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Ladbroke Grove rail crash
The Ladbroke Grove rail crash (also known as the Paddington train crash) was a rail accident which occurred on 5 October 1999 at Ladbroke Grove, London, England. With 31 people being killed and more than 520 injured, this remains the worst rail accident on the Great Western Main Line. This was the second major accident on the Great Western Main Line in just over two years, the first being the Southall rail crash of September 1997, a few miles west of this accident. Both crashes would have been prevented by an operational Automatic Train Protection (ATP) system, but wider fitting of this had been rejected on cost grounds. This severely damaged public confidence in the management and regulation of safety of Britain's privatised railway system.
A public inquiry into the crash by Lord Cullen was held in 2000. Since both the Paddington and Southall crashes had reopened public debate on ATP a separate joint inquiry considering the issue in the light of both crashes was also held in 2000; it confirmed the rejection of ATP and the mandatory adoption of a cheaper and less effective system, but noted a mismatch between public opinion and cost-benefit analysis. The Cullen inquiry was carried out in 2 blocks of sittings, sandwiching the 'joint inquiry'; the first block dealt with the accident itself, the second block dealt with the management and regulation of UK railway safety; this had always been part of the inquiry terms of reference, but was given additional urgency by a further train crash at Hatfield in October 2000.〔The inquiry report is in 2 volumes, reflecting this division; the narrative and the account of the most likely cause and identified shortcomings are based upon Vol 1 of the enquiry report〕 Major changes in the formal responsibilities for management and regulation of safety of UK rail transport ensued.
==Incident==
At about 08:06 BST on 5 October 1999 a Thames Trains service to Bedwyn railway station in Wiltshire left Paddington Station. From Paddington to Ladbroke Grove Junction (about to the west), the lines were bi-directional (signalled to allow trains to travel in either direction, in and out of the platforms of Paddington Station); beyond Ladbroke Grove the main line from London to South Wales and the West of England switched to the more conventional layout of two lines in each direction ('Up' for travel to London, 'Down' for travel away from London) carrying fast and slow trains. As an out-bound train, the train (a 3-car turbo class 165 'Turbo' diesel unit) would have been routed onto the Down Main line at Ladbroke Grove. It should have been held at a red signal at Ladbroke Grove until this could be done safely. Instead, it ran past the signal; the points settings beyond this brought it in under 600 metres onto the Up Main Line; at about 8:09 as it was entering this it collided nearly head-on and at a combined speed of about with the 06:03 First Great Western train from Cheltenham to Paddington.〔See section 3 of the Inquiry Report Volume 1〕
The latter train was a High Speed Train, driven by 52-year-old Brian Cooper, who was killed in the accident. It comprised eight Mark 3 coaches with a Class 43 diesel power car at each end. It was of much more substantial construction than the Turbo train, the leading car of which was totally destroyed. The diesel fuel carried by this train was dispersed by the collision and ignited in a fireball, causing a series of separate fires in the wreckage, particularly in coach H at the front of the HST, which was completely burnt out. The drivers of both trains involved were killed, as well as 29 others (24 on the Turbo train, 9 on the HST as a result of the impact, with a further fatality as a result of the fire), and 227 people were admitted to hospital. A further 296 people were treated at the site of the crash for minor injuries.〔Inquiry Report Vol 1 paras 4.52–4.54, 4.57–4.59 (pp. 29–30)〕
抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』
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