CP Rail workers killed in B.C. derailment identified as Calgary-based crew

Topic moved from News by bevans on 07 Feb 2019 09:13
  x31 Chief Commissioner

Location: gallifrey
The location of the derailment is near the spirals adjacent kicking horse river featured on Rocky Mountain Railroad show on SBS/Discovery Channel.

This is a real tragedy.

CP Rail workers killed in B.C. derailment identified as Calgary-based crew

Sponsored advertisement

  mikesyd Chief Commissioner

Location: Lurking
Seems like a runaway, down the 2.2% (about 1 in 45) grade (known as the "Big Hill" before the Spirals reduced the grade from 4.5% (about 1 in 22) in 1909), said to have entered the upper spiral at 75kmh, where the limit is 32kmh and derailed just below the lower spiral, presumably at an even higher speed if it was a runaway. Will take ages to clean up, full of snow, down a ravine, all in the National Park. 112 loaded grain hoppers of which about 40 derailed. Seems like it was just below the lookout area on the Trans Canada Highway. YouTube suggests that Bevan Wall had a trip there some months ago.

So the single track (I think) CP Line over Crowsnest Pass will be at capacity for a while, with CN taking the rest on their line further north.
  x31 Chief Commissioner

Location: gallifrey


worth a look how the train crosses over itself.
  freightgate Minister for Railways

Location: Albury, New South Wales
“Progress To Date

“The investigation team has conducted the following information-gathering work:

  • Preliminary indications are that a loss of control of the train occurred.
  • The train had been stopped with the air brakes applied in emergency at Partridge, the last station prior to the entrance to the Upper Spiral Tunnel.
  • A change-off between crews had occurred at this location as the previous crew were closing in on their maximum hours of service.
  • The occurrence crew had just arrived and boarded the train but were not yet ready to depart. The train had been stopped on the grade, with the air brakes in emergency for about 2 hours when the train began to move on its own.
  • There were no hand brakes applied on the train. The train then accelerated to a speed well in excess of maximum track speed of 20 mph for the tight curves and steep mountain grade. and the derailed.
  • Locomotive event recorder data from the lead locomotive has not yet been obtained as the lead locomotive was severely damaged in the derailment.
  • Some data has been recovered from the tail-end remote locomotive and work is under way to obtain data from the mid-train remote locomotive.
  • The investigation will determine how and why the loss of control took place.
  x31 Chief Commissioner

Location: gallifrey
Under what circumstances might an emergency brake be released automatically and are there any parallels to what happened in the Pilbara?
  Rodo Chief Commissioner

Location: Southern Riverina
In this case I would assume that the pressure in the auxiliary reservoirs has leaked off. This would mean a weakening of brake application leading to the train running away .
A further brake application cannot be made as the brake pipe pressure is already reduced to zero . A non air train.
No doubt the crew has tried to hold the train on the dynamic and recharge the brake pipe .
Obviously unsuccessfully .
Some parallels with the Pilbara runaway but this one was was NOT designed to happen.
Modern brake equipment normally takes longer to leak off.

Train crews are expected to make sure their train is secured. The Pilbara one is the most extreme one of failing to secure the train.
Something that is always noted in rules and regulation books.
The Canadian train should have been reasonably secured by the application of the independent brake but that appears not to have held it.
  2LaGrange Train Controller

There would be no dynamic brake as the brake pipe was at zero due to automatic handle in emergency position.
You need brake pipe pressure for dynamic to work.
Some serious questions to be asked in the investigation.
The previous crew ran out of hours and were waiting at the top of a heavy grade for relief. The train had been sitting on an emergency application for 2 hours when relief crew got on train.
Wagons brakes may have started releasing in that time and in such freezing conditions there would be air leaks for sure from brake pipes and equipment increasing chances of brakes releasing.
Why did they go to an emergency brake application ?
Having sat so long why didn’t crew apply handbrakes to wagons?
They could have sat on a full service brake application with no issues.
Did relief crew just release brakes and hope they would get their brake pipe recharged before needing to apply brakes or use dynamic brakes ?
Did they expect the locos independent brakes to hold train on grade while brakes recharged ?
Tragically the crew is dead and can’t explain what the exact circumstances were.

Sponsored advertisement

Display from:   

Quick Reply

We've disabled Quick Reply for this thread as it was last updated more than six months ago.