The Waterfall Train Accident
The three important aspects of speed, accessibility and reliability have made trains one of the most popular medium of transportation in the nation of Australia. Unfortunately the train had also faced a number of accidents and these accidents have been recorded in the history mainly due to the failure of the different safety measures over the years. This assignment would be mainly focusing on the case study on one of the most tragic accident that had occurred in the waterfall train station in the year 2003. A brief overview will be given in the assignment along with some investigation reports which will exhibit the reason that resulted in the accident. The study will also show the different ideas that usually relate to the post disaster policies and how those rail safety policies can be developed and implemented by the Australian government in the future for preventing accidents.
The train number C3 11 which is called the G7 of the train service of state Railway authority was moving from Sydney Central to that of port Kembla (Donaldson & Edkins, 2004). It was around 7.14 a.m. in the year 2003 on January 31. About 47 passengers and 2 crew were sitting in the four car outer Suburban Tengara passenger electric train. it was a very normal day and suddenly the train was seen to get overturned. The main reason reason was due to the high speed which made it to have a clash with the rock cutting. This was around two kilometres from the southern part of the waterfall train station. The train was going with a speed of about 114 km per hour. Researchers are of the opinion that the speed was quite high in comparison to that of the normal speed that should be maintained by trains (Bratt, 2010). Report says that about 6 passengers and the driver of the train died on the spot. 41 passengers and the Guards were found to be injured. All of them were taken to the nearby hospitals so that they can be treated and saved.
After the occurrence of the incident, the ministry of transportation of Australia developed and investigation. It was formed under the supervision of Peter Mclnerncy QC. The committee was found to be consisting of the rail safety regular officers, members of the state Railway authority, New South Wales police department as well as medical experts. This committee also consisted of occupational specialists who were from the medical department as well as risk and safety management (Donaldson & Edkins, 2004). The investigation primarily was done in the year 2003 to 2004 and the report of this investigation was published in the year 2005. The main purpose of conducting this investigation was the identification of the contributing factors that led to the occurrence of this event and also to provide recommendations to the railway authority about how the railway safety measures can be developed and the ways the government can implement them to minimise occurrence of similar accidents in the future (Donaldson, 2004). This investigation became successful in identifying numbers of safety management failures that resulted in the occurrence of the waterfall accident.
Investigation into Safety Management Failures
The reports revealed that the incident occurred mainly because of the insufficient routing medical checkups. Are the contributing factors also stated of the failure of dead man system as well as inappropriate training of the Guards. It was also stated that the driver suddenly collapsed on the way due to the ventricular fibrillation Heart Attack that occurred to him (Hocking.2006). However at the same time when the Dead Men system that should have stop the train immediately when the driver that’s also failed and therefore the train did not stop. All the repeated appeals were made to make undertake maintenance of the dead man system previously, the railway authority had not undertaken any interventions for the safety measure. These had invited the occurrence of the event. Infatuation it is expected of the Guards to stop the train by applying emergency brake. However the god in the G7 ways to use his mind either due to depression or due to anxiety (Mclnerney, 2005)
Special commissioner inquiry was also established later on and this was done in order to detect the safety management system of the railway crops and the South Wales independent transport safety and reliability regulator. This inquiry stated that there was complete failure of communication within and between the railway staff and the emergency team. They were not able to function efficiently during the occurrence of the incident (Mclnerney,2005). It was also found that the guards were not allowed to use metro net radio event during the time of any types of emergency. It was also found that proper standard guidelines and emergency alarm along with equipment within the railway department were completely absent. Depending upon the basis of the final report, different types of recommendations were provided on safety management system that would have helped in the prevention of similar incidents in the future. Regular medical checkups of the railway staff was made important along with proper training and regular Vigilance of the different types of activities of the train. In alternative to the dead man system, regular train maintenance and emergency exit door, effective Communications Railway member safety and different types of occupational health and safety emergency disaster preparedness also were proposed in the report.
