-Party Parliamentary Group on heritage rail has previously stated that the heritage sector often suffers through the unintended consequences of other policy measures, such as with coal or the engagement of young people.

Heritage Railway Association Chief Executive, Steve Oates, said:

“It’s highly unlikely that we’ll see the kind of direct support that railways received during the height of the coronavirus pandemic again; that doesn’t mean there’s nothing governments can do though.

“We certainly don’t have access to a magic wand and we have to acknowledge that many sectors in the UK economy are currently being hit very hard by a combination of circumstances. But we’ll continue to make the case as forcefully as we can and using every avenue open to us, that heritage rail needs to be considered when government policy is being formulated.”

22nd February 2023

Govia Thameslink Railway shares digital signalling expertise with DB Cargo UK​

Govia Thameslink Railway (GTR) has shared its expertise with digital signalling on the East Coast Digital Programme, which is set to transform the East Coast Main Line, with freight operator DB Cargo UK.

The implementation of the East Coast Digital Programme will replace lineside signals with state-of-the-art digital signalling using the European Train Control System (ETCS).

This will result in more reliable services for passengers and freight, with a resultant saving of 55,000 tonnes of CO2.

The European Train Control System will provide drivers with continuous, real-time information in their cab.

The first stage of the new signalling system will be introduced on the Northern City Line between Finsbury Park and Moorgate later this year.

DB Cargo UK recently took a Class 66 locomotive to Govia Thameslink Railway’s Hornsey depot, where it was displayed next to a Great Northern Class 717 train that has already been fitted with digital signalling technology.

The purpose of the visit was for DB Cargo UK to learn about Govia Thameslink Railway’s approach to rolling out the European Train Control System, as well as the lessons learned so far from the project.

Before the visit, the two companies had worked together for several months by pooling their knowledge to maximise the benefits of this new technology.

Govia Thameslink Railway is continuing to share its expertise with DB Cargo UK, since the European Train Control System is already in use on the Thameslink Core from St Pancras to London Bridge, and the first trains to operate on the Northern City Line using the new technology are expected to run later this year.

Oliver Turner, Head of European Rail Traffic Management at GTR, said:

“At GTR we’re learning a phenomenal amount about the implementation of ETCS. We want the community of operators in the programme to benefit from this, to save them time, cost and effort.

“That’s why we want to share our learnings with DB Cargo UK – and others across the industry – to make the introduction of ETCS the best it can be.”

Casper Carr, Assistant Business Change Manager at DB Cargo UK, said:

“GTR have given DB Cargo an insight into the direction we should be going in and areas to avoid. If we work in silos, no lessons are learned and no one benefits.

“Whether it’s a freight operating company, a train operating company, on track machinery, heritage or charter, we are all in this together.”

Passenger operator GTR shares expertise in digital signalling with DB Cargo UK​

Govia Thameslink Railway (GTR) has collaborated with DB Cargo UK to share its expertise of digital signalling as work continues on the East Coast Digital Programme to transform the East Coast Main Line.

Click link to watch video: https://www.youtube.com/watch?v=rOjhb64vqJI

23rd February 2023

Welsh government blames London for rail fares increase​

Regulated rail fares in Wales will rise by 5.9 per cent next month, in line with the change in England.

The Welsh Government has blamed the ‘disappointing’ budget settlement from the UK government, saying that it meant a fares freeze or even a lower rise could not be funded.

In a written statement, deputy minister for climate change Lee Walters said:

‘We understand this is a significant increase for passengers in the current cost of living crisis but we have tried to keep the increase as low as possible. Unfortunately given the disappointing budget settlement from the UK Government we cannot afford to deliver a lower increase or a wholescale freeze of rail fares in Wales.

‘Our budget settlement from the UK Government, combined with a reduced farebox income post pandemic, means we face some difficult choices if we are to maintain the current level of provision of rail services in Wales.’

Around 45 per cent of fares are regulated.

They include season tickets, some off peak returns on longer journeys and some Anytime fares.

They are grouped into ’baskets’, and the 5.9 per cent increase will be applied to the total of these baskets from 5 March.

The result is that individual fares may go up, while others will stay the same and some could be reduced.

Lee Walters continued:

‘We recognise rail fares are far more complicated for passengers than they need to be. That is why we have asked Transport for Wales to deliver simple, integrated ticketing to help make public transport easier and more affordable. In addition, despite the challenging financial position, Transport for Wales are retaining a range of cheaper fares for passengers, including free travel for children when they travel with a fare paying adult.

‘Despite the constraints to our budget we are continuing our £800 million investment on brand new trains as well as improvements to passenger facilities and comfort. These new trains are coming into operation now and we are confident that they will encourage more people to use rail.’

Meanwhile, Northern has attributed a fall in the number of penalty fares to last month’s increase on National Rail from £20 to £100.

The operator, which is nationalised, said the number of people travelling without tickets or a similar authority had come down by 10 per cent to 3,831 during the first month of the higher charge.

Commercial and customer director Mark Powles said:

‘A sudden 10 per cent reduction in the number of penalty fares being issued would suggest the increase to £100 has been effective in terms of a deterrent. Of course, this is only the first month, but it is definitely a step in the right direction.’

23rd February 2023

Network Rail volunteers help to restore two Bristol murals previously damaged by graffiti​

Region & Route: Wales & Western: Western | Wales & Western

Volunteers from Network Rail joined the Severnside Community Rail Partnership and local residents to help clean graffiti from community murals at Redland and Montpelier stations in Bristol earlier this month.


The murals were created in 2019 by artists Dave Bain and Zoë Power in collaboration with students from Cotham Gardens Primary School.

Over 85 children were involved in designing the artwork, assembling imagery and shapes inspired by the local area and celebrating their favourite aspects of the community.

The murals are located at known graffiti hotspots and had been painted to deter vandalism and brighten up Redland and Montpelier stations.

Unfortunately, they’d been spray painted and defaced in recent months, so the team of volunteers got to work with water, brushes and elbow grease to remove the worst of the damage.

Thankfully, the original artwork had been coated in specialist anti-graffiti varnish, so the team were able to restore the murals to their former glory in short order.

Passengers can once again enjoy the splash of colour at both stations as they’re travelling on the rail network in Bristol.

Máedóc Ellis, Network Rail’s community support manager for community rail, said:

“Graffiti makes the railway look untidy for passengers and those who live nearby, so it was great to be able to assist the Severnside Community Rail Partnership and local residents to bring the murals back to life and cleanse them of unsightly graffiti.

“Working with community groups to enhance station environments brings further social benefits to the railway and helps to promote sustainable travel while bringing people together on projects that benefit the wider community. We’ll continue to work with Severnside Community Rail Partnership and local residents in Bristol to make sure our network is safe and welcoming for everyone.”

Faye Keane, Severnside Community Rail Partnership community development officer, said:

"We were delighted to have the support of Network Rail volunteers to clean the vibrant murals at Redland and Montpelier, both of which had huge community input from local schools.

“It was also an opportunity to bring along the newly formed 'Friends of Redland & Montpelier Stations' to try their hand at tag removal - something they had been a little anxious to attempt themselves.

“The volunteer activity caught the attention of the local station users, allowing them to see the people behind the good work done to keep the station environments welcoming and creative. I'd like to say a big thank you on behalf of Severnside CRP to those who gave up their time."