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McGinley backs Infrastructure Team

Andy-Milne
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McGinley Support Services is once again sponsoring the Infrastructure team of the Year at this year’s RailStaff awards.

McGinley Support Services is a Link-Up accredited supplier of personnel and support services to the national railway and various urban metro rail networks. McGinley Support Services provides a rail and metro staffing and track operative service through its centralised rail and metro organisation.

Sean McGinley, Business Support Director of McGinley Support Services Limited, says, ‘The RailStaff Awards 2013 will be a great celebration of the ordinary men and women who continue to make the rail industry a leading industrial success. Infrastructure personnel are key to that success.

‘At McGinley Support Services we continue to rise to the challenge of providing the railway with the people and solutions it needs to grow and succeed.’ Sean, a keen supporter of the RailStaff Awards, added, ‘The RailStaff Awards is an exercise in confidence, in the future of the industry and the people who make it up.’

Innovator

McGinley Support Services prides itself on being a leading innovator in the industry in terms of service and transparent financial arrangements. As one of the top specialist rail recruitment suppliers, McGinley Support Services has pioneered new initiatives that embrace safety systems and workforce management, upholding a strong safety and quality culture that is necessary to support the rail and metro industry in meeting its own objectives.

Internal processes and systems ensure that, through co-ordinated planning, a flexible, motivated and compliant workforce is available to meet all needs. From highly skilled systems engineers, signalling and electrification staff through to protection/warning and track workers, McGinley Support Services delivers comprehensive recruitment backed up by a national transport and equipment support service.

Says Tom O’Connor, Managing Director of the Rail Media Group, ‘McGinley Support Services are loyal supporters of the RailStaff Awards and are making a similar growing contribution to Britain’s fast expanding railway.

‘McGinley is at the forefront of providing top grade professionals to lead and deliver the rail network and it is highly appropriate that they are backing the Infrastructure Team of the Year Award once more this year.’

Transferable skills essential

Andy-Milne
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The future looks bright for the railways. Passenger demand is increasing. Investment in high speed rail and major projects such as electrification, will create increasing demand for skilled personnel. Writes Lawrence Dobie, Education and Training Director at Vital Services Group

There are already recruitment challenges at all levels in the industry, particularly in specialist engineering. Network Rail is putting increasing pressure on contractors to employ staff direct, rather than rely on agencies.

As well as young people finishing their academic careers, this investment in infrastructure also provides a massive opportunity for those with relevant, transferrable skills.

Challenging times

Talent from other sectors that have faced challenging times during the economic downturn such as the armed forces, nuclear, telecoms or mining, should consider the rail industry as their next career step.

Many of the skills these people have are transferable to the rail industry, including communication, planning and decision making.

More mature candidates can offer considerable experience of operating in challenging environments, team working and managing and motivating others.

The move into a new, potentially lucrative career can be made a smooth one for job seekers by finding the right training programme that will bridge the gap in these specialist engineering skills. Training providers can then help to find an appropriate role to match the newly acquired expertise.

Ex-service personnel

With particular reference to the aforementioned armed forces, the Ministry Of Defence’s Career Transition Partnership (CTP) initiative helps ex-service personnel to make a successful transition into a suitable second career which suits their skills, knowledge and aspirations.

The partnership helps people to prepare for civilian life, even for those who wish to enter full-time education, and is a good example of how the industry could attract a pool of skilled workers who have the potential to develop further with industry-specific training.

Implementing this type of transitional support system could be particularly beneficial to the areas of electrification and OLE engineering – two areas where there are substantial skills shortages and with much potential for rail contractors to fill some highly sought-after roles.

For those with an engineering background, there are roles in maintenance, asset information, track, construction, civil engineering or signalling, power and communication. Alternatively, roles such as finance, legal or HR offer a worthwhile career in the many support functions.

Safeaid – specialised safety solutions

Andy-Milne
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Safeaid is a fast growing provider of specialist Safety & Workwear solutions for the rail industry. Having focused on railways since 2006, we are fully aware of the challenges and requirements of this demanding market. Safeaid designs and manufactures innovative products and solutions specifically to meet those needs.

“Contractor wins Gold Star award for using QuickBand”

The proof of our ability to innovate is QuickBand. This has changed the way the rail market uses armbands and is now the product of choice for many major contractors.

QuickBand is a revolutionary product designed to help wearers identify their role, particularly in safety critical areas, but is also used for general awareness on site. The key to the success of QuickBand is its versatility. A wide range of inserts are available from stock and bespoke solutions can be manufactured with very small minimum runs.

A major contractor recently won a Gold Star award as a result of using QuickBand on a rail project, demonstrating its value as a unique and effective safety solution.

Quality, Value and Consistency

At Safeaid we believe that the three essential components of workwear and PPE are Quality, Value and Consistency. These components are at the very core of Signal products.

Signal has been developed with the wearers themselves, through extensive trial and feedback programmes. This enables us to design and manufacture an exclusive range of workwear that successfully suits the requirements of the rail industry.

The range of Signal products is constantly expanding and developing with Flame Retardant clothing shortly to be launched.

As part of our commitment to offer a total solution to the rail industry, we also supply a wide range of Track Safety products, Lighting, Insulated Tools and Look Out Equipment.

Source: Safeaid

Desiro fleet for Thameslink

Andy-Milne
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Siemens is to build a new fleet of Desiro City trains for Thameslink which reduces overall energy consumption and track wear by up to 50% compared to predecessor models.

Transport Secretary Patrick McLoughlin confirmed the £1.6 billion order for 1140 commuter carriages. Eversholt Rail is providing project and asset management services.

Desiro City trains are up to 25 percent lighter than the existing Desiro fleet, thanks mainly to the use of lightweight aluminum in construction. Bogies are approximately one-third lighter in weight. The Desiro City is based on the Single Car Concept, which integrates the entire traction equipment into one motor car.

All of these motor cars are identically equipped and can be used both as end cars and as intermediate cars. The Desiro City Thameslink can be coupled to form 8 and 12-car trains and operated in dual mode (750 V DC or 25 kV AC). They are built for a top speed of 100 mph.

Siemens built two new rolling stock depots in Three Bridges and Hornsey. The trains will be manufactured at the Siemens factory in Krefeld, Germany, and the first trains will enter service in 2016.

Getting safer every year (statistically)

Andy-Milne
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Every year, the Rail Safety and Standards Board (RSSB) publishes its Annual Safety Performance Report.

