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Britain’s rail future is on the line

Marc Johnson
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Britain’s rail future is on the line

In light of the recent developments in the electrification sector with Network Rail agreeing £2 billion worth of framework contracts with Balfour Beatty, AmeyInabensa, CarillionPowerlines and ABC Electrification, it is reasonable to argue that the UK is beginning to establish a railway system that is faster, cleaner and much more efficient.

These six framework contracts are just a part of around 30 different electrification projects that the government has green-lighted for the next seven years.

These framework agreements seek to electrify 2,000 miles of track between 2014 and 2019, a significant investment that will create a more sustainable railway. However, we estimate that by 2016, the electrification sector will require upwards of 2,000 skilled linesmen to carry out the works, more than 10 times the current capacity.

The UK now faces an uphill struggle to recruit and train over 1,800 electrification linesmen before 2016.

One of the biggest concerns that we are experiencing with regards to establishing a skilled workforce in the UK rail industry is the relatively lengthy breaks between large-scale projects.

These breaks inevitably lead to a reduction in demand for specialist skilled workers, most notably within Electrification and Signalling. Unfortunately as a result, we commonly see capacity problems arise when large-scale projects are initiated and the industry’s demand begins to far outweigh the supply.

In disciplines such as Signalling and Electrification, there isn’t a direct transferability of skills that enables technicians to easily transfer between roles. Those looking to make the switch to the electrification sector are still required to complete specialist training in order to be qualified enough to work. We are also dealing with an ageing workforce with many high-level qualified technicians expected to retire over the next few years, further threatening the sustainability of future electrification works.

One solution to the skills shortage is to source skilled linesmen from other countries such as Poland, Slovakia and The Philippines. Many European countries have a much higher ratio of electrified track to the UK and have thus created a highly skilled workforce that will soon be in big demand.

However, sourcing technicians from foreign countries doesn’t necessarily address the long-term issues that the UK rail industry has in terms of maintaining a highly skilled workforce.

With youth unemployment in the UK reaching close to 20%, could there be a better solution right on our doorstep?

We should be looking at supporting organisations that aim to fill the various skills gaps that exist within the industry, most notably the partnership between Carillion and SPL Powerlines. The partnership was set up ahead of the Network Rail framework contracts agreement and aims to significantly reduce the deficit in skilled linesmen over the next 6 years by investing heavily in purpose-built electrification training centres.

Another organisation that deserves recognition is the UK Rail Industry Training Trust, a charity set up to reach out to 12-19 year-olds across the UK
to promote careers in the rail industry. The trust is currently running a series of engagement and educational events around the country, promoting the types of careers available within the rail industry.

Vocational education

There also needs to be a shift in attitudes towards careers in the trades as it recently emerged that youngsters are being actively dissuaded away from vocational education in favour of more academic pursuits. According to a recent study by the Edge Foundation, 36% of students who studied a vocational qualification were advised against it by their school.

Only 51% of parents encouraged their child’s choice to study a vocational qualification, compared to 74% of parents who were happy to encourage an academic pursuit. This poses another dilemma for the rail and construction industries despite evidence showing that the total income of an ex-apprentice is not too dissimilar to that of a university graduate.

As the UK commits to constructing a 21st century fast, safe and green railway, we must not ignore the continual demand for qualified and experienced technicians and engineers. It is essential that we are continually inspiring the next generation of railway engineers as these future stars will be the ones building the large-scale projects such as HS2 and Crossrail 2.

For more information on how advance Training & Recruitment Services can meet your electrification staffing needs, talk to our resident Electrification & Power expert Daniel Forth-Rumley by calling 01483 361061 or e-mail dfr@ advance-trs.com

Article by Carl Taylor, Advance-TRS

The fall and rise of Britain’s railways

Marc Johnson
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The fall and rise of Britain’s railways

Long serving rail chief, Richard Brown, now at the DfT, tells a story which typifies all that was best about the controversial privatisation of Britain’s railways. Writes Colin Garrett

The erstwhile managing director of Midland Mainline was ushered into a top level meeting with the new owners of the franchise, the National Express Group. Brown, who had organised an MBO, had bravely put all that behind him.

In the new franchise agreement was a clause dealing with new rolling stock. Tentatively Brown pointed this out. Get on with it then he was told. You mean do a feasibility study? Form a steering group? With some asperity he was told, no, just buy the trains.

It is tempting to report that Brown closed the door and leapt a yard in the air clicking his feet together. But Richard is far too professional for any such immature display of raw emotion. Midland Mainline went on to acquire a fleet of gleaming new Class 170 Turbostars.

Railway privatisation caught the industry largely unawares. Few believed the Conservative Party’s 1992 election pledge to privatise the railways. Margaret Thatcher was known to be against it but this unlikely defender of BR had been replaced by John Major.

Even fewer people expected Major to win the general election. When he did Sir John then took the entirely laudable step of attempting to implement his election manifesto. The Railways Act, when it became law in April 1994, would go on to break up British Rail into 400 parts.

Still rail barons and staff alike believed they could spin out the process until a Labour government won and called a halt. In this they were sadly adrift. As the Railways Bill went through committee stage it was largely unopposed by the Labour Party opposition.Desiro London Midland (2) [online]

BR had few friends politically and was regarded by many as the last bastion of cold war corporate socialism. Getting rid of it was attractive in Westminster. Privatising BR meant breaking the power base of the rail unions – heavily involved in supporting the miners’ strike. More attractive still treasury wonks came to believe that this heavy drain on the public purse could effectively be sidelined and left to seep away. Managed decline was the buzz phrase in Whitehall. Once vanquished the railways would gurgle into the weed-grown four foot of history.

Rail regulator

The unlikely saviours of the railways sprung from the commuter belt around London. The term commuter means one who has part of his fare commuted or waived – that is replaced by public subsidy. As the privatisation process unfolded commuters and their MPs made it clear the trains that brought people into work must be protected.

Prices would have to be controlled, a rail regulator, who was responsible for the interests of the passengers rather than the government, appointed. Fare rises were pegged at 2% above RPI. Of course it followed that train tickets would have to be transferable.

Sir Bob Reid, congenial chairman of British Rail, returned from a trip to the American West Coast and told reporters he had had to buy seven rail tickets to complete a modest journey around northern California.

Appalled by the glimpsed vision of BR’s chairman hanging on to a San Francisco street car clutching a wodge of tickets the clamour to keep some sense of a unified railway grew. Reid, an oilman, pressed on and pointed out that BR was the best value railway in Europe in terms of per capita subsidy. The industry was already being run commercially.

Apart from Reid, most BR managers were cagey about defending the industry. However clandestine mavericks and those outside mounted an effective campaign. Colin Garratt took a road show around Britain celebrating the achievements of the world’s first railway industry.

The stunning visual display fired the imaginations of almost all who saw it. After one performance in a theatre on the Euston Road opinion was divided. Some, admittedly incomers, thought the show unhelpful. Such an emotional display of support for the railway could rock the boat, make privatisation worse than it was.

This argument was ridiculous. If the BR Board made a proposal the Major administration seemed to do the exact opposite. Sell BR as a unified plc? Split it up!. OK, divide it into its core businesses – InterCity, Trainload Freight? 25 different train companies were created. Freight was divided up into four and then all sold to the same buyer. The rails and signals themselves were to be owned by Railtrack.

EU directive

M997-00005Major took as his starting point the EU directive to demonstrate a separate set of accounts for track as opposed to train operation. This was to enable foreign railway administrations to run trains over neighbouring railways.

Initially Railtrack was supposed to stay in the public sector. However emboldened by the lack of opposition Railtrack was to be sold off in no little haste and took over the network in 1994. BR went on running trains – trying desperately not to crow when a signalling strike paralysed Railtrack throughout that summer.

If BR management did little to oppose privatisation, their argument being that it was government policy and not be questioned, this cut little ice with the unions who opposed it for logical as well as moral reasons. Separating wheel from rail – introducing two entirely different management structures stretched credulity. Moreover why subsidise a private company to make a profit from what is effectively a monopoly?

Further afield the idea of protecting subsidy took root. Local railways clamoured to be kept safe. Eventually the resulting community rail partnerships, local rail organisations, tram projects and heritage railways became one the most successful phenomena of the new industry.

If the Major administration thought it would break the power of the railway it was badly mistaken. Early on it became apparent that wage demands could be fought on a regional basis. Faced with a driver shortage – for instance a number of SWT drivers took redundancy – wages went up. The old capitalist theory of supply and demand was seized on with much hand-rubbing glee in many a mess room.

No one should underestimate the pain of redundancy and good careers cut short. Many people left the industry disillusioned. But the railway that emerged was, in the main, better paid and better equipped. The Railtrack fiasco – too much outsourcing of skilled maintenance and renewal, poor leadership and a systemic failure to identify with the industry itself – led it into administration.

