1. RIGHT ISSUE 3 // OCTOBER 2012
BY THE RAILWAY,
FOR THE RAILWAY
INSIDE:
SIGNALLING
ASPECTS
PULLING LEVERS
SETTING ROUTES
THE SIGNALLER ROLE
REGULAR FEATURES
SPADTALK
RAIB REPORT BRIEF
INCIDENT NEWSWIRE
TROLLEYS MIND THE CLOSING DAY OF THE CATTLE
DOORS
Part of the operational safety
programme sponsored by OFG

2. RIGHT
headlamp Front Cover Photo: Network Rail
Welcome to Issue 3 of What is OFG?
Right Track is sponsored
Right Track, the rail industry’s by the Operations
Focus Group (OFG), whose
operational safety magazine.
meetings are attended
by operational heads and
specialists from across the
rail industry. By working
Signallers have a huge burden of responsibility, four trains an hour; the other juggles ten trains together, it helps everyone
ensuring the safe passage of some 30,000 at once in the busy world of York IECC. Both make improvements to
trains, their drivers, crew, passengers and share the same dedication and professionalism, safety by sharing things
freight across 21,000 miles of railway every and both are aware of the effects their actions and running joint initiatives
day. One slip can lead to delays, collisions, can have on each other, on colleagues, track – including this magazine.
derailments – or death. Even when signallers staff, passengers and hauliers. Find out more
handle the pressure and get everything right, on page 4.
they’ll often be the first to see things go
wrong, reacting as fast as technology allows Elsewhere, we look at the Polmont accident
to minimise the problem: replacing signals of 1984, in which 13 people were killed when
to red because of a landslide, trespasser or a push-pull train struck a cow on the line – an
accident whose lessons have been made more
Contents
derailment, changing points to divert runaways
and instigating emergency procedures in the pertinent by a fatal accident in Germany during 2-3 // Headlamp / How’s
January and a collision and derailment near my driving?
wake of an accident.
Letterson Junction in July. 4-7 // Thinking inside
Make no bones about it, signallers are a vital the box
part of our operation and their dedication is We also feature the runaway trolley incident
8-9 // The hidden risks
paramount to our safety and efficiency. The at Haslemere in September last year and a
on the road / A
fact that their slips are rare is a testament to summary of RAIB’s report into the incident at reminder that sticks
their professionalism. King’s Cross in October, in which a passenger / Lowdown
was caught in the closing doors of a train and
10-11 // RAIB report brief:
Signal boxes vary from traditional lever frame dragged along the platform.
trapped and
installations to the latest integrated electronic dragged
control centres (IECC), which use modern RMT safety man Paul Clyndes is our lowdown
interviewee, while SPADtalk takes a look at 12-13 // One trolley,
technology to control movements over longer
SOYSPADs. It’s all here, and much more, in no signal
stretches of the railway. In this issue of Right
Track, we feature an interview with two your Right Track. If you’ve got feedback or a 14-15 // Day of the cattle
signallers from the York area: one works at possible story, get in touch at Back Page // SPADtalk
Poppleton, a mechanical box that handles righttrack@rssb.co.uk.
Right Track is produced by RSSB through cross-industry cooperation. It is designed for the people on the operational front-line Right Track can be
on the national mainline railway, yards depots and sidings and London Underground. Their companies are represented on the downloaded from Opsweb -
cross-industry Operations Focus Group, managed through RSSB, and Right Track is overseen by a cross-industry editorial group.
www.opsweb.co.uk
RSSB
Block 2 Angel Square 1 Torrens Street London EC1V 1NY
Tel 020 3142 5300 Email righttrack@rssb.co.uk www.rssb.co.uk www.opsweb.co.uk
Designed and printed by Urban Juice / Willsons Group Services.
Right Track is designed to share news and views from individual companies in a positive way. However, the views expressed in Right Track are those of the contributing authors; they
do not necessarily reflect those of the companies to which they are affiliated or employed, the editors of this magazine, the magazine’s sponsors - the Operations Focus Group - or the
magazine’s producers, RSSB (Rail Safety and Standards Board).
02 //

3. Award winning
how’s my
driving?
Southern’s new driver competency management system has
been highly commended at the recent Modern Railways
2012 Innovations Awards.
The system, dubbed CHURROS, uses assessments and this commendation
‘black box’ on-train monitoring and recognises the value of this innovative
recording equipment to check driver system.’
performance and identify long-term trends.
For the first time, drivers can be assessed CHURROS replaces the existing
outside the training room, and be given cumbersome and time-consuming
good quality feedback. manual analysis of information snapshots
downloaded from data recorders. It
Simon Green, Southern’s Chief Engineer, also leads to the opportunity to reduce
said: ‘I am delighted that our work to costs and increase the effectiveness of
improve driver performance has been driver competency and performance
recognised at the awards. Significant management.
amounts of time, money and effort are
invested in driver training and competence
Photo: Southern
Don’t stay silent,
talk to
the rail industry’s confidential reporting system
WHAT IS CIRAS?
CIRAS is an alternative way for rail industry staff to
report safety concerns confidentially. If you’ve tried
company channels, or don’t feel that you can, CIRAS
offers another way of reporting.
WHO CAN REPORT?
CIRAS is available to anyone who works in the rail in-
dustry, whether you’re operational staff, office based,
on-site, trackside, overground or underground.
Freephone 0800 4 101 101
Freepost CIRAS “Confidentiality has never b
Text 07507 285887
www.ciras.org.uk // 03