This reviews the rail industry’s safety performance over the latest financial year. The latest report, covering 2012/13, was released at the end of June.

Once again, overall use of the railways has increased although freight dropped off slightly. Compared to 2011/12 there were 1.5 billion passenger journeys (3% increase), 58.4 billion passenger kilometres (2% increase) but 47.8 million freight train kilometres (2% decrease).

It is pleasing to note that there were no passenger or workforce fatalities in train accidents in 2012/13. This is the sixth year in succession with no such fatalities. At 0.3 per year, the ten-year moving average for these train accidents is at its lowest ever level.

Comparing figures

To look at the statistics in detail, it is necessary to understand how fatalities and injuries are measured. This is done using an index known as Fatalities and Weighted Injuries (FWI). In effect, it takes all the non-fatal injuries and adds them up using a weighting factor to come up with a total number of ‘fatality equivalents’.

So 10 major injuries, or 200 class 1 minor injuries or shock/trauma, or 1000 class 2 minor injuries or shock/trauma, are taken as being ‘statistically equivalent’ to one fatality. Add these up, and that gives the total FWI number for the year.

This FWI figure is used to compare one year with another. The actual fatalities are also listed as it is possible for the FWI to go down even if the actual number of fatalities has gone up, due to a reduction in the number of less- severe accidents (as happened last year).

The numbers

So in 2012/13, four passengers died in separate incidents, all at stations. When non-fatal injuries are also taken into account, the total level of passenger harm was 45.8 FWI which is 7% higher than the 42.7 FWI (five fatalities) recorded for 2011/12.

So although actual fatalities were down by one, the overall score was up – due mainly to an increase in the number of major injuries. When normalised by passenger journeys, the rate of harm shows a 4% increase compared with 2011/12.

There were two workforce fatalities, both infrastructure workers. Including non-fatal injuries, the total level of workforce harm was 22.6 FWI, which is a reduction of 8% compared with 24.5 FWI (one fatality) occurring in 2011/12. The rate of harm normalised by workforce hours fell by 11%, even though there was one more fatality.

The types of train accident most likely to result in harm, such as collisions and derailments, are known as potentially higher-risk train accidents (PHRTAs). Last year there were 35 of them. This is an increase of one on the previous year’s total of 34. In fact, the number of PHRTAs for the past three years has remained lower than levels seen prior to this period.

Included in those PHRTA figures were seven passenger train derailments, four of which were due to landslips affecting the line. There were no major injuries to train occupants resulting from derailment, or any other type of train accident.

PIM and SPADs

As serious train accidents are rare, the industry monitors trends in train accident precursors using the Precursor Indicator Model (PIM). This provides a measure of trends in the underlying risk from PHRTAs.

At March 2013, the overall indicator stood at 90.6, compared with 74.9 at the end of 2011/12. The passenger proportion of the PIM stood at 39.4, compared with 27.4 at the end of the previous year.

While this rise is significant, the increases in the PIM are due mainly to a rise in the number of landslides that affected the running line which occurred following periods of heavy rain during the year.

At 250, the number of SPADs (signals passed at danger) occurring during 2012/13 was a 9% reduction on the 276 occurring during 2011/12.

The accident in 1999 at Ladbroke Grove, in which 31 people died, occurred following a SPAD. Since then, the industry has focussed on reducing the risk from SPADs through initiatives such as the fitment of the TPWS (Train Protection & Warning System) which was completed in 2003. TPWS can automatically stop a train that passes a signal at danger.

At the end of 2012/13, the estimated level of risk from SPADs was 60% of the September 2006 baseline, compared with 32% at the end of 2011/12. Although the increase in SPAD risk was substantial, the level for 2012/13 is the second lowest financial year- end level on record and SPADs remain a low contributor to overall train accident risk.

Level crossings

These are always problematic, being where trains, road vehicles and pedestrians interface most closely. Excluding suicides, four pedestrians and five road vehicle occupants died in accidents at level crossings in 2012/13.

There were seven major injuries, 53 reported minor injuries and 17 cases of shock or trauma. This equated to a total FWI of 9.9, which is higher than the 2011/12 figure but below the average over the past ten years.

There were ten collisions between trains and road vehicles at level crossings during the year, which is one more than last year’s figure of nine. There has been an average of 13 accidents per year since 2003/04. There is evidence that the underlying rate of collisions at level crossings has reduced over this period.

An overall improvement

Including the nine level crossing users, but excluding those due to suicide or suspected suicide, there were 49 fatalities to members of the public last year. 39 were trespassers and the remaining one has been categorised as an assault. Including non-fatal injuries, the total level of public harm was 53.9 FWI, which is lower than the 63.5 FWI recorded for 2011/12.

At 238, the number of suicides was the same as for 2011/12, and remains above average for the last decade as a whole.

So in total, and excluding suicides, there were 55 fatalities, 457 major injuries, 11,297 minor injuries and 1,179 cases of shock/trauma. The total level of harm was 122.3 FWI, down from 130.7 in 2011/12. The main cause of the decrease was a fall in the number of fatalities to members of the public.

Colin Dennis, Director Policy, Research and Risk at RSSB commented: ‘Although 2012/13 recorded a historically low number of passenger fatalities, overall there was an increase in the level of passenger harm due to a rise in major injuries, mostly as a result of slips, trips and falls in stations. This area continues to be an area for industry focus, and a number of co-operative activities and initiatives are in progress.

‘The number of Potentially Higher Risk Train Accidents was again low and although rises were seen in the measures of SPAD risk and train accident risk, both remained below the baseline used for comparison.

‘Taken over the longer-term, the industry continues to meet the safety targets set for it by the Department for Transport and the European Railway Agency.

‘Rail continues to be the safest form of land transport in Britain and the industry’s performance continues to meet the requirement of ensuring that safety is generally maintained and, where reasonably practicable, continuously improved’.

Great Train Robbery memorial service

Andy-Milne
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Railway staff at Crewe will be holding a Memorial Service at 3pm on 8th august to mark the 50th anniversary of the Great train Robbery.

The Crewe-based driver of the Glasgow-to- Euston mail train, Jack Mills, was coshed by the gang and never fully recovered. His secondman, David Whitby, also based at Crewe, was attacked by the gang and thrown down the embankment.