Its successor, Network Rail, was tasked with making good the railway first and indeed embraced the phrase ‘not-for-profit’ with relish. The railway as a responsible national entity was back.

What no one in the industry had predicted was the extraordinary commercial growth of London and its grid-pump effect on the rest of the UK. Like it or not the Thatcherite financial reforms of the 1980s created a good place to do business and to grow commerce.

Investment

Passenger pressure for more trains led to increased calls for investment. It’s an over simplification but commercial discipline and rail staff professionalism forged a new industry that routinely delivers major projects on time and on budget.

The upsurge of imported goods from China revolutionised railway freight. One successful MBO, Freightliner, went on to increase traffic well over the cautious projections of the 1980s. Passenger railway companies ran extra services and recruited more staff.

The skills shortage in engineering remains a real challenge for the railway. Best of all, privatisation encouraged ordinary men and women to take control of the industry. Quite junior staff were given great responsibility. Freed from the suffocating inertia of state control new ideas flourished.

Richard Brown was not the only BR manager that spring to be blinking wide eyed amidst the raw oxygen of the private sector. Over at Gatwick Express the new managing director, Mac Mackintosh, ushered his top managers into the boardroom. Mac looked rather subdued. All four Gatwick Express directors had left by this time.

Mac, an engineer, had been parachuted in by new owners, the National Express Group. Mac had worked on the winning bid and knew the T&RS depot used by Gatwick Express at Battersea Stewarts Lane quite well. ‘We need to increase revenue,’ he said and looked round.

No one spoke. Here it comes. Redundancy. But Mac went on, ‘I believe in railways, all of them, I believe in reopening canals as well.’ Startled, people sat up.

Then Shaz Stevens, the marketing manager, an articulate graduate from Northern Ireland, said she had always wanted to introduce a carnet system – seven tickets for the price of 10. Stevens understood consumer psychology – buy a bargain and yes you spend more – and make 8 or 9 trips whereas before you might have made just five separately.

Wall-to-wall PR

Mac backed the plan straight away. When the meeting broke up the press officer had a message from the local radio station, BBC Southern Counties. ‘Do we give an interview?’ he asked as they strode across Grosvenor Gardens to Victoria.

‘Yes of course, say what ever you think best. I want wall-to-wall PR,’ said Mac, a tall man, throwing wide his arms, almost knocking over a startled Japanese tourist.

Even if people were unenthusiastic about being taken over by a bus company we were free to enthuse about the railway and the new fares and services on offer.

‘Just a minute. I’ll have to adjust the sound levels you sound so enthusiastic,’ a lugubrious BBC producer told Andy Milne later tT001-00332hat afternoon at Southern Counties Radio.

People like Mac Mackintosh and Richard Brown were railwaymen through and through. In the past this had unnerved the department but the private sector warmed to them. Businesses can be built by employing people of vision working in an industry they adore. Passenger numbers soared to pre-1948 levels. Stations and tracks reopened; freight tonnages powered up. It became virtually politically impossible to resist calls for a high speed rail network. Trains in 100 different liveries took to the metals.

The system is far from perfect and mistakes are still made. But the energy and enthusiasm of the people who make up the industry remains undimmed. The railway plays a central part in the economic regeneration of Britain. If privatisation caught BR unawares so has the unfolding future packed with promise and opportunity. Even so the people who make up the industry will be taking it in their stride. The short comings of railway franchising are, even as you read this, being addressed by one, Richard Brown, long term witness of this parish.

Joint skills plan for Carillion and SPL Powerlines

Marc Johnson
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Joint skills plan for Carillion and SPL Powerlines

Carillion and Austrian-based SPL Powerlines welcomed shadow rail minister, Lillian Greenwood MP, to the new training facility in Doncaster recently.

A joint programme between the two companies is addressing the skills shortage in the rail industry. As Britain embarks on a £2 billion extensive electrification programme over the next five years, rail analysts believe the industry needs 10 times the current number of qualified linemen.

Last year Carillion Rail and SPL Powerlines announced a Co-operation Agreement for the delivery of the electrification programme and are now working together to train new staff who will deliver the electrification work won by the partners.

Lillian Greenwood, MP for Nottingham South talked to trainees and met senior managers from Carillion Rail and SPL Powerlines. ‘I am very pleased to have been able to visit the Carillion and SPL Powerlines training centre in Doncaster which is a great example of companies involved in the rail industry coming together to invest in the new generation of highly skilled workers.’

She praised the professionalism of railway staff training at the centre. ‘It was great to have the opportunity to speak with some of the trainees and I welcome their enthusiasm and commitment to gaining skills that are vital to maintaining the UK’s infrastructure today and in years to come.’

The next generation

Says Paul Storey, head of electrification for Carillion Rail, ‘We were delighted to have the shadow rail minister visit our facility and show her the work we are doing to provide the next generation of skilled linemen. The electrification programme is a major investment for the UK which, once complete, will deliver benefits across the country.

‘In the past this type of programme has suffered from peaks and troughs of activity which has had a knock-on effect of preventing the industry from delivering a long-term training programme to ensure we have the right people, with the right skills. That issue is now being tackled.’

Simon Talman, Operations Director for SPL Powerlines UK agrees. ‘It was good that Lillian Greenwood not only came to listen to what the senior management had to say, but she also showed an interest in what our trainees had to say about their experiences thus far.

‘This was important for our trainees and will give them a lift, as motivation is key for keeping them interested and committed for the future. We have instigated a programme to make our training as diverse as possible, integrating elements of health and safety, plant utilisation and explanation behind how electrification works and the importance of keeping the railway operational whilst improving the infrastructure.

We are all on a journey for a bright future with sustainable employment and business profit growth to ensure our people and their families stay loyal, committed and happy in their work.’

Centres of excellence

The Doncaster facility is one of a network of Carillion Rail/SPL Powerlines training operations around the UK, including Coatbridge, Crewe, Milton Keynes and Bishopbriggs, which are centres of excellence for the industry.

Each centre includes specialist training spans which replicate overhead line installation and maintenance operations. Trainees undertake an initial three-stage training programme working towards qualifications from industry body Overhead Line Equipment Competency (OLEC) at level 1, 2 and 3. Modules include Personal Track Safety (PTS) manual handling and harness use through to working on OLE under supervision.

Once the main body of the training programme is complete, after a year the trainees will be placed on an OLEC3 course which, once passed and after a period of mentoring and assessment they will be able to work unsupported on OLE projects.

Coventry capacity bonus for RailStaff Awards 2014

Marc Johnson
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Capacity is a challenge for the RailStaff Awards just as it is for the rest of the rail industry. New ideas, increased nominations, more guests and a bigger and better night for everyone means we have long needed a bigger venue.

This year the RailStaff Awards 2014 will be held at Coventry’s spacious Ricoh Arena. The RailStaff Awards has grown exponentially over the last seven years and is now far more than a presentation evening. It’s a party with good food, dancing, drama and music; a chance to meet old friends and celebrate the good fortunes of the wider rail industry.

Says Lianne O’Connor, events director, Rail Media, ‘To expand and develop the ideas we’re generating we need more space. With over 1,000 people last year and demand still growing the RailStaff Awards has confounded the recession just as the railway industry has. We want to do our best for everyone involved and stage a memorable and dramatic event. The Ricoh Arena with its huge space is ideal and is centrally located for everyone in the rail industry.’

Built right by the Coventry- Nuneaton railway line the Ricoh Arena will have its own railway station next year. Approval for the long awaited scheme is expected to be granted by the DfT next month. Work is anticipated to start this summer and should be completed in 2015. ‘Having our own railway station for the RailStaff Awards will be a real bonus,’ says Lianne.

The Ricoh Arena has thousands of car parking spaces and is a 12 minute drive from Coventry station. The 24 hour casino on site and a special RailStaff Awards lounge as well as bars, cabaret, cafés, and a hotel, mean the party can go on as long as people wish. ‘This is something we have not been able to offer before and means a better value, high quality, party for more people from every part of the railway industry,’ says Lianne.

Borders Railway progress

Marc Johnson
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Borders Railway progress

Progress continues on the Borders Railway with the building of the longest bridge on the line at Hardengreen.

The new structure will span 71.5 metres once complete. In February the bridge’s four 107 tonne beams were lifted into place by a 1200 tonne crane.

Says Scotland’s Transport Minister, Keith Brown, ‘The building of the bridge at Hardengreen is a real symbol of the resurrection of this railway line.’ The viaduct carries the new railway over the A7 and should be completed this month.

Says BAM project director, Nissar Mohammed, ‘While we’re pleased to get this installation work completed, this bridge is just one of 37 which needs to be completed before we can start laying a railway later this year, so once it’s finished, we’ll be moving on quickly to the next structure.’

ARTP – The voice of training providers

Marc Johnson
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ARTP – The voice of training providers

Changing systems and standards is a challenge for all industries. Reforms can be a reaction to major incidents or they can just be part of a natural evolution.