4. thinking
inside the box Rugby Signalling Control Centre
Photo: Network Rail
Today’s railway is signalled by a range of
technologies, from Victorian mechanics to modern
IT, but the people are as important as ever, as
Right Track was reminded recently.
Greg Morse
Operational Feedback Specialist, RSSB
Pulling in to York on a bright summer and new inventions came in to keep pace European Rail Traffic Management System
morning, I was thinking of thanking the with the growing complexity of the task. (ERTMS), which has been in operation on
driver for our ‘right time’ arrival. But the Cambrian Line in Wales since October
railways are teamwork, and the track In particular, innovations like track circuits, 2010. Add the in-cab signalling system in
maintenance crew and train planners colour light signals and AWS helped use on High Speed 1, and that makes six
are just as much to thank for my smooth increase line capacity and significantly different systems interfacing and working
passage as the man or woman in the reduce the chance of a SPAD. The latest together on one network.
cab. So too is the signaller, whose advances have seen the introduction of
vigilance not only helps ensure we get Route Relay and Solid State Interlocking Within these walls
where we want to go when we want to and Integrated Electronic Control Centres
(IECCs), which can cover much wider areas York has a grand and impressive railway
get there, but safely too.
than a traditional mechanical box. pedigree, but today I ignored the
Platform starter magnificent train shed and the temptation
Yet railways do not happen, they evolve, of the National Railway Museum, sneaked
In the early nineteenth century, signallers which is why the network now includes through an unassuming gate and was met
were railway policemen, responsible for a range of signalling technology – from by Local Operations Manager (LOM) Ian
guarding against trespass and theft, as well nineteenth-century semaphores and 1930s Carroll, who was to be my escort and guide
as keeping trains a safe distance apart. At colour light signals to 1960s multi-aspect for the next few hours.
first, hand signals and time interval working colour lights and 1980s radio electric
were enough, but as services increased, the token block equipment. At the newest
police and signalling roles were separated end of the signalling spectrum is the
04 //

5. Signalling
RED 22: Safety Critical
Communications
Signallers, drivers and other safety
critical staff rely on having the right
communication between each
other, to establish a common
understanding of a situation. This is
Jim Boyle
especially important during degraded
After checking in at the IECC, we set off for What seems like a normal day can often working.
Poppleton, a small village on the outskirts take an unexpected turn, and the signal Shortly after 09:00 on 10 May 2008,
of the walled city, boasting beautiful box is no place for complacency – even a barrier failed at Widdrington level
brick houses and an old tithe barn. But when, like Jim, you only deal with four crossing near Morpeth on the East
Poppleton has something else, something trains an hour. ‘When everything’s running Coast Main Line. The barriers had a
that few other rural areas have got these perfect, this is the best job in the world,’ he history of being unreliable and were
days: a railway station. Opened in 1848, agrees. ‘But when something goes wrong, due for replacement.
the single line on which it sits sees a steady you need to know what you’re doing, so
The barrier failing to rise confused
stream of services shuttle between York that you can sort it out and keep everything
early-morning motorists, who were
and Harrogate. And passenger numbers moving.’
zig-zagging over the crossing against
are rising – so much so that the local bus
‘I was taught to “look twice, think twice and the lights. The signaller asked for a
service has been cut back due to lack of
act once”, and that’s what I always try to MOM to attend to manage the traffic
demand.
do,’ he adds. and control the crossing manually.
Local bobby Poor safety critical communications
‘Last week, the token machine failed. It between the signaller and the MOM
On duty this morning is Jim Boyle, who locked everyone in, so I had to get Ian out led to a misunderstanding about
joined Network Rail eight years ago, moving to be pilotman (basically to be a human when the next train was due with
to Poppleton from Scunthorpe in search of token). That let us maintain a safe service the result that a fast train very nearly
fresh challenges. ‘I saw the job advertised – which is what it’s all about. After all, a collided with road traffic on the
in the paper and immediately liked the late train from me can cause bigger delays interface.
sound of it,’ he says. ‘I also knew a couple at York – with all the problems of missed
of lads who worked for the railway and they connections and disgruntled passengers This incident is covered as a
told me it was a good industry to work for.’ – not to mention the charges we rack up reconstruction in RED 22.
when trains are late and it’s “our fault”, so
to speak.’
We know what we’re doing in this The box itself is a similar mixture of old and
job, we know each other and we I ask if Jim had been glad of Ian’s company, new, with its traditional token machine and
get on with it. seeing how he works the box alone. ‘I block bells sitting alongside the TRUST
know what you mean,’ he says. ‘But I computer and interface with York IECC –
Jim Boyle, signaller, which also has a block bell linking it back
consider myself very much part of a team.
Poppleton SB to Poppleton. It’s a system that might fox
We all work well together on this line, often
standing in for each other if someone needs other industries, but it works well and will
Standing in his elegant wooden signal box, bit of leave. We’re like a family, really. It’s a go on working well until the signalling is
Jim smiles as he tells me his story – a story question of respect.’ upgraded.
which started with a Cat B SPAD in his
‘Some have worked here for thirty-odd A beat on said bell breaks our mood, and
first week, but has seen little out-of-course
years,’ he goes on. ‘Others are new starters Jim springs into action. After answering
since. ‘Mind you, that doesn’t mean I can
and graduates. To me, the graduates are the ‘call attention’ and acknowledging the
rest on my laurels,’ he says. ‘I have to make
a fresh pair of eyes. I know we need to train description, he sets a small timer. This
sure I’m well rested, alert and ready for the
remember the old ways, but we need to will go off when he needs to start opening
challenges the shift might bring just like any
keep up with new technology too. If we the station crossing gates. It’s a method
other signaller.’
didn’t, we’d soon get left behind.’ used throughout the branch, but the road
// 05

