RailStaff September 2015 by Rail Media

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Apprenticeships Earthworks

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THE MOST POPULAR PUBLICATION IN THE UK RAIL INDUSTRY Issue 214 | September 2015

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Royal send-off

for Borders Thick Scotch mist couldn’t keep Her Majesty the Queen from opening the Borders Railway on 9 September.

Britain’s longest-serving monarch travelled from Edinburgh Waverley to Tweedbank on Union of South Africa to unveil a plaque celebrating the line’s reopening. Read David Shirres’ report on what the future holds for Borders on page 20.

FACING UP TO FATIGUE As an industry that works such unsociable hours in high pressure environments, railway staff are familiar Page 36 with fatigue in the workplace.

HISTORY OF RUSSIAN RAILWAYS - PART 1

PLUMMER TO HEAD RDG

David Shirres reports on the shaky start to what became one of the most impressive networks in the world.

Paul Plummer is to succeed Michael Roberts as chief executive.

Page 50

Page 8

SAFETY IS THE CORNERSTONE OF OUR BUSINESS We support and implement the McGinley life saving rules in a fair culture For information please call: 0845

543 5953 or visit: www.mcginley.co.uk Proud Sponsors of Watford Ladies FC

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STOBART RAIL TAKE ON NEW APPRENTICES Stobart Rail continues to invest in new members of staff. Luke Green and Thomas Dickson have started as apprentice Fitters along with Jake Quinn who is our apprentice Operator. These newest members of our team will be based at the Carlisle Plant Department whilst they complete their three year apprenticeship.

Carlisle Distribution Centre Complete Stobart Rail have successfully completed the new 310,000 square foot distribution centre at Carlisle Lake District Airport. Project achievements: •

Installation of the new warehouse

•

Pouring over 5500 m3 of concrete for the internal floor

•

Pouring over 2000 m3 of concrete for the external slabs

•

Installed a new 11 kilo volt electric cable alongside a main road

•

Over 10 kilometres of drainage was installed

•

The earthworks cut and fill works removed over 400,000 tonnes of subsoil

Kirk Taylor Managing Director e. kirk.taylor@stobartrail.com

•

Hired an on-site crusher and screener to make 50,000 tonne of type one sub-base which we reused

Graeme Wharton Civils Director e. graeme.wharton@stobartrail.com

•

The new road layout was completed four weeks ahead of schedule

•

Using over 40 contractors and employed local labour to assist with the works

Carlisle Lake District Airport is a key asset in Stobart Group’s portfolio with the current plans for its development set to bring commercial passenger flights to Cumbria and open up exciting tourist opportunities for the Lake District.

Andrew Sumner Business Development and Stakeholder Manager e. andrew.sumner@stobartrail.com David Richardson Plant Manager e. David.Richardson@stobartrail.com

stobartrail.com

COMMENT

September 2015 | RailStaff | 3

Staff Contact us: Publisher:

Paul O’Connor

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The Longest Laugh Those who laugh at Jeremy Corbyn and jeer at his chances of ever winning an election would do well to better understand the shifting political polarities of our time. The fact is Ed Miliband very nearly won last May. He was defeated in part by a victorious SNP - with politics well to the left of Labour. Cameron was as surprised as the pollsters. His party has a slim majority and the rise of an emboldened left, together with four million UKIP voters, represents both a widespread disenchantment with the political establishment and the coming break up of post-millennial political consensus. Working people are concerned at the scandal of zero hours contracts, student loans, big corporations like Starbucks and Amazon paying so little UK tax and the bullying of small countries like Greece by the EU. The opinion of the little people, the self employed and low-waged - let alone guards and track workers - seems to count for nothing. Polarities of so-called left and right no longer serve us. Further afield the tortured theologies and black flags of darkness fuel a migrant crisis unparalleled since the last world war. The bodies of dead children wash up on beaches whilst articulate young people talk of their determination to escape jihad. A bewildered electorate realises the political class of its time has

“Working people are concerned at the scandal of zero hours contracts, student loans, big corporations like Starbucks and Amazon paying so little UK tax...” no answer to these challenges. Mr Corbyn may have no new answers either but if he vanquishes the risk averse consensus paralysing British politics he will have rendered his country a singular service. Ideas of railway nationalisation may appear risible but the gap between people at the top and those who actually deliver needs to narrow. Yesterday’s leaders have failed to grasp the appetite for political change. Both left and right have ignored their origins, overlooked those they were elected to serve. For a free society to flourish it needs to debate, not apologise; to speak

out irrespective of the authoritarian strictures of political correctness. The era of hand wringing over the failed concords of the past is over. What is needed now are libertarians and entrepreneurs from across the political spectrum, as forthright as the MP for Islington North. The jeering should stop. He who laughs last, laughs longest. Agree with him or disagree, it would be churlish not to wish Mr Corbyn well as custodian of Her Majesty’s loyal opposition.

andy@rail-media.com

Training focus in November

New life for old trains

Another girl, another planet

November’s RailStaff will include a spotlight on training where we will once again highlight some of the initiatives being delivered across the industry to train and upskill the workforce. For information about how to promote your company within the focus, call 01530 816440 or e-mail: sales@rail-media.com

Maintaining and extending the life of tired assets has been honed into an art form on the railway. Today several ambitious rolling stock refurbishment programmes are underway.

Torquay, scene of this year’s Community Rail Awards, has long been called the English Riviera. A wild seascape skirts a lush pastorale of Devonian countryside.

NEWS

4 | RailStaff | September 2015

Borders Rail An Inspiration Challenge accepted beliefs, know the system and never give up: that’s the message from seasoned veterans of the Campaign for Borders Rail (CBR). As passenger services resume on the new railway, the CBR has urged campaigners lobbying for the re-opening of other rail lines to learn the lessons of their 17-year struggle. ‘If you look at the history of CBR, stretching back to 1998, it’s quite clear that the campaign has had to be consistently willing to challenge the establishment, to rock the boat with well-informed and innovative ideas,’ says CBR’s UK Parliamentary Officer, Nick Bethune. ‘The other secret of CBR’s success has been the way it galvanised public opinion, helping to convince Borderers that they really could get their railway back.’ Although the general public in Britain might have a love-hate relationship with the rail industry, there is no doubting the general consensus that supports new lines, reopening lines, tram systems and heritage railways.

Seek a mandate Passion and political savvy should underpin every campaign. Says CBR founder member Petra Biberbach, ‘For me, the lessons are: first, campaign groups are not elected, so you have to seek a mandate and get the people on side, which means working in partnership with other groups who share your aims, and avoiding an attitude of them and us. Second, you need to be politically savvy and know when to work with the system and when to challenge it.’ Be passionate about the cause, ‘Third, passion, persuasion and tenacity are required.’

An Inspiration

Dogged persistence

The Borders Rail struggle has already proved an inspiration to campaign groups up and down the UK. The Levenmouth Rail Campaign (LMRC), in Fife, aims to re-open the six-mile branch line from Leven to Thornton Junction on the Aberdeen Edinburgh main line. Says Allen Armstrong of the campaign, ‘LMRC has been inspired by the recent wave of rail reopenings, especially the Borders campaign, and the reimagining of a more rational and inclusive transport network. ‘If we are now in a new age of rail, as a recent Scottish Transport Minister claimed, we are very hopeful the 45,000 residents of Levenmouth and the East Neuk will soon be reconnected. The Borders Railway must not be the last. Despite feasibility studies here concluding a very strong case for reinstating the Thornton-Leven line, we also appreciate from the Borders example that ultimately it is politics that exerts greatest sway in these decisions.’

Jane Ann Liston, convenor of the STARlink campaign which has led a 26-year fight for reinstatement of five miles of track between the East Coast Main Line and St Andrews - closed on the same day as the Waverley Route through the Borders, agrees. ‘The sheer dogged persistence of the campaigners in the Borders and their refusal to give up for nearly 50 years shows that tenacity pays off in the end. ‘We in St Andrews salute their achievement and hope that it will pave the way for the reconnection to our town, an incredibly important destination and economic hub, through being a top tourist destination and the home of Scotland’s oldest university. Enabling direct rail services from the ‘Home of Golf’ to Scotland’s capital as well as to Dundee would be a great boost for the whole area.’

NEWS

September 2015 | RailStaff | 5

Last gasp at New Street

Final preparations are underway at Birmingham Street as Network Rail looks to draw to a close the station’s £750 million redevelopment. On 20 September, the results of five years hard work and millions of pounds of investment will finally be opened to passengers. More than 3,000 workers are on site completing the fit out of the station and its many new retail units. Speaking at a preview event, Network Rail project

director Chris Montgomery said, ’We’re quite looking forward to opening the station so that people from Birmingham can finally see what we’ve been up to for the last five years behind all the hoardings. And they’ve got a state-of-the-art station now with lots and lots of gadgets, intelligent CIS, media eyes, interactive screens - it’s a thoroughly modern station.’ Thousands of tonnes of concrete has had to be demolished to make room for the station’s new central atrium - the centrepiece of the project.

With a 60-year design life, the new New Street will increase the station’s capacity from the maximum 60,000 passengers specified in the 1960s design to 175,000 people. The station redevelopment will be followed by a renewal of the signalling system around central Birmingham, which will eke out some additional capacity. The station’s striking new architecture includes a ‘living’ mirrored facade with three eye-shaped screens above the entrances.

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NEWS

6 | RailStaff | September 2015

Rail Chiefs do the Locomotion Although Newton Aycliffe, County Durham, was only founded in 1947, under the New Towns Act, its connection with the birthplace of railways dates back much further. The home of the next generation of intercity trains is connected to the original Stockton and Darlington Railway - the line still runs between Bishop Auckland and Darlington. The new IEP trains, built by Hitachi Rail Europe, will take to the rail network on the same stretch of track once worked by George Stephenson’s steam engine, Locomotive No.1. The official opening of the £82 million centre heralds a step change in train travel in Britain. Hitachi Rail Europe will provide new electric and bi-mode trains, for the Great Western Main Line, ScotRail and the East Coast Main Line. The Department for Transport’s Intercity Express Programme (IEP) is designed to replace the ageing fleet of High Speed Trains (HSTs). Under IEP new Class 800 series trains will improve reliability and reduce environmental impact. A fleet of AT300 trains will run primarily from London Paddington to Plymouth and Penzance, replacing the 40-year-old trains currently serving this key intercity route.

In further developments, 46 three-car and 24 fourcar AT200 EMU trains will operate in Scotland from late 2017. The first seven trains will be built in Hitachi’s Kasado factory in Japan, with the remaining 63 assembled at Newton Aycliffe. Karen Boswell, managing director, Hitachi Rail Europe, Alistair Dormer, chief executive, Hitachi Rail, Andy Barr, chief operating officer, Hitachi Rail Europe, joined rail chiefs, local leaders, press and Prime Minister David Cameron to celebrate the opening of

the new plant and the return of County Durham to a pole position in train manufacturing. Prime Minister David Cameron said, ‘This massive investment from Hitachi shows confidence in the strength of Britain’s growing economy. ‘This new train factory will not only provide good jobs for working people but will build the next generation of intercity trains, improving travel for commuters and families, as well as strengthening the infrastructure we need to help the UK grow.’

Hull opts for bi-mode

Michael Pilots Flyer

First Hull Trains has confirmed a £68 million order with Hitachi for five new bi-mode trains.

A train mad teenager with a deteriorating eye condition who wanted to ride in a driver’s cab before he goes blind has had his dream come true.

The new trains, which will be similar to the bi-mode vehicles being delivered as part of the Intercity Express Programme (IEP), will be able to run on both electrified and non-electrified lines. Hull Trains said the decision to procure bi-mode trains over full electric units was down to the uncertainty surrounding a number of major electrification schemes following delays to the Midland Main Line and TransPennine route. Due to enter service in 2020, the new trains will operate at speeds of 225 km/h and boast 50 per cent more capacity than the operator’s Class 180 units, which the new units will eventually replace.

Will Dunnett, managing director of Hull Trains, said, ‘The new units will bring an even higher quality environment for passengers with new interiors, enhanced catering, air-conditioning and a quieter environment due to electric traction – all areas that we know are important to passengers.’

Thanks to Great Northern driver Tay Hogan and lead competency developer Steve Castle, Michael Fleet, 17, took the footplate to ride one of Great Northern’s Cambridge ‘Flyers’ from the city of learning to London King’s Cross in 51 minutes. ‘It was absolutely amazing,’ says Michael. ‘It really does give you a different perspective on the line that you don’t get when you are sitting on the train. I’ve had a passion for railways all my life, having caught it, I think, from my mum’s side of the family - her great grandfather was a signalman at Shefford near Cambridge.’ Michael doesn’t know for sure how

quickly his eyesight will deteriorate to the point he can’t see any more, but he was anxious to make his trip as soon as possible. Steve said, ‘As soon as we received Michael’s letter, we wanted to help.’ Train enthusiast Michael takes pictures and video whenever he can. Now at sixth form college, he is studying psychology, sociology and IT.

Britain’s Largest Specialist Transport Union

NORTHERN POWERHOUSE? Who do you think you are kidding Mr Osborne?

The Conservative Government will be touting their hot-air about the transport “Northern Powerhouse” at their conference in Manchester. Meanwhile, key upgrade and electrification works across the North are cancelled, lashed-up Pacers and 50 year-old ex-nuclear diesel units are pressed into continuing service and safety-critical train and station staff jobs are threatened.

RMT is fighting back against this Government con-trick. Join us.

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PEOPLE

8 | RailStaff | September 2015

Sales Chief for Plummer to head RDG Paul Plummer is to succeed Wabtec  Isabelle Lloyd has joined Wabtec Group as group sales director. Lloyd joins from Unipart Rail where she was sales and customer service director – Europe. Prior to Unipart, she worked at BTR Group and Bombardier Transportation. Isabelle Lloyd studied business administration and economics at Rennes University in Brittany, France. The appointment heralds fresh moves by Wabtec to further expand its business in Britain and Europe. The Wabtec Group, which includes Wabtec Rail Limited, Wabtec Rail Scotland, Brush Traction and LH Wabtec, provides rolling stock owners, passenger and freight train operators a range of services covering most aspects of maintenance, overhaul and refurbishment.

Michael Roberts as the chief executive of the Rail Delivery Group (RDG) and the Association of Train Operating Companies (ATOC).

New Finance chief at FirstGroup Matthew Gregory joins the board of FirstGroup as chief financial officer on 1 December, 2015.