The Association of Railway Training Providers (ARTP) is the industry body which represents those who train and supply the trainers that equip the thousands of people delivering projects across the network.

Founded in 1994, the ARTP is the mouthpiece for around 75 per cent of training providers in the UK. The group was headed by Andy McKenna of Amtrain but, after four years as chairman, Andy is stepping down to be replaced by Cleshar’s training manager, Gail Peters.

On February 26, the ARTP held its Annual General Meeting (AGM) at Network Rail’s training centre in Walsall – the largest of Network Rail’s four workforce development centres – to discuss the burning issues facing the training sector. The event also gave members a forum in which to put their concerns to the infrastructure manager and accreditation body in person.

Four key issues were at the centre of the debate: the Sentinel system, the role of NSARE, the future of controllers of site safety (COSS) and the introduction of E-learning.

With more than 25 years’ experience within the industry, Gail said, ‘I am fully aware of the impact of change and what new challenges bring to both trainers and training companies.’

SWS

Part of ARTP’s remit is to try and feed members’ views back to Network Rail. Network Rail is represented on the ARTP board and, as well as communicating the views of training providers, it gives the infrastructure manager an opportunity to communicate changes within the organisation directly to training providers.

There are currently around 22,000 COSS’s in the UK, but over the next few years, Network Rail will introduce reforms that will see the job title disappear altogether. Until the AGM, exactly how this change would impact on training providers was unclear.

This change in safety culture within Network Rail was driven by the death of Scott Dobson at Saxilby in 2012. A report by the Rail Accident Investigation Branch (RAIB) following the fatality, urged Network Rail to review its use of agency staff and put measures in place to allow it to assess the performance of those it was using in safety leadership roles.

Network Rail’s head of safety Keith Miller confirmed to ARTP members that as a result the COSS will soon be replaced by a Safe Work Supervisor (SWS), who will be employed by either Network Rail or a principle contractor.

The SWS will be in charge of delivering work safely and will provide a clear point of leadership, something that Network Rail had found lacking following Saxilby.

As well as seeing the responsibilities of the COSS transferring to the SWS role, members were assured that the skills were also transferable and that there would be opportunities for retraining.

The events of 2012 are shaping Network Rail’s future procurement process as a whole. Safety factors will be more of a central issue when it awards £1.5 billion-worth of contingent labour contracts for CP5. Improvements have since been introduced into the planning process as well. E-planning tools, which are currently being trialled in Romford, feature new interactive maps which display live work sites across the UK.

Upskilling

Another role of ARTP is to represent the voice of training organisations to the National Skills Academy for Rail Engineering (NSARE). The recent introduction of a User Group allows for training organisations to be involved in discussions on the review of current initiatives and the development of new rules for training accreditation.

Now reaching the end of its third year, NSARE has to prove that it can support itself financially. The organisation is currently presenting a business plan to its board, but NSARE’s benefit to ARTP members, and the industry as a whole, was an area for debate.

As a result of reviewing the RTAS rules, Network Rail and NSARE are currently reviewing the requirement for trainer qualifications for Level 3. Although

nothing has been confirmed, training providers are being encouraged to up-skill their trainers to Level 4 qualifications. The concern is that experienced trainers approaching the end of their careers could opt for early retirement rather than undertaking such a major commitment. The message from ARTP members is that providers would rather have the freedom to choose the option they feel is best for their trainers, knowing their individual strengths and weaknesses.

Trainers also face a challenge in the form of E-learning. They are adapting to an increasing amount of digital course material and a smoother integration of technology into the learning process. Jeremy Miles from E-learning specialists, GP Strategies, discussed how technology can change the way training is delivered, combining the benefits of face-to-face courses and on-the-job learning.

Teething problems

In December 2013, Network Rail introduced Sentinel 2, its new ID system, to a mild fanfare. The cards allow site managers to access up-to-date digital records of competencies just by scanning a QR code with their phone. Although the potential benefits are clear, the system has experienced its glitches so far, with several concerns raised by members about issues with the inputting of new and transfer of old data.

The association’s policy support officer, Sylvia Franklin, is the intermediary who has sought to resolve some of these technical issues alongside her role, providing a vital link between members and the ARTP’s board.

Sylvia believes that members can see the potential of the new system but, as with anything new, there was a fear of the unknown.

‘We’d been fully briefed by Network Rail about what the card could do but due to the wide variety of combination of competencies transferred from the old system to the new Sentinel, which could not have been anticipated, this is where the problems have been identified,’ said Sylvia. ‘With the introduction of any scheme there are teething issues, but the training providers have been able to provide support to clients, Network Rail and Mitie in solving some of the issues with the transition.’

Network Rail has said it plans to introduce more updates to the system between April and May. It also now has funding for the next phase of the programme, which will focus on introducing a
site access element to the system, and is working alongside London Underground to see how Sentinel can be adopted by the capital’s metro network.

Moving into CP5, the challenge of meeting the ‘skills shortage’ is being discussed on a daily basis. Training providers are not only dealing with changes in the way training is delivered, they’re having to consider how they are going to help Network Rail and its contractors develop the skills needed to deliver a busy programme of major projects over the next five years.

Gail added, ‘With significant changes in promoting safety culture and learning and development programmes, the ARTP will be part of these developments and changes. Our members take an active role in not only supporting existing members but they actively embrace and welcome being part of special interest groups working on new initiatives.’

Lenten fast for Dawlish teams

Marc Johnson
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Lenten fast for Dawlish teams

Upwards of 300 rail engineers and railway staff are working round the clock to rebuild the storm-hit coastal railway between Dawlish and Teignmouth.

Engineers believe the line could be reopened by 4th April – in time for the Easter holidays. Much of the line was destroyed by ferocious storms on 5th and 14th February. Surging sea water caused extensive damage breaching 100 metres of seawall at Riviera Terrace. There were also dramatic secondary breaches at Dawlish Warren and Teignmouth and five landslips around Smugglers Cove.

The main contractor on the breach repair is BAM Nuttall, with Sisk responsible for the platform repairs. Tony Gee, AMCO and Dyer and Butler were subcontracted for the project fielding top performing teams.

Rail engineers and track workers were helped by service personnel from the Army and Royal Marines bolstering efforts on several key parts of the project. Network Rail expressed its thanks to them.

Says new chief executive, Mark Carne, ‘This is just one example of the extraordinary efforts by the railway industry to restore services after the unprecedented floods and storms of this winter that affected many passengers up and down the country.

For now, let me express the railway industry’s gratitude for the support and understanding shown by passengers and the country as a whole.’

Local tourist chief, Carolyn Custerson, marked out railway staff for special praise. ‘We offer a massive thanks to the team at Network Rail who are working tirelessly to repair the line,’ she said.

The main 100m breach was repaired with nearly 5,000 tonnes of concrete and 150 tonnes of steel. The 300-strong team is installing 120m of large concrete wall sections, repairing 525m of parapet walls and renewing 13 miles of cables between Dawlish Warren and Teignmouth. 18 steel containers were installed at the main breach to serve as a temporary breakwater.

‘I know that Network Rail staff have been working tirelessly to get the line up and running as soon as possible. I would like to thank everyone for their hard work so far,’ said Secretary of State for Transport Patrick McLoughlin.

Rail analysts are now looking at further strengthening sea defences in the region as well as re-opening in the additional inland route.

It’s Rail – Live!

Marc Johnson
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It’s Rail – Live!

Last year saw Network Rail, in collaboration with Rail Alliance and Rail Media, host the first National Track Plant Exhibition. It was a great success with over 220 companies from across the supply chain exhibiting their products and services to over 3,700 attendees.

In addition, the show raised nearly £30,000 for the charities Railway Children and Action for Children.

Following on from the success of that first show, and incorporating feedback from exhibitors and attendees, the 2014 event will now include the whole rail offering by demonstrating innovation within Track, Electrification, Asset Management Services, Signalling and Telecoms. In doing so, the show has been re-branded ‘Rail Live 2014’ and is now the largest outdoor rail event in the UK.

Network Rail, Rail Alliance, Rail Media and Macrail are delighted to announce that ‘Rail Live 2014’ will take place on 18 and 19 June 2014 at Long Marston near Stratford-upon-Avon. The event will start each day at 0930 and finish at 1700 and will be free to attend and exhibit, although registration must be made in advance through the website www.raillive2014.com.

Rail Live 2014 offers:

  • A rail and road-connected exhibition area demonstrating all aspects of rail infrastructure;
  • Live demonstrations of innovative working methods;
  • Practical demonstrations of equipment;
  • Opportunity to meet customers and suppliers faceto face;
  • An educational experience to all visitors.

The site will operate as a live railway environment.

All exhibitors and visitors must attend wearing full PPE (personal protective equipment). Admittance to Rail Live 2014 will not be allowed without boots, safety glasses, high-visibility trousers and jackets/vests and hard hats… so don’t forget them and your ticket!