6. RED 27: Fatigue
Signallers have to be well-rested and
well-focussed, as the movement of
trains (and the people in them) is in
their hands.
Jenna Oldroyd
On the evening of 27 September
through Poppleton is a main route for the only ever had one gent complain to me 2009, a collision nearly occurred
emergency services, and more than once about a late train. But even he came and at Newhaven Harbour when two
Jim has needed to make a judgement call apologised the next day! Usually, if you let passenger services travelling in
on which thoroughfare to hold open. ‘You people know what’s going on as soon as opposite directions came face to
can hear the sirens coming,’ he says. ‘But you can, they’ll understand.’ face on the Down line to Seaford.
with the timer, I can let the road traffic Fortunately, because one train
keep moving as long as possible – which is Jim has become a real part of this
community – as much as the vicar, was stationary and the other was
especially important when an ambulance is travelling very slowly, an actual
on the way.’ publican, or local policeman. But where
next? What’s the next challenge? ‘I quite collision was avoided and no one
The timer rings, Jim pulls off, unlocks the fancy York IECC, or maybe management. was hurt.
gates, gets the token for the section ahead I’d definitely miss the railway family – the The signaller responsible had just
and sets off for the crossing. ‘You walk drivers, the guards, the other signallers, the signed on for a twelve-hour shift,
6,000 steps a shift on days,’ he grins. passengers – but I know that, whatever but was not properly rested. His
‘10,000 on lates!’ comes along, I’ll be ready.’ neighbours had kept him awake and
he had slept for only five hours.
The train arrives and Jim exchanges tokens Panel beater
and pleasantries with the driver before As a result, he failed to observe the
heading back to the box to put the details Ian and I get back to York IECC, where ‘normal detection N’ indicator, even
into TRUST. ‘From my point of view,’ he Jenna Oldroyd is coming to the end of her having replacing the points lever to
explains, ‘the computer lets me see exactly shift. Like Jim, she’s worked on the railway normal in the frame. The signaller
where the train is. It just gives me that extra for about eight years. Starting in admin, she was then unable to move signals
bit of time than the “call attention” from the progressed to a box on the same branch out of the frame to allow trains to
next box.’ before moving to York. ‘I had to decide proceed but reported it as a fault,
where I wanted my signalling career to go,’ again without checking the points
I ask if there’s ever any trouble with she explains, ‘and it took a lot of hard work indicator.
impatient motorists – a known problem in and effort to get to the level of the IECC.
other parts of the country, and one which It’s a fantastic, but very competitive, place This led to him permitting trains to
has been the subject of much industry to work.’ pass signals at danger, but ultimately
effort. ‘Not here,’ he insists. ‘Most of our with two trains travelling on the same
users are locals. They all know me and line in opposite directions. The driver
My job is all about constantly of the Seaford-bound train stopped
know I’ll get the gates open for them as
trying your best and making bold 75 yards from the train opposite,
soon as I can. I did have a couple of people
decisions. which was standing in Platform 1 at
who thought they’d open as soon as the
train passed, but when I explained that I Seaford station.
Jenna Oldroyd, signaller,
can’t unlock them until it gets beyond a York IECC This incident is covered in a
certain point, they were fine.’ reconstruction in RED 27.
It’s clear that Jim has great respect for Jenna then takes me through the signalling
people using the line, often passing on process – 21st century style. Her eyes scan
information about delays to drivers and the bank of screens, setting routes and
steps ahead of the trains.’
guards. He also takes a pride in keeping noting delays, as she explains the ins and
passengers directly informed, and has been outs of the system. ‘Some people think ‘One of the problems of the IECC is that we
known to don his hi-viz before heading that ARS – Automatic Route Setting – is can’t go and talk to passengers and drivers
down the platform to put waiting travellers doing the job for us, but more often than like Jim – we’re a bit isolated. That said,
in the picture. ‘I know a lot of the regulars not we have to override the system, putting it’s easier to deal with the constant flow of
personally of course,’ he says, ‘though I divergences in to keep the traffic moving. services in an enclosed environment like
can get on with most people. In fact, I’ve It’s like playing chess – keeping one or two this.’
06 //

7. Signalling
On average, the IECC signals around 1700 pass it on to the operating company for
train movements a day, and between 300 assessment.’
and 500 a shift, depending on which of
the seven workstations you’re rostered to ‘I can’t let the train proceed until Control
work on. This means Jenna can be dealing has given permission, but I can move it to
with up to ten different trains at any one a more convenient location so that it isn’t
time, along with all the additional shunt blocking the line – as long as the driver’s
movements and line blockage requests happy to make the movement, it won’t take
that are a natural part of a busy section of the train past another red and I can actually
railway like this one. “Multi-tasking” doesn’t set the route!’
begin to describe it, yet all this activity, all
In a busy rail centre like York, these events
this concentration, doesn’t mean Jenna
are all about strategizing at speed.
spends her shifts in silence.
‘If I can’t move the train that’s passed
‘On the Harrogate branch, you could go a
the signal at danger,’ Jenna continues,
whole session without speaking,’ she says.
‘I’ll divert as many services around it as
‘At the IECC, we share a lot of good ideas
possible – which means I need to know the
and best practice in real time. Learning how
track layout very well indeed, otherwise I
someone else dealt with something helps
might find the flank protection for the route
us all to remain on the front foot instead of
I’ve set blocks another move I might wish to
the back foot when it happens again.’ Photo: ATOC
make later.’
‘Mind you, I still like to go out on my “spare” With such a wide area under her control, ‘I also have to ask myself if I’m making
days to work on the branch again. It helps every day is different for Jenna. ‘We tend to matters worse – the wrong decision could
keep my knowledge of smaller boxes in have more different types of problem than make twice the number of passengers late,
shape. It’s like coming home – I love it,’ she on the branch,’ she says. ‘I had a points which can cause problems for on train staff
smiles. ‘We all respect what each other failure just before you got here and a couple – people expect to be on time and often
does – after all, without Jim and the guys, of weeks ago we had two landslides. It take it out on the conductor or catering
the Harrogate trains would never get as far means we need to keep up to speed with assistant when they’re not. We’re always
as our panel!’ a lot of different rules. You have to be aware that our actions can affect many
confident that what you’re about to do people in many different ways. Learning to
offers the safest, least time-consuming way adapt and prioritise are key skills.’
of solving whatever’s just come your way.’
Human error Grabbing a coffee in the mess room, the
‘One false move and it doesn’t take long subject turns to engineering work. ‘There’s
The dangers of making a mistake for trains to back up and delay minutes to pretty much something going on “on the
in the hectic IECC environment rack up,’ she adds, echoing Jim’s comment ground” all the time,’ she nods. ‘Take my
were highlighted in August, when earlier in the day. points failure this morning. I have to assess
a member of the public reported a
I ask what it’s like when a SPAD occurs. what happened before I report it, and
near miss between a road vehicle
‘The first we know about it is a flashing and then protect the area – the chance of a
and a passenger train at a remotely
audible alarm on the panel. That puts you run-through or derailment is greater when
monitored user-worked crossing.
on your toes straight away. You can’t afford a set of points goes down. But when the
The crossing had only recently been
to panic, though – if you did, you could guys get down there to sort it out, I have
placed under the control of an IECC
cause all kinds of problems out there. to protect them, as well as keeping the
workstation. The signaller thought the
traffic moving. If I can get a workaround to
new indication on the display meant
After the alarms, the driver will call in from minimise delay – even if it’s more work for
the protecting signals had been
the signal post telephone. me – then I will.’
replaced, so they gave permission for
the crossing to be used. In fact, the ‘It’s my job to make sure I get the As she escorts me back to the main gates,
indication meant that the signals had information I need from them about what I ask Jenna what she’d like to do next. ‘I’d
just been released and that the train happened and why,’ Jenna explains. ‘I like to be a LOM – that’s a great challenge,
had not passed clear. also send my opinion on the driver’s fitness but one which lets me use the skills I’ve
to continue to Route Control, who will gained here at York and out on the branch.’
My train departs – ‘right time’ again. I think
of Jim and Jenna and relax back into my
There’s a range of signalling resources on Opsweb,
nge of
signal
ling
ing the seat, safe in the knowledge that my journey
’s a ra includ
There psweb
resour
ce including Network Rail’s Professional Signallers’
s on O
ignalle
rs’ hand
book.
is good hands.
Therl S a
ionae’s ra
Profess Handbook. Log on at
resource
nge of sig
s on Opsw
nalling
Professio eb includ
nal Signall ing the
Thanks to Tim Ballance, Ian Carroll,
www.opsweb.co.uk
ers’ hand
book.
Jenna Oldroyd and Jim Boyle.
// 07

