Colin Wheeler
During 2024, RAIB published 13 full reports and 10 Safety Digests. Additionally, it wrote three letters to coroners as well as making 41 safety recommendations. With some credibility, Chief Inspector Andrew Hall has claimed that there has been an improvement in safety since the RAIB began its work.
Andrew reminds readers that the organisation’s investigations began back in October 2005. In the following 20 years his investigators have been deployed on no fewer than 752 occasions, and 419 full reports have been published. He reminds readers that despite a reduction in the work carried out on lines open for train movements and those close to running lines “some very near misses are still occurring.”
The report draws attention to the range of RAIB’s investigations including track worker safety, safety after engineering work, use of plant in possessions, and the management of trees. It also draws attention to the fact that the organisation must deliver an 8% reduction in staff.
Trackworker’s near miss
This incident took place at Morton Junction on the Erewash Valley line between Alfreton and Chesterfield. It happened on 27 November last year and involved a group of two trackworkers and a COSS (Controller of Site Safety). The three were “part of a group preparing to correct a track fault.” The passenger train involved was travelling at 78mph and sounded its horn on approaching the group. They moved clear just two seconds before the train passed.
They had planned to use line blockages for their work with the protecting signals at red. However, the COSS had unintentionally blocked the line at Codnor Park Junction, but the group were at Morton Junction some seven miles to the north. When the possession was taken, neither the signalman nor the COSS realised that the group were not at the location blocked by protecting signals. Unknowingly they had used a “safe work pack for a different location.” Ironically, the Safety Digest was released on 1 April this year.
Runaway trolley
On 26 May 2024 at around 05:00, a trolley collided with equipment at an estimated 20mph. The incident occurred at a work site in North Rose, Cheshire. RAIB’s report 07/2025 was published on 1 May this year. Both a site supervisor and a COSS saw the approaching trolley and alerted staff enabling them to move clear.
The trolley was being used on a 1 in 176 gradient. According to RAIB, its operator: “had intentionally defeated the failsafe function of the trolley’s braking system.” The report says staff found the braking system “tiring to use”.
RAIB’s report identifies two underlying factors. It states that: “Network Rail did not manage the risks with the trolley design,” and makes two recommendations. First, with Network Rail and the Safety and Standards Board (RSSB) and the Mechanical and Electrical Engineer’s Group. Network Rail is to: “reduce the likelihood of failsafe brakes being modified by operators,” and “consider modern ergonomic practices and the product acceptance process.”
It is also to identify and implement control measures to prevent trolley misuse.
Trackworkers struck by wagon
RAIB is currently investigating an accident that happened on 15 March at around 20:55 at Port Glasgow.
A wagon being propelled by a rail-mounted crane within an engineering possession struck two workers. One of them became trapped between the wagon and a track panel that had earlier been set down by a second crane. The trapped worker had to be freed by emergency services and was taken to hospital for treatment. Both cranes were being used for the renewal of a section of track within the possession limits.
RAIB has launched its investigation and will consider the actions of the staff involved, the control of crane movements, staff, and rail vehicles.
Passenger fatally injured
This incident took place on 28 March this year at Ickenham station on London Underground’s Metropolitan and Piccadilly lines. It was around 22:30 when the passenger fell from the platform onto the tracks. The passenger was struck by a train before being discovered by London Underground staff. They were fatally injured. RAIB’s investigation is underway and will include the actions of all involved, the management of staff, arrangements to manage and control risks of such accidents, and any underlying factors.
RAIB has completed a preliminary examination following an accident on a light railway when an individual was struck by a train. It occurred at 09:35 on 17 April. A volunteer member of staff was struck by a wagon and seriously injured near to the level crossing at Common Lane.
The wagon was part of a train transporting staff, equipment, and materials to the worksite. The staff member was seriously injured while trying to get off the slowly moving train. The railway was not open to the public at the time. RAIB has decided to publish a Safety Digest.
On nationalisation
The railway industry has reason to support the return to an integrated structure for railways, uniting infrastructure with the running of trains. When Railtrack, later renamed Network Rail, was formed, the industry lost an alternative organisation which we who were employed by British Rail would have preferred. The alternative was to be based on integrated train operation and infrastructure provision subdivided into Intercity, Regional, and Freight railways. However, the politicians rejected British Rail’s plan.
The latest Government plans are to reunite train operation and rail infrastructure. Already, a draft timetable has been publicised with proposals to begin the changes starting with train operating companies already managed by Government. London North Eastern Railway (LNER) came into public ownership in June 2018, Northern in March 2020, and they have been followed by South Eastern, and TransPennine. South Western Railway (SWR) came under public control in May this year and another nine are expected to be nationalised by mid-2028, if newspaper reporting is accurate.
An optimist would claim that the nationalisation of our railways could and should lead to better local and long-distance rail travel for both passengers and freight. During the last year or so there has been a concentration of advertising for electrically powered and hybrid road vehicle cars and many people have bought them. Sadly, the long-awaited increase in the electrification of our railways and digital signalling is still lagging.
I recall many years ago seeing a cartoon showing two youngsters looking over the parapet of a bridge over a motorway at a traffic jam involving heavy goods vehicles, some with trailers. One of the youngsters says to the other: “Why don’t they join them all together and have just one engine in the front one?” Of course, there are practical difficulties but to date I have not heard or seen a government proposal to electrify major rail freight services.
If major routes were electrified and used by electrically-powered freight trains, everyone would gain. The challenge I suggest is to develop our train control and electrify more railways. Indeed, for major flows of traffic we may even need to construct freight-only routes between city hubs from where goods can be easily and locally delivered to customers. Reduced emissions would surely be a welcome outcome?
Image credit: iStockphoto.com