Network Rail’s group strategy director, Paul will take over from Michael Roberts when he steps down in November. Paul joined Network Rail in 2002 and has been a member of RDG since its inception. Says Paul Plummer, ‘I am really pleased to have been asked to build on Michael Roberts’ work and develop the RDG to lead the industry. With government and other stakeholders, the RDG has been working successfully to improve the day-to-day operation of the railway and plan better for the future. During this important period we will need to focus more than ever on delivering ever better value to passengers, freight users and taxpayers. ‘I am also very pleased to be running ATOC. Along with other rail organisations, ATOC is crucial in supporting rail’s strategic leadership by delivering for passengers and the industry. ‘It has been a huge privilege to have been able to play a part in the development of Network Rail for 13 years but the opportunity to represent the whole industry at the RDG and ATOC was too good to miss.’

Previously group finance director of Essentra plc - formerly, Filtrona plc - from September 2012 to August 2015, he has worked in both Britain and Italy and is a chartered accountant, having qualified with Ernst & Young. Says FirstGroup chief executive Tim O’Toole, ‘I am delighted to welcome Matthew to FirstGroup as chief financial officer; he is highly experienced and has a strong track record of value creation. ‘We look forward to benefitting from his financial, strategic and organisational expertise and international experience. ‘I am confident Matthew will make a significant contribution to the team as we continue to convert the group’s considerable potential into sustainable value creation.’

Team Paul joins advance-TRS Paul Dredge and Paul Roberson have joined advance-Training & Recruitment Services (TRS) as the company builds upon its continued success in the rail market. Paul Dredge is a graduate of Sheffield Hallam University and joins advanceTRS as a company director. Paul brings more than 18 years’ engineering recruitment experience with him to his new role. He recently spent seven years as a regional manager and a further two years as global account director at recruitment consultancy Fircroft. His competitive nature is evident in his passion for participating in cycling and running events in his spare time. Says Paul, ‘It was an easy decision to join advance-TRS after hearing their vision for the next 5-10 years, and I’m really excited to get to work towards reaching that goal.’ To head up the permanent recruitment division, veteran recruiter Paul Roberson has joined the recruitment team at advance-TRS. He

brings more than 15 years’ recruiting experience within rail, construction and engineering and a degree in economics from the University of Essex. Roberson will be working on placing niche, highly skilled engineers into permanent roles across the complete spectrum of the rail industry. Like his new counterpart, Paul Roberson has an affinity for fitness and can often be found fitting in training runs in his free time. He competes in a number of marathons throughout the year. ‘It’s an absolute pleasure to have

joined the team here at advance-TRS, and I’m looking forward to helping drive the whole team forward to where we want to be,’ says Paul. Andy Ridout, managing director, advance-TRS, described their appointment as a coup. ‘I’ve known Paul Dredge and Paul Roberson for many years and understand the calibre they will add to this company. These appointments are a coup for advanceTRS, and I’m absolutely delighted to have them both on board to take this company to the next level.’

Amey Promotion for Wozencraft Andrew Wozencraft, former infrastructure manager for Network Rail in South Wales, is heading up Amey’s new Rail Signalling Systems business. Andrew has been appointed as business director leading the new service. Gavin Silvey is the account director with responsibility for signalling and telecoms, and Andy Gibbs will be the new account director for electrical, plant and multi-discipline projects. This includes Amey’s current contract for Acton Project on Crossrail West. Says Lee Jones, director of rail operations for Amey, ‘This new structure creates a functional-led organisation and will enable a stronger customer focus in both signalling and telecoms and electrical and plant delivery.’ The reorganisation also sees the creation of a project management office (PMO) headed by David Quintin.

PEOPLE

September 2015 | RailStaff | 9

Heathcote joins Siemens

Siemens has appointed Philip Heathcote as sales director, Rail Systems UK. Heathcote has a 25-year background in railways and joins from Arriva UK Trains Limited where he was bid director. Before Arriva, Phil held marketing and delivery roles with Angel Trains, Bombardier and Daimler Chrysler Rail Systems - formerly Adtranz. Says Phil Heathcote, ‘During my career, I have seen the UK rail industry grow into one of the most exciting markets in the world. ‘With the first new Thameslink and

Eurostar trains due in the UK later this year and new projects such as New Tube for London on the horizon, I am thrilled to be joining Siemens at such an exciting time. ‘Siemens isn’t just a company with a track record of delivering high-quality products. It is also a company where growth is underpinned by a focus on innovation. ‘I am looking forward to working with such professional and friendly colleagues at Siemens to help the company grow and further increase its UK footprint.’ Phil Heathcote was educated at Leicester University where he read geography. He has a masters degree in marketing from the Open University. Siemens now employs around 14,000 people in Britain. ‘I am extremely pleased to welcome Phil to the Siemens team,’ says Steve Scrimshaw, managing director of Rail Systems at Siemens. ‘His extensive experience and well-rounded expertise will be hugely beneficial in helping us realise our exciting plans for future growth.’

World View for Rufus Interfleet’s chief operating officer and one-time BRstar, Rufus Boyd, has been promoted to global product director, Transport Advisory. Rufus will focus on developing Interfleet Transport Advisory’s services internationally. Originally from Kent, Rufus read History at Oxford and did an MBA at Kingston University. As a BR graduate trainee he worked in a variety of roles before joining BR’s public affairs unit in the run up to privatisation. Boyd subsequently worked for Railtrack’s East Anglia zone and

David Knowles becomes COO of GBRf  One-time train driver David Knowles has been promoted to chief operating officer of GB Railfreight (GBRf), moving from his previous role as production director, where he was in charge of GBRf’s operational development and delivery. Core responsibilities now include fleet procurement and maintenance. David will be taking on development of new markets and is expected to strengthen his team shortly. The former driver spent 14 years on the footplate with BR, Rail Express Systems and EWS. He joined GBRf in 2004. As an ops manager, he helped build GBRf’s expanding portfolio of services, working with the Royal Mail, LUL infrastructure and the coal industry. Says Knowles, ‘Whilst being passionate about maintaining GBRf’s unique company culture and expanding on its reputation for service quality, I am very much looking forward to helping secure our long-term growth by developing new relationships and building on the successful strategic partnerships that we have created over the years.’

later became commercial director of South West Trains. Rufus joined Interfleet in 2008 and led the launch of Transport Advisory in 2011. His 28-year career spans commercial transport projects in the UK and abroad, including two years on assignment at Sydney Metro. French Canadian company SNC-Lavalin acquired Interfleet Technology in 2011. Interfleet was created in 1994 as a management buy out for BR’s InterCity Fleet Engineering division. Interfleet has since grown from a single office in Derby with 90 employees to almost 600 staff in 22 locations. Interfleet is one of the world’s leading international rail consultancies, operating in Scandinavia, Central Europe, Australasia, India and North America as well as Great Britain.

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RAIL ALLIANCE

10 | RailStaff | September 2015

Join the Rail Alliance Join the Rail Alliance now Rail Alliance membership starts from just £500 per year

RAIL2015 September Rendezvous for the Rail Industry RAIL2015 has finally arrived! As the largest outdoor rail show in the UK it will be host to 200+ companies from across the rail sector. There will be a number of demonstrations and presentations delivered over the two days - with particular emphasis on best practice, ingenuity and innovation. This event will present visitors with the best companies in rail. Held against a backdrop of a real rail environment, products requiring a track facility can be shown in situ. Also, come and listen to speakers in the RSSB Collaboration, Ingenuity and Skills hub. For full details, please go to www.rail2015.com. As well as the fantastic support we have had from our exhibitors and huge numbers of visitors booking to come to the show, it would not be possible to run an event of this scale and calibre without the amazing support from our sponsors – for which we are so grateful for, thank you!

Who are the RAIL2015 sponsors? RSSB – The RSSB Collaboration, Ingenuity and Skills hub offers an opportunity to walk through the “Technology Readiness Levels Journey” and speak directly to organisations involved in the R&D and R&I process. On hand to deliver the important message of the value of the relationships between industry and academia will be Young Rail Professionals (YRP), RRUKA and NSARE in addition to Linbrooke Training and Resource Services. Key speakers will deliver information on current innovation schemes and topics, among them, David Clarke, director of innovation, RSSB. RSSB was established in 2003 after the publication of the Review of Fatal Accident Inquiry Legislation report by Lord Cullen. RSSB helps the rail industry improve safety and performance. RSSB brings organisations together to help deliver benefits to passengers and businesses while providing value to the taxpayer. Members include infrastructure companies, train and freight operators, rolling stock owners and suppliers. Under the RSSB umbrella are: Future Railway - The Future Railway programme is a collaboration between Network Rail and RSSB, established to support the delivery of the Rail Technical Strategy. It has cross-industry support through the Technical Strategy Leadership Group and currently has over 100 active projects. RRUKA - The Rail Research UK Association (RRUKA) is a partnership between the rail industry and universities. RRUKA provides a focus for institutions undertaking R&D projects that could potentially benefit the railways. It helps the railway industry to access academic research capabilities and brings together those who can use and fund research. ISS Labour - With a good reputation for delivering high quality staff, maintaining and enhancing the national rail network, ISS Labour will be providing RAIL2015 with key support in the build-up to the show. Teams from ISS Labour will ensure that logistics are in place to get exhibitors safely onto the show site to set up their stands and to exit without delay. On the show days, ISS Labour personnel will again be providing key services to direct visitors to the correct locations and be on hand to deal with any situations that may arise. Continued on page 11.

log on to www.railalliance.co.uk email info@railalliance.co.uk or call 01789 720026.

New Members Ayrshire Medical Services Ltd (Occupational Health company offering a UK wide service specializing in Personal Track Safety Medicals and Drug and Alcohol Tests as well as training programmes) www.ayrshiremedical.co.uk Hird Rail Services Ltd (Suppliers of track related products covering everything from new rail, Permanent Way and re-usable material through to the manufacture of insulated block joints and professional haulage.) www.hirdrail.com Riverside Automation Ltd (Provider of solutions in industrial automation and control. Services range from single implementations to multi factory, multi user systems. Resources, experience and skills produce the full range of automation services that are essential to your business needs.) www.riverauto.co.uk Porterbrook Leasing Company Ltd (Specialists in the leasing of all types of railway rolling stock and associated equipment.) www.porterbrook.co.uk

Giffen Group Ltd (Specialists in electrical, signaling and power works across the Rail Infrastructure) www.giffengroup.co.uk The Plastic Piling Co Ltd (Suppliers of a unique range of plastic sheet piling, piling equipment and JETFilter weep hole drainage filters.) www.plasticpiling.co.uk Tinsley Bridge Group (Tier 1 integration suppliers of safety critical components for both OEMs and rolling stock maintenance) www.tinsleybridge.co.uk TERRAM (Market leader in the design and manufacturer of innovative geosynthetics including geocomposites, geotextiles and geocells.) www.terram.com Coriel Ltd (Developers and suppliers of automatic vehicle identification (AVI) systems for use in high speed and low speed rail applications) www.coriel.co.uk

Inside Out Group (Europe) Ltd (Hosts of Inside Out Technical Solutions and Time Lapse Productions including the design, installation, maintenance and project management of a wide variety of security and video surveillance systems, structured cabling and network infrastructures, short and long term static time lapse and on the ground filming and photography) www.insideoutgroup.co.uk

Grimsby Institute of Further & Higher Education (Opening new logistics skills centre in Spring 2016 and keen to work in partnership with the Rail Industry to support training needs) www.grimsby.ac.uk

Mabey Hire Ltd (Leading supplier of non-mechanical plant hire for ground support, formwork, falsework, propping, jacking, temporary bridging, road barriers and a wide range of other systems.) www.mabeyhire.co.uk

BTRoS Electronics (Autonomous subsidiary of Bombardier Transportation designing and manufacturing a wide range of passenger information systems primarily used in the rail industry) www.btros-electronics.com

Virgin Trains East Coast (Passenger Train Operator) www.virgintrainseastcoast.com

RAIL ALLIANCE

September 2015 | RailStaff | 11

As a dynamic and expanding supplier of rail support services across the Network Rail and light rail infrastructures, ISS Labour provides hundreds of staff each day across the country and is recognised as a major provider of track, civils and protection staff. With over 20 years’ experience, ISS Labour is also one of the UK’s largest providers of infrastructure lighting and safety barrier fencing. ISS Labour is part of the Specialist People Services Group and aims to bring together businesses that share a common commitment to delivering outstanding customer service. ISS labour prides itself on setting high levels of compliance standards and is recognised as a market-leading specialist in the rail sectors. Shannon Rail - Visitors can expect a very warm welcome from Shannon Rail who will be scanning in tickets and issuing visitors with their all-important lanyards to gain access to the event. Shannon Rail is also sponsoring the very successful RAIL2015 sporting dinner at the Ettington Chase Hotel. Shannon Rail Services was established in 2002, initially to provide the rail industry with self-contained mobile site access units and road haulage facilities. Since then, the company has expanded to provide a range of ancillary support solutions to the sector including a web-based time and attendance and reporting system and a highly regarded training centre and medical suite located at the main depot in Watford. Shannon Rail’s real strength is a continuing commitment to investment

and innovation, and a client-focussed philosophy, putting the customer at the centre of all business. TOPCON – without TOPCON we wouldn’t have the superb aerial map of the site taken by the highly advanced UAV technology that provided the capability to accurately pinpoint and map out pitches and locations. This has been a huge advantage for the show, saving time and giving exhibitors the benefit of a professional layout of the site. TOPCON, an innovative and global market leading company, develops and manufactures precise satellite positioning products and software solutions. These can be used for surveys and civil engineering, earthworks and road construction and site management. The company’s product portfolio includes high precision GNSS receivers, robotic and imaging total stations, laser scanners, mobile mapping systems and machine control systems supported by handheld controllers, desktop, field and management software, telematics and accessories. Besides the sales, support and service of positioning products and solutions, TOPCON is active in agriculture, eye care and OEM business.  WCCTV – RAIL2015 will have full CCTV coverage from the car parks, across the show site and the entrance of QRTC ensuring peace of mind - important with so much equipment on show. Wireless CCTV (WCCTV) is a market-leading provider of rapidly deployable, portable CCTV and surveillance systems. The systems operate over wireless

Latest Rail Alliance member – Virgin Trains East Coast. Colin Flack, Rail Alliance CEO presents David Horne, Managing Director at Virgin Trains East Coast with their membership certificate. technologies including 4G, 3G and CDMA mobile phone as well as satellite and Wi-Fi networks and broadband technologies. This makes the systems ideal for re-deployable solutions in temporary, mobile or semipermanent situations. WCCTV wireless security systems have been developed in conjunction with integrators, government agencies, transportation, rail and utility companies, police forces, retail, housing, construction and commercial organisations.