8. a reminder
that
the hidden risk
on the road sticks Paul Dixon
Network Rail Seasons Delivery
Specialist, Wessex Route
The rail industry is taking a closer look. Traction Gel Applicators (TGAs) are
trackside devices which lay a small
amount of Traction Gel (also known as
We’d probably rather let the train take Prevention of Accidents calculates that ‘U5’ or ‘Alleviate’). Traction Gel is made
the strain than suffer a traffic jam on the ‘after deep sea fishing and coal mining, up of sand in a suspension agent, which
road. But that’s not just about loyalty driving 25,000 miles a year on business makes it stick to the railhead. It’s a bit
to our own industry: the truth is train is the most life-threatening activity we like the fluid laid by railhead treatment
travel’s also 20 times safer than going undertake - more dangerous than working trains, but has no steel shot in it.
by car. in construction’.
A TGA is a grey trackside box about the
However, many of us still drive cars, vans The rail industry as a whole is now taking size of a washing machine. Power usually
and lorries as part of normal, everyday life, a closer look at the issue, including getting comes from a solar panel, while a series
either to get to and from work, or as part some reliable data to work out the size and of pipes link the device with the four-foot.
of the working day travelling between sites, scale of the problem. There is currently no There are spreaders attached to each rail
offices and depots. This could apply to requirement for contractors to record road which place Traction Gel onto the wheel-
train drivers, track workers, contractors and safety incidents on the reporting systems contact patch on the railhead, a pump
engineering staff who may need to travel managed by RSSB, and even though helping to force it through.
from job to job early in the day or late at there’s an obligation for rail companies to
night, depending on the task in hand. do so, many would admit that a number of The machine is activated by a magnetic
incidents go unreported. wheel sensor attached to a rail ahead of
All this poses a hazard, the potential size of the TGA location. It is set up to deliver a
which has only been recognised relatively RSSB is also co-ordinating some research certain amount of Traction Gel in relation
recently. Workforce safety has seen and running workshops to establish what to the wheels passing over the sensor. In
positive trends, but two road traffic collision shared improvements could be made. Next most circumstances, this will be a small
fatalities were recorded for the rail industry steps are to produce an industry survey amount that will only coat the wheel and
in 2010/11. during the autumn to gain more detailed railhead. The gel should not be running into
information and views from a variety of the four-foot, down the web of the rail or
There are likely to be at least 20,000 companies.
road vehicles linked to the rail accumulating at the foot of the rail.
industry. Another project aims to bring together
existing research in the road sector
Of course, this isn’t just an issue for and will highlight good practice about
motorists working on the railways: road effective ways of identifying fatigue when
driving safety affects almost everyone and driving, how to recognise the warning
every sector: in 2011, 1,901 people were signs and employees’ relevant rights and
killed on the roads - a 3% increase on responsibilities.
2010, and the first increase since 2003.
Look out for the survey this autumn,
A recent study of CIRAS reports and if you have issues you want
has also highlighted the concerns to raise about road vehicle safety
of staff who drive for work in the in your own role, talk to your
rail industry, with journey times and colleagues, line manager, or in
fatigue being common themes. confidence to CIRAS. You can also
More information can be found in provide feedback on this article to
The Reporter issue 42 produced by TGAs are usually sited in braking areas at
Right Track: righttrack@rssb.co.uk
CIRAS at www.ciras.org.uk locations where stopping or starting has
previously been an issue, or at locations
Currently, five people die on Britain’s that are considered ‘high-risk’. They
roads every day. The Royal Society for the are used in addition to normal railhead
08 //