Northwest railway chaplain, the Reverend Dr Richard Cook, is organising the special service which will be held in the old drivers mess room on platform 12. Once a guard with BR himself Rev. Cook has worked the same numbered mail train as Mills and Whitby, 1M44.

‘Over the years the media tend to forget the victims and remember the Robin Hood aspect of robbing a train,’ says Richard who also mentioned that people in Crewe still remember the train driver and secondman who suffered, as did the postal workers on the train. The service is being held at 1500hrs. The robbery itself took place at three in the morning.

‘We didn’t think we’d get much of a turn out at that time so it’s at three in the afternoon,’ says Richard. The Reverend Cook is Free Church minister and BTP chaplain.

On 8 August 1963 a London gang lead by Bruce Reynolds held up the south bound mail train by tampering with the signal lights south of Linslade in Buckinghamshire. Over £2.6 million, the equivalent of £41 million today, was stolen. Jack Mills died in 1970 of leukaemia and David Whitby died of a heart attack aged 34. The service is open to all.

Another brick in the wall

Andy-Milne
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As part of the 150th anniversary celebration of the London Underground the Lego company has recreated five Tube Maps made entirely out of lego-bricks.

The maps will be on display throughout the summer. The maps have been created by Duncan Titmarsh, Britain’s only certified Lego professional – one of only 13 in the world. Each map took four days to build and has 1,000 bricks. The maps will be displayed as follows:

• South Kensington – 1927 map

• Piccadilly Circus – 1933 map, (Harry Beck’s original map)

• Green Park – 1968 map

• Stratford – 2013 map

• King’s Cross St. Pancras – 2020 map including Cross- rail, the proposed Croxley Rail Link, and the proposed Northern Line Extension.

Says Mike Ashworth, Design and Heritage Manager at London Underground, ‘The 2020 map at King’s Cross St. Pancras shows the new stations and rail links we want to deliver – we hope this fun LEGO map will inspire the young engineers of the future to help deliver our vision.’

Meet me in St. Louis

Andy-Milne
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Harry Boyce was born with Diplegia, a form of cerebral palsy which affects muscles making it difficult to move and walk unaided.

However, as well as his own bravery Harry Boyce has a secret weapon – his parents Agnes Kolodziejczyk and Roy Boyce. The family also has many friends at Heathrow Express where Mum and Dad work as train drivers.

Hearing of a life altering operation, available at St Louis Children’s Hospital in Missouri, Agnes, Roy, staff and friends set about raising the money required under the banner ‘Helping Harry.’

Business wide activities included sponsored cycle rides and runs, cake sales, sponsored slimming, fundraising parties, jamborees and raffles. Managing director, Keith Greenfield, even swam the Henley Classic, a distance of two kilometres in open water, to raise funds for Harry.

The family travelled to St Louis and met with pioneering surgeon, Dr T. S. Park who has performed over 2,000 selective dorsal rhizotomy operations and is renowned as a world leader in his field.

‘Dr Park told us that he felt that following Harry’s SDR operation Harry would walk unaided in the future. I can’t begin to explain how hearing this made us feel. We know that this is going to be the result of a long journey and lots of hard work, but seeing our little man walk is all we’ve wished for since starting this amazing journey,’ says Agnes.

Harry was in the operating theatre at St Louis for five hours. Agnes and Roy were given their own room to wait in and regular updates by the surgery team.

‘As soon as the surgery had finished Dr Park came to see us and told us that everything had gone really well. Harry had coped with everything amazingly. He told us that Harry was in the recovery ward. As soon as he had come round and they were happy he was OK we were able to see our little man.’

Harry has been making good progress after a week long stay in hospital. Physiotherapy and various exercises are helping him become increasingly mobile. Agnes and Roy both thanked staff at Heathrow Express.

Says Agnes, ‘Hopefully, in the future, Harry will take his first steps on his own. This is a long way off yet and Harry has a lot of hard work ahead of him, but we really believe that he will get there. We will never be able to put into words how much this means to us, but you have all helped give Harry a bright new future. Thank you.’

If you want to donate to Harry’s cause, contact Agnes, by email: [email protected]

London Bridge for Aberystwyth

Andy-Milne
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Sections of London Bridge station’s old roof have found a new home at Aberystwyth.

The roof will be rebuilt as part of the Vale of Rheidol Railway narrow gauge railway museum in the town. Network Rail has saved 16 columns, 14 beams and other elements which can be moved to Wales.

‘The roof offers an opportunity to show the locomotives in context within a train-shed environment and the Vale of Rheidol will work hard to recreate the atmosphere, which only a London terminus can provide,’ says Robert Gambrill from the Vale of Rheidol Railway.

Mr Gambrill went on to praise the team he worked with from Network Rail. ‘It has been a pleasure to work with such a dedicated team from Network Rail – their care and attention to detail has ensured that as much of the structure that we need has been saved,’ he said.

‘Without their co-operation none of this would have been possible. We all look forward to unlocking the potential of our collection and seeing the Vale of Rheidol becoming a world class tourist attraction for Wales.’

The line climbs 12 miles to Devil’s Bridge and is a masterpiece of engineering. It opened in 1902 to carry lead ore, timber and passenger traffic. The narrow track gauge allows the railway to follow the contours of the terrain with many sharp curves and steep gradients which add to the railway’s charm.

Says Chris Drabble of Network Rail ‘This great news has been possible because many people from many organisations have been working together. Up until the actual structures were lifted we were never sure if any of this would be technically possible, so all of the teams can be really proud of what they have achieved.’

The line attracts around 40,000 visitors annually from all over the world.

HS2 – sound survey

Andy-Milne
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HS2 Ltd plans to use new technology to cut the noise of high speed trains on the line.

Over two thirds of the line’s surface sections between London and the West Midlands will be sunk in cuttings. Earth removed for track laying can be used to build up noise-absorbing berms. On the train itself, designers plan to eliminate the gaps between train carriages to cut noise and boost aerodynamic efficiency.

Drawing on Japanese expertise, HS2 trains could also be fitted with wheel farings to cut the noise made by the wheels on rails, the biggest source of noise on any electrified railway.

Says Transport Secretary, Patrick McLoughlin, ‘HS2 is absolutely vital for this country, providing a huge economic boost which will generate a return on investment that will continue paying back for generations to come. But you cannot build a new railway line without causing some disruption. What we can and will do is ensure that disruption is kept to a minimum by using the very latest design and construction methods.’

