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8/7/2019 Disaster Assngmnt 11 March 2011 A

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NOTTINGHAMTRENTUNIVERSITY

Business Op erations & R eliability M anagement

ISYS40161

Module Leader:

ChristopherMccollin

Module Assignment - 1

SAURABH PARIHAR (N0362556)

Submission Date:

XX March 2011


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D escri ption of the L ondon Underground and its working environment:

The London Underground (also known as the Tube or The Underground) is a rapid transitsystem serving a large part of Greater London and some parts of Buckinghamshire, Essex and

Hertfordshire in England. The London Underground is the oldest underground railway in the world, with the firstsection being opened in 1863 on which is now the Circle, Hammersmith & City andMetropolitan lines. In 1890 it became the first to operate electric trains.

The Underground serves 27 0 stations and 40 2 kilometres (25 0 mi) of track. Most tube linesrun in cast-iron tunnels (only some of the more recent constructions use concrete tunnellining).

The London Underground's 11 lines are divided into two classes: the subsurface routes andthe deep-tube routes.

The Circle, District, Hammersmith & City, and Metropolitan lines make up the subsurfaceclass. The Bakerloo, Central, Jubilee, Northern, Piccadilly, Victoria and Waterloo & City

lines make up the deep-tube routes. There was a twelfth line, a fifth subsurface route, the EastLondon line, until 2 00 7, when it closed for rebuilding work. I t reopened as part of LondonOverground in April 2 010 .


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M oorgate tube crash (28 th February 1975) :

The Moorgate tube crash was a railway disaster on the London Underground, which occurred on 2 8 February 19 75 at 08 .46 am.A southbound train on the Northern Line crashed into the tunnel end

beyond the platform at Moorgate station. Forty-two people were killed at the scene, either from theimpact or from suffocation, and several more died subsequently from severe injuries. The train was

the 8 :39 am from Drayton Park on the Highbury Branch, terminating at platform nine of Moorgatestation seven minutes later. I nstead of braking on arrival the train seemed to accelerate, taking thecrossover at about 3 5 miles per hour (5 6 km/h). At the end of the platform was a 66 feet (2 0 m) longoverrun tunnel with a red stop-lamp, then a sand drag, and finally a single hydraulic buffer in front of a brick wall. The sand drag slowed the train but it smashed into the buffer at about 40 mph and theninto the wall.The overrun tunnel was built to accommodate surface line loading gauge trains and was16 feet ( 4 .9 m) high. The smaller diameter of the tube train meant that the second car in the set rodeup above the trailing end of the driving car (telescoping), and landed on top of it. The third car splitapart lengthwise and rode over the end of the second car. The driving car suffered the most damage,

buckling at two points into a V shape, crushed between the wall and the weight of its train piling up behind it.


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F ault T ree Analysis:


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Failure Analysis:

The catastrophic failure was result of human failure. All systems i.e. braking system, signallingsystem and track were found to be operating condition with no fault or improper functioning. Thewhole analysis of Moorgate disaster never got a conclusive cause for failure other than human failure.The driver of the train was not much experienced, bu

disaster assngmnt 11 march 2011 a

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