Morningside Report and Summary Here - KiwiRail

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Responses of Inspectors What do the Codes and Standards require in terms of Inspectors’ responses? Track Inspectors were required to report inspection findings in accordance with Railnet Code Clause P 26(a) which stated that: “Track inspections shall be carried out in accordance with Clause P21 & P24 and reported on an approved form to the Line Manager." In the same way as any other deterioration found during inspection, if the surface of a crossing had deteriorated, the Inspector would identify what work was required and allocate a priority to that work. Prioritisation was made based on a T200 Standard which had the following regime: P1=work required within 2 days, P2= work required within 1 week, P3=work required within 1 month, P4= work required within 6 months. Track Code Supplement CSP 22 Issue 2 dated July 2012 contained pictorial guidelines to help inspectors appropriately prioritise work. It also changed the regime to - P1= work required within 24 hours, P2= work required within 7 days, P3= work required within 30 days, P4= work required within 90 days. CSP 22 was prepared because T200 did not specifically provide a prioritisation regime for remedial work at level crossings. CSP 22 only contained guidelines relating to condition assessment of the roadway and was silent on the appropriateness of assessment to walkway surfaces at pedestrian crossings. CSP 22 was available on the intranet and was being progressively introduced at training updates. How did the work get prioritised? The Track Inspector who noticed the condition of the Morningside crossing assessed the priority of the work required as Priority 4 (working under the T200 regime), however, he believed this equated to repair required in 90 days, where in fact P4 in T200 required the repair within 6 months. He was not aware of the existence of CSP 22 Issue 2 because he had not at the time of reporting attended the Track Inspectors’ Refresher Course at which copies of CSP22 Issue 2 were provided to attendees. . Report on Collision Train 126 with Power Wheelchair, Morningside, 25 February 2013 Page 14
Undertaking the Work What do the Codes and Standards require in terms of undertaking works? The information from M125/6 Track Inspection report prepared by Track Inspectors which identifies work required is sighted by the Area Manager, then assessed by the Field Engineer and is then logged into the Asset Data Base (ADB). A summary report (which lists the work required) is then created from ADB for review by line management (Field Engineer and/or Area Manager) who then schedule the work for the appropriate ganger (being the person responsible for the team carrying out the work). Once work is completed, the completed job list is then returned to the Field Engineer who reviews the list, which is then entered as complete, with the completed date in the relevant record. This process is set out in a training document and is customary practice but is not codified. What happened in relation to the works on the Crossing? The information from the relevant M125/6 Inspection Report was entered into the ADB, but without review by the Field Engineer. When entered into the ADB system, the P4 prioritisation was accorded a six month repair timeframe, not the 90 days as it would have been in accordance with the initial intention of the Track Inspector or if it had been assessed as P4 in accordance with CSP22. A Block of Line was in place during the Christmas 2012 – New Year 2013 period for the entire Auckland Metropolitan Area for the purposes of continuing major project work in the absence of trains. The outstanding work listed on the M125/6 Track Inspection Summary Report dated 21 December 2012 which included the work required at the Morningside crossing was to be accommodated within the project-related Block of Line program. The summary report still showed the work at Morningside crossing as a P4 with a 6 month maximum completion date from initial inspection date of 5 September 2012. Over the Christmas period the Track Inspector in charge of the maintenance gang (not the Inspector who had identified the uneven surface) had concentrated his efforts on repairing EM80 (Track Recording Car) track geometry exceedances recorded on the M125/6 Track Inspection Summary Report dated 21 December 2012 and, although he had rectified a fault at the first pedestrian crossing at Morningside, he was not equipped or resourced to respond to the issues raised in the 5 September 2012 M125/6 Inspection Report in relation to the second pedestrian crossing and the original 6 months for completion had not yet expired. The copy of the M125/6 Track Inspection Summary Report was subsequently endorsed with the date “29/12/12” signifying that the work had been completed. It was possible that the Track Inspector had signed off the work on both pedestrian crossings as having been completed, even though the work had only been completed on one, by mistake. The close physical proximity of the pedestrian crossings, separated only by the vehicle level crossing, and their proximity on the Summary Report would tend to support this. That information was entered into the ADB on 4 January 2013. At that time the TID reference was transferred as completed from the M125/6 Track Inspection Summary Report to the ADB Archive (Complete). Report on Collision Train 126 with Power Wheelchair, Morningside, 25 February 2013 Page 15
Page 1 and 2: Summary of KiwiRail’s Report into
Page 3 and 4: a. Consideration of whether (and if
Page 5 and 6: • 35 collisions between pedestria
Page 7 and 8: COLLISION TRAIN 126 WITH POWER WHEE
Page 9 and 10: Glossary Asset Data Base (ADB) At-g
Page 11 and 12: Figure 1 shows the layout of Mornin
Page 13 and 14: What caused the wheelchair to becom
Page 15 and 16: 83mm 75mm 72mm 92mm Field gap Direc
Page 17 and 18: individual crossings would be stagg
Page 19: Figure 7 Condition of Morningside D
Page 23 and 24: No specific consideration was given

Morningside Report and Summary Here - KiwiRail

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