Registration to exhibit and visit the show has been live for the last month and already over 100 companies have signed up to exhibit. Live demonstrations are being planned around electrification, signalling and track.

Pete Waterman, the most successful British producer- songwriter in pop history, not to mention a man with a lifelong passion for the railways, will be opening the show on the first day, Wednesday 18 of June. Patrick McLoughlin, Secretary of State for Transport will also be visiting the show on the following day.

Further information and registration details can we found on the Rail Live 2014 website:

www.raillive2014.com

Preparing for Growth

Marc Johnson
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Preparing for Growth

Rob Enright, Area Manager (Safety Critical) at CDI AndersElite Rail Business discusses plans to help progress sustained investment in railway infrastructure during CP5.

The planned £37.5 billion investment in Control Period 5 (CP5), which runs from April 2014 to 2019, will signal the largest investment in the UK’s rail infrastructure in a generation. What projects can we expect to be delivered? Do you think High Speed 2 is likely to go ahead?

Although the HS2 project has been much talked about in recent months, even if it receives the green-light it is unlikely that it will start until towards the end of CP5. However, yes, I think it will go ahead and be a great success. I am convinced the UK needs it. In the meantime, there are a number of significant projects that have either commenced or are expected to do so imminently.

These include further works on Crossrail, worth some £1.4bn; Reading station which will continue to be developed over the next two years; Birmingham New Street’s gateway project and the Northern Hub project which is being seen as a major catalyst for local economic growth in the Liverpool to Manchester region.

The Great Western electrification project is one of the most significant that will be undertaken both in terms of the demand for labour to complete the actual project itself and the impact it will have on the economy thereafter. GWML electrification will reduce travel times between Bristol and London from 1hr 45 mins to 1hr 15 mins.

What impact do you think these projects will have?

Every project that has been earmarked will have a direct impact across the whole country. For instance, the Trans-Pennine and East-West projects will boost employment and economic prospects in these regions which will have a knock-on effect not only on the rail industry and its suppliers but in terms of local businesses, property values and career opportunities for local people.

What impact do you believe CP5 will have on the rail industry? What impact did its predecessor have?

Across the board, Network Rail will be investing around 5% more than it did during CP4 which on the face of it may not seem like a huge improvement. But when you factor in precisely where the focus in investment will lie, it then becomes clear the benefits this will have. As an example, whilst spending in renewals will see a fall when compared to the last few years, investment in major areas such as electrification and civil infrastructure will see a 30%+ increase in funding.

What benefit do you think will CP5 have on the UK’s long term economic prospects?

Investment levels are going to be high and the return on the investment will be significantly higher. Each project will have a positive impact on the local and national economy, improve the overall infrastructure of the rail network and improve job prospects over the long term – both directly and indirectly.

Network Rail has ambitious plans over the next five years. How will these projects be realised in terms of the implications they will have on employment opportunities within the rail sector? How many new jobs do you believe will be created to support those projects which have been earmarked?

There are currently around 100,000 contractors employed in the UK rail industry and we anticipate this number will rise even further over the course of the next five years. Network Rail has a number of ambitious projects planned and is investing heavily in ensuring that the skill set available meets the needs of these key projects.

The number of signalling jobs, for instance, is expected to grow by 3,000 or more and the number of electrification and telecoms positions could see a further 2,000 new jobs being created.

What roles do you anticipate will be in most demand?

Certainly one of the greatest areas of demand will be within the electrification field and signalling, with investment in these disciplines expected to increase by 41% and 15% respectively over the next five years.

However there are also challenges to be faced. Indeed, there remains a shortfall in the availability of suitably experienced and qualified electrification contractors. Network Rail is addressing this through investing in helping workers gain the right level of qualifications such as the IRSE, to ensure that projects within this field are completed within the five-year CP5 timeframe.

When do you foresee employers planning their recruitment for these new projects?

Some of the projects previously mentioned are already underway, but many more are expected to start quite soon. It is imperative that the rail industry attracts more people to deliver the railway of the future.

What are the key challenges for employers?

The main challenge for employers is finding contractors with the key skills that they need. Signalling and electrification roles will see the highest demand over the next few years but they will be the hardest to fill, given the shortage of suitably qualified specialist contractors.

What advice would you give jobseekers in the current market?

The rail industry is a highly competitive field and one where employers are looking for the best available talent to fill their roles. Many employers have already started their recruitment initiatives in a move to ensure they have the right people in place for when these projects start.

It is important for contractors to ensure they have the right skills and experience and that they understand the jobs they are applying for. Ask questions. Research the market and make sure you are up to date.

How long have you been working at CDI AndersElite?

Over nine years.

What attracted you to work for the company? What makes you continue your career with the company?

CDI AndersElite has enabled me to build up a strong successful team with the backing of a large company to support me and help me realise my own career ambitions.

Having specialised in the rail industry for the best part of my career, I have had the opportunity to help establish a new team and develop it to become one of the most successful of its kind operating in this niche sector.

But more important is the fact that we now have in excess of 500 contractors working with us at any one time – many of whom I have worked with throughout my nine years with CDI AndersElite. Every day is different and this is an industry charged with expanding, growing and making a major contribution to Britain’s’ economic recovery. That is what retains my energy and enthusiasm.

Do you see railways as an engineering industry or a people industry?

The short answer is both. This is a capital intensive industry hugely dependent on engineering skills at every level from infrastructure renewal and investment to new rolling stock builds, data-analysis and IT development.

Having said that, it is a people-intensive industry with a great reliance on the skills and professionalism of a huge army of contractors and staff from track workers to designers and engineers to possession planners. It is these people who are important and central to the delivery of all projects.

That’s why we are supporting the RailStaff Awards 2014 – people in the rail industry deserve recognition and encouragement and that’s what we are all about at CDI AndersElite.

Daylight testing time

Marc Johnson
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Daylight testing time

Daylight testing of trams through Edinburgh has begun as city leaders stepped up efforts to win back shoppers to the city centre.

The new tram system should be open for business in May. Meanwhile a £1m campaign has been launched to win back local people. According to a recent survey of 2,000 residents 92% said they felt the tram works had affected their enjoyment of the city centre.

Says Andrew Burns, leader of Edinburgh City Council, ‘Edinburgh is a unique and world class place but we recognise that some folk may be out of the habit of coming into town. This campaign lets the city speak for itself, reminding people of the fantastic and diverse proposition that the city centre has to offer.’

Rail staff at St Pancras for Samaritans’ Awareness Day

Marc Johnson
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Rail staff at St Pancras for Samaritans’ Awareness Day

Train operating staff are greeting passengers at London’s St Pancras station today to raise awareness about the vital work of the Samaritans.

Employees from East Midlands Trains, South West Trains, First Capital Connect, First Great Western and Network Rail will support Samaritans volunteers at the station as part of Samaritans’ Awareness Day.

Samaritans’ volunteers will be present at the station throughout the day to talk to passengers about the round the clock helpline for anyone struggling to cope.

Darren Ward, East Midlands Trains Head of Operations Strategy, said: “East Midlands Trains has been working very closely with Samaritans for almost five years now. The enthusiasm, experience and support they provide is making a pronounced difference in this area of rail safety, and we’re thrilled to work alongside them.”

Samaritans run two separate courses in tandem with the rail industry to both help empower employees to recognise and approach suicidal people on the network and to provide trauma support.

Rachel Kirby-Rider, Samaritans’ director of fundraising, said: “Thank you to everyone involved in today’s event. Our work with the rail industry is something we are really proud of and today’s event is an example of the commitment shown by everyone who is part of it.

“Our volunteers answer millions of calls for help every year, and funds generated from this event will allow us to continue to deliver round the clock support to anyone struggling to cope.”

Justin Page, area director from Network Rail, added: “Our partnerships with the Samaritans and East Midlands Trains are making vital improvements to how we help vulnerable people who come onto the railway. We hope that this event will help to further increase awareness of the support which is available.”

Machell backs Derby base for international consultancy

Marc Johnson
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Machell backs Derby base for international consultancy

Ford & Stanley, a leading rail recruitment agency and consultancy, has opened its new headquarters in Derby after moving into new premises on Pride Park.

Phillip Machell has been appointed managing director tasked with expanding the business overseas. Mr Machell joins from global recruitment business, Michael Page.

Phillip Machell has over 25 years experience in the sector and will focus the company on rail and manufacturing. Machell believes Derby makes the perfect UK base for Ford & Stanley.

Says Phillip, ‘I have had a pan-European outlook in recent years and honestly cannot think of a better place for rail and engineering specialists to be based than Derby. We looked all over England at various locations. But Derby has such a strong heritage in these areas and has some outstanding businesses in the rail sector. It is, of course, a centre for rail excellence and it feels like the perfect fit.’