9. The lowdown
The activities of RMT-accredited health and
safety reps are therefore an integral part of
the effort the industry puts in to building a
safer railway – something to which the RMT
is committed.
How long have you worked for the
railway?
Thirty-seven years ago I applied for a
summer job on the permanent way at
Doncaster. As soon as I entered the room
for my colour vision test, which was part of
the medical, I knew I was destined never
treatment, which may take the form of Rail to work on the railway! The many rail union
Head Treatment Trains (RHTTs) or Multi-
The lowdown: representatives I’ve come across in the 13
years that I’ve worked for the rail unions
Paul
Purpose Vehicles (MPVs).
have given me a thorough grounding in
The placing of TGAs at locations is usually railway operations without letting me take
decided by Network Rail in consultation charge of anything that might affect the
Clyndes
with the TOCs and FOCs. This is done safety of the railways!
whilst comparing the locations against
previous reported incidents and risk-ranked You must’ve seen a few changes since
conflict points like the approaches to then:
stations and the protecting signals for level Name: Paul Clyndes For me, the key message to get across
crossings and junctions. TGAs may also
to employers is that union-organised
be located at the bottom of inclines where Position: Health and Safety Officer,
workplaces are safer than those without a
trains might have trouble getting traction. RMT
trade union presence. If your organisation’s
The distance that the TGA is positioned
Describe a typical day for you: safer the overall costs of your operation
from the signal or station may vary from
will be lower. Thankfully, some employers
location to location, depending on various One of the best things about my job is are beginning to understand the benefits of
local factors, such as line speed and train that there’s no such thing as a typical having collaborative working relationships
type. day. My most important role is providing with the trades unions, but a wider
support and information to our health understanding of this would lead to greater
and safety reps, who do the real work change, better safety and lower operating
Traction Gel Applicators are, by of protecting RMT members in their costs across the board.
their nature, quite simple devices. day-to-day work. I do a whole range of
However, there are numerous issues activities for the Union and its members, Where do you see the railway in five
that can affect their normal running, ranging from everyday administrative years’ time?
which – in the autumn – can be tasks to meetings with Government
serious. Some key checks can Nationalised!
Ministers and railway colleagues in
make sure that these machines are the European Union. I report directly In ten?
kept running reliably throughout the to the Union’s General Secretary and
season: Senior Assistant General Secretary Still nationalised!
• Is the hopper at least 50% full of and therefore represent one of the best
ways for workers’ views on health and Finally, describe your most memorable
traction gel?
safety to be heard. railway experience:
• Are the batteries charged and / Eighteen months ago, I was fortunate
You’re a key member of the
or charging via the solar panel? enough to be part of a European Trade
industry’s Operations Focus Group.
What does that involve? Union delegation to visit the Zaragoza
• Is the spreader applying a small control centre for the Madrid–Barcelona line
amount of gel directly to the I see the main role of OFG as looking at and then to have a cab ride back to Madrid:
railhead? the risks to railway workers, passengers 650km of track and 160 trains every day!
and others and then devising ways It’s a total contrast with the lack of vision re
• Is gel leaking from the spreader to control those risks at a strategic the benefits of investment in high speed rail
or the hoses? level. We need to understand the risks that seems to blight the UK!
involved for each particular group and
establish the controls necessary to
The photos of TGAs in this article appear by
kind permission of Railmet, www.railmet.eu reduce them. What the RMT brings to
the table is the views of railway workers.
// 09

10. RAIB report brief:
trapped and dragged
An incident at King’s Cross in October 2010 provided more
opportunities to tackle the platform-train interface dilemma.
Imagine the terror of being caught in or five who don’t intend to travel. Another up, forcing the woman to start running
the doors of a moving train, a train passenger runs onto the platform behind alongside. The dispatcher can now see
which shows no signs of stopping. her. The dispatcher sees the runner and is what’s happening but has no way of
Imagine running alongside, running out satisfied that everyone wanting to join the stopping the train. The passenger finally
of platform, as you desperately try to train knows the doors are soon to close. pulls her fingers free when the train has
remove your hand from the door seals’ travelled a seemingly endless 20 metres.
vice-like grip. The dispatcher operates the ‘CD’ control;
the driver responds by working the ‘door She’s given first aid by staff and catches
In May, the Rail Accident Investigation close’ controls in the cab. The hussle another train, although she later goes to
Branch (RAIB) published its report into alarms sound and the doors start to slide. hospital for treatment to her fingers.
a similar incident that occurred at King’s
Cross in October 2010. Our passenger – a regular King’s Cross
commuter – hears the alarm, but thinks it’s RED 28 covered the risks at the
What happened? coming from a train in the next platform platform-train interface. Copies
(which normally leaves a minute before the are still available from RSSB –
It is 17:50, and a dispatcher is walking Royston). It isn’t. It’s her own train. In haste, contact susan.cassidy@rssb.co.uk
along Platform 9. The waiting First Capital she tries to enter the nearest set of doors, for details.
Connect (FCC) service to Royston is due but she isn’t quick enough. Her fingers get
out in three minutes. He reaches the half- trapped. She thinks the doors’ll open again
way point and looks back along the train. – like lift doors do – but they don’t…
Passengers are hurrying with bags and
cases, just like they do every day. About 20 The dispatcher sees that the doors are
seconds before departure time, while some shut. He also sees the passenger, but only
are still hurrying to board, the dispatcher her head and shoulders – there are too
blows his whistle to warn that the doors are many people about. He thinks she’s in a
about to shut. safe position, and operates the ‘RA’.
Around ten seconds later, a woman passes The driver notches up and the train starts
the rear of the train and heads for the to move. On board, worried passengers
leading end. She follows a group of four pull the passcom, but the train speeds
10 //

