Train crash near Bad Aibling in Bavaria 9th February 2016

[whole diary]

[stuving]

Two local trains collided head-on near Bad Aibling in Bavaria at 06:48 this morning. Early reports indicate at least eight deaths and many injuries.

This is a single-track line with passing possible at most stations, and these two trains were timetabled to cross at or near Kolbermoor. The service runs from Munich to Rosenheim via a reversal at Holzkirchen. The areas is not really remote, but the crash site is surrounded by woodland and access has been difficult.

The operator is Meridian, a subsidiary of Transdev. Veolia are trying to sell their 50% of Transdev to the Caisse des d^ts et consignations (CDC) i.e. the French state, which owns the other half.

[stuving]

From the BBC^» (British Broadcasting Corporation - home page):

Germany train crash: Several killed near Bavarian town of Bad Aibling

Two passenger trains have collided in the German state of Bavaria, with police saying at least eight people have been killed and scores injured.

The head-on crash happened near Bad Aibling, a spa town about 60km (37 miles) south-east of Munich.

The trains' operator said both trains had partially derailed and were wedged into each other.

Emergency teams worked for hours to free some casualties from the wreckage.

Regional police said in a tweet (in German) that eight people were dead and about 100 injured, of whom 50 were seriously hurt.

The drivers of both trains and two train guards were among those killed, regional broadcaster Bayerischer Rundfunk said, quoting police.

[Tim]

I was on the BOB/Meridian network in November.  Lovely modern trains (Stadler FLIRTs I think), running on single tracks which wind slowly though forests and up and down some surprisingly steep gradients.  Plenty of reversing and portion working on the network. The contrast between the high quality stock and the clearly secondary nature of the line was striking.

My sympathy to those effected by this horrible accident. 

[broadgage]

Latest reports state 9 dead.
Very sad indeed, I am sure that our thoughts are with the bereaved and injured.

This sad accident is perhaps an example of the merits of electrifying even secondary routes, had DMUs^▸ (Diesel Multiple Unit) been involved then fire would have been a real risk and could have added to the death toll.

[chrisr_75]

This sad accident is perhaps an example of the merits of electrifying even secondary routes, had DMUs^▸ (Diesel Multiple Unit) been involved then fire would have been a real risk and could have added to the death toll.

By removing a fire hazard in this way (diesel fuel isn't particularly flammable anyway), you then surely introduce a different and equally real risk of electrocution?

[Tim]

Death toll has risen to 10 and includes the drivers of both trains.  http://www.theguardian.com/world/2016/feb/09/bavaria-train-crash-german-police-report-deaths-and-injuries

Federal police spokesman Stefan Brandl cautioned that the toll would change. He said: ^The current number of dead and injured is a snapshot; this can and will change.^

[Western Pathfinder]

Dreadful news my thoughts to all those involved.

[broadgage]

This sad accident is perhaps an example of the merits of electrifying even secondary routes, had DMUs^▸ (Diesel Multiple Unit) been involved then fire would have been a real risk and could have added to the death toll.

By removing a fire hazard in this way (diesel fuel isn't particularly flammable anyway), you then surely introduce a different and equally real risk of electrocution?

Diesel fuel is indeed not that flammable, being much safer than petrol for example. Diesel fuel sprayed over a hot engine or exhaust system is however liable to ignite and has done so with fatal results.
OHLE has a good record of safety in the aftermath of accidents, in the event of collision or derailment that does NOT bring down the overhead, then it will normally remain live, but safely out of reach. The only significant risk is then to survivors or rescuers who are on top of the train and within reach of the overhead.
If the accident DOES bring down the overhead, then this is virtually certain to trip out within a fraction of a second as it contacts the train, the running rails, or supporting structures.

Persons within a train are safe from electric shock even if the live OHLE touches the train. Persons outside of the train are at some risk, but this is minimal for reasons already given.

