Collision Between Passenger Trains at Salisbury Tunnel Junction Leaves 14 Injured, Sparks Investigation
A collision between two passenger trains at Salisbury Tunnel Junction in Wiltshire has left 14 people injured and prompted an investigation by the Rail Accident Investigation Branch (RAIB). The incident, which occurred on October 31, 2021, narrowly avoided an even more serious collision by less than a minute.
According to the RAIB report, the accident was caused by low wheel and rail adhesion in the area where the driver of train 1L53 applied the brakes. It was also found that the driver did not apply the brakes early enough when approaching the signal protecting the junction, resulting in the collision.
The collision involved a South Western Railway passenger service, train number 1L53, traveling from London Waterloo to Honiton, and a Great Western Railway passenger service, train number 1F30, traveling from Portsmouth Harbour to Bristol Temple Meads.
During the incident, the Honiton-bound service passed a red signal and collided with the side of the Bristol-bound service at Salisbury Tunnel Junction. Thirteen passengers and one railway staff member required hospital treatment, and both trains sustained significant damage. The impact caused the front two carriages of the South Western Railway train and the rear two carriages of the Great Western Railway train to derail. The trains came to a stop after traveling a distance into Fisherton Tunnel.
The RAIB report revealed that the collision narrowly avoided an even more serious accident involving the Honiton-bound service and an earlier train traveling in the opposite direction. The low adhesion between the wheels and rails, caused by factors such as leaf contamination, drizzle, and increased vegetation density, contributed to the accident. The report also found that Network Rail’s Wessex route failed to effectively manage the risks of low adhesion associated with the leaf fall season, and South Western Railway did not adequately prepare its drivers for low adhesion conditions.
As a result of the investigation, the RAIB has made ten recommendations, most of which are directed to Network Rail. These recommendations include reviewing processes, standards, and guidance for managing low adhesion risks, improving staff training and competence in vegetation management, responding to railhead low adhesion conditions, and assessing the risk of signal overrun. South Western Railway has also received a recommendation to review and enhance its arrangements for training and briefing drivers on identifying low adhesion areas.
Network Rail and South Western Railway have already taken steps to address the issues identified in the report, such as reviewing training frameworks, adhesion management standards, and autumn leaf fall working arrangements. The Rail Safety and Standards Board has revised the rail industry standard for managing low adhesion, and cross-industry working groups released revised guidance on the topic. The Office of Rail and Road issued an improvement notice to Network Rail’s Wessex route to improve vegetation management and control of low adhesion risks.
Andrew Hall, Chief Inspector of the RAIB, emphasized the seriousness of the accident and the importance of learning from it to prevent similar incidents in the future. He highlighted the risks associated with leaves on the line, which can create slippery conditions, and stressed the need for effective barriers and precautions to avoid accidents like this one.
While accidents of this nature are rare, the recommendations made by the RAIB and the actions taken by the industry will work towards minimizing the chances of such incidents occurring again. The investigation serves as a reminder of the importance of ongoing safety measures and continuous improvement in the railway sector.
