Hatfield rail crash

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Hatfield rail crash

The memorial garden created alongside the East Coast Main Line for those who died in the Hatfield rail crash.
Details
Date and time:	17 October 2000, 12:23 GMT
Location:	Hatfield, Hertfordshire
Rail line:	East Coast Main Line
Cause	Rail failure
Statistics
Trains:	1
Passengers:	170
Deaths:	4
Injuries:	over 70[1]
List of UK rail accidents by year

The Hatfield rail crash was a railway accident on 17 October 2000, at Hatfield, Hertfordshire, UK. Although the accident killed fewer than other accidents, Hatfield exposed the major stewardship shortcomings of the national railway infrastructure company Railtrack and the failings of the regulatory oversight which the company had had in its initial years – principally a failure to ensure that the company had a sound knowledge of the condition of its assets – and ultimately triggered its partial re-nationalisation.

Contents 1 Accident events 2 Cause of accident 3 Court case 4 See also 5 References 6 External links

[edit] Accident events

A Great North Eastern Railway InterCity 225 train bound for Leeds had left London King's Cross at 12:10. It was travelling at over 115 miles per hour (185 km/h) when it derailed south of Hatfield station at 12:23. Four passengers were killed and a further 70 injured. Those killed were in the restaurant coach which struck a catenary stanchion following derailment. The dead were:

• Robert James Alcorn, 37, of Auckland, New Zealand
• Steve Arthur, 46, from Pease Pottage, West Sussex
• Leslie Gray, 43, of Tuxford, Nottingham
• Peter Monkhouse, 50, of Headingley, Leeds

Crash investigators identified the integrity and strength of the British Rail -designed Mark 4 coaches for protecting occupants. Coincidentally, the locomotive in the crash was also involved in the Great Heck crash a few months later.

[edit] Cause of accident

A preliminary investigation found a rail had fragmented as trains passed and that the likely cause was "Rolling Contact Fatigue" (defined as multiple surface-breaking cracks). Such cracks are caused by high loads where the wheels contact the rail.^[2] Repeated loading causes fatigue cracks to grow. When they reach a critical size, the rail fails. Over 300 critical cracks were found in rails at Hatfield. The problem was known about before the accident, and replacement rails made available but never delivered to the correct location for installation. The implication that other rails might be affected led to speed restrictions on huge lengths of railway, crippling many routes, while checks were carried out on the rail condition. The incidence of cracks similar to those found at Hatfield was alarmingly high throughout the country.^{[citation needed]}

The rail infrastructure company Railtrack, having divested much of the engineering knowledge of British Rail into maintenance contractors, had inadequate maintenance records and no accessible asset register. It did not know how much other "gauge corner cracking" around the network could lead to a Hatfield-like accident. Railtrack imposed over 1200 emergency speed restrictions and instigated a nationwide (and costly) track replacement programme. The company was subject to "enforcement" by the Rail Regulator Tom Winsor. The disruption to the network and the company's spiralling costs set in motion the events which resulted in the collapse of the company into administration at the insistence of transport secretary Stephen Byers MP, and its replacement by the not-for-dividend company Network Rail under Byers' successor Alistair Darling MP.

[edit] Court case

In 2003, six people and two companies – Network Rail (as successors of Railtrack) and the division of Balfour Beatty that maintained the track – were charged with manslaughter in connection with the accident (see corporate manslaughter). Charges against Network Rail/Railtrack and some of its executives were dropped in September 2004, but the other charges stood.^[3] The trial began in January 2005; the judge, Mr Justice Mackay, warned that it could go on for a year. On 14 July the judge instructed the jury to acquit all defendants on charges of manslaughter.^[4] A few days later Balfour Beatty changed its plea to guilty^[5] on the health and safety charges, and on 6 September Network Rail was found guilty of breaching health and safety law.^[6] All of the executives who had been charged were acquitted.

The court considered the extent to which the poor condition of the rail was known and any acts or failures to act that resulted.

• Anthony Walker (Balfour Beatty's rail maintenance director) and Nicholas Jeffries (its civil engineer), denied manslaughter.
• Railtrack's Alistair Cook and Sean Fugill (asset managers for the London North-East zone), and track engineer Keith Lee, denied manslaughter.
• All five men, with four others, were also accused of breaches of health and safety laws.
• Balfour Beatty denied manslaughter because it was alleged that Nicholas Jeffries was sufficiently senior that his acts were the omissions of the company
• Network Rail denied charges under the Health and Safety at Work, etc. Act

[edit] See also

• List of rail accidents in the United Kingdom

[edit] References

[edit] External links

• ORR Final Report by the Independent Investigation Board

• Health & Safety Executive page on the Hatfield crash
• Why Rails Crack Ingenia, June 2005
• BBC News coverage:
  • BBC News In Depth - Hatfield crash
  • How Hatfield changed the railways

Coordinates: 51°45′14″N 0°13′18″W / 51.75389°N 0.22167°W / 51.75389; -0.22167