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Knorr-Bremse completes Railcare sale

Kim Rayment, Bryan Jackson and Ian Gould, Joint Administrators of Railcare Limited (“the Company”), completed the sale of the business and assets of the Company to Knorr-Bremse Rail Systems (UK) Limited on 26 August 2013.

The deal will ensure the continuation of works at Railcare’s sites in Wolverton, Milton Keynes and Springburn, Glasgow. It will also preserve all 202 skilled jobs across both sites.

BDO business restructuring partner Kim Rayment said: “The sale of Railcare’s business and assets to Knorr-Bremse will secure a future for the business and jobs.

“Under the conditions of the sale Knorr-Bremse has agreed to pay retained employees their July salaries, which Railcare was unable to provide before it entered administration. Current employees will therefore be paid for all work they have done to date.

“We are delighted with this very positive outcome for the business, employees and more broadly for the communities of Wolverton and Springburn, both of which have strong railways heritage.

“This outcome has only been possible because of the support of customers and the dedication of staff, and we are grateful for this cooperation throughout the administration.”

Source: Spada

Top backing for heritage railways

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Relaxed planning rules and a simplified procedure for modest extensions to heritage lines are among the supportive recommendations proposed by the All Party Parliamentary Group on Heritage Rail.

Another success story in Britain’s rail industry is the upsurge of interest in traditional railways. Heritage lines are growing in popularity and are now worth £250m to the economy, according to a report by the All Party Parliamentary Group.

Over 100 heritage railways and tramways attract tourists and provide local employment as well as valuable skills training and apprenticeships. Heritage railways provide employment for over 3,700 staff nationally and a productive outlet for 18,500 loyal volunteers.

45 years after the end of steam on BR, over 750 steam locomotives remain hard at work on heritage railways. More surprisingly, a total of 520 steam charter trains – more than one a day – ran on the national rail network last year in addition to the heritage lines.

Says Mark Garnier, MP for Wyre Forest and Chairman of the Group, ‘Britain pioneered heritage railways and is unique in the extent and richness of its railway heritage. This report is the first time the extent and success of the heritage railway movement has been fully assessed and the results are impressive.

‘What has been achieved has been remarkable and with a few recommendations to Government and the continuing enthusiasm of the army of railway volunteers and the loyal staff, we believe a lot more can be achieved in the future.’

Emboldened by his recent interview in RailStaff, transport minister Simon Burns MP, said, ‘Britain has a great rail heritage and as well as preserving an important aspect of the nation’s history, heritage railways also make an important contribution in supporting tourism and local economies. We are looking closely at the report and will consider its findings.’

Near fatal accident at Poole and my concerns for the future

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This summer is much better than the last couple of years, but no-one can feel the same about railway safety either here or in mainland Europe.

I must begin with the Rail Accident Investigation Branch (RAIB) alert, (sadly not yet featured on Safety Central) of the contractor working on a Network Rail Infrastructure Projects signalling job near Poole Station, Dorset. He is a very lucky man!

At 1030 on Friday 12th July he was struck by a train but miraculously escaped with only minor injuries. He was working at a line-side equipment cabinet 380 metres London side of the station. He collected some equipment and was walking alongside the Up Line when struck a “glancing blow” from behind by the steps of a five car Class 444 train travelling to Poole.

No lookout or?

I am indebted to a reader for his observations from an over-bridge at Petts Wood Junction on the Charing Cross to Dover line. The gang were on the Slow Lines with the two Fast Lines open to traffic. When a train passed the sounding of the train horn was not acknowledged.

The gang appeared to have taken my enthusiasm for the abolition of the use of lookouts with flags, horns and whistles too far. There was no sign of any form of protection at all as you can see in the pictures!

More instructions and rules?

Last month I featured reader’s comments under the heading “New Initiative Overload” questioning the quantity of new initiatives and the lack of involvement of track-workers. Back in 1993 Graham Eccles produced a report on trackside safety. Under the heaading “Rules, regulations and other Instructions” he comments that these are; “produced by management to protect itself from criticism, too many of them and written in language difficult to understand and open to misinterpretation, never fitting the local situation” .

His research revealed that over 70% of those killed had never been involved in a reportable accident before and 72% of those were “compliant people who would always try and find a way of completing a task.”

He comments that working with the adjacent line open to traffic “cost the lives of 12 people in the last 10 years and that the introduction of the red/green zone concept or the implementation of a speed restriction on the adjacent line makes little difference to the outcome”.

The campaign that resulted was successful. It relied on a track safety group drawn from all over the railway but almost exclusively of front line troops. It had the power to propose, reject or approve ideas for safer working.

Supervisors and local engineer members were respected by colleagues and the reputation of the group meant that everyone would be listened to when they questioned proposed improvements.

My memories are that the most effective changes came from track staff. Most important was the awareness and commitment that resulted due to the respect of track staff for the group. Consequently I have serious reservations about the Headquarters’ “Workforce Safety & Compliance Team” that has produced the “Adjacent Lines Open” instructions for compliance by August 5th.

Skills valued and people trusted?

Instructions, risk assessments and method statements etc. are all useless, unless there is a commitment from everyone. Site audits with a tick box pro-forma are not the way either. Visiting when least expected and listening to track workers is crucial.

Being seen to take on board their concerns, do something about them and returning to listen again will result in improvements. The enemies to this are cynicism, disbelief in management’s motives, short-cut culture and commercial pressures.

I question whether safety concerns are best addressed by headquarters groups developing “better safer” ways of doing things? Anyone charged with doing so must spend at least a third of their time on track working with and listening to track staff employed by contractors and subcontractors as well as the infrastructure owner.

The biggest mistake is taking away the opportunity for skilled people to interpret instructions and use their expertise. Too many are saying their skills are no longer valued so they just do as they are told!!

Fatal accidents around Europe

There have been dreadful accidents in France, Spain and Switzerland. At Bretigny-sur-Orge in France the train derailment of the rear part of the train was caused by a loose/detached fishplate that ended up jammed in the crossing. Six people lost their lives and 62 were injured.

Around 80 people were killed when the high speed train derailed on a curve in Spain whilst travelling at over twice the permitted line speed of 80 kph (50 mph). It is unclear whether or not the driver was still talking to the Ticket Collector on a mobile phone as his train derailed.

I am interested having been involved in the investigations into two train derailments on the 50 mph restricted Morpeth Curve (both of which were caused by speeding).

The head on collision in Switzerland between two passenger trains was unexpected given that country’s pride in its railway system. The lesson is that there is no room for complacency.

From what we have heard any of these accidents could have happened here. Unless we do more our turn for a serious accident may come. Recent RAIB reports and alerts make sobering reading.