[chrisr_75]

This sad accident is perhaps an example of the merits of electrifying even secondary routes, had DMUs^▸ (Diesel Multiple Unit) been involved then fire would have been a real risk and could have added to the death toll.

By removing a fire hazard in this way (diesel fuel isn't particularly flammable anyway), you then surely introduce a different and equally real risk of electrocution?

Diesel fuel is indeed not that flammable, being much safer than petrol for example. Diesel fuel sprayed over a hot engine or exhaust system is however liable to ignite and has done so with fatal results.
OHLE has a good record of safety in the aftermath of accidents, in the event of collision or derailment that does NOT bring down the overhead, then it will normally remain live, but safely out of reach. The only significant risk is then to survivors or rescuers who are on top of the train and within reach of the overhead.
If the accident DOES bring down the overhead, then this is virtually certain to trip out within a fraction of a second as it contacts the train, the running rails, or supporting structures.

Persons within a train are safe from electric shock even if the live OHLE touches the train. Persons outside of the train are at some risk, but this is minimal for reasons already given.

Does OHLE have any equipment such as autoreclosers (as found in power distribution networks) to deal with temporary short circuits?

Either way, it's probably best to put the effort into ensuring situations like this don't occur in the first place rather than trying to make the aftermath safer.

[LiskeardRich]

I understand this route and these trains have auto emergency braking immediately in the event of passing a red signal, which if functioning correctly should make a head on crash like this impossible.

[stuving]

The final official figures for the accident are 10 deaths, 17 seriously injured and 63 less serious. The cause is still given as a technical problem or human error, under investigation.

Once you know there is a protection system on these trains that will apply the brakes if a red signal is passed, (PZB 90), such an accident can only happen if this system (or the signals it relies on) fails or it is disabled. And the German press have been reporting since yesterday that it was human error - specifically that a local signaller overrode the interlocking to allow the second train into a single-track section, "because it was late".

There is no officially comment on that, and indeed it looks as if it comes from one news agency (RND). I wonder if it could be based on very little evidence - such as overhearing a short snatch of a phone call. So while it looks to me a likely explanation in terms of what was done, I'm sure that when the details of "why" come out they will be rather different. 

Despite that explanation being around, the French press have seized their chance to have a go at Transdev. Apparently Transdev/Meridian have had a lot of problems with their new Swiss trains (Stadler FLIRT 3), some of which have been sent back for rectification. Some of these issues may affect other FLIRT 3 models, though the reports struggle to link this with safety. Even less relevant are the pantograph/catenary problems they have had. 

[Tim]

Despite that explanation being around, the French press have seized their chance to have a go at Transdev. Apparently Transdev/Meridian have had a lot of problems with their new Swiss trains (Stadler FLIRT 3), some of which have been sent back for rectification. Some of these issues may affect other FLIRT 3 models, though the reports struggle to link this with safety. Even less relevant are the pantograph/catenary problems they have had. 

The FLIRT3 problems clearly have no link with this crash.  However, looking at some of the appalling photos of the crash on the BBC^» (British Broadcasting Corporation - home page) website , I was struck by how badly the trains performed structurally in the crash.  One of the trains essentially had the side wall prised off the rest of the train so that the other train was able to drive into the passenger space and cause so many injuries.  I am not a structural engineer, and maybe that kind of damage was inevitable at a 120 mph closing speed.  But I would have hoped that a modern train would perform better in a crash.  The UK^▸ (United Kingdom)'s last fatal crash demonstrated that the Pendolino (nasty, cramped, smelly train though they are) perform very well in a crash at very similar speed and I do wonder if trains in Germany are as crash-worthy as some of the UK's trains (although we obviously have some less safe stock too - I was on the S Wales mainline in a pacer on Tuesday morning and the wind made me realise just how flimsy that design is)

[chrisr_75]

Despite that explanation being around, the French press have seized their chance to have a go at Transdev. Apparently Transdev/Meridian have had a lot of problems with their new Swiss trains (Stadler FLIRT 3), some of which have been sent back for rectification. Some of these issues may affect other FLIRT 3 models, though the reports struggle to link this with safety. Even less relevant are the pantograph/catenary problems they have had. 