Says Chairman, Peter Schofield, ‘Front-line recruitment services and talent consultancy are complementary disciplines and the two go absolutely hand in hand as they enable an employer to receive true employment lifecycle support; particularly important in the skills-short market employers will increasingly be experiencing as the economy continues to grow.

Recruiting someone of Phillip’s experience of international as well as local talent markets will be a massive advantage both to our clients and Ford & Stanley itself as we push forward with our own expansion.’

He added, ‘As part of our wider business consulting services we have spent many years supporting employers in acquiring, developing and retaining key talent through three recessions and subsequent recoveries. We have learned many lessons from this and understand perfectly the challenges that employers face in a recovering economy. This experience enables us to not only provide front line recruitment services, but also to help employers make themselves more attractive to in-demand workers through our talent consultancy.’

Ford & Stanley also has a base in London and a new office opening in Hong Kong later in the year.

Ford & Stanley 01 [online]

Expanded constellation for Eurostar

Marc Johnson
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Expanded constellation for Eurostar

Eurostar celebrates 20 years in the business this November. Celebrations got off to a good start with the news that 10.1 million passengers used the express cross-channel service last year. Revenue grew by 7% and profits increased by 4% to £54 million. Passenger figures look set to increase still further with the planned introduction of new, longer distance services.

The popularity of Eurostar’s trial service last summer, the Route du Soleil, direct to the South of France, means Eurostar will launch a permanent, year-round service in the spring of 2015. The All-Year-in-Provence service will connect London direct with Lyon, Avignon and Marseilles.

The service is popular with business travellers, Brits living abroad and London’s burgeoning French community. Belgium and the Netherlands will also benefit with a direct service between London, Antwerp, Rotterdam and Amsterdam. This is expected to commence towards the end of 2016. An expanded ski service calling at Geneva for the first time is also planned next winter.

The London–Amsterdam route is the largest international airline market in Europe attracting over three million business and leisure passengers annually. Eurostar trains can make the journey in four hours – much quicker than travelling to and from airports with long check-ins and almost routine delays.

Throughout 2013 the number of international travellers choosing to join a Eurostar service continued to boom leading to an increase in international sales revenues of 18%. Top performing staff – pictured below – as well as growing economic confidence are thought to be behind the operator’s success.

Says Nicolas Petrovic, chief executive, Eurostar, ‘2014 will be a transformational year for Eurostar as our on-going programme of service initiatives and enhancements unlocks further potential in the business both at home here in Europe and further afield in our international markets.

Eurostar is coming of age and we have a wide ranging programme of activity scheduled throughout the year to celebrate our twentieth birthday in November.’

Business is brisk but there is still time for romance at Eurostar. Sources at Eurostar HQ, Times House in London, claim 20 couples have met and got together at Eurostar.

Eurostar was originally set up by British Rail, the SNCF and SNCB. Since 1st September 2010 it has been run as a single unified company – Eurostar International Ltd. EIL is owned by three shareholders: SNCF (55%), SNCB (5%) and London and Continental Railways (40%).

2014 begins with fatal accident and more…

Marc Johnson
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2014 begins with fatal accident and more…

On January 22nd John Wright was looking out for an ultrasonic inspection team at Newark Northgate on the East Coast Main Line. Writes Colin Wheeler

He gave warning that a train was approaching and the team moved to a place of safety as a train approached. He was then struck by the passenger train travelling from the south. Sadly he died several days later from his injuries.

Robin Gisby and David Higgins of Network Rail have asked for the following to be shared with the industry:

“We are deeply saddened to learn that our colleague John Wright has passed away due to the injuries sustained while working at Newark Northgate Station on 22nd January.

‘The swell of colleague support and concern for John since the accident has been overwhelming. He will be missed by all those who had the pleasure of working alongside him during his very many years with the company.”

I understand that both the Office of Rail Regulation (ORR) and the Rail Accident Investigation Branch (RAIB) will be investigating further and I recommend looking for the yet to be released investigation alert from the latter. Our prayers and thoughts meanwhile will be with his family and colleagues.

Kitchen Hill, West Coast Mainline 3 miles north of Penrith

RAIB have released an alert following the accident ten days earlier on Sunday January 12th 2014, resulting in a seriously injured engineer’s train driver. At 1325 hours he was driving a train with ten ballast wagons and a locomotive at each end into a worksite.

Realising that a collision with a stationary ballast train was imminent he applied the emergency brake before he jumped from his cab. He sustained serious injuries.

His train was travelling at 19 mph when it hit the stationary one. The buffers of the first wagon overrode those of the leading locomotive and the leading bogie of that wagon together with the trailing bogie of the locomotive were derailed.

“Share the Pain”

I congratulate Steve Featherstone on his initiative which appears to go a very long way towards fulfilling the need for track workers to be regularly briefed on incidents and accidents.

From his Shrewsbury group comes a report of a night-time Down Road possession to carry out arc welding repairs at Harlescott just 4 miles northeast of Shrewsbury on the Shrewsbury to Crewe line. Bridgeway User Crossing was used to get the welders’ trolley on track.

Having arrived at 2309 on Thursday January 16th, the COSS (Controller of Site Safety) spoke with the Signaller at 2342 to confirm he had placed his protection on the Down Line and the Signaller advised the signals were set to protect the team. The repairs were to be on the Up Line. which was still open to traffic awaiting the passage of the last train.

At just 7 minutes after midnight Arriva Trains Wales Class 175 DMU Manchester to Shrewsbury train struck the welders trolley at 85 mph on that Up Line. According to the RAIB Alert one of the team jumped away from the trolley just before it was hit and the van was parked so close that it narrowly escaped being struck too. Fortunately the train did not derail but it suffered significant damage including a ruptured fuel tank. Fortunately only one person received any injuries, and they were minor.

Network Rail Safety Alert Dislocated shoulder

Yet another timely sharing of pain is highlighted by Network Rail’s report of a “major RIDDOR” accident that occurred at Cwm Blaenau Gwent on January 12th this year.

A team were working to release a blockage in a flume drain on a steep bank. One member of the group was descending to the foot of the bank when he lost his footing and as a result dislocated his right shoulder. He was taken to hospital.

The final “Share the Pain” item I have seen refers to an incident that will be familiar to many. A young and inexperienced driver was driving a Network Rail Hilux vehicle on January 13th.

On a road with a 50 mph speed restriction he rounded a bend at 30 mph in wet conditions. The rear of the Hilux started to slide and he slid across the other carriageway before coming to rest in a ditch. Fortunately he escaped injury apart from bruising.

I am pleased that all these incidents are available for other rail workers to take note of. I remain firmly of the belief that so doing increases awareness and will help reduce accidents in the future.

I was not surprised by learning on January 27th that RAIB intend to “strengthen both its front line staff and support teams by recruiting new professional staff”. Being an eternal optimist I am still hoping for the day when accidents and incidents become so infrequent that both the RAIB and the ORR need to offer voluntary early retirement to staff!

Castle Donington 21st January 2013

At 19.55 a little over a year ago a freight train hauling 26 empty wagons derailed. RAIB have recently published their report which is laudably concise.

The freight locomotive hauling 26 empty wagons was travelling from Crewe Basford Hall to Toton. There had been a number of driver reports of rough riding. It was agreed that repairs and re-ballasting were needed. The latter were programmed for 2016/7.

The 18th wagon was the first to derail, followed by the 19th and when the 20th followed suit, the brakes were automatically applied and the train divided. The RAIB report identifies the underlying cause of the derailment as “track inadequately supported leading to recurrent cyclic top”.

It comments on the “fouled ballast” at the site. Stone blowing through the area had been carried out as pre-planned on November 20th 2012 but was stopped short of the point of derailment “due to a shortage of time.”

The train continued for another mile with two more wagons drawn into the derailment as it passed a trailing crossover. It finally came to rest near Hemington with the 20th wagon obstructing the adjacent line as can be seen in the picture above.

Time for a change

In the last few years our progress towards zero serious and fatal accidents (let alone zero harm) has stagnated. Our safety efforts and indeed our legislation and investigation processes concentrate on improving working practices, equipment and using more sophisticated plant.

When the “red zone” and “green zone” working definitions were adopted for working with and without trains running, plans for keeping lookouts out of harm’s way by systems providing automatic warnings were given high priority in what was then Railtrack’s safety plans. But these were never realised.

Ten years ago I recall visiting Zurich main Station and going onto track. The leader of our group opened a cabinet at trackside and used his key to activate the permanently installed warning system – no lookouts, advanced, intermediate or touch required. The system was simply an extension of the station signalling.

When High Speed 1 was opened the ORR rightly ruled that working on track whilst trains are running would not be permitted at their line speeds. I suggest that the time has come to extend that ban to all main 100 mph and above lines in Britain.

We ought to go further and insist that all busy junctions, high speed junctions, areas with more than two tracks, and station areas be equipped with automatic warning systems driven by the signalling. Wherever this cannot viably be achieved possession working must be the rule.

