MTR Metro Cammell EMU (AC)

On 25 November 1984, an East Rail Metro Cammell EMU train derailed between Sheung Shui and Lo Wu station. The incident occurred when the driver, preparing to back the train up to Sheung Shui station, failed to follow a speed/stop signal while the train was exceeding the speed limit. The train crashed into a boulder buffer with the first two cars piling on top of each other. The degree of damage was so extensive that the cars never returned to service. Passengers were unloaded prior to the crash while the driver sustained only minor injuries. However, the accident caused train services to be suspended for the rest of the day and the incident spurred a series of public outcries concerning railway safety. Set E45 (which was 233-234-235) was hence commissioned as a result of the accident to replace the damaged cars.

The depot accident included the only remaining coach no. 233 on E45, and coach no. 272 on E58. 233 took over the crashed 272 on E58 and became the current 458 in the late 90s. After then, the whole set E45 was scrapped, and a 1:1 yellow head model was included until it made room for the retired locomotive 51.

On 17 September 2019, a 12-car Metro Cammell EMU train servicing the East Rail Line derailed while approaching Hung Hom station. Services between Hung Hom station and Mong Kok East station and the Intercity Through Train were cancelled for several days. Eight passengers were injured during the derailing. The derailment was attributed to deteriorated sleepers widening the track gauge. [3]

On 21 December 2005, an East Rail Metro Cammell EMU train failed while in operation. Following examination of the train, KCRC staff detected minor cracks in the welding of mounting brackets for some underframe components. A review panel commissioned by KCRC looked into the problem from four aspects:[4]

• the rate of change of the acceleration and deceleration of trains
• the welding of components' mounting brackets
• the profile of the track and train wheels
• suspension system

Since the full introduction of Automatic train operation (ATO) on the East Rail system in 2002, the rate of change of acceleration and deceleration resulting from ATO driving added stress to the underframe components. To allow a root cause investigation to be carried out, the use of the ATO system was suspended on 15 January 2006, leaving the operation of trains back in the hands of the train drivers, the safety of train operation under the control of the Automatic Train Protection system.[2] This resulted in a decreased frequency (from 24 to 23 trains per hour) and lengthened trip time (increase by 90 seconds to 42.5 minutes).[4] KCRC also temporarily transferred some staff from West Rail to cope with recent maintenance of trains.

The Environment, Transport and Works Bureau reprimanded the KCRC for not immediately notifying the Government when it found problems with its East Rail trains in 2005. Secretary for the Bureau Dr Sarah Liao said she has ordered the KCRC to inspect all its trains, and did not rule out suspending services if there are safety doubts. Dr Liao ordered the chairman to review the corporation's operations, including its management and overall system, and submit a report. KCRC Chairman Michael Tien accepted responsibility for the corporation's poor judgement in not sharing the information with the public in a timely matter.

On 21 January 2006, Michael Tien stated that the safety problems of East Rail had been controlled, and the train service was expected to operate as usual, including train service in the Chinese New Year. KCRC East Rail trains reverted to ATO operation on 6 August 2006, after the investigation confirmed that the ATO system is not a direct cause of the cracking.[2]

A 1:1 scale model was once on display at the Hong Kong Railway Museum, built from components of carriage 272 of set E58. The model has since been scrapped to make room for Locomotive 51.[5]

E45 (which was 233-234-235) was supposed to be 145-245-445. After the incident, the only remaining coach was coach no. 233. Coach 233 replaced the crashed 272 in E58 and officially became coach no. 272, and then 458. Due to the extensive damage, coaches 234 and 235 were wrecked in the 1984 accident in a siding, and the only remaining historical train was E44 (144-244-444).

If these were not involved, 144 and 145 would have become 644 and 645.

Prior to the removal of the driving compartments, trains are reassembled into 3xx 2xx 6xx 4xx 2xx 6xx 6xx 2xx 5xx 5xx 2xx 1xx (3+3+6 configuration) or 3xx 2xx 6xx 4xx 2xx 6xx 5xx 2xx 6xx 5xx 2xx 1xx (3+3+3+3 configuration)