RAIB alerts and reports

On May 31st an accident occurred at Balnmore automatic half barrier level crossing at 0305 in the morning. Although the

track over the crossing was under possession, the half barriers remained in the raised position and the road traffic control signals were not operating.

As a Road/Rail Vehicle towing a trailer with weed spraying equipment went over the crossing a car was forced to swerve to avoid hitting it and ran into adjacent metal fencing resulting in minor injuries to its two occupants.

At Butterwood level crossing on Tuesday 25th June this year an “incident” occurred at 0735. The barriers were in the up position when a single car Class 153 unit crossed. A power supply failure the previous evening had disabled the automatic barrier mechanism.

The showing of a flashing red rather than steady white light should have warned the train driver but this was missed. The driver realised the barriers were up when he was 160 metres from the crossing travelling at 40 mph but was unable to stop in time. RAIB are investigating both incidents.

The derailment of a freight train at Shrewsbury on 7th July 2012 makes disturbing reading. The leading bogie of the 16th wagon derailed all wheels as it passed over a set of points at just 14 mph. The derailed train ran on for 65 metres causing “significant track damage”.

The cause according to RAIB – “points were unsafe due to wear and damage”. The report states that the defects were neither identified by inspection nor prevented by maintenance!

It goes on to say that the regime in place at Shrewsbury Maintenance following modification of the standard in 2008 was “inconsistent” and that regular detailed inspections ceased in 2008, leaving only weekly patrolling and 13-weekly supervisor’s inspections.

RAIB has published their report on the incident that happened at Bradford Interchange at 6-50 am on the morning of March 25th 2012. As a road/rail dumper was being lowered back onto its road wheels it ran away for 380 metres downhill coming to rest when it hit the platform 1 buffer stops. Thankfully the operator managed to jump clear.

The report concludes that the dumper was not fully braked as it was removed from track and adds a concern about “the level of safety assurance when modifying road/rail vehicles.”

Recent level crossing incidents strengthen my concerns that local delegation and good relations with neighbours to the railway need to be reinforced.

On Sunday July 14th a Class 170 DMU collided with a car towing a trailer on the user worked crossing known as Jetty Avenue 18 near Woodbridge in Suffolk. The train was travelling at slow speed and there were no injuries. The crossing provides access to a boatyard and mini warning lights were being installed at the time.

Two days later at Buttington Hall, a user worked crossing near Welshpool, the Birmingham to Aberystwith/Pwllheli train hit a tractor and trailer on a private crossing used by a farmer for field access. Two agricultural workers, the tractor driver and just two of the train’s 140 passengers were slightly injured.

The farmer had brought in a harvesting contractor who had appointed an attendant for the crossing. The RAIB say the “system of work had broken down”.

There was nothing wrong with the user’s approach to crossing the railway using Lindridge Farm Level Crossing near Bagworth in Leicestershire on March 22nd last year. He asked and received the signaller’s permission to cross but as he walked to open the far gate he saw a train approaching.

The signaller’s workstation commissioned over two months earlier on, showed the crossing in the wrong place and a track circuit was wrongly named.

The use of track workers skills and enthusiasm all need to be improved. The plethora of instructions has brought the industry to the point where “just do what I tell you” is the general message. Now surely everyone can see that it will never work?

Report by Colin Wheeler

Park’n’Pedal

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Drawing on its Dutch heritage, Greater Anglia has built a bicycle centre at Chelmsford station.

The new CyclePoint combines secure cycle parking with cycle- hire and maintenance facilities in a single location. Such centres are a common sight in Holland. Local MP for Chelmsford and transport minister, Simon Burns MP, joined Ruud Haket, managing director of Greater Anglia to open the first of the new CyclePoints.

Greater Anglia is planning other CyclePoints at Cambridge, Colchester, Ely, Ipswich and Norwich stations. The Day’s Yard site between the station and the car park has space for 1,000 cycles.

Says Simon Burns MP, ‘Used in combination, bike and rail offers one of the most environmentally friendly forms of travel. That is why DfT have provided £200k funding towards this innovative new cycle hub which will give people more options to make greener travel choices.

‘I am pleased that Abellio are using their experience and knowledge in the UK to introduce more ground-breaking cycle facilities. This is the sort of thing we need to be doing across the country to make it easier for people to cycle to and from the station.’

CyclePoint represents a significant investment of £680k by Greater Anglia, with support from the Department for Transport (DfT), Essex County Council and Network Rail.

Training for the future

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Twelve months ago when we began contributing to this magazine, we found ourselves looking positively towards the future of the rail industry, excited about the prospect of training opportunities that would deliver on the many large scale projects in the pipeline.

Now, a year on, and just a few months away from the start of Control Period 5 (CP5), it feels like a good opportunity to take stock of where the industry stands.

During 2012, major changes to the training review process saw the previous Achilles audit replaced with NSARE’s accreditation scheme. Initially viewed as a controversial regime, the change from what was essentially a tick box exercise to a renewed focus on quality of the learner experience, has really changed things for the better.

A positive move

This was evidenced in the first round of inspections which recognised six providers as outstanding. Out of those re- inspected in round two, a number of other organisations have improved their grades from good to outstanding – a positive move for the industry.

Whilst this is a positive outcome, there is still some way to go, especially as David Cameron has labelled the significant railway upgrades to begin in 2014 as the ‘biggest modernisation of our railways since the Victorian era.’

It is concerning that NSARE has identified that only 17% of the engineering workforce has qualifications at higher academic levels (above A-Level). This highlights the major gap in skills and is something that will continue to increase unless radical action is taken.

Strategic relationships

As we all know the nature of the rail industry is that large-scale, capital investment projects can take decades to plan and implement and I welcome the Railway Technical Strategy’s recommendation that we should be developing strategic relationships to learn best practice from other industries so that we can minimise the risk in adopting new skill sets.

In recognition of this, employers are beginning to demand better quality training and facilities for their employees. An example of this was in a tender we recently received which requested evidence of how we brief our trainers and assessors, how we monitor and evaluate their performance and the scope and location of our training facilities.

It’s promising to see that across the industry, employers, training providers, suppliers and support organisations such as NSARE, are all working together towards the same end goal of developing a skilled, quality workforce that is equipped to deliver on the many exciting opportunities that lie ahead of us.

By Lawrence Dobie, Education and Training Director at Vital Services Group

McLoughlin hails Stewarts Lane star

Transport secretary Patrick McLoughlin visited Stewarts Lane depot on 30 July to view the first Southern class 377/6 to be delivered.

The visit coincided with the an announcement that the contract with Bombardier to supply a further 116 vehicles has been confirmed in a deal worth £180 million. News of the new contract will provide a boost to workers at the Derby plant.