Using flags, whistles and horns to warn of approaching trains as in Victorian times ought to end this year. These measures will reduce the risks but the challenge will remain; namely how we can raise everyone’s (especially management’s) awareness of and commitment to railway safety.

I don’t actually believe we will ever be able to disband the RAIB, but we ought to work to reduce their staff numbers! Remember they are now recruiting again!!

If you disagree please come and tell us why at the Safety Summit on April 28th which this year is in central London.

Travers Cosgrove – War Hero and Innovator

Marc Johnson
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Travers Cosgrove – War Hero and Innovator

The man who invented the British Rail Universal Trolley Equipment, nicknamed BRUTEs and a familiar sight on many platforms, has died aged 93.

John Travers Cosgrove was also responsible for the yellow warning line near the platform edge. War hero Travers Cosgrave was awarded the Military Cross in 1945. After the war he joined LNER and worked for British Railways Scottish Region until 1955 and then for the Western Region before being appointed to the BR Board.

John Travers Cosgrove was born on 9th October 1920 in Vancouver, British Columbia. He was educated at Marlborough and Imperial College, London where he read Civil Engineering. Cosgrove was a noted cross country runner.

Serving in the Royal Corps of Engineers he took part in the Normandy invasion arriving with his unit just after D-Day.

He was awarded the MC for his part in leading the installation of a temporary scissor bridge at Wesel.

The allied advance had been held up by the failure to bridge the local river in Issum. Cosgrove took charge and directed operations for three hours under fierce enemy bombardment.

A successful career on the railways led to his promotion as Materials Handling Officer on the British Railways Board from 1962 to 1976. In this role he introduced luggage trolleys and BRUTEs.

Travers Cosgrove also worked out the safe distance from a platform edge for passengers to stand. This was developed initially for the Advanced Passenger Train but Cosgrove’s yellow line has survived as a safety measure on all platforms. Travers Cosgrove is survived by his wife, Elizabeth, and their two daughters.

Liverpool urges HS2 link

Marc Johnson
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Liverpool urges HS2 link

The post-war modernisation of British Railways saw the introduction of ‘panel’ signal boxes covering many route miles on busy main lines.

Stopping short at Manchester could spell bad news for an economically resurgent Liverpool. Says Andrew Morris, Director of 20 Miles More, ‘An HS2 link to Liverpool will ensure that the economic growth that is very much in evidence in the city will not be jeopardised.

‘It will also greatly assist the Port of Liverpool which is undergoing a massive expansion to handle the latest generation of carriers by freeing up freight capacity on the West Coast Main Line.’

Currently the Port of Liverpool is being expanded to accept ships carrying 13,500 containers – the current limit is 3,500. Shippers will need more paths for freight trains on the crowded West Coast Main Line.

Putting passenger express services on HS2 makes sense to freight forwarders and Liverpudlians alike. Supporters plan a vigorous campaign to ensure Liverpool is not by-passed by HS2.

Ten Point Plan

Marc Johnson
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Ten Point Plan

Network Rail has put an executive director in charge of each element of its Ten Point Plan. Safety experts believe this will increase impetus and secure the resources needed to make rapid progress with the wide ranging safety plan. The idea that railway safety is better than it used to be has been roundly condemned by the leadership.

‘We need to stop thinking it’s better now, so that’s alright. It’s not alright and we have a long way to go,’ says David Higgins, current CEO. The aim of the Ten Point Plan is to provide better co-ordination between initiatives and more momentum behind the safety agenda. The ten executives are headed by David Higgins, still in post till the end of March.

1. Roles and Responsibilities

Executive Owner: David Higgins, chief executive – until March.

The Problem: Risk can arise where there is a lack of clarity about who is responsible for safety, a COSS or Team Leader, for example. People away from a work site also have a huge influence on safety. Among others these include work planners, designers and signallers.

Objectives: Clarify which roles impact on the safety of others and set out who’s responsible for safety at what stage of any work process. This will remove ambiguity and reduce risk.

2. Technology Interventions

Executive Owner: Jerry England, group asset management director.

The Problem: Eliminating risk is the most effective way of improving safety. By using technology, Network Rail can reduce or remove completely the need for high-risk tasks to be carried out manually. This will improve workforce safety.

Objectives: Identify highest-risk activities. Seek out technological tools that can reduce or remove direct human involvement in those tasks.

3. Driving

Executive Owner: Paul Plummer, group strategy director.

The Problem: Recent fatalities and road accidents have shown there is a clear risk in Network Rail associated with driving road vehicles.

Objectives: Review and clarify how Network Rail staff use vehicles and make it clear to everyone the rules around driving safely.

4. Fair Culture

Executive Owner: Gareth Llewellyn, safety and sustainable development director.

The Problem: Until now there has been no consistent way of dealing with unsafe behaviour and those who put colleagues at risk. Lifesaving Rules, if they are to work, must be enforced with a structure of consequences for all those involved that are agreed and fair.

Objectives: Network Rail has agreed the principles of a fair culture. Network Rail will now make sure the business uses the framework that has been established with the trades unions to treat people that have broken the Lifesaving Rules in a fair, appropriate and reasonable manner.

A fair culture will encourage colleagues to use close-call reporting. Action will be taken as a result of such reports. This will reform unsafe behaviour and reduce incidents.

5. Safety Conversations

Executive Owner: Tom Kelly, director corporate communications.

The Problem: To achieve a step change in safety it is crucial people hear a consistent safety message right throughout the organisation. Leaders and managers need to be trained to talk to all of their teams about all aspects of safety. Leaders must also listen to what their teams tell them about safety.

Objectives: Network Rail will support a culture where everyone feels they can engage in conversations about safety and know they will be rewarded for raising concerns. The object is to get everyone talking about safety and understanding it is their responsibility.

6. Safe Teams

Executive Owner: Suzanne Wise, general counsel.

The Problem: To prevent accidents from happening, staff need to look out for each other at work. Staff need teams to identify risks locally and create solutions locally. Previously the focus was on investigation post- incident rather than trying to stop incidents happening.

Objectives: Building on work done at the Bristol Delivery Unit, teams will be encouraged to focus on identifying and proactively managing local safety risks. Local teams will be able to capitalise on the expertise of trades union health and safety reps.

7. Learning from Incidents

Executive Owner: Patrick Butcher, group finance director.

The Problem: Too often the same mistake is made twice. The businesses need to learn quickly from incidents and introduce changes that stop repeat incidents from ever occurring.

Objectives: Review how staff learn from incidents and devise ways to roll out lessons and solutions quickly.

8. Planning Safe Work

Executive Owner: Robin Gisby, managing director, network operations.

The Problem: At present the way in which work is planned can lead to safety failures. Too often plans include information that is inaccurate, incomplete, inefficient or hard to understand. This puts people at risk.

Objectives: Introduce planning processes to reinforce safety in the control of work process. Involve people who actually do the work in planning the work. Introduce more visual plans which are quick and easy to understand.

9. Frontline Supervision

Executive Owner: Richard Doyle, director of human resources.

The Problem: On any worksite the frontline supervisor is critical to ensuring the safety of the people working there. It is essential to ensure that all supervisors have the skills to maintain a safe worksite.

Objectives: Once managers have agreed roles and responsibilities for frontline supervisors, they will put in place training for all frontline supervisors to ensure they have the skills they need to do their job and ensure their teams go home safe at the end of every shift – day and night.

10. Safe Contractors

Executive Owner: Simon Kirby, managing director, infrastructure projects.

The Problem: Whilst Network Rail has made progress in improving safety for its immediate workforce, the welfare of contractors and contractors’ contractors needs to be better addressed. Incidents in the last year prove this is an area that needs more attention.

Objectives: Review the safety criteria used when selecting contractors. Look at safety standards right throughout the supply chain. Consider how safety performance is incentivised and suppliers are benchmarked against safety indexes.

‘We can’t leave safety to chance,’ says safety director, Gareth Llewellyn. ‘We need a new safety culture in the business and we need to understand why we’re putting people in unsafe situations.

‘Our ten point plan, which incorporates the Lifesaving Rules, is about bringing everything together. We want to tackle these issues in a co-ordinated way. This is how we’ll achieve that.’

Quality tackle for Twickers

Marc Johnson
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Quality tackle for Twickers

Twickenham station is to be smartened up in time for the Rugby World Cup in 2015.

To avoid unseemly scrummaging, Platform 2 will have a greater area set aside for the public to help cope with the growing number of passengers who use the station during stadium events.

A level playing field – or at least step free access – will be introduced between the ticket office and platforms. New loos and bright lighting, smart resurfaced platforms and a new footbridge will all help fans and players on their way. The Rugby World Cup tournament starts in September.

The sport is increasingly popular overseas and Twickenham is preparing for record numbers of enthusiasts.