11. Platform-train interface Newswire...
US: Freight derails, bridge
collapses killing couple
On 4 July 2012, a freight derailed and
struck a bridge in Glenview, Illinois.
Falling debris killed a couple who were
driving beneath at the moment of
impact. Initial investigations suggest that
extreme heat had buckled the rails out
of gauge.
UK: Olympics:
how was it for you?
With transport largely heralded as a
huge success, what was it like for the
people on the ground? Rail staff like
Network Rail travel ambassador Geeta
Devgun have provided their insights on
Photo: Eversholt Rail blogs on Opsweb. See www.opsweb.
co.uk for details.
What did RAIB find? doors had started to close. Beneath this
US: Freight train derails,
was her belief that they would reopen if she
RAIB’s investigation confirmed that the leads to explosion
became trapped between them.
root cause of the incident was that the Early on 11 July 2012, a train carrying
passenger tried to board the train after the However, RAIB also found that the ethanol derailed in Columbus, Ohio,
dispatcher did not carry out a full safety causing an explosion which injured two
check before giving the ‘right away’. onlookers. The National Transportation
Class 365 door seals Safety Board is investigating.
RAIB also observed that, in slightly different UK: Train strikes cow near
As it’s possible that the passenger circumstances, the driver’s decision to Letterson Junction, derails
could have freed her fingers sooner override the passcom could have led to
if alternative door edge seals At about 18:45 on 12 July 2012, a
a more serious outcome. The accident
two-car passenger service struck cattle
had been fitted on the Class 365 therefore reinforces the need for drivers to that had got onto the line near Letterson
involved, RAIB has recommended stop trains immediately if the passenger Junction. There were no reported
that the design of door edge seals alarm is operated when any part of the train injuries to passengers or crew. RAIB is
on Class 365s be reviewed and, is within a station. investigating. For more information on
if appropriate, modified when the the train-cattle issue see pages 14 and
seals are renewed as part of a mid- What’s been done? 15.
life refurbishment in 2013. UK: Level crossing collision
FCC intends to run another poster
Class 365 door seals were also a campaign covering the risks from kills car driver
factor in an accident at Huntingdon passengers trying to board trains after At 13:27 on 12 July, a passenger train
on 15 February 2006. In this case, a the doors have started to close. It also struck a car at Pleasants R/G UWC.
member of the public was standing proposes wider use of public address There were no reported injuries to the
on the edge of the platform to wave 60 passengers and two staff on board,
systems to educate passengers about the
although a BTP officer confirmed that
a passenger off when he became correct use of train doors. the driver of the car had been killed.
trapped in the door by the edge of
his coat. It has reminded existing dispatch staff that, India: Sleeper catches fire,
before allowing trains to depart, they must killing 47, injuring 25
He ran, being pulled along the visually check that all closed doors are
platform, before falling down the At 04:00 (local time) on 30 July 2012,
free from obstruction. FCC’s trainers have a fire broke out in a sleeping car on
gap between it and the train. He confirmed that this message is included in the Tamil Nadu Express as it passed
sustained serious injuries to his left the training being given to new dispatchers. Nellore. Forty-seven people were killed
arm and hand. as they slept; a further 25 were seriously
FCC is reviewing dispatch arrangements injured. A member of station staff raised
RAIB noted that a combination of
and expects this review to consider whether the alarm and the train was halted. The
the design of the Class 365 door burning vehicle was detached from the
the RED 28 DVD should be shown to
seal and the closing forces of the rest of the train to prevent the blaze
dispatchers (see box).
door itself allowed the coat fabric to from spreading. Initial investigations
be trapped such that it could not be It has also reminded drivers that trains suggest a short circuit to be the cause.
removed. must always be stopped immediately if
Both the Huntingdon and King’s the passcom is operated while the train
Cross reports are available on the is leaving a station. It intends to give this
RAIB website: www.raib.gov.uk requirement greater prominence in driver
training.
// 11

12. one trolley,
no signal
A runaway trolley incident prompted changes to track
Photo: RAIB
worker safety culture.
Track worker safety has improved with controller, although he didn’t make sure that
increasing mechanisation and better its brake had been tested. He pushed the Tebay
hazard awareness. Yet the Permanent trolley around 950 metres to the site of the
Way can never be risk free, and vigilance track fault on the adjacent Up Main line. On 15 February 2004, a trolley with
is crucial, as one COSS found when a defective brakes ran away from a
hand trolley ran away near Haslemere in After the repair work had been completed, worksite near Tebay in Cumbria.
Surrey. the team put their tools back on the trolley, It ran for over three miles before
which the COSS then started to push back striking and killing four track workers
What happened? towards the access point. According to and injuring five others.
witnesses, he then let go of the trolley to roll
Early on 10 September 2011, a four-man up his sleeves. But the trolley continued to
team was down to repair a track fault on roll too. rail joints on the Down Main a little way
the Portsmouth line near Haslemere. The
ahead. Like the engineering supervisor, they
COSS and a colleague had applied short- Someone shouted a warning. The COSS
were unaware that a trolley was heading
circuiting straps to the London ends of the turned round.
towards them. Thankfully, they’d returned
site after receiving a conductor rail permit
When he turned back, the trolley had rolled to Witley station and were clear of the line
from the engineering supervisor. They then
away… before it reached the site. But it could so
drove to the Damson Cottage access point.
easily have been another ‘Tebay’…
When they got there, the two other Running on
On the phone
members of the team had already arrived,
The COSS ran as far as Damson Cottage.
having carried a trolley up to track level, When the COSS called the engineering
When the others caught up, one said that
reassembled it, placed it on the Down Main supervisor to report the runaway, the ES
the gradient flattened out at the next access
and partially loaded it with tools. was on his personal mobile, so he passed
point, known as ‘Dog Kennel’, some 500
yards further on. The COSS resumed his his work phone to a colleague. The COSS
When the COSS arrived, he gave a safety
pursuit. was able to say that his trolley had run
briefing to the whole team. He and his
away, but communication was lost before
colleagues then carried the remaining tools
Meanwhile, a two-man team had been he could pass on the details.
up the steps and finished loading the trolley.
carrying out grinding repairs to two welded
The COSS assumed the role of trolley
12 //

