Colin Wheeler
Artificial Intelligence is increasingly being promoted as a tool that could transform railway safety and performance. But while new technology undoubtedly has a role to play, there remains a strong argument that people – and the way they work together – are still the industry’s greatest strength.
With Britain’s railways moving back towards public ownership under Great British Railways (GBR), the industry has a rare opportunity to create a safer, more reliable, and more unified network. Bringing operators, infrastructure providers, and regulators closer together could help restore the collaborative culture that many experienced railway professionals believe has been lost over recent decades.
Having spent decades working as a railway civil engineer across Leeds, York, Sheffield, Newcastle, Manchester, and Liverpool – as well as undertaking a secondment with the British Railways Board – I have seen first-hand the value of experience, local knowledge, and teamwork. The expertise of railway staff and their ability to work collectively to solve problems remains invaluable.
Recent incidents on the railway underline why communication, situational awareness, and effective teamwork remain essential safety tools, regardless of how advanced technology becomes.
Injuries at Port Glasgow
On 24 March, the Rail Accident Investigation Branch (RAIB) released its report on an accident that occurred at around 20:30 on 15 March 2025 at Port Glasgow, Inverclyde. A wagon was being propelled by a rail mounted crane within an engineering possession when it struck the two track workers. One was trapped between the wagon and the lifting beam and was seriously injured. The other was trapped under the wagon but only suffered minor injuries.
A crane had lowered a section of track for the renewal onto the track ahead of the propelling crane and the wagon that it was moving to collect. The two trackworkers were standing close to the track panel discussing where it was supposed to be set down. A staff member controlling the propelling issued a stop command over the radio, but this was not heard by the crane’s driver. Staff on track did not realise that the crane had not stopped moving.
The propelling crane operator did not have a clear line of sight and was reliant on radio contact from ground staff. There was no lighting on the leading end of the wagon-despite the requirement set out in the Rule Book, says the RAIB report.
Worker struck and killed
This fatal accident occurred at 21:00 Sunday on 15 March on the Midland Main line between Radlett Junction and Elstree and Boreham Wood Station in Hertfordshire. The East Midlands Train involved was travelling at 110mph when it struck the worker. The worker was one of a pair who were carrying out track measuring on the adjacent Down Fast Line following an earlier embankment failure and ongoing repair work.
The measurements were taking place within a line blockage of the Down Fast Line whilst the Up Fast remained open the rail traffic. An RAIB investigation is underway.
RAIB advises its understanding is that the worker was acting as the Controller of Site Safety (COSS) and was looking to impose a speed-restriction due to a sink hole at Elstree and Boreham Wood Station.
Near miss at Harpenden
This incident, which occurred on 7 March at 23:41, involved a Govia Thameslink passenger train travelling at just 62mph. The trackworker who experienced the near miss was an Engineering Supervisor (ES) who had accessed the track from a designated access point adjacent to the Down Fast Line. The task of the ES was to place work site marker boards on the Up and Down Slow lines that had been blocked to traffic as part of an overnight possession between Radlett and Flitwick Junctions.
Closed circuit television from the train cab shows the ES walking on the Down Fast line which was open to traffic. On becoming aware of the approaching train, the supervisor jumped clear with just a second to spare!
RAIB’s investigation is underway and will consider “the way in which gaining access to the Up and Down Slow lines to place marker boards was planned.”
If it is hazardous to use marker boards which must be set out manually, surely there is a better way?
Derailment at Denbigh Hall South Junction
Monday 13 April saw RAIB issue its report on a derailment between Bletchley and Milton Keynes Central which occurred at 12:27 on Thursday 26 June 2025.
The train involved was making a wrong direction move when it derailed on switch diamonds. There were no injuries, but damage was caused to the train and railway infrastructure. The wrong direction move was necessary due to a fault which prevented the driver from using the cab at one train end.
Rugby Control Centre proposed a path for the train “which they did not realise was invalid”. When the train arrived at the junction, no one in the leading cab noticed that the switch points were in an unsafe position for the train to pass over.
RAIB’s report 04/2026 identifies as “an underlying factor” the training of signallers when authorising wrong direction movements. It adds that: “The Rule Book did not cover the specific circumstances, nor information, strategies and knowledge used by experienced signallers.”
The recommendations identify four learning points. Firstly, understanding the impact that personal issues can have, along with the importance of taking the time to stop and check again, and asking a competent person to check on “underlying management factors”.
Road vehicle incursion at York Street, Belfast
This incident occurred at around 16:40 on 20 March, when a heavy goods vehicle (HGV) travelling northwards on the M2 motorway collided with another road vehicle, left the carriageway, and hit the containment barrier. The M2 runs parallel to the Belfast to Derry-Londonderry railway.
The containment barrier failed to prevent the HGV leaving the carriageway and it came to rest adjacent to the Up line and only just clear of passing trains.
The driver of the 15:51 Larne to Belfast service saw the HGV and applied the brakes, just passing it at 16mph without hitting it. The train stopped at York Street Station where its driver reported to the signaller. The HGV driver was injured in the road traffic accident. The railway incursion damaged the HGV, the containment barrier, and fencing. RAIB is investigating.
Manchester Picadilly tram derailment
On 5 April at 13:39, a Metrolink tram travelling from Ashton to Bury derailed as it approached Piccadilly. Two coupled sets were involved, and the tram was travelling at just 8mph when it derailed.
The driver was initially unaware and drove on with one wheel axle derailed before stopping at the platform. Passengers were able to disembark and no injuries were reported. RAIB is investigating and advises that “only minor damage was caused to the tram and infrastructure”.
Looking ahead
The creation of GBR, with its national headquarters in Derby, offers the chance to reunite the industry around a common purpose. There may also be merit in strengthening local oversight, including the return of dedicated regional inspectors within His Majesty’s Railway Inspectorate.
Ultimately, motivated staff committed to delivering the best possible railway for passengers and freight customers alike will always be the foundation of a successful network. Artificial Intelligence may prove beneficial, but a truly united railway that works cooperatively across all parts of the industry could deliver even greater improvements.
Image credit: iStockphoto.com/violettenlandungoy