Reflecting on this Mr McLoughlin told 46 railstaff, ‘I think Bombardier has put it behind them. There was disappointment and I shared that disappointment, but the amount of investment we’re putting into the railways means that there are more orders coming including the order for Crossrail trains that will be determined next year. I think there’s every opportunity for Bombardier to compete.’

The class 377/6 is the latest in a series that dates back to 1997. The design philosophy behind the Electrostars stems from rail privatisation when train builders had the opportunity to ditch a made for measure approach and opt for an off the shelf design that was a non-specific, go almost anywhere type of train.

Improvements in the 377/6, which makes use of the class 379 body design that is compliant for crashworthiness and tunnel operation, include the use of traditional windows as opposed to ribbon glazing and there is a slight difference in body profile at floor step level. The train also has new software for the Orbita maintenance management system.

Before the first class 377/6 can enter passenger service it has to accumulate 1,500 miles of trouble free running and undergo compatibility tests to ensure that it can operate with earlier variants of Southern class 377s. The first unit is expected to enter service in September, with the whole fleet ready for the December timetable change.

Factory train to electrify West

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A factory on rails will slash years off the time it takes to electrify the Great Western main line.

Network Rail is working with German manufacturer, Windhoff, to build a High Output Plant System (HOPS) special train to do the job. With 235 route miles to electrify between Maidenhead and Swansea the new 23-vehicle train will be able to work west, building the railway electrical infrastructure as it goes.

Adjacent lines will remain open to traffic – albeit at reduced speed. HOPS carries enough supplies and equipment to avoid having to bring anything to the trackside on lorries. Staff can be picked up at stations en-route. The train divides into sections or consists. These include pile drivers and vibrators, a concrete mixing unit, equipment that will help raise 30 masts a night and an electrical consist.

The individual portions of the train – the consists – can be detached and set to work in separate sections of the project. Each consist will include two MPVs (multi-purpose vehicles) with full driving cabs, powered by MTU power packs, which can be driven at 60 mph off-site.

On site driving cabs will allow the train to be driven very slowly in possessions, such as when installing contact wire. Around 200 people will work on the HOPS project overall, employed by operator Amey, and recruited from along the route of the line.

Technology, Design, Maintenance – RVE2013

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Thursday, October 3rd sees the return of the Rail Vehicle Enhancements Show to Pride Park, Derby.

The free to attend show, organised by Kevin Lane from Onyxrail invites rolling stock engineering consultancies, leasing companies and train operating companies to meet with experts from leading companies including, Brentto Industry, Creactive Design, DC Airco, Icomera, Infodev, Televic, and many others to discuss how their products, services or designs can help improve current rolling stock assets.

Following on from RVE 2012 held in London and Derby, RVE2013 will feature more companies bringing their products and services right into the heart of the rail industry in Derby.

Technology

Kevin Lane, show organiser commented “Technology such as passengers seeing how full each carriage of an approaching train is on their phone, sending texts or RSS based bulletins directly to information screens on the train, providing location based advertising or advising drivers of the optimal speed to improve punctuality and minimise energy usage all sounds futuristic but all of these technologies are available today and can be installed retrospectively to existing rail assets.

Uplifts are driven by the need to be innovative in the franchise bidding process, or to look more deeply into how assets can remain not only leasable but of increased value to operators whilst delivering real benefits to the passenger or the operator.”

Design

Passengers want a good travelling experience, to be well informed and to travel in cool carriages. They also expect value for money within the ticket price. These demands provide challenges to operators balancing service and cost.

Maintenance

The need to keep rolling stock in continued service means that investment in rolling stock assets is essential to ensure that they are up to date, meet passenger expectation and are sought after by train operators. These initiatives make it all the more timely to take the opportunity to overlay maintenance and refurbishment with vehicle enhancement programmes.

The event for 2013 is being supported by the rail engineer, RailStaff and The Rail Alliance and will be bigger, broader and better than RVE2012.

There are a few exhibitor spaces left if you would like to exhibit.

Attendees to this free event can be assured of a rewarding visit so put RVE Derby on 3rd of October in your diary. Register for free online now at www.rve2013.co.uk

Carmody heads safety at Spencer Group

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Lee Carmody has been appointed group health and safety manager at engineering and rail infrastructure company, Spencer Group.

The promotion comes following Carmody’s initial three month period with the business as a risk advisor. Lee has 20 years’ experience of the rail and civil engineering industries. He has been appointed to co-ordinate best practice across the business.

‘Spencer Group has a reputation for striving for excellence in everything it does. There are no half measures and I am very pleased to have been appointed to this role,’ says Lee. ‘Almost on a weekly basis, Spencer Group becomes bigger and stronger. My role is about taking the excellent work which is being done in different areas of the business and embedding it across everything we do.

‘There can be no corners cut when it comes to health and safety in the industries which Spencer operates in and I am confident in saying that it is the number one key performance indicator for the business already. In the coming weeks I will be reinforcing the message that everyone within the business must get behind what we are trying to achieve.’

Lee Carmody started his career working for British Rail, later gaining experience in rail maintenance and renewals for infrastructure companies. Most recently he worked for Hewlett Construction Group and before that GrantRail Ltd.

Often acting as the point of contact for day-to-day advice and assistance, Mr Carmody has a prodigious track record in championing safety improvement. He has extensive experience in accident and incident investigations.

Mr Carmody is a member of the International Institute of Risk and Safety Management (IIRSM), the Institution of Occupational Safety and Health and the Institute of Environmental Management and Assessment.

Railway Children founder in train naming surprise

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When David Maidment OBE was approached to help unveil a name plate on a Colas Rail Class 66 loco he stepped up to the plate without a second thought.

The Railway Children charity is keenly supported by railway staff up and down the network and David, who founded the charity, has proved a busy ambassador for the cause. David was visiting the National Track Plant Exhibition at Long Marston where the 219 exhibitors and 3,700 visitors raised £8,750 for the charity.

Says David Maidment, ‘The naming was a complete surprise. Initially I was unaware that an engine was to be named, then when asked to perform the ceremony, I assumed the locomotive was to receive the name ‘Railway Children’ and I was speechless – well nearly – when I unveiled my own name on the side of the Colas Rail heavy freight engine.’

Organised by Network Rail and supported by the Rail Alliance and the rail engineer magazine, the National Track Plant Exhibition brought together suppliers of plant and equipment and leading decision makers, engineers and contractors from the rail industry.

People were able to watch demonstrations of rail mounted equipment on the rail connected site and compare notes in an informal atmosphere. The whole event reflected the continuing rise in rail industry confidence. Many of the visitors had long supported the Railway Children taking part in various network-wide fund raising activities.

Says Steve Featherstone of Network Rail, who organised the event, ‘A few weeks ago I did the Three Peaks Challenge by Rail on behalf of Railway Children. This gave me an opportunity to understand some of the great work the charity does. Much of that work is a result of the vision and passion David has shown since founding the charity in 1995.