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NEWS

12 | RailStaff | September 2015

Chelmsford Cheer for Alan

Class apart Virgin Trains has completed a £7.2 million programme to convert the first class carriages in its nine-car Class 390 Pendolinos to standard class.

Over 100 people cheered off dedicated railway worker Alan Dowdall when he stepped down as ticket supremo at Ingatestone station in East Anglia. Dowdall, from Chelmsford, joined British Railways on 11 July, 1988, and has remained on the railways ever since. After 10 years at Chelmsford, he returned to Ingatestone in 2000. He became a popular figure with staff and passengers alike. Says Alan, ‘I decided to retire because I haven’t been very well. I was

diagnosed with leukaemia in October 2014. Luckily it got picked up last year. I have got it for life but manage it with medication every day.’ Among the crowd that turned up to wish him well was the Lord Lieutenant of Essex, Baron Petre, and the mayor of Brentwood, Mark Reed. Says Alan, ‘I have really enjoyed my time on the railway, and I will really miss the people. ‘I have made so many friends and hope to keep in touch with as many of them as possible.’ Commuters praised Dowdall’s

Resourceful Solution

North Country Fund Run

Resourcing Solutions has been placed at 92nd position in the Thames Valley 250 list for the fourth year running.

A special charity charter train organised by staff at GBRf has raised £21,710 for Leukaemia & Lymphoma Research - shortly to be renamed Bloodwise.

Specialising in railways, infrastructure, power and the built environment, Resourcing Solutions has grown from humble origins in 1996 - working from a spare room - to become one of the most highly respected operations in Britain. It’s all down to having great staff, says chief executive Richard Lawrance. ‘Having great employees delivers great results. Attracting and retaining talent is key to our continued success, particularly as we have further ambitions to grow the business,’ says Lawrance. The list, which is compiled annually by The Business Magazine, is made up of organisations in the Thames Valley, the most significant region for business in the UK economy outside of London.

Says Keri Wyatt, the fund’s regional manager in Scotland, ‘Throughout the year, GB Railfreight has supported Leukaemia & Lymphoma Research by organising a variety of fundraising events from quiz nights to marathons. ‘Alongside their year-long fundraising, over August GB Railfreight organised a variety of chartered train journeys throughout the UK for their staff and customers to raise vital funds for Leukaemia & Lymphoma Research.’ Keri joined both trains - a Glasgow to Scarborough special and the following day, a trip from Glasgow to Crewe. ‘We travelled through the country in an absolutely amazing 1940s train

personal touch; he is renowned for keeping passengers informed - even going onto the platform to talk them through any hold ups to the service. ‘In the mornings there is only me here, so my primary job is the ticket office and you do a lot of things, whether it is arranging for the trains to stop when the trains are delayed or cleaning the toilets. I do a bit of everything,’ Alan told reporters. ‘I think the best bit of my day is seeing the regular commuters. On an average Monday, there are queues out the door. I know most of them.’

The five-month scheme has seen 21 of the tilting trains lose one of their first class coaches in order to create more standard class seating, resulting in a net increase of 2,100 seats overall. During their stay at Alstom’s Oxley depot in Wolverhampton, all of the trains have also received deep clean and refresh. Says Phil Whittingham, managing director at Virgin Trains, ‘Our main focus is always our customers and their needs. ‘We have seen demand for our services increase significantly, with more than 34 million journeys made on our trains last year, something that we are very proud of.’ With the nine-car fleet now complete, attention now turns to reinvigorating Virgin’s 35 11-car Pendolinos - a process that will be complete by the middle of next year.

and enjoyed a fantastic time aboard with delicious food, wonderful service and some fun entertainment too. Throughout the journey, staff aboard were attentive looking after everyone and ensuring they were having a good time. The whole of the train took part in the fundraising collections and everyone enjoyed a lovely day out at the seaside in the sun.’ All proceeds from the journey were donated to Leukaemia & Lymphoma Research.

‘It was great to see a company being innovative in how to raise funds and the chartered train journey from Glasgow to Crewe on the Sunday raised a phenomenal £21,710. ‘We want to thank all of the kind staff, many of whom worked over their own time to support the events over the weekend, those who organised the events, and the staff and customers who attended and donated so generously. We are truly grateful to every single one of you,’ says Keri.

22/09/15 THE CONGRESS CENTRE LONDON

THE RAIL SUSTAINABILITY SUMMIT JOIN THE DISCUSSION AND HELP PLAN RAIL’S FUTURE, TODAY

Call 01530 816 456 or visit www.railsustainabilitysummit.com AGENDA 08.30

REGISTRATION/ COFFEE/ NETWORKING/ EXHIBITORS

09.15

Introduction to Sustainability Tertius Beneke, Network Rail

09.30

De-mystifying Sustainability Chris Leech MBE, Business in the Community

09.45–10.55

Session 1 – How can Sustainability fit into the rail industry? The Government’s perspective on Sustainability – Peter Wilkinson, DfT Embedding Sustainability in Scotland’s Railways – Gordon MacLeod, Transport for Scotland Case study from AD Communications on Solar Power and the railway – Jason Pearce, CEO Q&A Session – Panel Discussion

THIS YEAR’S SPEAKERS Tertius Beneke Network Rail

Chris Leech MBE

Business in the Community

Peter Wilkinson DfT

Gordon MacLeod

10.55–11.15

COFFEE/ NETWORKING/ EXHIBITORS

11.15–12.05

Session 2 – Making the Environment and Sustainability work How can we be environmentally smart whilst maintaining cost efficiency? – Andrew English, Skanska Case Study from Northern Rail on their achievements in Sustainability – Gareth Williams, Northern Rail

Jason Pearce

Q&A Session – Panel Discussion

Andrew English

12.05–13.05

LUNCH/ NETWORKING/ EXHIBITORS

13.05–14.15

Session 2 – How to engage ‘people’ in Sustainability How does the largest construction project in Europe embrace sustainability, and, engage and reward its employees and contractors for sustainable practices? – Cathy Myatt, Crossrail Future planning - what measures are needed to ensure that the apprentices and graduates of the future are fully equipped to work in a sustainable environment? – Cal Bailey, NG Bailey How do we connect sustainability with the Economy? Is it possible to make this mutually beneficial for all? – Tim Balcon, CEO of IEMA Q&A Session – Panel Discussion

Transport Scotland

AD Communications Skanska

Gareth Williams Northern Rail

Cathy Myatt Crossrail

Cal Bailey NG Bailey

Tim Balcon

14.15 – 14.35 COFFEE/ NETWORKING/ EXHIBITORS

IEMA

14.35 – 16.00 Session 4 - Support Growth in the UK CEEQUAL and how it influences the sustainability characteristics and performances of rail projects – Professor Roger Venables, Ceequal Is it possible to offer a joined up, integrated transport system? – Andy Dixon, Costain Optimising the railway - how does sustainability enable rail systems capabilities to be maximised whilst still offering value for money? – Anthony Perrett, RSSB

Professor Roger Venables

Q&A Session – Panel Discussion WRAP UP

Sustainability S us sttainability Summit S ummit

Ceequal

Andy Dixon Costain

Anthony Perrett RSSB

NEWS

14 | RailStaff | September 2015

Dumbarton Veterans Centre Opens Paul Cross, a former ScotRail guard, has helped launch a new drop-in centre at Dumbarton Central. Mr Cross, chairman of the Dumbarton Armed Forces Veterans Association, met the Scottish Government’s cabinet secretary, Keith Brown, who opened the new centre on platform 2. The once derelict railway offices and waiting room are back on active service once more as a haven for exservicemen. Says Paul, ‘All veterans and those currently serving in the Armed Forces are welcome to drop in for a brew and a blether.’ Paul stresses this includes former

national servicemen and those who served in the auxiliary forces. ‘Quite often fishermen were conscripted during the last war and served on minesweepers, well they’re welcome too.’ The centre is open Monday to Friday 8am to 4pm and is staffed by a group of volunteers. Families are welcome. Paul Cross is a trained counsellor. ‘We work with major charities when we need to get more detailed assistance,’ adds Paul. Speaking at the station, Keith Brown said, ‘It is a real privilege to be asked to officiate at the opening of the Dumbarton Armed Forces Veterans Association drop-in centre. The activities of voluntary organisations such as Armed Forces Veterans Association are invaluable in ensuring that ex-service personnel can access the support and advice that they need from within their local communities. The presence of this centre in such a key location, together with the efforts of those who work here, stands as a

testament to the respect and regard that this community, and Scotland, has for our current and our former Armed Forces personnel.’ The £84,000 investment was

Path of True Love Takes the Train A young couple who met and fell in love on a train were serenaded by tenor Simon Morgan and given flowers and champagne by Irish Rail staff on their last commute before getting married. Ciaran O’Keeffe and Geraldine McCauley, both aged 34, met on a crowded platform two years ago at Coolmine on the Maynooth line. At first the pair travelled up to Dublin separately. But Ciaran could not help looking at Geraldine. ‘I assumed she had a boyfriend because she’s gorgeous,’ he said. Unknown to Ciaran, the feeling was mutual. Says Geraldine, ‘I always made sure I’d get in the same carriage as him.’

In the end Ciaran decided to take a risk and start talking to her. ‘And that was that. We were chatting all the way to our destination,’ he said. ‘It was like we had known each other forever.’ The couple organised a rail-themed wedding with each table named after a station on their route to romance. Says Irish Rail’s Rita Butterly, ‘In actual fact, Ciaran contacted us because he wanted to have a railway theme for this wedding and was going to have the tables named after different railway stations. So he was going to have an Ashtown table, a Castleknock table, Coolmine, Connolly - all different tables for his guests, and we were helping him with that, and we just thought it would be a nice idea to surprise Geraldine.’

jointly funded through the Station Communities Regeneration Fund, a legacy from the previous First ScotRail franchise, and the Railway Heritage Trust.

Kingmoor for a Day

Over 3,000 visitors flocked to an open day at Kingmoor Depot in Carlisle, proving once again the enduring appeal of railway yards and depots. The public were allowed a behindthe-scenes look at the DRS operation. This year marks the 20th anniversary of DRS and the company used the occasion to unveil a new livery. DRS hold an open day every year to raise money for local charities. This year over £13,000 was raised.

NEWS

September 2015 | RailStaff | 15

Walthamstow Double Cross

Hats Off to Ilkley Northern Rail has celebrated the 150th anniversary of the railway’s arrival in the town of Ilkley on Yorkshire Day by naming a Class 333 ‘Olicana.’ The Latin name for Ilkley was chosen by Louise Parr and her family. Local councillor Anne Hawkesworth dressed in traditional Victorian costume, and Northern Rail’s commercial director, Richard Allan, unveiled the new name on 333 011. Says Richard Allan, ‘We had a wonderful morning in Ilkley and it was great to see so many members of the local community come along and celebrate the railway’s contribution to the area. The newly christened ‘Olicana’ will run along our Airedale and Wharfedale lines so keep an eye out for it’ The folk song ‘On Ilkla Mooar baht ‘at’ is the unofficial anthem of Yorkshire and warns against the perils of going courting without a hat on.

An August-long project on the Victoria line at Walthamstow means peak-hour services on the cross London Tube line will power up to 36 trains an hour - end to end - next year. Before the work only 24 trains an hour could complete the journey north-east of Seven Sisters. Says David Waboso, capital programmes director at LU, ‘To meet increasing customer demand for the Victoria line we are making the service the most frequent in the UK, with 36 trains per hour in 2016. ‘We will also run all peak time trains to Walthamstow Central from Brixton, a capacity increase of more than 40 per cent for customers north of Seven Sisters.’ Points and track have been replaced outside Walthamstow Central. The move anticipates an expanded role for Seven Sisters when Crossrail 2 is built.’

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NEWS

16 | RailStaff | September 2015

RBF launches new service After successful trials in Merseyrail and South West Trains, RBF is launching its services nationwide this September. The new services offer information, advice and support on a wide range of topics including benefits, debt, relationships and wellbeing. RBF’s objective is to encourage people to seek advice before their personal situation becomes critical. To boost the quality of advice on offer RBF is using the Turn2Us benefits calculator, which can be found on the organisation’s website and helps people check their welfare entitlements on line if they are, for example, unemployed, retired, ill, disabled or caring for someone. Says Tim Shoveller, chairman of RBF, ‘The overall idea is to offer assistance in a wider variety of forms that can be specifically tailored to an individual’s situation. In times of need and

hardship, it is difficult to look at your own situation clearly. Having someone objective to talk to helps focus on the issues and makes sure things are dealt with properly. The trials demonstrated clearly that these new services do indeed have a positive effect on a person’s situation. They are relevant and effective and completely justify the work we have done so far.’ RBF is a charity for railway people funded by railway people. It was founded to provide support to active and former railway staff and their dependents when they needed help through illness, injury, bereavement or adversity. RBF helps disabled people with the costs of powered vehicles and mobility aids, covers the shortfalls in funeral expenses and gets involved with legal advice and welfare - a service that is hard to put a price on. ‘RBF is aiming to become the preferred destination for current and

Mud in your eye

former railway workers looking for support and advice. A one-stop-shop where those in need can call up and either receive direct assistance or be referred to a partnering organisation that may be more specialised in certain areas,’ says Tim. RBF’s offices and telephone helpline

Mellow Yellow for Crossrail A 465-metre long yellow concreting train has arrived at Plumstead to help fit-out Crossrail’s tunnels.

A salt mine in Cheshire has become home to an array of rock and soil samples extracted by Crossrail from deep under London. Together they tell the story of how geological activity has shaped the earth on which London sits, covering a timespan of about 35 million years. The oldest Crossrail core is 80 million years old. Says Mike Black, Crossrail’s head of geotechnics, ‘These soil and rock cores

should be the first point of contact for all welfare enquiries. Information and advice will come initially from the charity, which can assist with benefit calculations, grants search and general advice. Full details can be found on the RBF website. Alternatively, call the office 01270 251316.

played a crucial role in the Crossrail project as they allowed us to build up a detailed picture of the ground conditions below London. ‘The information gained from them can be used by future London tunnelling projects.’ Once removed from the ground, the samples lose moisture and slowly deteriorate. The cores at DeepStore are stored 150 metres underground at a consistent humidity level and an ambient temperature of 15 degrees Celsius. This prevents deterioration.

