It is perhaps pertinent to comment that, if a rail fracture is to blame as seems likely, then there must be greater care over being able to sense when this has happened. Network Rail has moved from a policy of full track circuiting of both rails to relying on wheel counters for proving end of train, presumably on grounds of cost. Track circuits have provided that proof in the past, but also proof of rail continuity, and such a move does seem to call into question how accidents such as this can be avoided where there is no full track circuiting.
Unlike Road we’re the carnage continues on a daily basis, the railways do learn and remembers its mistakes, though in the case of this country after 1825 slowly.
But the accidents that ended in change for the better eg Armagh 1889 for continuous brakes, Ais Gill for end of gas lighting. Harrow for introducing AWS and speeding the replacement of wooden bodied stock; they are ALL remembered.
Same for tube re Moorgate and KX Fire- motorway pile ups are not afforded the same respect, nor infant mortality rates near schools due to speeding vehicles.
No doubt lessons will be learnt eg If open access is leading to rail fractures due to increased wear due to differing wheel and rail interface. Needs to be checked out and will be if other trains are running due to competition - I am not certain in this case? Railhead condition is critical.
Just a thought- As Transport Commissioner for the EU, competition was introduced under N Kinnock. Quite an irony. Why a dire ,extractive and always playing the victim Virgin get to play again at St Pancras in the not too distant future after we were finally rid of them on domestic services?
It is perhaps pertinent to comment that, if a rail fracture is to blame as seems likely, then there must be greater care over being able to sense when this has happened. Network Rail has moved from a policy of full track circuiting of both rails to relying on wheel counters for proving end of train, presumably on grounds of cost. Track circuits have provided that proof in the past, but also proof of rail continuity, and such a move does seem to call into question how accidents such as this can be avoided where there is no full track circuiting.
I think Eschede should be at least mention as it was an ICE train but the line was not a High Speed one so your comments are correct.
Unlike Road we’re the carnage continues on a daily basis, the railways do learn and remembers its mistakes, though in the case of this country after 1825 slowly.
But the accidents that ended in change for the better eg Armagh 1889 for continuous brakes, Ais Gill for end of gas lighting. Harrow for introducing AWS and speeding the replacement of wooden bodied stock; they are ALL remembered.
Same for tube re Moorgate and KX Fire- motorway pile ups are not afforded the same respect, nor infant mortality rates near schools due to speeding vehicles.
No doubt lessons will be learnt eg If open access is leading to rail fractures due to increased wear due to differing wheel and rail interface. Needs to be checked out and will be if other trains are running due to competition - I am not certain in this case? Railhead condition is critical.
Just a thought- As Transport Commissioner for the EU, competition was introduced under N Kinnock. Quite an irony. Why a dire ,extractive and always playing the victim Virgin get to play again at St Pancras in the not too distant future after we were finally rid of them on domestic services?