‘Stephen Haynes, (Managing Director, Rail Services, Colas Rail) had provided engines as logistical support for the show and he asked did we know anyone deserving of an engine naming. It was a pleasure to invite David to unveil the nameplate and recognise the outstanding contribution that he has made to Railway Children and to the wider railway industry.’

Connecting people

David Maidment set up Railway Children in 1996, following an encounter with a young girl begging on a railway station in India. For the past 18 years, he has dedicated his life to raising awareness of the plight of children living alone and at risk on the streets and railway platforms.

Adds Tom O’Connor of the Rail Media Group which supported the event, ‘The train naming capped a relaxed and hugely beneficial two days. Communication is the central purpose of the railway.

‘Every day rail helps men, women and children communicate by connecting people with their homes, businesses, schools and places of work in comfort and safety. Passengers are looked after as much by track side staff, engineers and fitters as by train crew and station staff.

‘It is a face-to-face, people intensive, industry. Helping people in the industry itself to communicate and better progress new plant, technologies and ideas is essential if we are to continue to grow the railway.

‘All of us at Rail Media are committed to helping the industry communicate with confidence and precision. It is fitting that our support for the little people so less fortunate than ourselves should have been reflected in the train naming by David Maidment – an exemplar of the compassionate, can-do and practical qualities of the rail industry. Long may the work of the Railway Children continue.

‘Long Marston was a camera shot of the industry at its best. Many thanks to Network Rail’s Steve Featherstone and his team and all who supported the National Track Plant Exhibition, which was a resounding success.’

Listed Status for signal boxes

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Twenty-six of England’s signal boxes have been given Grade II listed status by the Department for Culture Media and Sport.

Network Rail is decommissioning mechanical signal boxes to consolidate signalling into 12 regional centres. Says Heritage Minister, Ed Vaizey, ‘Our interest in everything to do with trains and railways…is one of our most endearing and enduring national preoccupations.

‘Signal boxes are a big part of this….It is greatly to Network Rail’s credit that they have worked so constructively with English Heritage to bring this project to such a successful outcome.’

Installed from the mid-19th century onwards, signal boxes numbered around 10,000 at the peak of their use in the 1940s. Today fewer than 500 are still in use by Network Rail.

Signal boxes were built in highly visible spots at stations or level crossings to an infinite variety of designs, sometimes with beautiful detailing and embellishment far beyond what is needed for practical purposes.

The boxes were constructed both by specialist contractors like Saxby & Farmer and individual railway companies, each developing their own distinctive style. Many still retain their original operating equipment and have become much loved local landmarks.

In the north of England, Hebden Bridge Signal Box built in 1891, one of only a handful of Lancashire and Yorkshire Railway boxes to survive in anything like original condition, has a time warp quality, where both it and nearby listed station buildings still retain their original 1914 signage.

The East of England boasts well preserved boxes built for the Great Eastern Railway like the one at Downham Market, which complements one of the most attractive small stations in East Anglia, and the wonderfully elaborate example at Brundall which was built in 1883 and unusually is built of wood blocks cut to resemble stone.

At Totnes in Devon, the large signal box, built to the Great Western Railway’s standard design used between 1896 and the 1920s, has what are in effect a series of bay windows to give the signalman a clear view down the line and striking contrasting blue brickwork.

With the removal of the original operating equipment, the building has now found a new use as a café. Totnes shows that, although there can be issues with access and location, decommissioned signal boxes can sometimes be rejuvenated. They have been reused as cafes, museums or holiday lets and, in some cases, moved to new locations, often on heritage railways.

Says John Minnis, Senior Investigator at English Heritage, ‘We are delighted to be working in partnership with Network Rail as part of our National Heritage Protection Plan to seek out the best examples of historic signal boxes up and down the country.

‘These are very special buildings, at one time a familiar sight on our railway system. Today’s listings will ensure that many of these highly distinctive designs, which were full of character, are protected for years to come providing a window into how railways were operated in the past.’

Performance role for Richard Rowland

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Richard Rowland has been appointed performance director at First Capital Connect as part of an initiative to give Network Rail more opportunities in the evening and at weekends to maintain and upgrade the track.

Richard has been with FirstGroup for eight years, initially with First Great Western before moving to First Capital Connect in 2009. With over 25 years experience in the rail industry Rowland started his career in retail and station management with British Rail. He rose to become Customer Service Director of Thames Trains.

He has also been a member of successful franchising bidding teams and was responsible for the sale of the Merseyrail Electrics franchise on behalf of the Strategic Rail Authority. His more recent career has been in railway operations and performance management in First Group.

Operations Director Jackie Townsend will continue to be responsible for day-to-day operations but will have a new, specific role reviewing ways FCC can improve services on the London to Brighton and Wimbledon loop south Thameslink route.

Says Jackie, ‘We need to look at how we work together with Network Rail and Southern at times of disruption, and improve the exchange of travel information between train companies. The aim is for a seamless service between both companies with the passengers at the centre of our decisions.’

More train washing and additional cleaners on trains will boost cleanliness this summer. An emergency vehicle will be located at Brighton for driver managers and engineers to respond faster to train faults. FCC is also fielding more customer service staff on the southern part of the Thameslink route.

John Dennis: Knight in White Satin

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The enduring popularity of rail hero, John Dennis, was amply testified by the huge crowd packing into All Saints Church, Kemble to the strains of the Moody Blues for a Service of Thanksgiving on one of the hottest days of the year.

John died of cancer on the 8th July, aged 65. Originally from Newcastle upon Tyne he read Geography and Economics at Bedford College, London. In 1970 John Dennis joined British Rail as a graduate trainee on the London Midland Region.

Later he worked in Stoke on Trent and was instrumental in setting up TOPS – the Train Operating Processing System. As BR moved to sectorisation – a series of rail businesses – John was appointed customer services director of the newly formed Regional Railways.

Switching from the passenger sector John moved to Railfreight Distribution, BR’s international freighting arm charged with running freight trains through the Channel Tunnel as soon as it was opened. Later John joined BR’s privatisation unit.

By now his knowledge of the emerging railway was much sought after and he went to work for the newly created Railway Forum. The object was to give the industry a unified voice. The Railway Forum really hit its stride under Adrian Lyons, ably supported with facts, figures and dark detail by John.

In December 2003, he was tempted away to ATOC as Communications Manager where his deep knowledge of the railway was much appreciated and deployed in the development of initiatives to promote the industry’s success and growth.

It was John who worked out the industry was carrying over one billion passengers a year and gave RailStaff one of its most memorable front pages. John Dennis was a firm supporter of the RailStaff Awards from their inception.