The most significant proposed design refinements, as revealed in last month’s RailStaff, include tunnelling under Ealing and Northolt in north west London, and at Bromford in the West Midlands.

New station for Westgate

Andy-Milne
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Transport Minister, Simon Burns MP, interviewed in this edition of RailStaff, visited Wakefield Westgate station, to check out progress on the £8.8 million new station project.

Construction work at Westgate began earlier this year and the new station is scheduled to open in November. The site has been cleared and prepared, concrete piling columns for the foundations have been installed and the steel frame of the building is being erected this summer. The new station will include better shops, a spacious travel centre, ticket gates and improved security.

Says Simon Burns, ‘This station, made possible with government support, will be the first newly-built station on the East Coast Main Line for decades and will show the world that Wakefield is open for business.

‘This is part of the wider programme of infrastructure investment which will see billions spent on the network over the coming years, helping to drive economic growth and reinvigorate the railways.’

Network Rail’s Route Managing Director Phil Verster believes the railways will help boost Wakefield. ‘We know that our stations provide important gateways to the cities they serve and can help to attract investment and regeneration and look forward to that being the case in Wakefield,’

Phil said. Wakefield Westgate currently has 32 direct East Coast services to London each weekday, with a fastest journey time of 1 hour 47 minutes. The weekday flagship ‘West Riding Limited’ service leaves Leeds at 07.00, calling only at Wakefield Westgate at 07.12 and arriving at London King’s Cross at 08.59.

Hollingsworth heads Eurostar

Andy-Milne
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Eurostar International has appointed Clare Hollingsworth as chairman.

Clare will succeed Richard Brown who steps down at the end of June. Clare Hollingsworth joined the board of Eurostar as a non- executive director in 2010. She is also on the boards of Savills, the real estate advisor, Virgin Healthcare, Molnlycke AB, a Swedish medical technology company and Spire Healthcare.

Prior to her non-executive roles she was Chief Executive Officer of Spire Healthcare and its predecessor business, BUPA Hospitals. Before Spire Healthcare she was Managing Director, Caledonian Airways.

Richard Brown’s decision to step down follows his appointment earlier this year as chairman of the Department for Transport’s Franchise Advisory Panel. Brown is also a-non executive director of High Speed Two.

Says Richard, ‘It has been a great privilege to be at the heart of Eurostar’s growth and expansion over the last decade but the time is right for me to hand over the reins. Eurostar is now an internationally respected brand and I have every confidence that it will go from strength to strength in the future.

‘With her knowledge of the company and her experience of consumer-facing businesses, Clare is perfectly placed to lead the Board through the next phase of Eurostar’s development.’

Help for unforgotten heroes

Andy-Milne
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Volunteers are sowing poppy seeds around a rural Cambridgeshire railway station in time for the First World War centenary next year.

Scrubland has been cleared around Shepreth station so the poppies will bloom at next year’s anniversary. The poppies will commemorate those who died in the war. Many wounded soldiers passed through the station on their way to Shepreth Hospital for treatment. The poppies will remember them too.

‘We’ve been working for about a month and we’ve got planting sessions coming up this week. We’re going to need to make this a continuous project – we’ll need to do some more substantial work next year and every year,’ says local councillor, Susan Van de Ven.

Safety Support for Bridgeway

Andy-Milne
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Bridgeway Consulting Ltd is supporting the Rail Safety Person of the Year at the RailStaff Awards 2012.

With safety at the forefront of all operations, Bridgeway Consulting has always aimed to provide a safe, effective and professional service to its clients. A proactive approach is underpinned by a detailed director- led management process that utilises a number of methods to ensure safety is always a priority.

With extensive engineering expertise Bridgeway Consulting provides a dynamic and innovative service, and is equipped to undertake small or large tasks efficiently, professionally and most important of all, safely. This approach continues to provide Bridgeway Consulting’s clients with peace of mind when they engage with them on key projects.

Bridgeway Consulting supports a proactive and positive safety and behaviour culture within the rail industry and believes that the RailStaff Awards – Rail Safety Person of the Year category is important for the industry as it rewards those who lead by example.

Says Steve Diksa, Assurance Services Director, ‘Developing a culture in which the workforce prioritises safety can be difficult but it is nonetheless still achievable. The RailStaff Awards rewards those safety minded people and who encourage good practice in the rail industry and we are delighted to support Safety Person of the Year award for the 5th year running.’

Bridgeway Consulting’s diverse portfolio of services include:

• Site & Ground Investigation

• Geomatics

• Structural Examination

• Permanent Way Engineering

• Railway Access & Possession Planning/Support

• Safety Critical Personnel

• AC / DC Isolation Services

• On-site Rail Security

• Rail Training, Assessments and Sentinel Outsourcing

• Assurance and Compliance Services

• Safety Management Consultancy.

Pino De Rosa, Bridgeway Consulting’s Managing Director, says, ‘Our range of services highlights our diversity and also our ability to provide a managed service to our client. Our belief is that we are be able to offer both cost and time savings.

Key points to remember about Bridgeway Consulting:

• Network Rail Principal Contractor Licence holder

• Strong safety record

• National provider

• Exemplary reputation for delivery

• Continually striving for improvement

• Highly experienced, competent and motivated staff

• Team approach to ensuring value for money solutions

• Commitment to timescales.

Rail Alliance supports RailStaff Awards

Andy-Milne
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The Rail Alliance is delighted to be backing the RailStaff Awards again as Associate Sponsors this year.

Chief Executive, Colin Flack will also be hosting the evening again and bringing a light hearted sense of order to the proceedings. The Rail Alliance joins Network Rail and London Underground as high profile supporters of the RailStaff Awards 2013.

Says Colin, ‘We at the Rail Alliance are delighted to be playing a part at the RailStaff Awards again this year. It’s a great celebration of all that is encouraging and progressive in the rail industry. Just as importantly it underlines our aim to: network, collaborate, innovate and thrive.’

Says Tom O’Connor of the Rail Media Group, ‘We are delighted to have the Rail Alliance supporting the RailStaff Awards. Having Colin Flack as compère is an added bonus. People are often quite shocked to have won an award and are unused to stepping into the spotlight. Colin is a down to earth reassuring presence up there on the stage.’

The Rail Alliance is an integral and important part of the rapidly growing new rail industry. Railways need better communications and better networking as all participants come together to expand the industry.