The bright yellow train heralds the next major stage for the project following the end of tunnelling. It will be used for facilitating sleeper and track installation and arrived from France via the Channel Tunnel. The train is a self-contained concrete factory on wheels. Says Simon Wright, Crossrail programme director, ‘Crossrail is being delivered on time and within budget. Following the completion of Crossrail’s

26-mile tunnelling marathon, our focus has shifted to the fit-out of the tunnels and stations. ‘The arrival of the concreting train at Plumstead - the logistical nerve centre for this phase of Crossrail’s delivery will bring us another step towards the completion of this major new railway for London and the South East.’ In other developments, the first homes to be constructed above a new Crossrail station have been completed at Royal Arsenal Woolwich. Another thousand homes will be built above the new Crossrail station in Woolwich as part of two separate developments at Royal Arsenal Riverside.

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NEWS

18 | RailStaff | September 2015

New Freight Train DB Schenker Rail UK and PD Ports have launched their first rail freight service from Teesport in Middlesbrough to Mossend and Grangemouth in Scotland. Starting on 3 August service will offer a full train with 40 containers to and from Scotland each day - Monday to Friday.

Says Geoff Lippitt, PD Ports’ business development director, ‘We are delighted to see the commencement of the first daily train service connecting Teesport to Scotland, further enhancing our position as the Northern Gateway for containerised goods destined for the north of the UK. ‘This new service truly demonstrates how this type of collaboration can prove highly effective and deliver real benefits for shipping lines and intermodal customers from both a commercial and environmental perspective.’

Better Access at Whitby A new platform and improved track works at Whitby are thought to have boosted passenger numbers on North York Moors Railway (NYMR) services to the town. NYMR says numbers are up 10 per cent on last year - now at 120,000. The new platform was added a year ago and services in and out of Whitby increased from three to five. Before the improvements, access in and out of the station was constrained by the layout

of the track having to share a single platform with Northern Rail’s Esk Valley service. ‘The figures paint an upbeat picture of the growing popularity in taking a step back in time by using our services for a day out at the seaside or on the moors,’ says NYMR managing director Philip Benham. ‘To think that the line was closed 50 years ago, it is testimony to all who have been involved in its resurgence that we are now celebrating such a positive milestone.’

Double appointment for Ford & Stanley Ford & Stanley has added two more recruitment experts to its growing team. Rory Peverell, who has spent three years as a specialist recruiter in the rail sector, has joined as a senior recruitment consultant led by Ford & Stanley’s new head of rail recruitment, Tony Sweetman. Says Rory, who plays for Belper Rugby Club, ‘I was aware that there are some really talented people working here, whom I really felt would help me learn and progress myself to the next level.’ Tony began his career in recruitment in 2005 and has since worked at all levels in engineering, operations and customer service. Says Tony, ‘Why did I join Ford & Stanley? That’s easy, the people. Passion, talent, commitment and the ambition to be the best - I can honestly say that this is true of everyone here. It’s a joy to come to work on a Monday morning and be a part of this amazing group of people.’

Ten Mile Tram Opens

Nottingham’s 10-mile long tram extension has opened, doubling the length of the network. The new section runs through the south of the city, linking 28 stops with Nottingham station. ‘The tram provides the backbone to the city’s integrated transport network, underpinning all the efforts to reduce congestion, improve the environment and make Nottingham an even better place to live, work or visit,’ says Jane Urquhart of Nottingham City Council. Alstom and Taylor Woodrow built

all associated infrastructure for the project, including overhead wires, track and signalling. Alstom also supplied 22 Citadis trams to the city which now form part of the 37-strong tram fleet serving the city. ‘As work has progressed on the new lines, the tram fleet has been boosted by the arrival of the new Citadis trams, enabling NET to increase service frequencies. At the same time we’ve refurbished the existing fleet and invested in state-of-the-art technology for ‘buy before you board’ ticketing and smart card payment,’ says NET’s Jamie Swift.

NEWS

September 2015 | RailStaff | 19

Rail Vehicle Enhancements – Something for Everyone © SHUTTERSTOCK.COM

Organised by railway people for railway people, the Rail Vehicle Enhancements Exhibition and Forum is shaping up as the event of 2015. With its broad attraction it has something for everyone. The event is specifically targeted at train operators, maintainers and the materials and equipment supply chain. The show is made possible by a collaboration of industry effort and has received tremendous interest and support. The show boasts major exhibitors and innovators at the cutting edge of technology, whilst the forum offers key speakers from the leasing companies, heavy maintainers and train operators. The Rail Alliance Breakfast Meeting starts the event with a welcoming bap. Speakers from Atkins and Ditecfer (Italian cluster of rail technology companies) provide poignant content and the typical B2B networking that the Rail Alliance has made its own.

The Rail Safety & Standards Board (RSSB), exhibiting at this year’s Rail Vehicle Enhancements Expo and Forum (RVE), will be providing information about its products and services relevant to rolling stock interests and in particular in relation to enhancements, standards, R&D and supplier assurance. In addition, there will be an interactive session on supplier assurance, with an update on the RISAS scheme, news of an important development involving UKAS

and a look into the future, and what supplier assurance in GB rail will look like and what it will mean for buyers and suppliers. RVE provides top speakers, industry insight, current project information and an exceptional networking opportunity. At the RVE Forum you can hear from Porterbrook, Eversholt, Knorr Bremse, Wabtec Group, Arriva Trains, East Midlands Trains and many more.

Exhibition stand space is now limited. Companies are urged to make requests to exhibit swiftly. The event, which is being held at the Riverside Centre in Pride Park Derby, commences at 8am sharp on the 8 October, starting with the Rail Alliance Breakfast Meeting. The exhibition will be open from 9am and the forum runs throughout the day. RVE 2015 is free to attend. Register now at www.rve2015.co.uk

Rail Vehicle Enhancements 2015 8th October - Derby ORGANISED BY:

EXHIBITION CONFERENCE NETWORKING RSSB / RISAS SUPPLIER ENGAGEMENT WORKSHOP The only single theme event aimed at the engineering of rail vehicles for refurbishment and enhancements. www.rve2015.co.uk

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FEATURE

20 | RailStaff | September 2015

Border Supporter Eyes Carlisle Report by David Shirres ‘So much passion can only rub off on you,’ said ScotRail driver manager, David Campbell as railway staff set to work on the new Borders Railway. The 31-mile Borders Railway grabbed headlines as the Queen travelled on the new line the day she celebrated becoming Britain’s longest ruling monarch. Everyone is talking about the new railway, said David, particularly the friends and families of the new drivers. David managed the driver training programme for the new line, something he also did for the new Airdrie-Bathgate line. But he had no doubt that the Borders offers an interesting challenge for drivers. Airdrie-Bathgate has nothing to compare with driving a train at speed through the double S curves down the 1 in 70 gradient from the 880 ft Falahill summit.

Border Drivers For the new line, ScotRail had to train 54 of its drivers plus a small number of freight drivers who act as conductors on steam specials. Of these, 36 were existing drivers based in Edinburgh and 18 were newly recruited from the Borders region. The driver’s route training requirement was based on a risk assessment which took account

Supermodel Anna Freemantle modelling Pringle knitwear alongside an actor dressed as Sir Walter Scott.

of a number of factors, says David, including gradients, number of stops and speed changes. It also considered the virtual reality model of the line. After discussion with trade unions, it was concluded that each driver needed five full runs on the line, plus a twohour one-to-one briefing. The full driving course for newly recruited Borders drivers also required use of the simulator. However, this was not used for route learning. Instead, it was used to simulate extreme conditions such as low adhesion and foggy weather that could not otherwise be easily incorporated into a driver training programme.

Yvonne Pilots Press Train Driving the media preview train on 4 September was Edinburgh driver Yvonne Reid, who thinks the line is stunning. RailStaff was fortunate to have a place on the train - a Class 170 with a special Borders livery. There was a real buzz on the train. It was also a smooth ride. At one point, newspaper journalists could not believe that the train speed was 85 mph. However, Falahill summit was topped at 57 mph. Service trains will be Class 158 units, 40 of which are being refurbished at Knorr-Bremse Springburn workshops as part of a £14 million modernisation

A crowded platform at Eskbank on the first day of service.

programme that includes seats being better aligned to windows, better lighting, at-seat power sockets and improved accessibility. Before the media train’s departure there was a photo-call which featured supermodel Anna Freemantle modelling Pringle knitwear.

An actor dressed as Sir Walter Scott travelled on the train, which stopped at Newtongrange next to the Scottish Mining Museum. Here school children dressed as miners greeted the train. This is also the stop for Rosslyn Chapel, of Da Vinci Code fame, where taxis will be on hand to take tourists to the chapel five miles away. Goodie bags with Borders produce were given to the journalists on the train.

Borders Blueprint All this hype was intended to promote the region as well as the new railway. Also on the train was Samantha Smith, of the Scottish Borders Council, who is the Borders Railway blueprint programme manager. The blueprint programme, set up in November, aims to realise the full economic benefits of the line. There are 100 development sites along the line. These include a 4,000home development at Shawfair and a Central Borders Business Park at the line’s Tweedbank terminus. In 2017, Tweedbank is also to be the home of the 160 panels of the Great Tapestry of Scotland. Samantha said

FEATURE

the railway was a ‘game-changer’ for Midlothian and the Borders. She anticipates a two-way flow of opportunities as the new rail connection makes the Borders more attractive to business to create jobs along the whole corridor. The line’s most high-profile tourist initiative is its steam trains. Although this is a pilot scheme, it will no doubt be repeated, as its 10 steam trains up to 18 October are a sell out, with 4,000 tickets sold. However, equally important is giving those who use normal service trains easy access to tourist sites. Samantha’s blueprint addresses this issue. She explained that local bus services have been extended in the evenings to connect with the train and that there is also a new Borders Weaver tourist service. This is a hopon, hop-off bus in the same livery as the special Borders train which will call at Galashiels, Tweedbank, Melrose, Scots View, Dryburgh and St Boswell, and will give those using the train easy access to the local tourist sights. For those wishing to walk, Melrose Abbey is a pleasant two-mile walk along the River Tweed from Tweedbank station.

September 2015 | RailStaff | 21

Galashiels Braw Lad and Braw Lass at the launch of the Borders Railway.

Wrong type of critic Whilst the reaction to the railway in Scotland is mainly positive, the line does have its critics. Some consider that the line is not worth the money spent on it. It is true that, on paper, the £294 million Borders Railway had a marginal business case, with a return of only £1.50 for every pound invested. As this is below the 2:1 return set by the Department of Transport, the line would not have been built had it been south of the border.

Children from St Andrews Primary school in Gorebridge greet the train as it arrives into Newtongrange station.

However, Scottish Infrastructure Minister Keith Brown has no doubts that the new line offers good value for money, and that it will bring real benefits to people in the Borders. He noted that when the 13-mile Stirling to Alloa line was opened in 2008, it was expected to carry 80,000 passengers in its first year and actually carried 400,000 passengers. Other critics consider a single line with dynamic passing loops to be shortsighted, especially as any weekday steam trains require the cancellation of a passenger train. Yet, had it been designed for a higher frequency service, or even with passive provision for double track throughout, it is doubtful that the line would have been built given the marginal nature of its business case. As it is, there is passive provision for double track to Gorebridge, if a 15-minute service was to be required from Midlothian to Edinburgh. The line also has passive provision for electrification throughout. To get the

required clearances for this, extra expenditure was required in Bowshank Tunnel, which is on one of the dynamic loops.

Onwards to Carlisle? Opening this line has also prompted calls from campaign groups to re-open the closed Waverley route a further 17 miles to Hawick and eventually the remaining 35 miles to Carlisle at an estimated total cost of £500 million. Yet it was these campaign groups and local councils that made the case for the new Borders Railway, and 20 years ago, few would have imagined that the line would re-open. It is 46 years and eight months since the Waverley route closed after Dr Beeching concluded that the line was not economically viable. If the enthusiasm that greeted the opening of the line generates the expected benefits, the new Borders line will prove him wrong.

Three Golden ticket winners who travelled on the special train prior to the line opening.

FEATURE

22 | RailStaff | September 2015

New life for old trains

Report by Marc Johnson

Need a new wardrobe, coffee table or office chair? You’ll probably buy it flat-packed from a certain Swedish retailer and spend an entire Sunday afternoon struggling to assemble it with the tiniest of allen keys. But some are breaking this habit and choosing to ‘upcycle’ tired, second hand furniture instead of buying new. My dining table can attest to that. Maintaining and extending the life of tired assets has been honed into an art form on the railway. Look around today and several ambitious rolling stock refurbishment programmes are underway. Porterbrook is updating its Class 144 Pacers and Greater Anglia is embarking on an overhaul of its Class 321s, both of which are fast approaching 30 years on the metals. At Long Marston in Warwickshire, a team of engineers is taking this idea a step further, reimagining 30-year-old Tube trains as the solution to Britain’s diesel rolling stock shortage, something that has gained greater relevancy with the Department for Transport pausing the Trans Pennine and Midland Main Line electrification schemes.

Diesel shortage ‘For several years it’s been obvious that there’s going to be a shortage of diesel multiple units (DMUs), particularly on rural franchises,’ said Adrian Shooter, chairman of Vivarail, who invited the industry to Long Marston in August to see the first D-Train vehicle begin testing. As the chairman and managing director of Chiltern Railways, Shooter saw the price of DMUs ‘going up and up’ while procuring the Class 172/1 Turbostars. He added, ’When I retired I thought well let’s see whether we can think about doing something about this.’ It was London Underground’s former chief engineer, who happened to be an old school friend, who brought the D-Stock trains to Shooter’s attention. ‘He told me they were in very good condition. I knew that as a young engineer he was involved in having them procured. He told me the body shells were in a very good condition and the bogies had been replaced relatively recently, and they were really good trains. ‘After a while sort of thinking about this, I connected the two thoughts and

thought, well I know, these aren’t EMUs, they’re DEMUs - they just don’t happen yet to have the diesel engines. So if we can crack how to fit diesel engines in these maybe we’ve got something we can work with.’ Vivarail agreed to buy virtually all of the D-Stock driving motor cars and 70 trailer cars from London Underground and will have enough carriages to make around 76 two or three-car units. ‘Initially they didn’t necessarily think we were serious but after a while they realised we were,’ said Shooter. All but the body shells, bogies and traction system have been replaced, and new features have been added. Some of the new systems, like condition monitoring, are fairly commonplace, others are pioneering. Vivarail engineers are looking at installing flywheels which would, they believe, make their trains the first production DEMUs in the world to use regenerative braking. There will be another significant transformation inside, with new flooring, new seats, new windows, and toilets; iPad holders will even be incorporated into standing areas.