13. track worker safety Newswire...
Around 20 minutes later, he texted the ES’s First ScotRail drivers
company phone to report that he’d found Bad reception stay ‘Switched On’
the trolley, some 3 miles from where he’d An idea from a Helensburgh train driver
RAIB noted that the poor Network
let go of it. The ES called back and told has led to First ScotRail’s ‘Switched
Rail mobile phone reception in and
him to push it to Witley station, where his On’ campaign. The initiative has been
around the worksite area meant
colleagues would be waiting. The trolley promoting self-awareness among
that the ES was unable to establish drivers since March and roll-out across
was unloaded at Witley and removed from
details of the incident after it had the whole of First group is planned next
the line just before 4 am.
occurred. year. It is designed to get the message
RAIB investigation out about positive safety discussion
Network Rail has since installed and and sharing good practice strategies
The incident was investigated by RAIB. commissioned a number of strategic drivers apply daily to prevent an incident
Unsurprisingly, it found the immediate lineside telephones in the areas happening to them. See www.opsweb.
of poor reception for its company co.uk uk for more details.
cause of the incident to be that the COSS
let go of the trolley’s brake handle and mobile phones in the Witley area. Poland: Nine killed in
didn’t intervene fast enough when it started collision with minibus
to run away. On 30 July 2012, nine people were
consequences of forcing the brake handle
killed when a passenger service
However, RAIB also looked beneath in the wrong direction.
struck a minibus at a level crossing in
the surface and suggested that the fact Bratoszewice. The were no reported
Network Rail doesn’t explicitly require a Furthermore, the trolley maintainer – Torrent
injuries on board the train.
hand trolley controller to test the automatic Trackside – did not withdraw the trolleys
or repair the bent brake linkage, either UK: Apprentices get
brake mechanism as part of the pre-use
because they didn’t realise that the linkage green light in York
brake check was possibly a cause of this
runaway. was bent, or because they didn’t think it Vital Skills Training has teamed up
mattered. with York College to launch a new
However, there are several problems programme at the Yorkshire Rail
surrounding the brakes themselves. For What’s been done? Academy to teach100 rail engineering
apprentices. The programme will
example, the trolley manufacturer – Wolfe Since the incident, Network Rail has support learners working on rail projects
Designs – did not identify the risks that withdrawn all ‘trakrat’ trolleys from use across Yorkshire and the East of
would arise if the brake linkage got bent. on its infrastructure. It has also issued England. The 17-24 year olds will learn
Neither did Network Rail’s process for a new company standard to clarify the theory in the classroom, putting it into
introducing new products identify the practice on the line before working on
responsibilities that surround the successful
the network.
introduction of new products.
China: Four construction
Torrent Trackside has taken steps to workers killed by toxic fumes
Profile of a trolley
improve the competence of its maintenance
The trolley involved in the accident On 3 August, four rail workers died
staff. It has also created the roles of plant
in a confined space accident in the
was a Wolfe Designs ‘trakrat’ standards advisor and workshop supervisor Chongqing municipality following the
LT1000P (see below). Network Rail (for each depot), with the aim of making build-up of toxic fumes while they were
had taken delivery of 13 LT1000Ps sure that all fitters are properly supported working on an underground section of
in August 2009, following product and appropriately supervised. the new Chongqing-Chengdu high-
acceptance of the ‘trakrat’ family speed line.
during 2008. Network Rail is using the incident as an
India: Rail site worker
opportunity to promote change in its safety
The trolleys in the ‘trakrat’ range crushed in crane accident
culture. The Woking Maintenance delivery
are equipped with disc brakes. unit, as well as those directly involved in On 9 August, a construction worker was
However, their brake linkage is the incident, have shared their experiences killed at a Metro Rail site in Chennai,
susceptible to damage if the brake when a 25-tonne reinforcement cage fell
within the company through a campaign
handle is forced in the wrong after the crane boom failed, dragging
of articles in the internal press, on the the victim down into an excavation.
direction. company’s intranet and through safety
briefings. UK: Anglers struck
near Cruach Snow Shed
As a learning point from this incident, RAIB On 14 August, a Glasgow service struck
has also identified that companies should two people near Cruach Snow Shed,
have effective processes for making sure between Corrour and Rannoch. On man
their staff are made aware of changes in the (in his fifties) was slightly injured; the
Rule Book which are relevant to the work other (in his eighties) sustained severe
they perform. leg injuries. It later transpired that they
had trespassed onto the railway in order
to access a local lake for fishing.
// 13

14. day of the
cattle A stretch of railway in the foothills of the San Joaquin Valley in California, USA, where cattle ranching is common.
Recent and historic accidents are a reminder of both
crucial improvements to train crashworthiness and
the importance of reporting animals on or near the
line that could pose a problem.
Greg Morse
Operational Feedback Specialist, RSSB
Around 850 cases of large animals on 30 July 1984: a summer afternoon stopped sooner, put down detonators,
the line are reported each year in Britain. shattered used track circuit clips and phoned the
Bar the Polmont accident of 1984, none signaller. But it was ok, there was no
have led to a passenger fatality in a train It’s shortly after 17:45 and an Edinburgh danger…
accident. Sadly, not everyone is so lucky, express has slowed to 30 mph, thanks
as a recent incident in Germany has to restrictive aspects just beyond Falkirk. At about 17:55, another driver slows
shown Routine stuff – frustrating, yes – but his train for a double yellow. What he
routine…until, that is, the driver catches a sees on the line ahead, he can hardly
On 13 January 2012, a Hamburg-bound glimpse of a cow from the corner of his eye. believe – a cloud of dust and what he’d
push-pull service, working driving trailer- The beast has got itself up the bank, and is describe to the accident investigator as
first, struck a herd of cattle and derailed. doing what cows do best – chewing grass. a coach ‘somersaulting into the air with
a twisting movement’. His emergency
One passenger was killed, and the driver When the train stops at Polmont a couple brake application undoubtedly prevented
and one further passenger were injured. of minutes later, the driver tells his assistant a secondary collision, undoubtedly saved
to inform the station staff. As the assistant lives. But thirteen had already been lost.
For DB, the accident raised questions crosses the platform, a train thunders by
about the resistance of the driving trailer on the adjacent line. If the cow had actually
to collisions and the fencing of main lines. been on the track, or if there’d been a
For us, the obvious question is ‘have we whole herd on the bank, the driver would’ve
learned from Polmont?’
14 //

