London train overshoots station by 2.5 miles

[lordbarne]

www.telegraph.co.uk/news/uknews/road-and-rail-transport/8143679/London-train-overshoots-station-by-two-and-a-half-miles.html

Whilst the incident itself is obviously not amusing, the 'hard copy' edition of the paper described the train in question as being a 'High Speed Train'. I am sure the residents of East Sussex will be impressed with the improvement to their service.

As an aside, what would the normal stopping distance be from 65m.p.h?




Moved message to a new Thread as it is a separate and potentially large subject/issue.
R.Trevithick.

[Richard Trevithick]

At 65mph, a standard "step 2" brake application would have the train stop within a third to half a mile depending on gradient.

RT

[genehuntisking]

Obviously Wadhurst to Etchingham is a long continuous falling gradient, which would partly contribute to why the train just kept going. I believe the driver reported that the train was running away, and the signaller cleared the route over Etchingham level crossing in case it got that far. Crowhurst Bridge level crossing which the train crossed is an auto level crossing, and activated when the train operated the approach treadle, as it would under normal circumstances.

I seem to remember a couple of years ago now there was a train on the South Western that kept going for miles under low adhesion conditions. From memory it was approaching Hampton Court Jn on the up fast, and the quick actions of the signaller by resetting the route actually stopped it being far worse than it was. I think the over run in this case was also a huge distance.

Incidentally on the same day as the above there was also a near collision at Lewes, when only the quick reactions of a driver departing on a Seaford service stopped a major incident. I understand as he pulled away the Seaford train driver heard the WSP on the train from Haywards Heath direction and promptly stopped short of the junction to see the other train go skating by in front of him.

What never gets talked up by the media with their scare stories, is how often the quick actions of railway professionals save the day. Even so, not particularly good on any account.

To think they scoffed at Olivier Brousse when he suggested cutting down trees a few years back.

The Gene Genie.

[vinnie]

Just to let you know how often this happens although not to the same degree,there was SEVENTEEN occasions of trains not being able to stop at a stations on Southeastern,on ONE DAY last week!

[Ryan Webb]

I've never seen it happen or been on a train overshooting a station myself, but the Sheerness Line drivers leave their braking quite late for Kemsley and Swale which isn't a big problem, but also at Sheerness - the end of the line! What with leaves on the line and the general poorer adhesion levels, shouldn't the drivers be more cautious with their acceleration and braking - i.e accelerate slowly, going through the power notches if necessary instead of going straight into P4 and wondering why we're going nowhere quickly ...

The same applies for braking - I can feel the driver's are having to use B3 a lot, especially as we go past the 4 car stop sign at Kemsley in a 466!

[chapelwood]

Nov 21, 2010 16:15:39 GMT Ryan Webb said:

I've never seen it happen or been on a train overshooting a station myself, but the Sheerness Line drivers leave their braking quite late for Kemsley and Swale which isn't a big problem, but also at Sheerness - the end of the line! What with leaves on the line and the general poorer adhesion levels, shouldn't the drivers be more cautious with their acceleration and braking - i.e accelerate slowly, going through the power notches if necessary instead of going straight into P4 and wondering why we're going nowhere quickly ...

The same applies for braking - I can feel the driver's are having to use B3 a lot, especially as we go past the 4 car stop sign at Kemsley in a 466!

I've been on a train which overshot two stations in the course of the same journey - many years ago a Paddington to Oxford train managed to overshoot Tilehurst and again at Cholsey. In both cases the driver got down, walked back to the signal, and obtained permission to set back.
Modern trains have 'wheelslide protection' which means drivers don't have to notch up slowly when there is low adhesion, as the electronics sort this out for them, nor do they have to release and reapply the brakes if a slide starts on braking. But they do need to allow greater braking distances if adhesion is low. The problem is that they can't always tell where or how low adhesion will be.
The one time when a train went through the end of Sheerness station, back in 1971, was caused by the driver being taken ill on approach to the station. If something similar happened today the Train Protection and Warning System would bring the train safely to a stand before the buffer stops.
Chapelwood