1. Track damage starts mid way along the switch rail of KN 12p (Appendix C page 16). This would be indicative of the initiation site. Prior to this existing track is good and maintenance acceptable. No indication of buckling neither before the turnout nor from turnout to river (Appendix C, page 17).
2. Damage to track is to the right hand side in direction of travel (toward Saldanha) which is the diverging side of KN 12p as it is a right hand turnout (Appendix C, page 16). This would indicate that that the train has climbed the points due to them not being fully closed for main i.e. there was a ‘split points’ condition.
3. 'Spring test' showed that the points could be physically opened 4mm when in lock for the straight (Appendix C, page 17). Standard is 2mm but allows for up to 3mm. This indicates that the points could have been open slightly without being detected, but probably is not a significant issue in this instance.
1. Track damage starts mid way along the switch rail of KN 12p (Appendix C page 16). This would be indicative of the initiation site. Prior to this existing track is good and maintenance acceptable. No indication of buckling neither before the turnout nor from turnout to river (Appendix C, page 17).
2. Damage to track is to the right hand side in direction of travel (toward Saldanha) which is the diverging side of KN 12p as it is a right hand turnout (Appendix C, page 16). This would indicate that that the train has climbed the points due to them not being fully closed for main i.e. there was a ‘split points’ condition.
3. 'Spring test' showed that the points could be physically opened 4mm when in lock for the straight (Appendix C, page 17). Standard is 2mm but allows for up to 3mm. This indicates that the points could have been open slightly without being detected, but probably is not a significant issue in this instance.
1. Track damage starts mid way along the switch rail of KN 12p (Appendix C page 16). This would be indicative of the initiation site. Prior to this existing track is good and maintenance acceptable. No indication of buckling neither before the turnout nor from turnout to river (Appendix C, page 17).
2. Damage to track is to the right hand side in direction of travel (toward Saldanha) which is the diverging side of KN 12p as it is a right hand turnout (Appendix C, page 16). This would indicate that that the train has climbed the points due to them not being fully closed for main i.e. there was a ‘split points’ condition.
3. 'Spring test' showed that the points could be physically opened 4mm when in lock for the straight (Appendix C, page 17). Standard is 2mm but allows for up to 3mm. This indicates that the points could have been open slightly without being detected, but probably is not a significant issue in this instance.