It was found that one of the contributing reason behind the train accident at waterfall was the death of the driver. The report of the inquiry showed the poor medical condition and standard of the New South Wales Railway authority. The inquiry report provided by the special commissioner committee identified that they had developed no process of collecting family history and past history of the workers. The general physician who was given the duty to do the medical assessment of the workers were not specialised in any occupational health therapy. The occupational therapists were also not found to be involved in the treatment
Recommendations for Rail Safety Policies
Researchers are of the opinion that occupational health and safety are significant for maintenance of the safety of the workers as they have a direct impact on the future of the public. Hocking was the medical Consultant for the new medical standard for road and Railway. He stated that the new initiatives will be started by the New South Wales transportation for the safety management system and for prevention of the similar type of events in the upcoming days. Medical assessments like both physical and psychological conditions of the workers would be analysed based on their workplace, environment and different factors. These are important for maintaining the safety of the workplace and to maintain a smooth work culture. Specialised occupational therapies should also undertaking medical rounds. They should provide counselling for the different workers in the railway authority regarding different types of safety and risk management interventions
In situations of occurrence of cardiovascular disease stress, electrocardiograph should be immediately done for avoiding the risk of ventricular fibrillation. It is also stated that the K10 assessment should be also done regularly for identification of the cases of any type of depression, fear as well as nervousness among the workers (Hocking, 2006). Another factor that might also contribute to train accidents is lack of daytime sleep and fatigue. Therefore they should be also monitored by Epworth sleepiness scale.
After the passing of one year after waterfall accident, the railway Corporation launched a new project. This project was regarding the new rolling stock with both double deck car and single deck car sheet. Reliance rail was seen to get the bid. the rail Corporation was being called the Sydney train, and the Sydney train and Reliance train worked together for designing new trains. This helped in directly enhancing the safety as well as the security of the railway systems (Ramanathan,2016). Ultimately, the Waratah train was introduced. This had the special technological characteristics and helped in upgrading the safety of not only the passengers but also the crew. The Waratah train also consisted of an automatic air conditioner that prevented suffocation and fatigue of people.
There was also addition of the LED light and comfortable sheet. Emergency help points for the security and safety were present in each of the cabin from where each of the passengers could directly talk with the guard. There were About 96 CCTV camera inside the train so that the different activities of the passengers as well as that of the workers could be observed directly by different railway department. Electronic Screen was fitted in each of the stops and this helped in providing more details regarding the train (McInerney, 2001). The different types of Walkthrough were also present so that different passengers can easily move from one carriage to another in case of emergency. Emergency fire detection device as well as the fire extinguisher also was properly placed in case of crisis.
Occupational Health and Safety
It is high time for the NSW Railway authority to learn not only from the incident of the waterfall accident but also from the Glenbrook accidents that occurred on December 2 1999. The accident that took place in the Glenbrook incident was due to the lack of communication and lack of signal. Special Commission recommendations were provided which stated that there should be excellent railway network that should have signet telephone. That helps in properly communicating within the department. Different types of safety agendas and satellite networks for establishing connection between the railway department and the crew should also be ensured
This special commission of enquiry had developed a list of the other safety measures which included selection of the right person for the right job and having proper training among all the railway station officers. The inquiry by conducting an analysis of the risk and hazard stated that the railway authority need to appoint new railway field officer who can prevent the risks without causing any damage to life and property
Conclusions
From the discussion, it can be stated that the waterfall train accident was mainly because of the result of an ineffective management system of the state railway authority. It was also because of the negligence by the railway safety and security department. It is high time that the railway authority should learn a lesson from the tragic accident to avoid any undesirable incidents in the coming future. Different recommendations have been provided over the years by the inquiry teams. Some of these have been already implemented like the regular check up of the critical safety work, introduction of new Waratah trains that has advanced technology. This train also ensures safe and comfortable journey for both the passengers and the members. The Australian government and the railway Corporation should always be working together for implementation of all the effective measures that will ensure prevention of any damage to life and property and ensuring security and safety.
References:
Barratt, P. (2010). Organising to deliver resilience. Resilience and Transformation: Preparing Australia for Uncertain Futures, 23.
Donaldson, K., Edkins, G., & Victoria, D. O. I. (2004, October). A case study of systemic failure in rail safety: The Waterfall accident. In International Rail Safety Conference, Perth.
Donaldson, K. (2004). Investigation into Waterfall derailment. In Permanent Way Institution (PWI) NSW, 2004 Annual Convention.
Hocking, B. (2006). The Inquiry into the Waterfall train crash: implications for medical examinations of safety-critical workers. Medical journal of Australia, 184(3), 126.
McInerney, P. A. (2001). Special commission of inquiry into the Glenbrook rail accident. NSW Government. Sydney.
McInerney, P. A. (2005). Special Commission of Inquiry into the Waterfall Rail Accident. Final Report, Vol. 1. NSW Government, Sydney.
McInerney, P. A. (2005). Special Commission of Inquiry into the Waterfall Rail Accident. Final Report, Vol. 2 NSW Government, Sydney.
Ramanathan, K. (2016). Public–Private Partnerships and Implications for a Circular Economy in Australia. Towards a Circular Economy: Corporate Management and Policy Pathways, 201-222
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