The Rail Alliance spans all aspects of the Rail Sector to enable companies and individuals to Network, Collaborate, and Innovate with both suppliers and customers, to assist your business to thrive.

‘Our aim is to provide timely advice, tailored assistance and, most importantly, to identify and pass on business development opportunities at home and abroad to those in the rail sector,’ says Colin.

The Rail Alliance is able to do this through its extensive range of contacts and its well respected programme of networking events, rail-focused seminars, its knowledge transfer partnerships with academe and its knowledge of business support provision available from the public and private sectors.

In fact, the Rail Alliance has something for everyone in the rail sector … whether you are a sole trader, a family business, a ‘classic’ small business (Small to

Medium Enterprise (SME)), or a multinational/global business (Large Enterprise) looking for a new and refreshing way to communicate to, and work with, the rail sector.

First and foremost, the Rail Alliance is here to help you understand the Rail Industry. It will provide you with impartial information and advice whilst signposting the wide range of assistance that is available.

A flock of seagulls

Andy-Milne
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Seagulls at Newcastle Central Station have ruffled a few feathers among motorists.

Two seagulls built a nest in a vacant bay in the station’s car park and are now hatching eggs. Railway staff found the nest and cordoned off the bay.

Says East Coast’s Newcastle station manager, Louise Rutherford, ‘We contacted the RSPCA for advice and they suggested we leave the nest undisturbed until the chicks hatch and are able to fly the nest. It’s against the law to touch or move the nest, so we’ve coned off the parking space and we’ll be keeping an eye on things to make sure they’re kept safe and sound.

‘We’re also asking drivers using the car park to take care around the birds as we’re told they can be quite aggressive in protecting their young.’ Happily Louise is allowing the gulls free parking. ‘We’ve already decided to waive the charge for the use of the parking space – they’d be up and away before we could give them a ticket!’

All birds, including gulls, crows, pigeons and doves, are protected by law under the Wildlife and Countryside Act 1981 during their nesting season. Under the Act, it is illegal to damage or destroy an active nest or its contents.

Vital skills for a safer railway

Andy-Milne
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Technical skills and expertise form the bedrock when it comes to training people to work on the rail network. However, the importance of ensuring that staff are also competent in a range of other, non-technical disciplines cannot be over-emphasised. By Lawrence Dobie, Education and Training Director at Vital Services Group

These ‘softer’ skills play a key role in ensuring that the rail network runs safely and efficiently and encompass effective communication and the ability to cope under pressure as well as planning, decision making and multi-tasking.

Network Rail is committed to eliminating deaths and serious injuries by the end of CP6 (2024) and for this to happen, it has been recognised that there needs to be a culture where “competent staff are confident in taking sensible risk based decisions”. This will be achieved through a commitment to improving the skills in a number of areas including leadership, culture, assets, risk, rules, skills and equipment, communications and staff wellbeing.

The introduction of specific courses that focus on these areas means that now, as well as having to prove competency in their chosen technical field, each member of staff will also complete assessments in non-technical skills, for instance, their ability to lead and assess risks.

Changes are already underway to address these requirements and equip staff with the additional skills, which should improve safety and reduce fatalities across the industry.

A recent development has been the creation of a non-technical skills course for those involved in site safety. These types of development courses focussing on non-technical skills are already being undertaken by signallers and train drivers and, ultimately, will be completed by all staff in safety critical roles, allowing them to develop their cognitive and interpersonal skills and this in turn will go towards reducing accidents and fatalities,

Network Rail has decided to keep the delivery of courses in-house for the current two year assessment cycle and from this month trainers and assessors will have to show that they have logged 30 hours of CPD (continuing professional development) per annum on the NSARE skills backbone.

Currently in development is a new personal track safety package. Staff who pass the initial on-line theory test, based on approximately 3 – 4 hours of study, will go on to take the practical assessment, which will include extended tasks and a track visit to reinforce the reality of being trackside.

Students are encouraged to take time to put their learning into practice on the job, before completing the second part of the course. In fact, Network Rail has deemed attending a two day block unacceptable.

It has also become apparent that operatives have had to attend numerous induction sessions which essentially re-cover the same content time and time again. A common content package has been developed which will only need to be attended once, with a short appreciation of individual site risks required thereafter.

The course will cover generic health and safety issues with a scored assessment, along the lines of the CSCS scheme. This will eventually be an e-learning package which will be logged on the new sentinel smart cards as an entry level competence.

These moves will not only enhance training by dovetailing non-technical and technical skills, but should result in a safer rail network.

LPA backs Newcomer/Graduate of the Year

Andy-Milne
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LPA Group is sponsoring the Newcomer/Graduate of the Year at this year’s Rail Staff Awards.

LPA Group Plc designs and manufactures top class LED lighting solutions, market leading electronic and electro-mechanical systems as well as equipment with the flexibility to solve complex inter-car connection problems, auxiliary power & distribution systems from their four UK subsidiaries, LPA Channel Electric, LPA Excil Electronics, LPA Haswell Engineers and LPA Niphan Systems.

LPA Excil produced LED lighting is increasing in evidence on the national rail network together with LPA Transport+®, the new turnkey support solution from LPA Group. Bringing together the extensive experience, knowledge and capability of LPA Group companies in Lighting, Electronics and Electro-Mechanical product design, development and manufacture, LPA Transport+® offers an integrated service for rail vehicle manufacture and refurbishment. Using a partnership approach based on close communication, tailored products, quick response and innovative solutions, including on- site installation to offer a Turnkey solution, provide a single source for asset maintenance, refurbishment, repair and upgrade.

Supporting newcomers by running projects in cooperation with the University of Essex, LPA provides cost effective solutions which improve reliability, reduce maintenance and hence life cycle costs.

Says Andy Milne, editor of RailStaff, ‘The rail industry has an urgent need to recruit new people, students, school leavers or simply people switching careers later in life. Encouraging newcomers is important. This is the category that shows we appreciate new people investing their careers in the rail industry. We wish LPA every continued success in the industry. Their support is very much appreciated.’

The Newcomer/Graduate of the Year highlights the achievements of new people from schools, universities and other industries seeking a challenging and rewarding career in the rail industry.

Developing a skilled workforce

Andy-Milne
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London Underground celebrates its 150th anniversary this year.

Accounts of its creation, construction and development have offered a fascinating insight into the workings of the world’s first underground railway. The round-the-clock service provided by teams of engineers and rail staff ensures that the network runs smoothly.