Away from work John was a committed family man. Together with his wife Sue he raised three fine daughters, Rachel, Sarah and Rebecca. In Kemble he was a strong supporter of the local Rotary Club and deeply involved in village life.

John was a keen traveller. He quartered Europe annually using his railway priv-passes and later travelled on the Trans Siberian Express pushing on across China to Hong Kong. Family holidays were planned meticulously and John was a keen walker and cyclist.

At his retirement Diana Lucas of RSSB spoke for many when she said, ‘People like John make up the backbone of the industry. He was there to offer a considered judgement and professional eye on proceedings while maintaining a sense of humour. I speak for all when I say we will miss him a great deal.’

Adds RailStaff editor, Andy Milne, ‘Many of us drew upon his knowledge and wise counsel down the years. Whatever mystery he unravelled was always tempered with humour and laughter. He had a true Geordie sense of the ridiculous. I think I shall miss that most of all.’

Rachel and Ian’s wedding was brought forward and staged in the hospice just a few days before he died. The Wedding Service itself went ahead at All Saints as planned the following week.

Quite by chance on leaving the church, family and friends were comforted to hear a steam train thundering through Kemble. As it cleared the station the engine let go a long shrill whistle, seemingly in salute.

Green light for Westermo

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Westermo Data Communications is sponsoring the Signalling and Telecommunications Engineer of the Year award at this year’s RailStaff Awards 2013. The new award highlights important work being progressed by railway signalling and telecoms specialists throughout the industry.

Says Phil Mounter, Infrastructure Projects Sales Manager at Westermo, ‘It is important to recognise the contribution made to railways internationally by railway signal engineers. Having a category devoted to Signalling and Telecommunications Engineers is important.

We decided to back this new award as a way of saying thank you to the many signalling and telecommunications engineers at work in the rail industry and because we wanted to give something back to our customers, suppliers and staff.’

Says Tom O’Connor, managing director of the Rail Media Group, ‘Comprehensive re-signalling and better telecommunications means the need for new technologies and engineering skills has never been greater. We are delighted to welcome Westermo to the RailStaff Awards. I quite agree with Phil that we need to recognise the unique achievement and hard work of signalling and telecoms engineers in the rail industry.’

Data integrity

Westermo products are built using high quality, military-grade components with low power consumption and data integrity in mind. Westermo offers some of the most reliable, secure and energy efficient products on the industrial market today.

Founded in 1975 in Sweden, Westermo now has a global reach. In Britain Westermo has been supplying Ethernet and serial industrial communications devices to the rail industry for many years. New ideas, top quality equipment and listening to the concerns of the engineers themselves has placed Westermo among the market leaders in signalling and telecommunications.

Says Phil, ‘Every day we speak with signalling and telecommunications designers, installers, maintenance technicians, engineers and managers. This gives us a great advantage and explains why leading S&T engineers choose Westermo when building mission critical communications networks.’

Spread of best practice is integral to the Westermo approach. ‘Every year we host an annual rail summit where we invite the UK’s best S&T engineers along to learn from each other and show the latest products,’ says Phil. ‘This year’s event is at the Science Museum in London on Wednesday 30th October. We plan to invite the first Signalling and Telecommunications Engineer of the Year to come to the summit and open the day.’

The RailStaff Awards recognise the achievements of railway staff from train drivers to engineers and trackworkers to train planners. This year’s RailStaff Awards take place at the Birmingham International Convention Centre on 5th October 2013 and are open to all who work and support the railway industry. For more info see www.railstaffawards.com and for Westermo see http://www.westermo.co.uk

Four square rail arithmetic

Rail operators are generating more than four times as much money for Government to reinvest in rail than 15 years earlier, according to a report, ‘Growth and Prosperity,’ published by ATOC.

The startling report is based on data analysed and collated by KPMG. By significantly growing passenger revenue while containing costs, wily train operators have increased the money they generate for Government to reinvest from £400 million in 1997-98 to £1.7 billion in 2011-12.

This money is helping to reduce public subsidies and sustain the biggest investment programme seen in railways in decades. At the same time, the operating margins of train companies have remained modest, most recently on average around 3% of turnover.

The key factor driving the £3.2 billion increase in passenger revenue has been the phenomenal rise in passenger journeys. 96% of the increase in revenue has come from passenger journey growth, as opposed to 4% from fare changes. The report has the backing of the Rail Delivery Group.

Says Tim O’Toole, CEO of FirstGroup plc and Rail Delivery Group Chairman, ‘By working in partnership with Government, Network Rail and the rest of the industry, franchised train companies will continue to strive for a bigger and better railway. This is not simply because encouraging more people to travel by rail is good for our business, but because it is vital for the future of the economy and the country.’

Transport for London to take over commuter services

The DfT has approved Transport for London plans to take over commuter services that run from Liverpool Street to Enfield Town, Cheshunt via Seven Sisters and Chingford.

This Includes 25 stations. TfL will become responsible for 23, while two larger stations, Liverpool Street and Cheshunt, will remain the responsibility of Network Rail and Greater Anglia.

Says Mayor of London, Boris Johnson, ‘You only have to look at the success of London Overground to see how TfL taking over this commuter service will transform the journey for passengers. It will also open up the North-East of London and drive jobs and growth in Tottenham and beyond.’

TfL promises better reliability and smarter, cleaner, stations. No date has been fixed for the transfer, although TfL hopes that it will be during 2015. As with London Overground, TfL will appoint a private sector operator to run these services on its behalf.

Says TfL’s Managing Director for London Rail Mike Brown, ‘We are pleased that the Department for Transport has agreed to devolve rail services to TfL so that we can make improvements for the thousands of passengers using Liverpool Street to Enfield Town, Cheshunt via Seven Sisters, and Chingford services. We will make these services more reliable, upgrade facilities at 23 stations along the routes and ensure we are fully accountable to our passengers.

‘There is much work to be done to ensure a transition of responsibilities in 2015 and also to establish a close working relationship with Greater Anglia so that where we share tracks, we are able to operate efficiently.’

Track plant event best in show

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The first National Track Plant exhibition, held last month at Long Marston, showcased the best of the industry innovations – and generated good business.

Over two blazingly hot days in July, a huge contingent of rail companies and kit rumbled into Long Marston, Warwickshire, for what amounted to the track plant industry’s first county show.

Over 3,700 visitors and 219 exhibitors flocked to the National Track Plant Exhibition; organised by Network Rail, Rail Media and networking group The Rail Alliance.

Billed as “The Track Innovation Showcase”, the event was the first of its kind to be held in a rail- connected venue. This allowed heavy rail-mounted plant, such as cranes and tampers to be brought in – hence the need for everyone to wear full PPE.

