to hospital with minor injuries. Blue Mountains train fire, 2000 On 25 July 2000, a westbound interurban electric passenger train caught fire requiring the evacuation of the train and the hospitalisation of six people. The cause was thought to be an electrical fault in the roof of the leading carriage. Kingsgrove derailment, 2000 On 6 October 2000, an eight car Tangara train derailed at low speed near Kingsgrove station on the East Hills line, causing the rear three carriages to topple onto its side. The cause was a track twist as a result of very high temperatures. Ten people were hospitalised. Hexham derailment and crash, 2002 On 12 July 2002, a coal train derailed at the Newcastle suburb of Hexham due to a points failure. A signalman closed two of the four tracks at the site to traffic, however a passenger train on one of the adjacent pair of tracks continued onwards to collide with the derailed coal wagons, injuring eight people. The cause was found to be a breakdown in communication between train and signalling staff. Sefton Junction derailment, 2007 In the early hours of the morning of 17 January 2007, two diesel locomotives hauling a Melbourne to Brisbane freight train derailed at Sefton junction in the western suburbs of Sydney. Diesel fuel was spilt from the leading locomotive. Following the derailment, the accident crane used to lift the leading locomotive (a QR National CLP class), toppled over trapping the crane driver, who was hospitalised after rescue by NSW Fire Brigades. Homebush Derailment, 2009 In January, a train headed for Bankstown overshot the platform at Homebush, passed the signal at stop and derailed on the catchpoints. One passenger was injured climbing the stairs to exit the station. The investigation found that the SPAD and subsequent derailment was a consequence of an error by the Driver who misinterpreted which signal applied to his line. The Driver was relatively inexperienced and it is probable that his driving and situational awareness were adversely affected by fatigue brought on by insufficient quality rest and sleep. It was also found that the position of the two signals, ST265L and S261S, increased the probability of a driver misinterpreting which signal applied to the line. Associated with the Signal ST 265L were two safety features: the first, a train stop which automatically applied the brakes as the train passed the signal without authority (this reduction in