The improvements will provide a better station in the long term for the five million passengers who use the station every year. A total of £5.2m will be invested in Twickenham station using funding from the Network Rail and South West Trains Alliance, the government’s National Station Improvement Programme and a £1.6m contribution from local councils. Work starts this May.

Face of Leicester takes a bow

Marc Johnson
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Face of Leicester takes a bow

Eddie Isaac, 75, has finally retired after a 53 year career on the railways. Edmund Isaac MBE, known as Eddie to friends and colleagues, was a popular figure on the platforms at Leicester station. Eddie, from Antigua in the West Indies, joined the railway in 1961 in London dealing with parcels and then transferred to London Road in Leicester shortly afterwards.

He dealt with the loading and sorting of parcels until the early 1980s. Promoted to Leading Railman he despatched trains and helped thousands of passengers young and old down the years with information and advice. During his time on the railway Mr Isaac received many awards and accolades and in 2004 was awarded an MBE for his service to the rail industry.

In 2008, he became famous around the city when he was photographed for the ‘One Leicester’ promotion with his photo appearing on posters dotted around the city. These carried his message: ‘One thing I love about Leicester is the people. I’ve been here for over 60 years and the only time I’ve ever left the city was to collect my MBE from the Queen.

‘I’m proud to say I’ve never missed a day’s service in the 45 years I’ve worked on the station. It’s my second home and my customers make me so happy. I’ve never had a bad day in Leicester, which is why I believe ‘happiness within’ is the secret to good health. Keep happy, keep smiling.’

Says David Horne, Managing Director for East Midlands Trains, ‘Even at the tender age of 75, Eddie is famous for dashing up and down the platforms, calling out to passengers and blowing his whistle as loudly as he can. All the passengers and staff at Leicester have a great deal of respect for Eddie and he will be a big loss to the station.

‘We are hugely grateful for Eddie’s enthusiasm and his unswerving commitment to delivering the best possible service to our customers over many years at Leicester station. We wish Eddie all the very best for a long and happy retirement.’

A presentation was made to Eddie Isaacs MBE at Leicester station on Friday 10 January after he had dispatched his last train. Says Eddie, ‘For once, I am speechless. My plan is to have a little break now. I want to volunteer for a few days and pass on my knowledge of trains. I will be back – I will visit the station every day, this is my second home.’

The news was welcomed by local staff. Says travel advisor, Jenna Robinson, 32, who works with Mr Isaac, ‘He is the face of Leicester station and always will be. He is such a happy and great character – he will never be forgotten.’

The role of railways in WW1

Marc Johnson
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The role of railways in WW1

Every evening at 8 o’clock in Ypres in Belgium, four buglers from the town’s volunteer fire brigade assemble under the imposing Menin Gate. Passers by fall silent as the men sound the Last Post.

The local police chief, Pierre Vandenbraambussche, instituted the practice as an expression of thanks by Belgium for those who died to win back its freedom and independence. The Last Post has been played at the Menin Gate every night since then apart from during the Second World War.

The Menin Gate stands in the east of Ypres. As the sun sets, the buglers and tourists turn back into the town leaving behind them the arch that marks the passage of so many young men who passed that way to the fighting, many never to return.

Ypres, which British soldiers always pronounced Wipers – was almost destroyed by shelling during the First World War. The town has come to symbolise the struggle itself.

WW1 Centenary

This year marks the centenary of the start of the First World War in July and August 1914. Notable for its appalling l2957889559_8e28bdc85c_ooss of life – over one million men died during the Battle of the Somme alone – the war was the first to be fought on an industrial scale using the full might of factories and machines.

Railways, machine guns and mass– produced ordnance made it one of the most bloody and fatal land wars the world has ever seen. Battlefield railways meant men and munitions could be moved in greater numbers than ever before right up to the front line. Away from the front, whole armies could be moved by rail from one section of the front to another.

Terrible war

One hundred years on it is reasonable to ask what caused this terrible war. There are two explanations. First culprit was the growing tensions of an imperialist and unwieldy Europe. Secondly the assassination of a prince and his wife by a terrorist – two murders that gave rise to the death of millions.

Europe, on the eve of the Great War, was largely dominated by empires: The Austro-Hungarian Empire, Russia and Germany. France and Britain had huge overseas empires. Countries like Finland, Poland, Estonia and Ireland were provinces of large imperial combines that effectively dominated the world.

Poland, a nation since the early middle ages, effectively disappeared in 1815 after the Napoleonic Wars, not regaining statehood until 1919. The history of the 19th century is one of nations breaking free of old empires.

Greece fought free of the Ottoman Empire, south American republics kicked out Spain. Serbia fought a protracted struggle for independence from both the Turks and the Austrians. However nationalism also led to the emergence of larger homogenous states – a united Germany, forged by Otto von Bismarck.

Italy also achieved unification. Hitherto both countries had been a patchwork of semi independent states and principalities complete with fairytale castles and armies in red and blue. Functioning democracies like Switzerland and Holland were the exception rather than the rule.

Against this backdrop of story book hussars and empires the size of a time zone, the immediate origins of the Great War seem banal.

In June 1914 the heir to the throne of Austria-Hungary, Archduke Franz Ferdinand, with his wife, Sophia (Pictured below), insisted on travelling to the town of Sarajevo in Bosnia-Herzegovina,
a Balkan province once occupied by Turkey but now part of Austria. Travelling through Sarajevo, Archduke Franz Ferdinand and Sophia were shot dead by Gavrilo Princip, a Bosnian Serb terrorist (Pictured bottom left).

Of itself the incident, which horrified Austria-Hungary, should have led to no more than diplomatic protest and the trial of the conspirators. Princip was captured and despatched to Austria where he was tried and later died in prison. Princip was incarcerated at a place that became infamous as the Thereisendstadt concentration camp 20 years later in Czechoslovakia.

However, the Serbian military was widely implicated in the plot. Austria- Hungary demanded action and a wide ranging enquiry. Years of rivalry between the powers burst open.

28 July 19144687975503_721e5630d3_o

Dissatisfied by the Serbian response to the assassination, Austria-Hungary mobilised and declared war on Serbia on 28 July 1914. This in turn precipitated a Russian mobilisation – Russia was a guarantor of Serbian independence seeking to protect a fellow Orthodox and Slavic power.

As the summer boiled on, Russia’s action meant Germany mobilised, alarmed that an Austrian-Russian conflagration would catch it unprepared.

Germany’s Kaiser, Wilhelm II, had known the murdered Franz Ferdinand well and mourned the tragic death of the young couple. Russia was allied with France. Belgium was neutral and guaranteed by Britain.

Germany declared war on Russia and then France at the beginning of August. Victory for Germany in any European war depended on knocking out France and facing off Russia. The von Schlieffen plan was put into action. German forces under Moltke invaded Luxembourg and Belgium and swept into France. With Belgium neutrality violated, Great Britain declared war on Germany on 4th August.

Sabre rattling

The initial stages of the war seemed a continuation of the sabre rattling that had bedevilled European politics for the past 40 years. Young men going off to join up along with all their friends and brothers from a particular street or village gave small thought to this.

What soldiers they knew were dare devil men who had fought wars in mountain and desert in the far flung outposts of empire. It would be an end-of-summer adventure. They’d be home to get the harvest in, certainly by Christmas.

The conventional view – particularly in Belgium – is that the war was fought for freedom, for the right of a sovereign people to choose their own government and change it every once in a while through free elections. That was President Woodrow Wilson’s view when he finally brought the United States into the war.

The world should be made safe for democracy and sovereign peoples given their own states. The British and French didn’t like it but had to agree. Marxists still argue that conventional democracy merely perpetuates a sort of middle class capitalist hegemony and that both wars were more about class struggle than freedom.

That was not how it seemed in early September 1944 when units of the Polish 1st Armoured Division reached Ypres. All day Polish soldiers and local resistance fighters engaged German troops in house to house fighting. Towards evening scouts reported massive German withdrawals. Snipers left behind continued the killing.Menin-Gate-Ypres-Belgium [online]

The Last Post

As the gun fire continued, an old fireman, Fred Arfeuille, slipped across the deserted town, dodging from doorway to doorway. At 8.00 o’clock Mr Arfeuille stood once more beneath the Menin Gate (Pictured above). Alone and bare headed he took out his bugle and taking a deep breath put it to his lips. Despite the crack and zing of bullets he played the Last Post.

Then a strange thing happened. Townsfolk with admitted hesitancy came onto the streets. A café owner rolled up his shutters. People gathered for a drink with their liberators having overcome their suspicions of these strange men in British Army uniforms. How fitting, some said, that Polish soldiers should liberate this town whose name is synonymous with the struggles of the Great War.

Friends urged Fred Arfeuille to take cover but he wouldn’t. That night Mr Afreuille played the Last Post six times – one for every year of the war. Men of the Ypres Fire Brigade have honoured the dead in this way every evening ever since.