Morson International looks at the evolution of the industry’s workforce and its outlook for the future.

‘Morson has been a supplier of rail staff to the industry for over 30 years,’ explains Russell Otter (pictured), London Director at the global recruitment specialist, Morson International.

‘In that time, the UK rail industry has experienced many changes in terms of policy, structure, technology and operations – and developing a skilled workforce under a rapidly evolving and demanding environment has presented several challenges.

Highest calibre

‘The UK has a rich heritage with the oldest rail system in the world, the oldest underground system, and still one of the top 20 largest networks on the planet. From the very beginning the teams of engineers working on these systems were of the highest calibre – and this is true of today’s workforce, too.

‘The day-to-day operations and smooth running of both the overground and underground rail systems is very important. Disruption must be minimised for essential preventative and reactive maintenance and upgrades.

The key to this will always be the people who undertake the work and this means companies face the challenging task of finding individuals with the right experience, qualifications and skills across multiple disciplines and geographical locations.’

A challenge faced by the current generation of recruitment companies is the industry-wide shortage of engineering skills across all sectors in the engineering industry. An ageing workforce of skilled engineers approaching retirement age means that there is an increased demand to attract the next generation of talent.

…the war for talent is at its peak

Says Otter, ‘The rail industry is seen as less seductive than IT and Telecommunications, or less lucrative and exotic than oil and gas, however the workforce demands have been higher, the skills requirements have changed as technology has evolved and the war for talent is at its peak.

‘It is essential that an experienced workforce is retained, and that the contractor population enjoys a rich set of opportunities and projects.

‘Morson has developed the careers of many contractors, some of whom have been with us for many years and have professionally progressed to increasingly senior roles through training and the support of Morson’s experienced recruitment consultants who strive to develop talent against high demand skills for the benefit of both our clients and candidates.’

Flexibility and agility are essential when providing resource to the industry. Despite being the leading technical recruitment company in the UK, Morson is strategically sub-divided to offer real sector experts who get to the root of the industry and build relationships with the talent available in the market place.

Morson is dedicated to solving problems before they happen and works with its partners on a long term hiring strategy.

Edinburgh wires go up

Andy-Milne
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Engineers start installing overhead wires and underground cabling for Edinburgh’s tram system city centre section this month.

Cables will be installed on Princes Street and on St. Andrew Square during a series of night shifts. Overhead cabling will start in mid-June from York Place at Broughton St, working west towards Haymarket. The full programme which includes underground cabling is scheduled for completion in the Autumn.

Says Transport Convener Lesley Hinds, ‘Good progress continues all along the tram route and we’re now approaching a stage, in the city centre, where road works are nearly finished. This will be a welcome sight to traders, residents and visitors to the area this summer. This cable installation programme is the final major piece in the construction jigsaw but it’s a significant project which requires time.

‘Contractors will carefully hang power wires overhead at the correct tension and they’ll pull miles of power cables and communication lines through underground ducts. Once this is done we’ll be closer to the rigorous testing phase which will fully prepare the system and the people of Edinburgh Trams for service next year.’

Sochi 1520

Andy-Milne
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Sochi, on Russia’s Black Sea coast will be hosting the 2014 Winter Olympics. David Shirres went to the International Rail Business Forum in the city and reports from an Olympian event. David Shirres reports

Russian Railway’s operations are certainly large scale, and so are their conferences. With 1400 delegates from 32 countries, this year’s Eighth International Rail Business Forum held on 30th and 31st May was an impressive event.

Sub titled “Strategic partnership 1520” (Russian gauge in millimetres), it promotes the development of Russian gauge railway business. The forum was first held in Sochi in 2006 when it attracted 450 delegates. Since then it has grown in size and diversity with participants including politicians, engineers, rail companies and financiers from over 300 organisations.

This year the forum was held in a newly constructed hotel complex built for Sochi’s 2014 Winter Olympics in Krasnaya Polyana. The hotel complex is reached by a newly built 48 km railway line through difficult mountain country from the coast to service the games. The large media contingent, of whom RailStaff was the only UK representative, travelled to the forum on the first passenger train on this new line in a Siemens-built “Lastochka” EMU which had only started running a few days previously. The train was hand-signalled as the signalling system was commissioned and travelled at a maximum 60 km/hr.

Opening the conference, Vladimir Yakunin, President of Russian Railways (RZD) told delegates that holding the conference at Krasnaya Polyana was part of RZD’s support for the games for which there had been a huge investment in the railways around Sochi. He saw the conference as a key opportunity to strengthen business relationships, promote the development of international rail corridors and consider the best rail business model.

The vertical integration debate

In the opening session Yakunin led the debate on whether railways should be vertically integrated. He advised that Russian Railways had studied railways worldwide to assess what was best for them. He was convinced of the need for a system wide approach and did not think this was possible with full scale liberalisation, such as in the UK where the lack of integration gave a 40 per cent increase in costs compared with other models. He also noted that the French were moving away from vertical separation.Moscow Kazan High Speed [online]

Other speakers on this topic included Dietrich Moeller of Siemens; Alexander Hedderich, CEO, DB Schenker Rail; Henri Poupart-Lafarge, President, Alstom Transport and Francis Fukuyama, political scientist. Moeller also was convinced of the need for vertical integration to ensure an overall system authority which would, for example, ensure power supplies could accept regenerative braking.

Hedderich and Poupart-Lafarge were less adamant. Hedderich felt the correct model depended on the circumstances of the country concerned. For Germany he felt the concept of separate businesses within an overall holding company worked well. Poupart-Lafarge advised that whatever the model it did not detract from the success of Alstom train projects.

Last to speak was Fukuyama whose main point was that the issue was not the degree of state involvement but the quality of state governance, something that is clearly relevant in the UK with its recent West Coast franchise experience.

Although Russia has still to decide how it will re-structure its railways to best attract private finance, Yakunin indicated that he favoured the German model

All happening at the forum

The large media contingent ensured that the forum was a newsworthy event in Russia and provided an impressive media scrum around Yakunin. The press pack explains that “In 2013, a key consideration will be given to the development of the business model of the national carrier and an organisational model of the railway market.

“The agenda also includes issues of freight and passenger traffic, transportation design, engineering, transportation hubs, and strengthening the human-resource capacity. Prospects for development are based on the network contract and long-term tariffs for cargo.”