Once a train depot for the military, the site is currently used by owners MotoRail Logistics and other companies to store rolling stock and plant, and as a training facility.

Range of suppliers

From massive cranes and tampers to handheld tools, the show spanned the track plant industry – from conventional plant to some unexpected offerings.

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Areas covered included: track plant hire, fuel systems, electronics, communications, sealants, track crossover systems, track safety protection, acoustic fencing, the Territorial Army’s only dedicated rail engineering unit, emergency lighting, blast protection, environmental management, surveying, civils, generators and industrial gases.

There were also talks from senior figures from Network Rail and other contractors, a hospitality tent, demonstrations and opportunities for visitors to try out new kit for themselves.

“Many of the facilities here have been provided by the exhibitors,” said Sharmila Sohanpal, of Network Rail’s organising team.

“People were keen to get involved as well as exhibit. So we had Aggreko, for example, providing the generators, MacRail doing visitor and exhibitor check- in, and security from OnGarde and Black Diamond Security. In addition, A Plant supplied washroom facilities, and Westwood the catering.”

Showcase for innovation

Uma Shanker, Head of Business Improvement and Engineering for Network Rail’s Infrastructure Projects Track Programme, explained the reason for the show.

“Control period five (CP5) from 2014-2019 will bring huge challenges for us. The industry needs to find innovative and collaborative ways to work, and this exhibition acts as a showcase for that.

“At this show, people can talk to each other, and bounce ideas around. On top of this, they can see machines operating and live demonstrations in an operational, rail-connected environment.”

Live track renewal

Visitors and decision-makers had their pick of exhibitors to look over – from Network Rail to smaller suppliers of tools, plant and equipment, such as Dual- Inventive.

A highlight was the “live” on- site renewal of 400 metres of track – the first-ever at a European track plant show – planned and delivered by Babcock and a team of its suppliers.

Bruce Wright, Babcock Business Improvement Manager, said the aim of the renewal was to show how innovative plant and construction techniques could deliver a conventional track renewal with a minimal labour contingent.

“It was a real team effort to overcome difficult site conditions, such as interfacing with the existing track work, which consisted of 75 lb rail bolted directly onto mass-produced concrete sleepers, installed during World War II.”

The delivery team included staff from Babcock, McCullochs, Quattro, Torrent, Morson, 3D Trimble supplier Korec, and Swietelsky Babcock Rail, which provided the tamper to finish the renewal off.

Simon Higgens, Senior Programme Manager, said the renewal had gone well.

“We wanted to demonstrate to the wider industry what’s out there and what’s available, and we did that.

“Given the tight possession regimes we’ll see during CP5, I suspect that a lot of the technology used at Long Marston will become commonplace.”

Commercial success

The relaxed atmosphere and sunshine stimulated commercial activity at the event. Deals were struck, product awareness raised, and new contacts made – between companies and Network Rail, and among the suppliers themselves.

A case in point was neighbouring exhibitors Keltbray Aspire, with its ranks of plant, and Avonwood, manufacturer of the Zonesafe vehicle protection system for pedestrians.

Paul Murphy, Head of Rail Plant, Keltbray, explained: “We were at the show to demonstrate to Network Rail our capabilities, such as bridge and tunnel maintenance, track renewal, rail piling and overhead line installation.

“But it’s also been good for networking purposes, and for doing business. For example, we had a look at our neighbour Avonwood’s Zonesafe road rail vehicle (RRV) proximity warning systems. We’ve now arranged to trial two of their systems, with a view to potentially purchasing them, depending on the trial outcomes.

Joe Rinaldi of Avonwood explained how Zonesafe works. “Zonesafe is a proximity warning system for any vehicle or RRV on the railway. Pedestrians working near the vehicle wear an RFID (radio frequency identification) tag. If a pedestrian gets within an adjustable detection zone, from 3-9 metres’ distance of the vehicle, a control box in the cab sets off a visual and audible alarm, alerting the driver of the pedestrian’s presence.

“Paul saw how the system worked, liked it and bought the system for a couple of his projects.”

Small is beautiful

Past the looming 500-tonne Ainscough crane near the site entrance, dozens of road-rail vehicles (RRVs) ranked along the lines, and the live track renewal, was the small exhibitors’ area – dubbed “Marrakesh Village” by organisers.

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There, rows of small white marquees hosted some of the most exciting developments for the future of track. From McMurtry’s remote-controlled robot mowers to Cintec’s water- filled blast protection for buildings and Arbil’s sleeper-lifting devices, the village proved a hotbed of innovation.

At the far end of the field, in a roped-off area, a tracked robot resembling a model of a World War I tank was busily driving around. “These are remote-controlled slope mowers,” explained Richard McMurtry of the Gloucestershire- based McMurtry Ltd.

“They can be used on steep slopes, up to 45 degrees, where health and safety issues might limit the use of strimmer gangs.This is our first venture into the rail market, so we’ve been talking to Network Rail about how to get product approval.

New products to market

Network Rail’s Steve Featherstone, Programme Director, Track, sponsored the event for the company. “A lot of suppliers have a good idea, but don’t know how to bring it into the industry, so our product acceptance people made themselves available to explain how we approve new products and services.

“They also kept an eye out for anything that might prove useful for helping us meet our demanding targets over the next few years.”

Chris Browne, Senior Engineer, Plant and Traction & Rolling Stock, was a member of Network Rail’s product acceptance team. “The event was an ideal opportunity for us to talk through our approvals system and explain why we have it.

“A lot of companies need support when they’re first breaking into the rail industry, and we helped point them in the right direction. We also helped bring manufacturers together, to improve their products for the industry’s benefit.”

Larger suppliers

But while Network Rail product approval was key for many companies, larger suppliers were scouting too. Ben Mills, Business Improvement Engineer for Track Partnership – the infrastructure partnership between London Underground (LU) and Balfour Beatty Rail – said the partnership’s teams had visited almost all the stands at the show, looking for new ideas and meeting existing contacts.

“We’re rewriting the process of how we replace track on the Underground. Every second counts, and we have to work hard to minimise disruption for the four million people who travel daily on the Tube. To support this challenge, we looked for, and found, all sorts of useful kit at the show.

“For example, we recently introduced LU’s first new sleeper for 30 years – the Cemex 1502 with Pandrol’s Fastclip FE fastening. At the show, we were able to talk to our suppliers about the next steps for the system.

“Then there’s the Unimog RRV from Mercedes-Benz-Zagro, which featured on Balfour Beatty’s own stand. Using Unimogs means we can extend the scope of track renewals, and we also spotted other equipment that we can combine with to make our work even more efficient.

“We’re also bringing in the Non- intrusive Crossing System (NICS), so it was good to see that company at the show. The NICS allows us to create virtual sidings and crossing points, helping to transform our approach to renewals in engineering hours on the Underground. In turn, this will reduce station closures and minimise disruption.”