15. Animals on the line
What happened? capability, meaning that they provide more
complete protection along the length of the
After the Linlithgow stop, the 17:30 train. Indeed, the superior crashworthiness
Edinburgh–Glasgow reached 85 mph as of the Pendolino was confirmed by the
it passed Polmont Signal Box and began high-speed derailment at Grayrigg in
to take the gentle curve into the cutting February 2007. Here, the train left the rails,
beyond. The driver, controlling the train with the leading vehicle heading down an
from the DBSO, could see a cow on the embankment before turning end-for-end.
line ahead. He rammed on the emergency Yet the train itself did not disintegrate and
brake, but it was too late… its carriages generally stayed intact. One
passenger died, and 26 passengers, the
The DBSO hit the cow and dragged its
driver and another crew member were
carcass along before the leading left-hand
seriously injured. But these figures would
wheel flange lifted, causing it to ride the
surely have been much higher had an older
top of the rail. When the right-hand wheel
train been involved.
lost purchase, the coach clattered along
the sleepers before it struck the cess rail,
turned on its side and veered up the bank.
The power of the forward momentum,
coupled with that of the Class 47 pushing
from the rear, caused the DBSO to slide,
twist and collide with the side of the third
coach, which had run past it. The second
Associated Newspapers / Rex Features
coach was pushed up the opposite side
of the cutting, its tail having been struck, the way damage was reported, adding
causing it to divide from the train and turn that ‘where push-pull operation is to be
end for end. Aside from the fatalities, 14 introduced, improvements to fencing
passengers and three crew were seriously must be considered as part of the route
injured – including the driver. development’. He also recommended the Another key recommendation
Rule Book be changed to make sure large from the Polmont accident was
The first six months of 2012 saw animals within the boundary fence were the need for driver-to-shore radio
roughly the same number of treated ‘as an immediate danger to trains’. communication, which had only
incidents of large animals getting Focus then fell on the DBSO. been thought necessary for trains
on the line as the first six months of travelling at 100 mph and over.
King noted that, while ‘push-pull’ operation
2011 (400, against 361). This led to the introduction of Cab
was safe (and had been in operation at
Secure Radio (CSR) from 1986.
However, there have been almost 90mph on the Southern since the 60s),
twice as many cases of these it could be made safer, particularly in CSR is being superseded by
animals being struck by trains (87, view of the fact that the DBSOs in use GSM-R, whose rollout is due for
against 45). on the Scottish Region were light of axle. completion in 2014.
Modifications were made to the vehicles
It is too early to say if this is a
– including fitting obstacle deflectors and
significant trend. DBSOs continued in service in Scotland
headlights. Weighting at the front end was
until displaced by second generation diesel
also improved – a lesson that was carried
multiple units in the late 1980s. They were
forward to the later Mk III and Mk IV driving
Why and what then? cascaded to the Great Eastern Main Line,
van trailers (DVTs), which are still in use
where they worked until withdrawal in 2006.
Major King of Her Majesty’s Railway today.
Five were bought by Network Rail for use
Inspectorate (HMRI) presented his report The HMRI also banned the carriage of with its measurement trains.
into Polmont during February 1985. passengers in driving trailers at speeds
From our 21st-century perspective, we
King concluded that there was a chance above 100 mph – which is why the Mark
can say we have learned the lessons from
element in the derailment itself, as a specific III and IV DVTs are designated parcel
Polmont – our trains are safer, our radio
part of the cow had to have been struck at vehicles. Yet this idea was challenged after
systems better and our rules tighter. But,
a specific moment, on a specific trajectory, privatisation by designs like the Voyagers
as the collision near Letterson Junction on
to lift the wheel with sufficient force to and Pendolinos, which both include
12 July reminded us, fences can still be
derail the train. But the cow had accessed passenger accommodation in the leading
breached, cows can still get on the line and
the line via a vandalised fence near a level vehicles. However, these trains have
still get struck by trains.
crossing, so King recommended a review weighted nose ends, a stronger bodyshell,
of the way fences were inspected, and rigid couplers and improved bogie retention Don’t let errant beasts be someone else’s
burden – report them when you see them.
// 15

16. SPADtalk
Starting on yellow
Rush hour on the morning of 15 February 2010, after which they fell away – and
2010, and a long-distance service sets off continue to do so.
from Halle, on the outskirts of Brussels.
The driver notches up expecting a clear
run, but forgets that the signal before the Most SOYSPADs in Britain occur
station stop had been yellow. The next when traffic is at its height, climbing
one is just 335 metres ahead. It is red. The during the morning peak and again
train passes it at 60 km/h and continues in the evening.
to accelerate.
Suddenly, the driver sees a commuter Yet it would be wrong to assume that they Trains without DRAs have to rely on
train crossing his path. He sounds the aren’t ever going to be a problem – as the the driver’s own in-built systems! Some
horn several times and applies the Belgian collision has shown, it only takes drivers, for example, like to talk to
emergency brake. He’s too late: nineteen one SOYSPAD to make a collision. themselves. This isn’t as daft as it sounds,
people are killed and 79 are injured in the as telling yourself that the next signal is
collision. Remember not to forget
red reinforces it in your mind and can help
Among other things, the resulting Many modern trains have a ‘driver stop you SPADding.
investigation suggested that the station reminder appliance’ (DRA), which is a Greater Anglia has developed a similar
stop caused the driver to forget that he’d manual means of bringing the next (red) technique, called ‘Press and Call’, which
passed a cautionary aspect, and that the signal into the cab. If used correctly, involves a driver calling out the signal
next signal would therefore be red. it can be an excellent way of avoiding aspect after cancelling an AWS warning.
SOYSPADs where a train pulls up at a
SPADs like this, which occur when a driver See Opsweb for details of this and many
station without a platform starter, having
starts off a yellow signal, are known as other ways to beat SPADs.
passed a yellow in rear.
SOYSPADs. In Britain, they seemed to
follow the total SPAD count until August
SPADcount
There were 23 Cat A SPADs in July
2012, which is the third lowest July
on record.
There were 135 Cat As between
1 January 2012 and 31 July – 16
fewer than the same period in 2011.
RIGHT Right Track is available to
download from Opsweb -
righttrack@rssb.co.uk www.opsweb.co.uk