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FEATURE

24 | RailStaff | September 2015

Benefits So what are the benefits for potential operators? The improved acceleration could reduce journey times on some routes. Simulations suggest that the two-car model could reduce travel times between Huddersfield and Sheffield by six minutes, not taking into account improved dwell times. The three-car version would save around four-and-a-half minutes. Each driver car has been fitted with two diesel engines which power the electric motors. The engines are fitted beneath the vehicle and can be quickly removed with a forklift and replaced when needed without having to go into the depot. Vivarail also predicts that the D-Train will consume 0.5 litres of fuel per mile compared to a Class 150, for example, which does 0.75 litres. Throughout August, visitors from around the UK were invited to Long Marston for a test ride to dispel any negative preconceptions that may have been formed about the project. ‘For the last six months we’ve been having people over. And wherever

we’ve been able to track down an influential person who’s made some negative comments, we’ve said well come and have a look, and the majority of people, the vast majority of people, have said ‘oh that’s really interesting’…’ By the end of the year, Vivarail hopes to have achieved certification for its new-from-old trains. Subject to receiving its first order, the first D-train could be delivered within six months and then subsequently at a rate of two trains a month. It’s not stretching the truth too much to describe Vivarail as a new British train builder. If Vivarail secures the interest of the TOCs, it also means the creation of more jobs - between 50 and 60 - and the construction of a new facility. The project may be using aluminium body shells that are decades old but the internal workings, the bits that really matter to passengers, are brand new and it could offer a real solution for some operators - no assembly required.

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SAFETY FOCUS

26 | RailStaff | September 2015

FAR TOO MANY RULES AND NOT ENOUGH MOTIVATION AND MANAGEMENT “RULES ARE FOR THE OBEDIANCE OF FOOLS AND THE GUIDANCE OF WISE MEN” SAFETY Colin Wheeler colin@rail-media.com

Back in the 1950s when Queen Elizabeth II came to the throne, the railway rule book was a single volume coloured black that fitted neatly into the pocket of a railway mackintosh. Those working on the railway learnt their skills from more experienced people who were already doing the job. There were a few national instructions and more detailed local ones. All had the advantage of a degree of simplicity. They were easily understood. Now there are so many rules, standards, handbooks, instructions and procedures that it came as no surprise to me to learn from recently published RAIB (Rail Accident Investigation Branch) reports that many on track neither know nor understand them all. How could it be otherwise? This is doubtless welcomed by lawyers.

Nine potential track fatalities On August 20th RAIB published a “Class Investigation” into possession irregularities. They have become increasingly concerned by incidents where the protection of those carrying out engineering work “could have led to harmful and possibly fatal outcomes”. They collected details from two-years of Network Rail’s (NR’s) daily incident reports and concluded that the regularities were “neither infrequent nor reducing”. The report highlights that fact that NR’s Planning and Safe Delivery of Work (PDSW) initiative focusses on those working on site and will not address the risks created “by others whose roles are important in safeguarding work on the railway”. During the two year study period there were no less than 714 reported irregularities, 440 related to possession/ protection arrangements and 9 were categorised as potentially fatal.

Visual inspections not carried out and rail collapsed The RAIB investigation into the derailment at 0230 on October 2nd last year of a freight train at Porthkerry (between Barry and Rhoose on the Vale of Glamorgan Line) consisting of a Class 66 locomotive hauling 21 loaded 102 tonne HTA bogied-hopper wagons has been published. This illustrates why the exercising of sound engineering judgement can be more important than standards and rules. The front of the train entered the derailment site at 16.5 mph but as the 20th wagon passed over it a rail collapsed causing the derailment. The RAIB report says the failure was due to a metallurgical defect within the rail. It adds that visual inspections intended to identify this type of defect had not been carried out, track inspections had not found it and “none of the staff responsible for the track had identified that the rail needed urgent replacement”.

type of defect found “did not require urgent attention and therefore a period of 52 weeks was allowed for rail replacement”. Consequently no urgent action was taken.

Technical experience and ever changing roles! The report details the experience and work history of the staff. The track is the responsibility of the Cardiff Maintenance Delivery Unit through an Infrastructure Maintenance Delivery Manager and Infrastructure Maintenance Engineer (IME). The latter had been seconded to another post so his role was being covered by the Swansea Track Maintenance Engineer (TME). The Cardiff (TME) had 29-years’ experience of track maintenance, initially as a trackman, then in supervisory roles before becoming a section manager. He had not worked in the Cardiff area before being appointed

as its TME 18 months before the derailment. The IME Cardiff, a graduate engineer with 15 year’s experience worked in several technical posts before becoming Rail Management Engineer (Wales and Marches) in 2004. In 2008 he became Rail Maintenance Engineer (South Wales) and in 2014 his job was further expanded when he became Rail Maintenance Engineer (Wales Route). However at the same time he lost his South Wales responsibility for ultrasonic rail testing which was transferred to the TME Newport.

Track twist together with twisted wagon bogie Another August published RAIB report is of an April 2nd 2014 derailment. At 1225 that day two nominally empty wagons derailed on the approach to Angerstein Junction near Charlton in southeast London. After pulling away from signal L129 the

Ultrasonic testing found it The ultrasonic test train had first found the defect on 16th December 2013 but this was not confirmed by a pedestrian track test two days later. The fault was again found by the test train on April 4th 2014 but again remained unconfirmed. A rolling contact fatigue test yet again identified it on 30th July 2014, but according to NR’s standards the

Fractured section of rail showing surface of fractured web.

SAFETY FOCUS

train travelled just 160 metres before separating brake pipes resulted in an emergency brake application bringing the train to a stand on Charlton Junction. The rear of the train was just 8 metres beyond the point of derailment obstructing the adjacent Up North Kent line. RAIB identified the cause as being insufficient loading of the leading right hand wheel of one wagon allowing it to climb the outer rail on the curve. The insufficient loading was the result of a track defect (twist) and an unevenly distributed residual load in the wagon associated with a twisted bogie. The load was finely crushed rock adhering to the wagon sides. Both track and wagon were compliant with railway standards. However the recommendations include seeking improved wagon discharge arrangements, looking at the combined risks of wagons and track, and modifying both the collection of track twist data and the effects of twist on modern rolling stock.

Who secures the doors? On 26th October last year a train struck an equipment cabinet door. The resultant damage to the door of its fourth carriage resulted in the triggering of the door closure detection system’s safety circuitry which in turn resulted in an automatic brake application that brought the train to a halt. The RAIB investigation has now established that the cabinet door “opened under aerodynamic forces” probably because whilst closed it was not secured. It has concluded that poor lighting, no-one allocated to check cabinet doors and possibly staff fatigue contributed to the accident. Recommendations include a review of cabinet design and locations where clearances are tight. The report stresses the importance of a clear understanding of who is responsible for securing cabinet doors.

Track and wagon maintenanceWashwood Heath update The investigation into a derailment at Washwood Heath near Birmingham at 0803 on the morning of Monday 23rd March this year is still ongoing.

September 2015 | RailStaff | 27

Unusually RAIB has released an update on its findings so far. The signalling failed and the signaller suspected a problem with the train that had just passed. It had derailed and then re-railed again whilst crossing from the Up Derby Slow Line onto the Down Derby Fast Line. The driver examined it at Landor Street Junction and found evidence that the tenth wagon had run derailed. The Class 66 locomotive was hauling 24 mixed container wagons and traversed the crossovers at 15 mph. Two permanently coupled IKA wagons ran derailed for 121 metres before re-railing at trailing points. The derailed twin-set carried two containers centrally located on each wagon. One was empty, the other evenly loaded with plastic fragments. There was a significant track twist close to the point of derailment requiring action within 36 hours according to the standard. Five timber bearers had been replaced at the point of derailment just two weeks before the accident, with some baseplates wrongly positioned. The central pivot liners of the wagons were worn beyond their maintenance limit, increasing the wheel unloading and aiding the derailment twist.

people involved were trained and experienced. Handbook 10 requires specially authorised instructions to be issued if trolleys are to be used on gradients steeper than 1 in 50 but they had been used previously on this section of line.

If maintenance engineers, managers and supervisors were empowered to make more decisions (in the knowledge that they would be held responsible if they got it wrong) safety would improve. I recall that when I, as a qualified engineer took on responsibility for track I invariably asked to be shown the worst areas and the problems that resulted in supervisors losing sleep. A better yardstick than remotely drafted norms I suggest. The RAIB statement clarifies their statutory role, but why is it then that we rarely hear about instances where people make mistakes, or get it right despite ignoring instructions? Reorganisations inevitably break up working relationships which then need to be reformed. Having people acting up to cover vacancies inevitably increases risks. The interplay between the Railway Inspectorate side of the Office of Road and Rail Regulation and RAIB needs to be reviewed. We all need to learn from the mistakes and successes of others as well as our own.

”The sole purpose of RAIB investigations is to prevent future accidents and improve railway safety. RAIB does not establish blame, liability or carry out prosecutions.” Every published RAIB report includes this statement. In my view the prevention and reduction of accidents would be better addressed if the number of rules, standards, handbooks etc. was dramatically reduced and those that remained gave guidance rather than definitive rules. The industry employs many talented people who qualifications, training and experience confirm their competence. The ever increasing rules etc. restrict the use of their knowledge, judgement and experience.

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Paper Tigers The rail industry, in a quiet way, has been boosting morale of railway staff this autumn. Shows like RAIL 2015, the Community Rail Awards and RailStaff Awards show the industry at its best, helping people, looking after staff and pioneering new ideas with passion and perseverance. These shows chart the geometry of future railway success. It’s a lot of work, but worthwhile. For it shows a different, emerging picture of a rail industry winning out, moving forward with confidence. Looked at from outside, the picture can appear very different. Railways are relentlessly targeted by a hostile media and antagonistic politicians. Staff get blamed for fare hikes, delays to projects - designed to boost capacity - and the inevitable cancellations that result. However, the aim of the RailStaff Awards 2015 is to put such criticism in perspective. Media perceived failings in the rail industry can be readily confounded by the facts and the stories of courage and compassion that inform every office, mess room and booking on point. The press is full of paper tigers. Humour and celebration are the best ways of seeing them off.

Railway Humour

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Too little of rail ingenuity sees the light of day There is often good reason for this. For instance, a long time ago on Euston Parcels Deck - a vast area extending from one side of the station to the other - a basket containing a rare-breed Persian cat arrived en route for Glasgow. This was back in the days when small animals could be sent by railway parcels. Cats have an odd but enduring place in railway affections. On this occasion, the cat started yowling and kind-hearted staff decided to give the cat a cuddle. Customer care at its best. However, on opening the basket a fraction of an inch the Persian cat shot out and pelted across Euston Parcels Deck. Night staff, drivers and porters gave chase all the way down the ramp and out along Drummond Street. But the cat made good its escape.

Naturally this resolution of that particular Iranian crisis won’t feature in the RailStaff Awards. But there will be plenty of other stories of daring, courage and ingenuity. The railway is full of strong characters, old stories and humour that has sustained it through war, reorganisations and innumerable set backs. The RailStaff Awards will reflect this. Adverse criticisms are shown up for what they are - paper tigers, whose roar is much worse than their bite, and the RailStaff Awards 2015 will seek to redress the balance of reporting. Railway humour will always mitigate the libel implicit in the troubled chronicles of its detractors. The Africa theme will be eagerly adopted by big cat lovers and of course the old story of two escaped tigers at Euston taking a train to Scotland will be wheeled out. There is still time to book a table and join in the greatest celebration of railway achievement in the calendar. Fancy dress is encouraged, but the emphasis is always on having a good time and dancing the night away. The RailStaff Awards is a great way to thank staff and affirm the value of those who so regularly go the extra mile. What of the tigers? Legend has it they both sneaked aboard a train to Glasgow one Friday lunchtime, intending to escape to the West Highlands. Later as they sauntered up to Queen Street across George Square one said to the other, ‘Quiet for a Friday evening isn’t it?’

Not a Pet ‘It’s a valuable cat, for breeding, not a pet,’ said a CO3, nervously reading the manifest. Somehow the idea of feline trafficking eased the conscience of gathered staff. ‘What do we do with this?’ A parcels clerk said as she held up the empty basket. No one knew. Then a West Indian traction inspector took charge. ‘Get me saucer of milk,’ he said. The milk was placed outside the parcels point at the corner of the loading bay. The staff withdrew. Soon one of the feral cats, who live at Euston, a tom with a torn ear, one eye, half a tail and a distinctly un-Persian coat, stole out and started lapping up the milk. It took the TI all of 90 seconds to grab the cat and thrust him into the basket. Kind hearted staff poked in a couple of fish paste sandwiches and the Somerstown stray left on the Night Sleeper for Glasgow.

PUBLIC VOTE CLOSES: 11TH SEPTEMBER 2015

RAILSTAFF AWARDS 2015

30 | RailStaff | September 2015

Intertrain Backs Teamwork

Spencer Rail’s Gravesend Station Remodelled Team winning the RailStaff Awards Rail Infrastructure and Possessions Team of the Year 2014.

Intertrain is supporting the Rail Infrastructure / Possessions Team of the Year Award. Over the summer, the Orange Army has been out in force progressing projects, upgrades and electrification up and down the network. Behind every project is a series of teams with clearly aligned objectives. With possessions a nightly phenomenon of the new rail industry, the award seeks to honour the hundreds of teams that come together to rebuild Britain’s railways. Intertrain (UK) Ltd started in 1997 and is a private training company providing rail safety critical courses, in accordance with Network Rail protocols. Courses include assessments, plant and tools training, first aid, fire safety courses and NVQ training together with an expanding

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London, Chesterfield, Gateshead, director, Rail Media. Bristol, Glasgow, Warrington, ‘Intertrain leads on all three and we Birmingham and Burton on Trent. are delighted to welcome Keith Jessop Intertrain is also working with a large and his teams to the RailStaff Awards. number of employers nationally to The Rail Infrastructure and Possessions offer railway engineering and overhead Team of the Year Award recognises the line apprenticeship schemes for 17-24 hard work of the teams themselves, the year olds. men and women who come together No stranger to capacity constraints to deliver the biggest upgrade in rail itself, Intertrain moved to the 4-acre history.’ Balby Courtprofessional Business Campus intraining and Says managing director andexperts The assessment Doncaster in June this year. The readyIntertrain’s founder, Keith Jessop, to-use campus means companies can ‘We believe it is right to encourage come in, set up and get down to work all who work in the rail industry and within a few days. to give them the tools they need to Intertrain is an integral part of the succeed. That’s what we are doing at rail dynamo and Balby Court Business Intertrain. Team work on the railway Campus offers comprehensive training infrastructure is not only essential for as well as a place to nurture other rail getting the job done but for completing businesses. the work on time and - most important ‘Team work, clear communications of all - making sure everyone gets and professional training are the home safely every time. I wish all teams underlying dynamics of the new nominated for this award every success rail industry,’ said Asif Ahmed, sales on the night itself.’