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Visitor reaction

Colas Rail provided a number of live demonstrations with the 125 tonne rail mounted Kirow crane lifting a locally stored tank wagon high into the air (pictured, page 20) and the PEM/LEM machines demonstrating their unique capability to not only lift and move track panels and S&C units by rail but to ‘walk’ these units when track is not available.

Also, two track relaying machines (TRM’s) demonstrated their capabilities to remove and install track panels quickly and safely.

Over at the live renewal site, visiting Network Rail Project Manager Simon Brett declared himself impressed. “It’s a chance to see things outside the box in track renewal – things that are on offer that we don’t do now, but could help us increase our efficiency in future. Seeing it in the flesh definitely brings that home.”

Network Rail colleagues Francesca Wallace, Access Planner, and Lisa Riley, Planning Specialist, said their visit had been worthwhile. Said Lisa: “It’s been useful for us, and very interesting to see things like the live renewals and the demonstration of thermit welding. We spoke to lots of people, and even had a chance to sit in the Network Rail helicopter!”

End of the show

As the show ended, hundreds of weary, but satisfied visitors began to stream out the gates, passed by some of the larger pieces of kit on their way home. Over in Marrakesh village, Bryan Blareau of Henry Williams – manufacturers of trackside equipment including fishplates, clamps and control cabinets – was one of the last to fold his tent and leave.

“We’ve made some good contacts,” he reflected. “I’ve not had much chance to look around, apart from our neighbours, but we’ve seen the people we needed to see. For us, it was mainly about raising our profile, and I think we’ve done that.”

For organiser Colin Flack, chief executive, Rail Alliance, such opinions were more than welcome. “This has been a proper trade show, but I think people enjoyed it because of its informality.

“The big rail exhibitions are brilliant and have a place, but this sort of event gives people at all sort of levels a chance to talk to each other; to meet people and see what other companies are doing.

“The next stage for this event, I think, is for a much larger supply chain to get involved. It’s a great start.

Class 800 Heads East

The Intercity Express Programme has made further progress this summer as Patrick McLoughlin confirmed a £1.2 billion order for a fleet of Class 800 trains for the East Coast main line.

The 270 carriages will be assembled at Hitachi Rail Europe’s new purpose-built factory in Newton Aycliffe, County Durham. The fleet forms the first part of an overall £5.8 billion Intercity Express Programme. The class 800 series will be operational on the East Coast Main Line from 2019.

Says Transport Secretary Patrick McLoughlin, ‘By signing this deal we have provided further proof of our determination to transform Britain’s railways into a world-class operation through continued investment and state-of-the-art technology.

‘This new order for class 800 series trains is part of the Government’s commitment to invest in our nation’s infrastructure.

This will not only deliver significant benefits to passengers by further slashing journey times and bolstering capacity, but will also stimulate economic growth through improved connectivity between some of Britain’s biggest cities. This is good news for rail passengers and for British manufacturing.’

The rail plant in County Durham will be operational from 2015. Says Alistair Dormer, Chief Executive Officer, Hitachi Rail Europe, ‘This follow-on order by the Department for Transport is great news for passengers on the East Coast Main Line who can look forward to quicker journeys travelling on high- quality trains, with more seats and passenger space, built to the latest safety standards.

‘This order is a tremendous boost for Hitachi Rail Europe’s new factory with its 730 future employees in County Durham and for the British supply chain. This order extends firm orders at the factory until the end of the decade with significant capacity remaining available for further UK and export contracts actively being pursued.’

Last year the DfT agreed an initial order for 596 carriages with Agility Trains, a consortium of Hitachi and John Laing. As well as building at Newton Aycliffe, Hitachi is also planning to construct maintenance depots in Bristol, Swansea, west London and Doncaster, and will upgrade existing maintenance depots throughout Britain to service the class 800 series trains.

The first batch of class 800 series trains will enter revenue-earning service on the Great Western Main

Line in 2017 and on the East Coast Main Line in 2018. The full train fleet will comprise 122 complete train sets, some five-vehicles long and others nine-vehicles long.

A class 800 series train has a higher seating capacity than existing units in its class. A 9-car train will have wider aisles and 131 more seats than the equivalent Intercity 125 High Speed Train (HST) and 188 more seats than a comparable off- the-shelf new 9-car train, with no compromise on leg-room.

For an equivalent 200m train, the class 800 series train provides over 30% more seated capacity than an existing diesel Intercity 125 (HST).

Railway lessons for democracy

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The great advantage of the RailStaff Awards and one which sets it apart from so many other worthy award schemes is the involvement of the people it celebrates.

Railway workers up and down the network and from every part of the industry are free to send in nominations and to vote on the outcome. This is more important than it seems.

The rail industry is now leading the economy by example. Confidence, value for money, emphasis on career development and responsible working practices all have lessons for the wider country which we serve. The railway had to learn the hard way.

This was an industry only a few short years ago slated for managed decline and post-Beeching euthanasia, a sort of Liverpool p-way. Instead by dint of hard work, professionalism and admittedly tremendous strokes of good fortune – the rising importation of Chinese white goods and London’s economic upsurge – the railway fought back.

Ingenuity and initiative

Rail freight continues to grow. Investment and major projects are forging ahead. Trains now carry more passengers than they did in their hey day 70 years ago. That they do so on half the amount of track is in no small part down to the ingenuity and initiative of the people the RailStaff Awards salutes.

New projects including new railways, new stations, electrification and track doubling are delivered on time and on budget. There are lessons here for a country struggling to find stability in a changing world. It is no coincidence that our light hearted Back-to-School theme this year shines a light on rail’s lessons and logarithms. It is important to be involved, to vote.

Public disdain for politics is at an all time high. Many people argue there is scant difference between the three major parties. Throw in the sight of MPs being jailed and the whole profession is debased.

Boldness is not a crime

This is unfair to the many MPs who work long and hard out of conviction. However they fail to take risks to get their message across. Boldness is not a crime and voters respond to it quite well.

Look at the success of Nigel Farrage, even now considering his mistaken stance on HS2. Look too at Bob Crow’s call for a new true socialist party. The sight of the no nonsense secretary of the RMT entering the House of Commons and berating the be-suited ones will be wondrous indeed. Can Bob and Nigel restore confidence in our democracy?

A healthy democracy starts with the people themselves – demos mean people – getting involved, arguing, discussing and then voting. Always remember to vote. Once again the railway, by selecting and voting for its own heroes, demonstrates democracy in action.

The RailStaff Awards is all about the people who do the work. Those that excel are rightly recognised by their friends and colleagues. We look forward to saluting them and celebrating an industry that continues with confidence to light the way ahead.