The FLIRT3 problems clearly have no link with this crash.  However, looking at some of the appalling photos of the crash on the BBC^» (British Broadcasting Corporation - home page) website , I was struck by how badly the trains performed structurally in the crash.  One of the trains essentially had the side wall prised off the rest of the train so that the other train was able to drive into the passenger space and cause so many injuries.  I am not a structural engineer, and maybe that kind of damage was inevitable at a 120 mph closing speed.  But I would have hoped that a modern train would perform better in a crash.  The UK^▸ (United Kingdom)'s last fatal crash demonstrated that the Pendolino (nasty, cramped, smelly train though they are) perform very well in a crash at very similar speed and I do wonder if trains in Germany are as crash-worthy as some of the UK's trains (although we obviously have some less safe stock too - I was on the S Wales mainline in a pacer on Tuesday morning and the wind made me realise just how flimsy that design is)

Realistically, I don't think any trains (or any other means of transport for that matter) can be built to withstand that sort of impact, especially as it has been said it was unlikely any braking had been applied prior to the collision. I would imagine they performed as well as could be expected. Don't forget the Pendolino crash at Grayrigg was just a single train off the line, and only relatively light structures involved, so not as much of a sudden impact, just a rollover and rapid (but not instantaneous) dissipation of energy. Had the Pendolino hit a bridge or something similarly solid, I think things would've been much much worse, c.f. the ICE derailment & bridge collision in Germany.

[chrisr_75]

Just noticed an update on the BBC^» (British Broadcasting Corporation - home page), a bit too much to paste here so follow the link http://www.bbc.co.uk/news/world-europe-35539089

The investigating authorities appear to be currently focussing on human error from the signallers/line controllers.

Also a clip on the above page from another weirdo filming the immediate aftermath from inside the train rather than ensuring their own safety and/or helping others  I can never understand why people reach for their phone before worrying about anything else...

[Tim]

I don't know enough it challenge any of this, it is just that the train looks like it came apart at the seams (ie the welds). 

Despite that explanation being around, the French press have seized their chance to have a go at Transdev. Apparently Transdev/Meridian have had a lot of problems with their new Swiss trains (Stadler FLIRT 3), some of which have been sent back for rectification. Some of these issues may affect other FLIRT 3 models, though the reports struggle to link this with safety. Even less relevant are the pantograph/catenary problems they have had. 

The FLIRT3 problems clearly have no link with this crash.  However, looking at some of the appalling photos of the crash on the BBC^» (British Broadcasting Corporation - home page) website , I was struck by how badly the trains performed structurally in the crash.  One of the trains essentially had the side wall prised off the rest of the train so that the other train was able to drive into the passenger space and cause so many injuries.  I am not a structural engineer, and maybe that kind of damage was inevitable at a 120 mph closing speed.  But I would have hoped that a modern train would perform better in a crash.  The UK^▸ (United Kingdom)'s last fatal crash demonstrated that the Pendolino (nasty, cramped, smelly train though they are) perform very well in a crash at very similar speed and I do wonder if trains in Germany are as crash-worthy as some of the UK's trains (although we obviously have some less safe stock too - I was on the S Wales mainline in a pacer on Tuesday morning and the wind made me realise just how flimsy that design is)

Realistically, I don't think any trains (or any other means of transport for that matter) can be built to withstand that sort of impact, especially as it has been said it was unlikely any braking had been applied prior to the collision. I would imagine they performed as well as could be expected. Don't forget the Pendolino crash at Grayrigg was just a single train off the line, and only relatively light structures involved, so not as much of a sudden impact, just a rollover and rapid (but not instantaneous) dissipation of energy. Had the Pendolino hit a bridge or something similarly solid, I think things would've been much much worse, c.f. the ICE derailment & bridge collision in Germany.