RAILSTAFF AWARDS 2015

September 2015 | RailStaff | 31

Ganymede Solutions Solves Networking Challenge Ganymede Solutions, a subsidiary of RTC Group, is backing the RailStaff Awards at the Ricoh Arena, Coventry. The large venue includes meeting points, casinos, all night bars and restaurants as well as the venue for the RailStaff Awards. As part of an expanded event, Ganymede Solutions will be sponsoring a special set aside area down in Casino G with practice tables for gaming and giant screens. The area will provide a calm and relaxed space for rail industry professionals to talk and exchange ideas. ‘We are thrilled Ganymede Solutions is backing the RailStaff Awards,’ says Rail Media managing director Tom O’Connor. ‘Their contribution at Casino G will be much appreciated by those of us who

need practice and coaching or just a good place for a chat.’ Ganymede Solutions specialises in the supply of blue collar workers and earlier this year won the Network Rail contract for Western and Wessex regions, Wales and the LNE North. This equates to, on average, around 300 to 400 people being deployed on Network Rail infrastructure every day. To meet this demand Ganymede is expanding and has already opened new offices in Doncaster and Portsmouth. Ganymede Solutions is establishing an apprenticeship programme which will create around 36 apprenticeships a year with help from training partners Arc Academy. The strategy will allow it to address specific regional skills shortages. In Plymouth, for example, it plans to build up a reservoir of skilled railway workers by targeted recruitment and training.

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PPS Rail is Silver Sponsor Runcorn-based PPS Rail is silver sponsor of this year’s RailStaff Awards and will be hosting the specially created photo booth. PPS Rail provides the rail industry with an integrated project management team. Initially formed as a dedicated access planning company,

PPS Rail has expanded its operational services to support delivery partners by creating two further divisions within the company structure. These provide civil engineering works and site services. Says Tom O’Connor, managing director of Rail Media, ‘We are delighted to welcome PPS Rail to the RailStaff C Awards and wish them every success’.

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RAILSTAFF AWARDS 2015

32 | RailStaff | September 2015

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OCCUPATIONAL HEALTH

36 | RailStaff | September 2015

Fatigue Facing up to

As an industry that works such unsociable hours in high pressure environments, railway staff are familiar with fatigue in the workplace. In a safety critical environment, tiredness can most certainly kill.

Since the creation of the Rail Accident Investigation Branch (RAIB) in 2005, there have been a number of accidents where fatigue has been highlighted as a major contributing factor. Falling asleep on the job, although very serious, isn’t the only risk fatigue poses. Someone who has been up for more than 24 hours is likely to have the same level of impairment as someone who is over the drink drive limit. Slower reaction times and blunted decision making can be just as dangerous. The ORR gives some examples of the hazards on its website: Fatigue: ‘A driver moves away forgetting that permission has not been given; a track worker carrying out maintenance or renewal work fails to complete necessary checks or procedures before finishing a job; a signaller sets an incorrect route or gives an incorrect message; a track worker falls asleep on the motorway while driving back home after working all night to complete the job.’ Overall measures for managing fatigue are becoming more sophisticated and the problems it poses are beginning to be taken seriously, but how well do we really understand the risk of fatigue to the modern rail industry?

Understanding the challenge

According to Stephanie Brizs, Network Rail’s fatigue specialist, ‘There are several different types of fatigue so it’s quite a difficult concept to fully understand.’ Network Rail is currently implementing a fatigue risk management programme. The aim of the scheme is to standardise the way fatigue is identified and managed across the company. Part of this will involve building on the current fatigue training. ‘The first thing we’ve done is seek to understand the challenge better,’ says Stephanie, who has previously worked in the oil and aviation industries. ‘Traditionally, as a business, we’ve significantly underestimated the impact of fatigue as a factor in safety incidents. Investigations now ask more probing questions about fatigue, whereas before they didn’t really explore it in any depth.’ RAIB inspector Mark Young and Tabitha Steel have put together a report on the current state of fatigue management in the UK rail industry, which, like many other industries, still largely relies on working hour limits to ensure weary employees aren’t declaring themselves fit to work. The paper takes the view that this approach is too simplistic. Generally, there is agreement that it actually requires a combination of better rostering, technology and training.

Prevention Those designing rosters are now attempting to predict fatigue and plan accordingly, following simple rules like leaving a night’s sleep between late and early shifts. For example, Network Rail is working with the RSSB to specifically look at how to reduce the impact of fatigue for employees undertaking their first rostered night shift. But rostering has its limitations; it can’t actually spot when people turn up fatigued. It also doesn’t take account of the quality of rest someone is getting when not at work. Says Stephanie, ’What we have to realise is fatigue isn’t just about the hours they’re working or the rest periods they’re having. It could be things outside of work that are causing fatigue. ‘It could be family problems, a young baby keeping them up or family commitments outside of work. So when they should really be resting, they’re actually maybe taking children to or from school or other commitments that they’re doing outside

OCCUPATIONAL HEALTH

work, so I think we have to be much more open to discuss it and look at the other issues around fatigue.’ Part of the solution could be to help employees monitor their own health and sleep patterns. This is where technology can help. Health monitors and actigraphs - wristwatch devices that track the users activity and sleep levels - are useful at predicting fatigue patterns. Stephanie said there were discussions within the industry to look at the possibility of developing a health monitoring app that would be capable of incorporating individual shift patterns. But preventative measures aren’t perfect and, unfortunately, the only absolute solution for fatigue is sleep - not a practical fix when most jobs on the railway offer few napping opportunities. Says Stephanie, ‘Prevention is always better than cure. But what we

September 2015 | RailStaff | 37

do accept is that when we talk about things like culture change we know it’s not going to be something that changes overnight, so we’ve got to look at it from both perspectives. A variety of inventive stopgap solutions are being developed. Blue light treatment is one method that could have a wider application in the future - a short session has been shown to be as effective as drinking a cup of strong coffee. Real-time monitoring technology, which although very new to the railway, is establishing itself in the automotive industry. Eye tracking software, which sounds an alarm when it catches the driver losing focus, is already being installed in production cars. ‘We need to develop both hand in hand with the idea being that we’ll have less use of those things as we start to change the culture within the business…’

Culture change One thing that was highlighted both in the research and by Stephanie is that the onus is not entirely on the employer. Even with better education, staff may still turn up for work fatigued. They may feel pressed to get a project completed or pressure from colleagues; they may even fear that their job is at risk if they didn’t work through fatigue. ‘The culture is going to be the hardest bit to tackle, I believe,’ says Stephanie. ‘We talk about the phrase ‘lead by example’ where managers are perhaps putting themselves in the position where they could become fatigued - in terms of the hours they’re working to do their job - which then puts pressure, almost unwritten pressure, on their staff members that they feel that they

must continue to work even if they’re tired, even if it means doing longer hours.’ Stephanie said that treating fatigue like an illness would ensure it was taken seriously, but noted that it could be open to abuse. ’I think that’s where we have to go. With fatigue it can be a fine line because you’re always going to have those genuinely affected, and those who may use it as an excuse.’ She added, ’Increased reporting of it is one of the key things because the more we can recognise or identify that it’s happening the better picture we get which means we’re better able to deal with the root causes of why it’s happening. There’s only a limited impact we can have external to the workplace but that doesn’t mean we can’t do certain things to support our staff.’

The ORR gives some examples of the hazards on its website: Fatigue: ‘A driver moves away forgetting that permission has not been given; a track worker carrying out maintenance or renewal work fails to complete necessary checks or procedures before finishing a job; a signaller sets an incorrect route or gives an incorrect message; a track worker falls asleep on the motorway while driving back home after working all night to complete the job.’

OCCUPATIONAL HEALTH

38 | RailStaff | September 2015

With over 91 million work days lost every year to poor mental health in the UK, it comes as little surprise that business leaders across the country are asking the same question: What can we do about this? There are apps, helplines, tried and tested workplace formulas, but the daily flood of news stories about the growing cost to business of underperformance and time lost as a result of workers’ mental health suggests that whatever is out there isn’t working. Perhaps it is because there is no legal requirement. With no set framework to work to, companies could be uncertain on best policy and practice; it is down to the conscience of individual employers to support the mental wellbeing of employees. GENIUS is a new programme that has turned the traditional approach on its head, acknowledging the undeniable link between strong mental health and occupational performance. Developed over seven years by performance experts at the rail talent specialists Ford & Stanley, the programme takes a completely fresh view of how businesses should be supporting staff and poses some very challenging questions about why businesses do what they do under the banner of health and safety. Gone is the traditional support package, long-term counselling, referrals through NHS health professionals, and the stigma of being labelled as having a ‘mental health issue’ as if it somehow excludes you from everyday life.

GENIUS

A smart approach to occupational health all have physical health problems, we all have mental health problems, along with the same wide degrees of severity. It could be someone suffering from a temporary lack of focus or someone trying to cope with a trauma in their personal life, which, naturally, impacts on their performance at work. Says Peter Schofield, Ford & Stanley chairman, ‘Some of our practitioners work with the elite of the sporting world, helping them remove mental distractions and achieve the focus

required to maximise their talents. Such people are not considered to have mental health problems, so why should the same not apply to someone who works in industry or commerce?’ GENIUS – so named because it helps staff ‘release the genius within’ – underwent an 18-month pilot in the UK at the global engineering company Sandvik, where management reported a tenfold payback in terms of staff being at work more, performing better, improved key staff retention © SHUTTERSTOCK.COM

and enhanced employer brand / reputation. It helped those wanting to improve, deal with a difficult work colleague, build confidence or rediscover lost motivation. In an extreme case, it helped an employee successfully return to work who was on the brink of suicide, and others suffering severe depression. It created amongst the workforce a strong sense of loyalty to a business which was showing them that it genuinely cared about their wellbeing.

A new multi-skilled approach

Fast and effective

GENIUS employs multi-skilled practitioners who meet face to face with employees at their most convenient location, often at their workplace during a break. They are skilled in a wide range of disciplines – including performance coaching and mentoring, neuro-linguistic programming (NLP), counselling, cognitive behavioural therapy and stress management – because until an individual sits in front of them, they will not know how best to help. With the focus on occupational performance, the service is available for anyone to use. In the same way that we

GENIUS is fast and effective; the average time it took to help an employee get to where they wanted to be was four sessions, and because it was easily accessible to all. People weren’t nervous about talking about it and word of mouth ensured the service was used to its maximum. Andy Duncan, consulting director of the GENIUS programme, said, ‘Respecting the uniqueness of the individual is key when it comes to asking that first question ‘how can I help?’ because only then will we know how to help, and help quickly and effectively.

“ Our environmenal, health and safety policy is 99% safety, 1% health. I’d like to do something about that.” Bespoke occupational performance and mental health solutions.

Empowering people. Improving performance.

OCCUPATIONAL HEALTH

40 | RailStaff | September 2015

‘Often we are looking at the silent killer of performance, ‘presenteeism’ - at work but not performing, which saps the effectiveness of individuals and the collective performance of the organisation. Presenteeism often goes under the radar and unaddressed but because our practitioners are often in the workplace and people see results so quickly and tell their workmates; that underlines how GENIUS is unique.’

Why should we? GENIUS was introduced to the rail industry at this year’s Rail Safety Summit, where the banner on its stand quoting a client saying, ‘Our health and safety policy is 99 per cent safety, 1 per cent health - I’d like to do something about that’ really caught the imagination of delegates. Schofield said, ‘That statement clearly resonated with a lot of people but, ultimately, someone is going to have to justify any investment to shareholders. ‘Share price, performance of a business and the individual contributions of employees are inextricably linked; it is common sense that if more people are present and performing, they are more productive, and the bottom line is healthier. ‘Most employers in the UK rail sector

cite retention and recruitment of talent as a key barrier to performance due to skills shortages. ‘Case studies show that programmes like GENIUS can help address these two crucial problems, but it requires an organisation with vision to take the right steps.’

Keeping staff focussed and at optimum levels Alan Dick Communications, which provides end-to-end telecoms-based services to the rail industry, is one such company in the process of adopting GENIUS to support its workforce. Jason Pearce, managing director, said, ‘At AD Comms we recognise

our staff operate every day in high risk environments and on critical infrastructure. As such the wellbeing of our staff, and helping them keep to their optimum working levels, is crucial to us, and not only because a happy and motivated workforce is more productive. ‘Within the sectors we operate, there is quite rightly a focus on safety measures to prevent physical injury. We are of the view that mental wellbeing is as important a factor for the industry, and one that does not receive enough open discussion or focus. In a high risk environment the cost of people not being in the right state of mind could clearly have catastrophic impact.

‘At AD Comms we are innovators and that doesn’t just mean in terms of technology; it also means ensuring we work hard to provide the very best environment and support for our workforce. ‘We have been reviewing a portfolio of measures to help support our staff with their work wellbeing, and are always looking at new and forward thinking ways of doing this. We like the GENIUS model, which fits in with our brand as fresh, modern and different. ‘In a highly challenging market, we have to go the extra step to retain and attract the best staff, and we think the GENIUS programme will provide a USP to our business in doing exactly that.’