Voting finishes on 16th August – so take a look now and make your vote count.

Testing times

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Dr Dan Hegarty of Express Medicals has now been involved in workplace drug & alcohol testing for 17 years.

I am very aware of how confused many employers are when faced with choices about which type of drug testing to select and under which circumstances. A recent case has brought this into focus again.

A healthy man presented himself for two different types of workplace testing within 45 minutes. One sample was collected as part of a governmental agency’s testing regime and the other as a pre-employment test.

The first sample used oral fluid (saliva) and the second method involved a collection of urine. In both instances the collection was done under formal chain-of- custody protocols and the samples were analysed in appropriately accredited analytical laboratories.

There were no declared prescribed, over-the-counter or illicit drugs. The oral fluid test resulted in a PASS result. No drugs of abuse were detected. However the urine test resulted in a FAIL result. Cocaine and cannabis were detected.

The individual concerned appealed the result of the urine test and the employer was understandably confused as to why two tests on the same day could produce two different outcomes.

Window of detection

There are a number of explanations. However, the simplest message is that, in general, the positive pick-up rate (number of fail results) for cocaine will be lower when using formal laboratory-based oral fluid (saliva) testing as opposed to formal laboratory-based urine testing.

One factor to realise is that cocaine is only detectable for a short time in oral fluid (saliva).

This window of detection is just 12-24 hours. It is significantly longer when urine is analysed for the presence of cocaine and so the likelihood of positive results for cocaine is enhanced by virtue of the longer detection window.

As regards the cannabis results, urine is also generally better for detecting cannabis in workplace testing regimes. Firstly, cannabis disappears quickly from oral fluid (saliva). Secondly, significant amounts of cannabis sample are lost from many oral fluid (saliva) collection devices and this loss can be of the order of 50%.

This means that false negative results for cannabis (ie: the test fails to detect the cannabis present in samples) are significantly more likely when using formal laboratory-based oral fluid (saliva) testing as opposed to formal laboratory-based urine testing.

Complexities

Thus a seemingly simple and straightforward case of two professionally collected samples, both of which underwent formal laboratory analysis, highlights the complexities that have to be considered when establishing a workplace testing programme.

In the case cited above, the cannabis and cocaine were missed when saliva was collected and analysed. This is termed a false negative result.

Furthermore, the likelihood of such a false negative result would have been even greater had an instant test kit been used (ie: a PoCT / point-of-care or point-of- collection test kit). This is because the ability of PoCTs to detect drugs of abuse is less reliable than laboratory-based tests.

When establishing a workplace testing and/or screening regime it is essential to seek out high quality, informed advice in respect of both a company’s drug and alcohol policy and the ongoing issue of which methods of testing to opt for.

Heart to heart

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Network Rail and Mace have brought in the British Heart Foundation to deliver first aid training for workers on the Birmingham New Street project.

As part of a comprehensive approach to health and well being local rail chiefs want to see staff better equipped to handle medical emergencies. Says Ian Painter, area development manager at British Heart Foundation, ‘We’re working with the team at New

Street to teach skills that could truly mean the difference between life and death in an emergency.

‘The BHF ‘Heartstart’ programme teaches people what to do in an emergency including assessing an unconscious patient, performing cardiopulmonary resuscitation (CPR), dealing with choking or serious bleeding and helping someone that might be having a heart attack.’

Leighton Buzzard rail fever

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John Travolta took time out from a busy filming schedule recently to take his son, Ben, for a good old fashioned steam train ride on the Leighton Buzzard Railway in Bedfordshire.

Volunteers on the narrow gauge railway rallied round and made sure the Travolta family enjoyed an hour long ride together on a scheduled service. Says Mervyn Leah from Leighton Buzzard Railway, ‘Towards the end of the morning a couple of men with American accents turned up and had a look around and said they would be back at 2pm. They came back in the afternoon bringing John Travolta and his son with them and went for a ride on the train.’

Retain your talent!

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At a time when many businesses are feeling the strain, it is imperative that employers are equipped to source and retain staff who will provide the best return on investment. However, many make common mistakes that ultimately cost them dearly.

Victoria Turner asked Andy Ridout, Managing Director of rail Recruitment Company, advance- TRS why so many businesses are failing in their selection strategies and how top talent can be retained.

Ridout believes that successful candidate selection requires the employer to be precise about what a role actually involves.

“It is important to understand exactly what will be expected of a candidate before you can ascertain the type of employee you require,” says Andy Ridout. “If your candidate will need to head a team, ensure that your interview questions allow him or her to not only demonstrate suitable knowledge and qualifications, but to express the personal characteristics of a successful leader.”

Training specialist, Monique Choudhuri, Head of Training and Development at advance-TRS has built a 25 year portfolio of blue chip clients including British Airways, BSkyB and Fircroft and is only too familiar with the staffing problems most companies face.

Understand the psychology

Says Monique, “For a business to flourish, every employer should understand the psychology behind interviewing, as well as the various techniques that can be applied to identify the strongest candidates in the talent pool.”

Once your interview methods have been perfected you may manage to hire a great member of staff, unfortunately it is not the time to relax. According to Monique, it is at this stage that employers are lulled into a false sense of security, often causing the most expensive mistakes to be made.

Companies are increasingly guilty of failing to get the most from their staff. In some sectors, 43% of employees complain of lacking opportunity for growth. This not only means that their potential remains unrealised but that they are more likely to leave.

advance Training and Recruitment Services offers clients established training, mentoring and personal development plans, all part of a client retention strategy proven to develop an employee’s most valuable assets, boost company morale and maximise productivity. Surely this is an investment which no business can afford to be without?

To book a free consultation with Monique or

Tram man on the run

A man dressed as a tram has completed a SPAD-free 21 mile romp around Hebden Bridge parish boundary in West Yorkshire.

Neil Harrison, Communications Manager for Metrolink, undertook the nine-hour off- road slalom to raise funds for Francis House, a children’s hospice in Manchester. Francis House provides a home-from- home for the families of children with life threatening or life limiting conditions, where they can receive professional care, support and friendship. Neil donned the MetMan costume, a life-size character used by Metrolink for school presentations.

Says Neil, 32, from Levenshulme in Manchester, ‘The MetMan costume is great fun for children, but not so much fun for nine hours of hiking across 21 miles of fairly wild countryside. It involved a climb of more than 2,500 feet, it was utterly exhausting, incredibly hot and difficult and I couldn’t really see where I was going, but it was completely worth it to raise money for such a good cause.

‘The care and support the hospice provides is incredibly humbling, so this was the very least I could do to help them continue their fantastic work. I hope this raises funds and makes more people aware of this incredible charity.’ To help go to: www.justgiving/neil- harrison10