The programme included numerous and varied presentations on commercial and technical matters which can be seen at http://forum1520.com/2013/en/. For non-Russian speakers there is a simultaneous translation of the, mainly Russian, presentations whose impact seemed to be lost in translation.

Russian press colleagues advise that little new is said in these presentations. Part of the programme is the choreographed signing of agreements with a young woman standing behind each of the signatories who conveyed the agreement for signing.

The impression is that it is all a big show. In his interview with RailStaff, Yakunin acknowledges this, but points out the forum’s main purpose is to provide an opportunity for business communication by bringing key people together in the right setting (which included two very enjoyable “strategic parties”). So it would seem that the real work is done behind the scenes with agreements to the value of £2.4 billion being signed at last year’s forum.

Russia’s high-speed future

Speaking to RailStaff, Yakunin outlined the current status of two key projects discussed at the forum: high-speed rail and the construction of a Russian gauge line through Slovakia into Vienna.

Until recently it had been expected that Russia’s first high- speed rail line would be from Moscow to St Petersburg. However, at a high-speed rail conference in April held by Russian President Vladimir Putin, it was decided that the first stage of Russia’s high- speed rail network would be an 803 km line from Moscow to Kazan via Nizhny Novgorod.

Yakunin advised this was a political decision to promote this region’s development. It is also likely that this high-speed line has a stronger business case than the one to St Petersburg which already has fast Sapsan trains that average 180 km/h, taking 3hrs 40 minutes for the 659 km journey.

The cost of the Moscow – Kazan line will be 1.2 trillion roubles (£24 billion) and that the intention was that 70 per cent would be funded by the state with the remaining amount from private investment. With private funding yet to be secured there is as yet no timescale for the line.

After completion of the Kazan line RZD’s strategy is then to build high-speed lines from Moscow to St Petersburg and Moscow to Alder.

Russian gauge to Vienna

The proposed 1520 line to Vienna from Košice in eastern Slovakia was also discussed at the forum. To learn more RailStaff met Robert Kredig of ÖBB (Austrian Railways) and Mikhail Goncharov of RZD who are on the management board of Breitspur Planungsgesellschaft, a joint venture between the Austrian, RussianVienna 1520 line [online], Slovakian and Ukrainian railway companies.

They explained that the proposed line is not just a new 400km railway. The intention is to create a 8,000 km rail corridor from the Pacific to Europe without a change of gauge. In Vienna there will be a distribution hub to take traffic further by rail or the river Danube with a small amount distributed by road. A pre- feasibility study has indicated the line to be a potentially attractive investment.

The next stage is a feasibility study which would provide a more accurate prediction of traffic levels, recommend a route and estimate construction costs. Goncharov explains that the contract for this study is expected to be let this year. He would not commit to a timescale for this feasibility contract, but did joke that the line would be built before the British HS2.

He estimated the cost of the feasibility contract to be around 20 million euros, with each partner in the venture contributing 25 per cent. He also predicted that as the project developed other railways would wish to join the venture.

RZD’s global vision

Yakunin’s vision is one of international rail development for mutual benefit of which RZD’s high-speed rail and international projects, such as the line to Vienna, are a key part. These projects are, however, expensive, ambitious and as yet have no committed funding. With Yakunin believing there is the required business case and political consensus, the 1520 forum provided an opportunity to further promote them to the government representatives and financiers present.

In his closing speech to the forum, Yakunin noted that the agreements signed at the forum offered participants new opportunities for economic development.

Big shows they might be, but Yakunin clearly considers that the Sochi forums have an important part to play to promote his vision of global rail development.

Sports teams raise money for Macmillan

Andy-Milne
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Specialist rail recruiter, Resourcing Solutions, entered two teams in Balfour Beatty’s charity sports day at Staunton Harold Hall in Ashby-de-la-Zouch, Leicestershire.

A total of 20 teams took part in the competition which saw them pitch their skills in nine different events including wheelbarrow races, hopping and the internationally acclaimed, welly wanging. The family fundraising event was organised by Balfour Beatty to raise money for Ashby Macmillan Cancer Support. After nine events, one of the Resourcing Solutions teams made it to the knockout stage ‘Tug of War’ but lost out to one of Balfour Beatty’s teams.

Says Gareth Bone, business development manager at Resourcing Solutions, ‘We had a great family day out. Our teams came fourth and fifth overall thanks to the children who were technically a lot better than the adults particularly in hopping and skipping!’

Over £4,000 was raised for Macmillan Cancer Support. Jo Anne Wilson, Macmillan fundraising manager in Leicestershire, said, ‘We’re very grateful to everyone who took part in the charity sports day and helped raise such a fantastic amount. Macmillan relies on donations to fund our cancer care services. The number of people with cancer is growing every day – we want to reach and improve the lives of every one of those people.’

Macmillan Cancer Support provides practical, medical and financial support and pushes for better cancer care. For further information, visit www.macmillan.org.uk

Longer trains for West Coast

Andy-Milne
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More trains and direct services between Birmingham Airport and Glasgow will expand Anglo-Scottish services from december 2013.

A comprehensive timetable overhaul will provide an extra 3,300 seats per day between Scotland and Birmingham. The planned reconfiguration will also deliver the first direct trains from Scotland to Birmingham Airport in six years. Twenty-four of the 28 Scottish services that currently start or terminate in Birmingham will be extended to London Euston, offering new direct rail services to Scotland from Coventry, Milton Keynes and Sandwell & Dudley.

The changes will see five-car diesel Super Voyager trains that connect Glasgow and Edinburgh with Birmingham largely replaced by either double Voyagers, 10-cars, or 9-car and 11-car Pendolinos.

Says Chris Gibb, Virgin Trains’ Chief Operating Officer, ‘Our plans for December represent the latest phase in our development of services on the West Coast mainline, as we strive to make the most of this iconic route by providing more trains and more seats, seven days a week.

‘The success of recent years shows the enduring popularity of the route, and the potential that remains. We face intense competition from airlines, motorways and other train companies, and will continue to drive forward improvements to attract more customers and stay ahead of our competitors, as well as playing a key part in the economic and social development of the Midlands, North West England and Scotland.’

The latest timetable changes follow phenomenal growth in passenger numbers on Virgin Trains’ Anglo-Scottish services since it took over the West Coast passenger franchise in 1997 and marks the first step-change in capacity since the company was awarded a temporary franchise in December 2012. Virgin Trains is now expected to continue running the West Coast passenger service until April 2017.