OCCUPATIONAL HEALTH

42 | RailStaff | September 2015

Understanding Report by Dr Steven Malleson

Occupational Health Physicians

It is generally accepted that work, health and wellbeing are connected. How can occupational health professionals help? What is an OHP? The aims of an occupational health service are to promote and ensure physical, mental and social wellbeing within the workplace. The Faculty of Occupational Medicine has developed the ‘Safe Effective Quality Occupational Health Service’ (SEQOHS) which is a voluntary accreditation scheme to help raise the overall standards of care delivered by occupational health providers and ensure that their services meet an accepted standard. The Occupational Health Physician (OHP) is a qualified medical doctor who has a higher postgraduate qualification in occupational medicine recognised by the Faculty of Occupational Medicine. The OHP must demonstrate competencies in this specialty and should ideally visit the workplace to advise on a safe and healthy environment. The OHP must be able to assess the fitness of workers for specific tasks. In particular this will include understanding the relationship between

specific medical issues and safety. Individuals will be monitored following appropriate risk assessments for potential hazards in the workplace. Case management of individuals with specific health or possibly disability concerns may involve recommending suitable alternative workplace modifications and other restrictions. In some cases this may also involve advising employers on whether an individual meets the necessary criteria for an ill-health retirement under the terms of relevant pension fund rules and criteria.

Where problems arise In my experience of many years of practising occupational medicine the main problem area seems to occur with management referrals. This is where an employer has a specific or perceived medical issue with an employee and therefore refers the individual for an occupational health assessment. This often reflects concerns about attendance levels attributed to sickness or possibly mental health issues or conflict between employer and employee. The most common complaints encountered from customer satisfaction

surveys are in various forms but commonly as follows: • OH only regurgitates word for word what the candidate is telling them. • They always take the side of the employee. • They always sit on the fence and do not give us clear directions. • They do not answer the questions we asked. • They include inappropriate comments and advice. • They do not support or give direction to his employers. From the employer’s perspective, these are often very valid criticisms, but why do they occur? The OHP is specifically trained in trying to assess a situation in an impartial manner to facilitate and enable management to deal with a problem. Although always acting within the professional duties of a registered medical practitioner, the OHP, unlike the GP, is not directly the advocate of the employee and any resultant report is essentially to cover the following points as appropriate to the particular situation. • Is the individual able to perform their substantive role? • If not what are the timescales for an

anticipated return to work? • Whether temporary or permanent adjustments assist in facilitating a return to work. • Whether there is likely to be any residual disability either temporary or permanent. • The OHP may give an opinion on disability under the Equality Act 2010 that may need to be considered. • Whether any future medical interventions will be required. • If the employer has indicated they may be considering termination of employment on medical grounds whether the individual would qualify under particular pension fund rules and criteria. • Whether there are any other interventions that management can undertake which are feasible within business and other operational considerations to assist in any form of rehabilitation. • If there is a medical reason which may have contributed to poor attendance or performance. To answer these questions effectively and give a comprehensive and valuable report to management then the OHP needs a clear and comprehensive referral.

OCCUPATIONAL HEALTH

Top Ten Countdown To get the best out of your OHP here’s ten points to consider in a management referral. Follow all ten to better obtain a useful OHP report. 1. Consent. It is often overlooked that this must be obtained before any referral. There is no value to a medical referral if the individual is not prepared to cooperate and is reluctant to be forthcoming. 2. Informed Consent. Consent will be invalid if the individual does not fully understand the reasons for the referral and the consequences and other possible sequelae. 3. Pre-referral discussion. This is essential to cover the first two points and also may be valuable to both parties in understanding the issues in the workplace and how they may be overcome prior to the OHP input. 4. Accurate completion of the referral documentation. Most OH providers use fairly standard management referral documentation that is sometimes overlooked by management or all the options inappropriately requested. 5. Reasons for concern. This is probably the most important piece of information on the referral documentation. What has precipitated the need for medical input allows the OHP to focus on the appropriate areas. The referral documentation above may not have all the appropriate options and therefore additions may be required to assist the OHP in the open field usually available on the referral form. 6. Specific questions. This allows the OHP to focus on the areas that the employer specifically wishes dealt with and also is very useful as it focuses the employer on what they might expect from the referral. 7. Background information. This is commonly omitted from the referral documentation and can be essential in any discussion with the employee as the OHP may then have the one version of events which might contradict that perceived by the referring manager.

September 2015 | RailStaff | 43

8. Options. As already stated the pre-referral discussion with the employee may give the manager some thoughts on what may be appropriately available within the workplace for the OHP to consider and advise accordingly. It should be remembered that the employee themselves can often be the best judge of their own capabilities and what they feel they can manage in any situation.

9. Information. Any relevant medical information such as GP “fit notes” or other medical reports should be included in the referral. 10. Post referral discussion. This can be a very useful management tool in moving matters forward and making sure that all parties are in agreement and understand the points made in the OHP report. This whole management referral

process is only of any value if there are some actions facilitated as a consequence. These points are general and can overlap in some areas but I think they can be summed up in one key word: communication. Dr Steven Malleson Chief Medical Officer Express Medicals

Cases of long term sickness recorded in the period of April 2013 to April 2014* – Breakdown of absences by illnesses: * Long term sickness is defined as an absence of 20 days or more.

32%

HEADACHE/MIGRAINE

1% 1% 1%

EYE/VISION

COUGH/COLD/FLU

EAR/NOSE/THROAT

1.25%

.75%

ALCOHOL / DRUG RELATED CANCER / TUMOUR

.5%

AUTOIMMUNE DISORDER

.75%

29%

Average duration of absence by illness 2013/14** (days): ** Figures include both short and long term illnesses.

SKIN CONDITION

PREGNANCY RELATED

4.5%

ACCIDENTS AT WORK

NEUROLOGICAL

GASTROINTESTINAL

.25% DIABETES

PSYCHOLOGICAL ILLNESS

HEART

7% 3%

RESPIRATORY

MENTAL HEALTH

MUSCULOSKELETAL 13.5 COUGHS/COLDS/FLUS 3.5 GASTROINTESTINAL 3.4

2% MULTIPLE AILMENTS

MUSCULOSKELETAL

OPERATION RELATED

.25%

MENTAL HEALTH 22.6

OTHER 9.6

TERMINAL ILLNESS

OCCUPATIONAL HEALTH

44 | RailStaff | September 2015

Learning lessons from around the world Report by Bryan Henesey Successful projects to improve working conditions for rail staff across the world have been recognised by the Institution of Occupational Safety and Health (IOSH) Railway Group. Imagine you’re operating a 2,500 km rail network which connects two major African capital cities, home to more than 4.6 million people. Add to that an ambitious plan to transform the line into the continent’s leading transport and logistics provider by 2020. That is the task facing Rift Valley Railways (Kenya) Ltd (RVR), operators of the line between Nairobi and Mombasa in Kenya, and Kampala in Uganda. As well as investing in the network to improve safety on the track, RVR is also striving to make its production workshops safer and healthier places to work. It recently concluded a project to change employees’ behaviour after finding a high number of injuries in its workshops were as a result of slips, trips and falling objects caused by poor housekeeping methods. A ‘5S’ method was introduced to enhance employee safety and cleanliness around five key themes - sorting, setting in order, shining, standardising and sustaining. Management also trained 29 workshop staff as workplace safety representatives to act as a go-between for employees to raise wellbeing issues and oversee the implementation of safety and health programmes at shopfloor level. As a result the number of reported injuries on duty across the company’s 25 workshops in Nairobi has reduced from 37 in 2011 to four throughout 2014. The amount of working days lost through injuries or ill health also fell from 207 in 2011 to just five in 2014.

Says Carlos Andrade, RVR Group chief executive, ‘RVR’s management identified the increasingly important need to focus on organisational factors that have an impact on the outcome of health and safety performance, with health and safety culture recognised as having a definitive impact. ‘That meant having visible safety leadership, commitment and accountability with the management engaging with shop floor staff and thereby nurturing a system that would change the culture, enable continuous improvement and substantially reduce injuries.’ Tom Nyaga, RVR’s occupational safety and health administration manager, said the company has rolled out similar measures at its satellite maintenance depots in Eldoret, Makadara and Mombasa following the scheme’s success. He said, ‘It has had a great impact on the staff and operations of RVR in the workshops and depots. As well as improving safety and health it has led

to improved productivity levels as it’s now easier to find parts and tools. ‘I had problems with getting staff to engage with it initially as some staff viewed the ‘5S’ concept as an unnecessary additional workload. I overcame this through training and appointing safety and health representatives for each and every shop. ‘We ensured all the supervisors adopted and practised the ‘5S’ system in all their depots.’

Inaugural winner The efforts by RVR - a core subsidiary of African infrastructure Qalaa Holdings - have now received recognition from the Institution of Occupational Safety and Health (IOSH). The institution’s Railway Group launched a new International Award this year to honour projects worldwide that have improved safety and health in the rail sector for employees and public. Judges selected RVR as the inaugural

winner of the award, highlighting the way that a relatively simple idea, promoted through training and good communication throughout the company, had positively changed workers’ behaviour. Mr Nyaga, who has worked in the rail industry for 15 years and in occupational safety and health for the last four years, said, ‘The entire RVR team is equally delighted for this win, not only in Kenya but also in Uganda as well. ‘The win has triggered an internal competition for innovative ideas and local solutions to workplace challenges amongst the various facilities and functions within the company.’ This improvement in performance and the corresponding decline in the rate of accidents is an achievement that RVR shareholders are extremely proud of, said Karim Sadek, managing director, Transport and Logistics at Qalaa Holdings. He said, ‘We have been actively involved in the turnaround efforts at

OCCUPATIONAL HEALTH

RVR for the past five years, through a multi-point rehabilitation programme that has seen the company make a quantum leap in operating standards. ‘Safety, reliability, increased hauling capacity, and simultaneous improvements to passenger and cargo service are at the core of the new RVR.’ The IOSH award received entries from companies based in Europe, the Middle East, Asia and Africa. They were judged by an expert panel which included representatives from IOSH and the IOSH Railway Group, the Office of Rail and Road (ORR) and the RSSB. GS Engineering & Construction in Singapore was highly commended for its ongoing work to making scissor lift machinery safer for workers constructing new railway tunnels. The company was inspired to act by past work-related injuries or deaths in Singapore related to the operation of scissor lifts - a type of mobile aerial platform used to work at height. GS Engineering & Construction started developing a height limit switch system last year and has created a piece of technology that automatically stops a scissor lift from extending and colliding with a tunnel ceiling or another overhead obstruction. The system uses limit switches on all four corners of the lift that are interconnected by nylon rope, and will trigger the switch if they come into contact with an obstacle. Mohammad Hafiiz, registered workplace safety and health officer at

September 2015 | RailStaff | 45

GS Engineering & Construction, said the system had the potential to help reduce the risk of both the lifts and workers colliding with tunnel walls. He said, ‘During the construction of tunnels there are many areas that require the use of a scissor lift. ‘Our hazard analysis noticed that if the scissor lift operator was unaware of the ceiling height and continued to extend the height of the scissor lift, there was a risk that they may suffer a serious injury or be killed if any part of the body became stuck in-between the scissor lift guard rails and the ceiling.’ Of the commendation, Mohammad added, ‘It is a strong motivation for us

to go further in future and to improve on our innovations. ‘What is most important is the end result. Safety is not just about winning awards or titles but it is about seeing our workers going back home safely every single day.’

New ideas Keith Morey, chair of the IOSH Railway Group, said publicising initiatives being employed worldwide not only raises the profile of the companies involved, but also gives occupational safety and health professionals some new ideas. He said, ‘We had a great selection

of entries submitted and trying to measure and compare them was a challenge, but Rift Valley Railways ticked all of the boxes. It was also felt that GS Engineering & Construction’s idea had potential to not only be used widely in the rail sector but to also be used in other sectors, such as construction. ‘Sometimes it’s not the complex, calculated answer that is going to solve the problem. Simple changes can have a big impact on people’s behaviour and give a much better solution.’ RVR will be presented with the award at the IOSH Rail Industry Conference 2015, due to take place at the Congress Centre in London on 25 November. Entries are currently open for IOSH Railway Group’s other annual award which recognises safety and health improvements in the UK rail industry. Like the international award, entries should be focussed around the theme of communication. The deadline for submissions is Friday, 25 September. More details are available at www. iosh.co.uk/railwaygroup, or by emailing IOSH Networks Officer Julie Littlejohns at julie.littlejohns@iosh.co.uk. The conference can also be followed on Twitter this year via the hashtag #IOSHrail15. Bryan Henesey works as a Media Officer at IOSH. For more details about the initiatives mentioned in this article, please email bryan.henesey@ iosh.co.uk

OCCUPATIONAL HEALTH

46 | RailStaff | September 2015

Rise of the Machines Why you shouldn’t fear the robotic revolution

Is it surprising that the mention of robotics and automation is often met with concern and unease, even fear. An entire brand of cinema has been built around unrelenting, murderous cyborgs. But it isn’t a fear of machines developing conscious thought and overthrowing their masters. Feel reassured that your smart TV is probably not plotting against you. It’s a fear of being replaced - the debate about driverless Tube trains is a case in point. Robots don’t take holidays or try and negotiate their contracts. In an industry with an infamous shortage of human skills, machines represent an alternative solution.

Assisting humans On 9 October, RSSB and RRUKA will set out the brief for a competition that will explore how robotic and automated technology systems can be applied more extensively within train maintenance to assist human technicians. It will look at how labour intensive jobs that currently risk long-term injury could be done by a machine or how automation could remove the risk of fatigue or complacency. The key word is assist. Putting the ethical debate to one side, the technology isn’t advanced enough to handle many complex tasks alone, without help from humans. Instead they are being designed to enhance what humans already do rather than replace. In fact, some research suggests that greater automation actually creates more jobs than it takes.

Says Geoff Pegman, managing director of robotics consultancy RU Robots, ‘In general, this doesn’t actually cut down on the manpower although it does allow you to do more jobs with the same manpower, so it actually speeds up the job somewhat.’ Look on track and around stations and you’ll see robots are already heavily employed in the rail industry. Tasks like welding, painting, cleaning and inspection are often automated. The TBMs that constructed Crossrail’s tunnels and the high output track plant vehicles are both modern day examples of rail robots. They are improving the way things are done on the railway. They are responsible for significant time savings and, in some cases, they remove risk entirely from tasks traditionally fraught with hazards. Drones, for example, that can carry out inspection tasks at height while the human operator remains safely on the ground, are becoming popular tools.

RSSB said the scheme would also consider the ethical and policy issues that greater automation would no doubt create. ’It will look at how the transition to robotics and autonomous systems can be carried out as smooth as possible,’ RSSB has said. We’re getting closer to having working environments where humans and robots work closely together, believes Geoff. He said, ‘There is an area where there’s still discussion going on with the safety people which is that of robots and humans working intimately together. ‘We are moving away from the old position where we used to think the only safe robot was one in a cage.’