Written by Andy Milne

Tea time at Blackfriars

Marc Johnson
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Tea time at Blackfriars

Passengers at Blackfriars station in London were surprised to be greeted with hot cups of tea on a cold day in January.

The power to brew the free tea was provided by the solar panels on the new roof. The 4,400 photovoltaic panels cover the roof of the station and produce enough energy to make almost 80,000 cups of tea a day. In fact the solar panel roof provides up to half of the station’s energy.

The revamped Blackfriars station now boasts a new entrance on the south bank of the Thames, four new platforms and a redeveloped Underground station, able to accommodate longer trains and provide a better interchange between First Capital Connect and London Underground services. Blackfriars sits at the heart of the £6.5 billion Thameslink Programme.

Says Simon Kirby, managing director of Network Rail Infrastructure Projects, ‘The dramatic transformation of Blackfriars station from a small and cramped station to a modern landmark is typical of how we are enhancing one of Europe’s busiest rail routes – using smart, sustainable technology to reduce the cost of running the railway at the same time as giving passengers the longer, more frequent trains that are so desperately needed.’

Solar power can be included into major engineering projects says Frans van den Heuvel, CEO of Solarcentury, which installed the panels. ‘Our work at Blackfriars demonstrates two key benefits of solar. First, it can be integrated into the architecture to create a stunning addition to London’s skyline. Second, it can be integrated into the most complex of engineering projects; in this case being built above a construction site, over a rail track, over a river,’ Mr van den Heuvel said.

‘We are confident that future major infrastructure projects can and will benefit from solar,’ he added.

The power to brew the free tea was provided by the solar panels on the new roof. The 4,400 photovoltaic panels cover the roof of the station and produce enough energy to make almost 80,000 cups of tea a day. In fact the solar panel roof provides up to half of the station’s energy.

The revamped Blackfriars station now boasts a new entrance on the south bank of the Thames, four new platforms and a redeveloped Underground station, able to accommodate longer trains and provide a better interchange between First Capital Connect and London Underground services. Blackfriars sits at the heart of the £6.5 billion Thameslink Programme.

Says Simon Kirby, managing director of Network Rail Infrastructure Projects, ‘The dramatic transformation of Blackfriars station from a small and cramped station to a modern landmark is typical of how we are enhancing one of Europe’s busiest rail routes – using smart, sustainable technology to reduce the cost of running the railway at the same time as giving passengers the longer, more frequent trains that are so desperately needed.’

Solar power can be included into major engineering projects says Frans van den Heuvel, CEO of Solarcentury, which installed the panels. ‘Our work at Blackfriars demonstrates two key benefits of solar. First, it can be integrated into the architecture to create a stunning addition to London’s skyline. Second, it can be integrated into the most complex of engineering projects; in this case being built above a construction site, over a rail track, over a river,’ Mr van den Heuvel said.

‘We are confident that future major infrastructure projects can and will benefit from solar,’ he added.

Contract extension for telent

Marc Johnson
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0
Contract extension for telent

Telent Technology Services Ltd has been awarded an extension to its rail telecoms support and maintenance contract with Level 3, formally known as Global Crossing UK Ltd.

Telent has been working with Level 3 since March 2009 and has now been granted a multi-million pound five year extension to the original contract, ensuring continuity until March 2019.

Level 3’s sophisticated fibre optic operation and associated railway infrastructure is vital to the rail industry and is used operationally by Network Rail and the vast majority of train operators. The fibre optic network alone spans some 14,000 km. Success is down to the hard work of staff at telent.

Says Steve Pears, Managing Director, telent Rail, ‘I am delighted that Level 3 have agreed to extend their UK on-rail support contract for a further 5 years. This is testament to the hard work, experience and skills of the telent teams in successfully delivering this vital service to Level 3 and indeed all the rail stakeholders whose businesses rely on these services.’

Big breakfast for charity

Marc Johnson
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Big breakfast for charity

Popular charity, the Railway Children, plans to stage a Big Breakfast on Friday 9th May 2014 as part of a network wide fund raising initiative.

Rail staff, family and friends are being urged to get together and raise money for vulnerable street children by holding a breakfast themed event. Ideas range from having breakfast with your colleagues to running a pancake flipping race or the even more alarming a baked beans eating competition.

Breakfast might be the most important meal of the day according to medical research but for many vulnerable children who live alone at risk on the streets, breakfast every day will be just another meal they miss.

Funds raised will be spent on worthwhile projects and will help street children have a better future. For more info go to the Railway Children website.

More safe working in 2014

Marc Johnson
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0
More safe working in 2014

The need to consider safety in every aspect of building, maintaining and operating Britain’s railway is clear and at the start of 2014 this focus on safe working began in earnest at the Derby Conference Centre.

On January 23, Carillion brought together more than 30 rail industry suppliers of different sizes and disciplines to demonstrate the common approaches and range of technology that will be keeping workers safe in the New Year.

The catalogue of products encompassed everything from gloves and goggles to a new wireless detection system currently being developed for the rail industry.

As always, the event provided an opportunity to have a play with some of the new safety devices entering the market and several that are already approved and in use.

Sound barrier

Rentavent, with the help of an amplifier and decibel meter, demonstrated the benefits of its Soundex enclosures. Put simply, Soundex is a type of foam pad, the biggest of which forms a huge sound barrier designed to stick to exterior fences and absorb a large chunk of site noise. Ultimately, the aim is to help contractors foster friendlier relationships with the communities they work within.

CCTV systems supplier Inside Out Security and Time-lapse Production was promoting its growing time-lapse video service, playing video packages from a number of projects it has already documented. One of these was the careful deployment of a new tram bridge over Nottingham station as part of the NET Phase 2 project.

Safe by design

Dotted amongst the widgets and gizmos were four of the UK’s leading engineering consultancies – Arup, Atkins, Tata Steel and TPS Consult. Rather than manufacturing safety solutions, their role is to try and take risk out of a project entirely.

The ‘Safe by Design’ principle aims to make sure that those who draw up the plans consider the safety issues contractors could face. But it goes a step further. For a major station refurbishment like Birmingham New Street, it is about considering both the risks of keeping a station open during a major redevelopment and the safety issues that remain after completion for those maintaining the new station.

As well as trying to incorporate safety solutions into designs, the aim of the initiative is to improve communication so that contractors are made aware of the risks associated with designs and plan accordingly.

Communication

Good communication between project partners was not only the basis of one of the innovations on display by surveying equipment supplier SCCS but one of the common threads running through the exhibition. The EZiCAT i700 Locator uses GPS to map the location of services and provide a more accurate picture of the network of pipes and cables beneath a site.

As well as playing an important part in the early planning stage, communications systems also help ensure safety on site. DBD Communications demonstrated a series of innovations, including its new Apollo multi-user headset system which can connect three to four users as opposed to the two of its predecessor, Athena. Managing director David O’Connell said the company was currently experiencing a major growth period, having seen its rail business rapidly develop in the last 18 months.

Schweizer showcased its own range of track warning systems and a potential new entrant to the rail industry, Intellicone, demonstrated a new solution it is hoping to develop for the industry. Currently in use on the UK’s roads, Intellicone is a system of ordinary- looking traffic cones that use sensors to create a safe working zone, which if breached, sends out a warning.

Fencing solutions

However, not all safety devices are so complex. The role of temporary fencing and hoardings is fairly anonymous but without it there would be open access to live sites and a hazardous mingling of heavy equipment with the unwitting general public.

Blok N Mesh has supplied temporary hoardings to Crossrail and King’s Cross and its fencing is also in use on other rail sites around the country. Within sites fencing solutions are making other fairly common areas of risk safer.

MK Engineering Services supplies trailer barrier systems designed to reduce the significant number of preventative injuries that occur when people fall and jump from vehicles during unloading.

Another exhibitor, Skill Fast, has developed a new site limit barrier system, which has only recently received Network Rail approval, that replaces traditional fixing mechanisms with a clamp and allows much faster installation times – up to 200 metres of barrier can be erected in around 14 minutes.

Treating health like safety

Safety will remain on the agenda going into the spring, with the Rail Safety Summit on April 28 at the Royal College of Physicians, Regent’s Park, London. However, the event on January 23 pointed to growing trends in the discussion surrounding rail safety.

2014 looks to be the year occupational health issues demand more of the floor. Martin Thornton summed up this shift in focus as the need to begin ‘treating health like safety’ while checking visitors for high cholesterol and blood pressure at Carillion’s health check stand.

Just encouraging safe working practices is no longer enough, company’s have a duty of care to promote good health within the workforce. Partnerships such as the one between Network Rail and Carillion are beginning to deliver on this.

The rail engineer was also in attendance, handing out the latest issue but also meeting with many other companies, who perhaps did not get a mention above, such as Collis Engineering, Anderton Concrete, MegaTech Projects, and a great team from Selectequip.

We would also like to congratulate Carrilion on a very well organised and supported event, especially organiser James Steele, who never stopped looking after everyone. Well done.

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