If signalling is good enough for controlling trains why not use it to protect track workers?

Andy-Milne
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The last resort

Last month I suggested that the time was ripe for us to phase out the use of flags, whistles and horns as a way of protecting track staff from trains. Writes Colin Wheeler

Nostalgia for the exciting days when the Victorians built our railways can hardly be used to justify such an antiquated method! Looking through old papers I came across an early Railtrack form titled “Hierarchy of Protection Methods” which prescribed the use of the “highest achievable method of protection”.

The top three choices were green zone alternatives (namely, arrangements where workers are separated from trains); fourth and fifth were working with trains running but warnings generated by automatic means (not as part of the signalling system).

Six and seven were the use of a lookout using warning equipment. The use of a lookout with flags and a horn was described as being “the last resort.” The paper was dated 2002, but I still believe it was right.

Reliance on microchips

My thanks to a “mainline train driver” who having read my May article, wrote in expressing his support for the use of lookouts. He commented that “almost all accidents to trackside staff are due to human errors on their part, usually through poor training, becoming blasé, or simply trying to save time and cut corners doing things that fall outside the parameters of basic PTS” (Personal Track Safety).

He says that, “horns, flags, and whistles may be antiquated but cannot break down or go wrong and are simple to use,” adding “I would rather entrust my life to something that is down to the user not microchips”.

I cannot believe that he really wants us to replace main line signalling with flags and horns? Indeed as a professional driver he obeys lineside signals many of which rely on microchips. Last month I suggested that it is now right for us to begin to phase out the use of lookouts and replace them with warning systems driven by the signalling that controls the movement of trains.

The necessary technology has been in use for well over a decade elsewhere in Europe. At the end of May I travelled through London Bridge (one of our busiest junctions). It is currently being renewed. Surely this should now be equipped with a signalling driven warning system as a first priority?

Safety Central updated

I am pleased to see Network Rail’s Safety Central Website has at last been updated, and is open to everyone who needs it. It features a personal 38 second interview with Simon Kirby who heads their Investment Projects organisation on the importance of safety.

Adding a “Lessons Learnt” section is overdue but welcome. The intention is for this to feature “events that have led to a formal investigation or where there are significant learning points.” An open invitation offers anyone involved in an incident who thinks the industry would benefit from sharing lessons learnt, to make their DCP (whatever that means?) aware so that details may be sent to a central team for review.

A recent addition to “Lessons Learnt” was issued on May 1st and relates to the COSS/Site Warden fatality at Saxilby on December 4th last year. The simple eight bullet point format gives a good (though belated) overview of what happened.

Within 2 miles of home station

Safety Central has an up to date list of the membership of the Project Safety Leadership Group (PSLG) which notes that their meeting took place in May. I hope to be able to comment on it next month.

Worth watching is a film from the RED Programme aimed at raising awareness of the dangers of driving when fatigued. It features a young father suffering sleepless nights and attempting a long drive home with horrendous consequences.

Laudable though the initiative is, an equally valid approach is to recognise that it is always better to work locally whenever possible. Could more be done to ensure continuity of local work for skilled railway people? It would be safer and almost certainly more productive.

I recall old contracts of employment used by BR actually stipulated that staff had to live within two miles of their “home station” so as to be available to deal with unexpected events!

Task Briefing Sheets

I believe that these should be edited if not drafted by Supervisors to ensure they only include site specific information that needs to be briefed since it differs from the norm. I have just read the latest advice that the sheet can be “double sided A4, A5 (i.e. A4 folded once) or A4 folded twice like a Chinese Takeaway Menu”etc.

What do such stipulations add to the process? Task briefing sheets were introduced when according to urban myth you needed a separate wheelbarrow to carry voluminous method statements.

The principle is that the track staff are skilled and hence the task briefing should be a minimal exercise drawing attention to unusual and site/job specific variations from the norm. Arguably a long briefing can be as hazardous as none!

Safety Bulletins

Current Safety Bulletins on the website include the road/railer runaway that occurred whilst it was being transferred from road wheels onto rail wheels on a 1 in 45 gradient near Glasgow Queen Street. That happened on 21st April.

Bulletin 284 was issued following another on-track runaway on April 30th. The use of Rexquote Genie Z60/34 V3 Access Railers has been suspended as a result. Bulletin 285 was issued on May 9th after a contractor fell when he used a handrail whilst walking up a stairway on a Haki Compact Stair Tower.

The handrail gave way and he fell through the gap sustaining bruising to legs, back and neck. It adds that the handrail may not have been fitted in accordance with the manufacturer’s instructions. The location and date of the accident are not given.

Track Safety Alliance

This organisation started in 2011 and is formed largely of renewals contractors wishing to share best practice. It focusses on “improving the health, safety and wellbeing of trackworkers.” There is no sole leader but all are “major shareholders with equal stakes in shaping safety leadership thinking and direction.” I applaud their initiative and hope that they may increase their influence in the future.

Working with the adjacent line open to traffic has always been hazardous. I still recall a dreadful night when having taken care to brief and warn all the staff of the dangers, a supervisor I knew well lost concentration and moved onto the live line in the middle of the night. He was killed by a train.

Network Rail have a Project Manager working on reducing the risks associated with ALO (Adjacent Line Open). Slew Limiters for excavators are an obvious precaution but my concerns were aroused when I read the words “Quantitative Risk Analysis.” I hope the good intentions of some current initiatives have been carefully reviewed and agreed with the industry.

ALO Toolkit paperwork

My fear is that the well intentioned new paperwork will add to the form filling without improving safety. There does seem to be a lot of it! The “ALO Toolkit” went live on May 28th and companies have to be fully compliant by August 5th.

It is described as being “additional and complementary to existing guidance.” It includes three separate ALO forms. Site details have to be entered in 15 boxes on the form and the ALO Change Control then has 7 yes/no tick boxes before the inevitable signing and declaration. There are also “ALOWorkplan”and “Responsible Manager Tracker” forms.

I hope someone is checking since I firmly believe that less is more effective when it comes to paperwork. But if you disagree please let me know!!

Remembering my time as Project Manager of the now defunct Track Safety Strategy Group (TSSG) I recommended that additional paperwork should only be introduced after a group of supervisors say they need it! That was part of the agreed process used by TSSG and it proved its worth!

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