Sci-Fi What does the future have in store? Could we see gangs of human-like androids out repairing the network or bionic ticket inspectors? Geoff believes the reality isn’t quite what science fiction would have us believe. ‘To be quite honest, the humanoid shape is, one, very expensive to put together; two, with current technology not that reliable; and three, not really appropriate for a lot of these tasks,’ says Geoff. ‘A robot vacuum cleaner is not a humanoid pushing a standard vacuum cleaner; it’s a little device that just runs around on the floor.’ An information day will be held on 9 October between 10.30 am and 3.30 pm at RSSB’s London offices. Visit the RRUKA website for more information.

NEWS

September 2015 | RailStaff | 47

Eye in the sky Poland’s national rail freight carrier has become one of the first in Europe to employ drones to guard against thieves on the network. Following a successful trial, the drones will now patrol the network full time, manned by a team of trained operators. PKP Cargo believes the drones have

been responsible for a 44 per cent reduction in the number of thefts on the network in the first half of 2015. The drone’s daylight camera can record an incident discretely from upto a kilometre away, and a thermal camera means the unmanned aircraft can be just as effective at night or in bad weather. Recordings captured by the drones, the largest of which is capable of travelling at speeds of 60 km/h, can then be used by police to prosecute individuals.

New trains for Merseyrail Merseytravel has produced a long-term rail strategy which recommends buying a new fleet of trains. The Long Term Rail Strategy (LTRS) suggests that new trains will be needed from the early 2020s to meet increasing demand and to replace the city’s ageing rolling stock. On October 1, the Merseytravel Committee will be asked whether or not to approve the £400 million procurement programme. If given the go-ahead, an OJEU will be published and a preferred bidder could be appointed within 12 months, Merseytravel has said. The LTRS had also considered the refurbishment of the existing fleet, which is approaching 40 years of age, but opted for new rolling stock. Says Merseytravel chief executive David Brown, ‘Doing nothing is not an option. The fleet is amongst the oldest

in the UK, and we want to ensure that we’re geared up to maintain the high standards people have come to expect from Merseyrail, as well as ensuring the fleet can cope with a significant increase in passenger numbers. ‘This is not just about new trains, but what they will enable us to do. ‘They will help us improve links within and beyond the city region, supporting our own ambitions and those of the wider ‘Northern Powerhouse’ agenda, as well as benefitting us in very real economic terms, stimulating the creation of jobs and contributing millions of pounds every year to the Liverpool City Region economy.’

Deploy UK Rail are a specialist blue and white collar supplier to the Rail Industry and LUL in Power, Signalling, Electrification, Telecoms and Civils. We have in-depth knowledge of supplying and planning Rail Safety Critical, Civils, Cabling, Troughing, Trades and Electrical resources to the industry specialising in 3rd Rail environments. Deploy UK Rail hold the following qualifications: • RISQS Approved via Audit 4* (Maximum achievable first audit) • RCC (Rail Contractor’s Certificate) to supply SWL (Safe Work Leaders) • RIPS (Railway Interface Planning Scheme) 4* (Maximum achievable first audit) • ISO 9001, 18001, 14001 • ROSPA Bronze We are part of the DE Group of companies which complements the services we offer in Rail by providing expertise in Demolition, Asbestos Surveying and Removal and H&S consultancy specialising in Principle Design Services to clients for CDM. We work closely with our clients to help them achieve their project goals by delivering a professional reliable service which is flexible and adaptable to the ever changing Rail and LUL environment. The core of our business is built up of professionals who have serviced both the recruitment and site requirements for over 10+ years each. We have strong client relationships built on trust and delivery. As a business we are able to supply a turnkey solution P.S.D.S (Plan – Supply – Deliver – Safely). Deploy UK Rail was created with the vision that we can provide a one stop solution to delivering client needs by going above and beyond expectation.

Burdett House, 15-16 Buckingham Street, London, WC2N 6DU Tel: 0207 434 0300 Email us on: railteam@deployuk.com

NEWS

48 | RailStaff | September 2015

Report by Andy Milne

Another Girl, Another Planet

ACoRP takes Torquay Torquay, scene of this year’s Community Rail Awards, has long been called the English Riviera. A wild seascape skirts a lush pastorale of Devonian countryside with the stark beauty of Exmoor nearby. Behind the esplanade and crashing surf stands the darker world of novelist Agatha Christie, who was born and brought up in the town. The famous detective Hercule Poirot is thought to be based on Belgian refugees Christie knew in Torquay as a girl. The hit TV series Fawlty Towers, starring Connie Booth and John Cleese, was set in the town. Cleese based the character of Basil Fawlty on the short-tempered proprietor of the Gleneagles Hotel, Torquay. Iconic movie ‘That Summer!’ was filmed in Torquay. The tale of skulduggery surrounding a swimming contest marked the first major screen role for Ray Winstone. The soundtrack remains a powerful testament to 1970s teenage angst. Songs like Eddie and

the Hot Rods: Do Anything You Want To Do and the Only Ones: Another Girl, Another Planet can only inspire supporters of a rail movement which, in its way, has become as integral a part of contemporary culture as the enduring stories of Cleese and Christie. As station adopters, CRP officers, volunteers and railway staff flock to the town, the Association of Community Rail Partnerships (ACoRP) is poised to celebrate a year of surprise and success. To paraphrase the Only Ones - ‘railways get under your skin, but I don’t mind it irritating…’ Only the truly obstinate can now pretend the phenomenon of railway expansion is just an inexplicable statistical blip, an enthusiast’s day dream. The public wants more railways and ACoRP’s Green Army is helping bring that about.

Stability It could all have gone so wrong. Faced with scaling down the massive budget deficit, funding for community rail partnerships looked precarious at the last general election. Would ACoRP have its budget slashed? Not

so, according to the magicians of Marsham Street. A political consensus has emerged over the last five years backing community rail partnerships as a cost effective way of boosting public transport and increasing ridership. Better still, the argument runs, CRPs help deepen private sector involvement and support for the communities the railway companies serve. If ACoRP is not primarily a slick lobbying organisation its message nevertheless cuts clean and clear through the fog of traditional big business obfuscation and is all the more respected for that. The DfT now sees community rail as an essential element of a rail policy aimed at making better use of local services and lines. The wider political question the CRPs help answer is how to close the gap between Whitehall departments, big business and high finance and the people the machinery of state and commerce actually serves. Big granite and marble institutions are a world away from local railways and yet if the politics of the age are to regain the trust of the individual, the

gap has to close. Thus community railways have unwittingly stumbled into a role that is now far more important than the initial ridership and refurbishment targets might suggest. Sustainable communities and a caring society are wonderfully showcased by CRPs. ACoRP has double cause for rejoicing this year at Torquay. A commitment to back community rail initiatives has been written explicitly into the new Invitation to Tender. ITTs are issued to companies bidding for a franchise and spell out what will be required of them. It’s an achievement ACoRP is particularly proud of. In effect ACoRP and the DfT are making it easier, in fact imperative, for the suits - investors, executives and management - to get in touch with their better selves. Says Neil Buxton, ‘This will help CRPs to find a new stability and marks the DfT’s recognition of ACoRP’s value. In turn this has led to an increase in our funding which will help us deliver against DfT’s aspirations. Quite extraordinary when you consider the current financial climate.’

NEWS

Youth In Fawlty Towers Connie Booth plays the part of Polly, an arts student working to pay her way through college. As a comic foil to Cleese, it is Polly who gets Basil out of trouble and proves far better able to run the hotel than her angular boss. It may be stretching a point but the rail industry in general needs more young people. The drive to recruit apprentices has never been greater. ACoRP is doing its bit. Says Neil, ‘We have been asked to put together a community rail based apprenticeship of our own. We plan to provide up to 10 places and the scheme is currently under development. We hope to have the programme ready for its first intake by autumn 2016. It will also help address the issue of succession both in ACoRP and its member CRPs.’ Community rail is a young and fresh addition to the railway landscape. Stalwarts include volunteers from almost every walk of life - railway staff, the recently retired, hoteliers mercifully none like Fawlty - clergymen, business people and university

lecturers. It is right that young people are encouraged to take up careers in this area of the railway as in any other. If the film ‘That Summer!’ was all about teenage angst in Torquay, ACoRP’s equally dramatic motion picture celebrates the triumph of a railway that now needs help from every demographic of the communities it serves. The Community Rail Awards brings together people from every part of the UK determined to drive up use of - and interest in - the greatest industrial asset bequeathed us: A railway sweeping decades of under investment, public ridicule and basket-case economics before it.

Afore Ye Go Last year, Scotland’s community rail partners swept the board and won the overall prize. Says Neil, ‘We’re continuing to work with ScotRail to help them develop their ‘ScotRail in the Community’ programme, which includes community rail.’ Last year’s sight of all the Scots on stage at the same time singing and cheering as the

Yorkshire Fire Brigade screamed along the Scarborough corniche will be hard to beat. ‘We’re also helping our colleagues in Wales to influence the Welsh Government in their thinking on community rail and particularly how that will feed into the forthcoming Wales & Borders franchise competition. There are also bold new developments on the Heart of Wales line, where the beginnings of more local control are being considered,’ adds Neil. Railways have their detractors, obstinate and wilful, that’s true. The industry will always struggle to win adequate investment, build HS2,

electrify the north, reopen local lines and win better, longer fleets. However, ACoRP’s annual Community Rail Awards now provides an inspired affirmation of what can be achieved. Difficulties can be overcome, the rocks and reefs of failure by-passed. Torquay sends a clear signal that the future will be better than the past. Community rail is helping close the gap between nervous authority and railway partners everywhere. Let the final word rest with local hero, Hercule Poirot. In a book appropriately entitled, ‘The Mystery of the Blue Train,’ he said, ‘I do not argue with obstinate men. I act in spite of them.’ Sound advice. Let’s celebrate in style.

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50 | RailStaff | September 2015

History of Russian Railways:

Opening of Tsarskoe Selo Railway.

Part 1 - The Tsars

Report by David Shirres

The statue of Tsar Alexander III in Irkustk erected to mark his support for the Trans Siberian Railway.

Russia has one sixth of the world’s landmass and has more water than any other country within its borders. With the construction of various canals - the first in 1709, by the early 19th century, its capital, St Petersburg, had three water routes to the interior. However, it took several months for lower Volga grain to reach the city as frozen rivers halted boats in winter. The attraction of railways seemed obvious. However, in the first of a three-part series on the growth of railways in Russia, David Shirres reports on the shaky start to what became one of the most impressive networks in the world.

After steam railways were built in Europe, their use in Russia was initially resisted as they were considered unsuitable for a country with long distances and harsh winters. However, in 1836 an Austrian engineer, Franz von Gerstner, convinced Tsar Nicholas I to authorise a demonstration line between the capital and his summer palace at Tsarskoe Selo. This was 23 km long and built to sixfoot gauge. The line took 17 months to build and opened on 30 October, 1837. It showed a steam railway to be a practicable proposition in Russia and carried 726,000 passengers in its first year but had little freight traffic. The Tsar approved Russia’s second railway for military reasons. This was a standard gauge line from Warsaw to the Austrian-Hungarian frontier. Construction started in 1839 but ceased in 1842 due to lack of funds. After the Treasury took over the line, it opened in 1848. Its first use was to carry troops to crush an uprising in Hungary.

The first useful railway St Petersburg to Moscow was the obvious route for Russia’s first commercially useful railway. At 644 km, it was also to be the world’s then longest double-track railway. For a barely industrialised country, this was a huge project for which Nicholas I set up a special committee to be chaired by his future heir, Alexander II. He felt the benefits of the line justified state funding. Construction of the railway started in 1843. It required extensive earthworks and 190 bridges. The Tsar wished the line to be a Russian enterprise. As engineers were scarce in Russia, almost all the graduates from the Imperial School of Engineering were drafted to the railway. An American engineer, George Whistler, was appointed a technical adviser. Fifty thousand serfs worked on the railway. For negligible pay, they worked long hours and were badly fed and housed. Several thousand died during construction. To establish a Russian locomotive industry, an American company re-

FEATURE

equipped the Alexandrovsk State Factory, near St Petersburg. This produced the 162 25-tonne engines, 2,500 freight wagons and 70 passenger coaches needed for the line. The company also trained Russian craftsmen and engine drivers. Unlike future railways, the line was well built. The Tsar took a close interest in its construction and wished no expense to be spared. It had a maximum 1 in 125 gradient and was almost a straight line, being less than 1 per cent longer than the straightline distance between the two cities. England supplied almost 1.1 million tonnes of rails for the line. Russian industry could only supply 10,000 tonnes. It opened on 1 November, 1851, after funding difficulties delayed its completion. Its first passenger train left St Petersburg at 11.15 and arrived in Moscow at 09.00 the next day, achieving an average speed of 18.5 mph. Traffic exceeded expectations, with 693,000 passengers in the first year. In 1856, it carried 1.2 million passengers despite the Tsarist regime requiring everyone to have permission to travel. The 168,000 tonnes of freight carried in 1852 rose to 380,000 tonnes by 1856.

The question of gauge This was the first railway built to the Russian five-foot gauge. It seems that Whistler successfully advocated a fivefoot (1524 mm) gauge as he considered the Tsarskoe Selo railway’s six-foot gauge to be expensive and unnecessary. At the time, it was not clear that British standard gauge would become widely accepted and there were five-foot gauge railways in America. One theory for the adoption of Russian gauge is that it makes it difficult for invading armies to use the Russian railway network. Whilst this was certainly the case in WW2, it is doubtful that Whistler considered this an issue. In 1970 the USSR adjusted its gauge to 1520 mm. Worldwide, there is now 227,000 km of 1520 mm gauge - essentially former Soviet Union countries - and 720,000 km of standard gauge. The next railway ordered by the Tsar was from St Petersburg to Warsaw. This was another railway built for military

September 2015 | RailStaff | 51

reasons. Work started in 1852 but funding problems delayed completion until 1863 when it was used by troops who crushed the Polish rebellion.

The railway that won a war By the start of the Crimean War in 1854, Russia had a relatively small rail network of 650 km. Afterwards, Russia’s defeat highlighted the need for more railways. This was evident by the success of Russia’s only railway close to the battle, one that was built by the British. As the Crimean War concerned Russia’s control of the Black Sea, the British and their allies had to take the Black Sea fortress of Sebastopol. In September 1854, the British landed in Balaclava harbour, about 13 km south of the fort. From here, a track climbed steeply to a plateau where 26,000 besieging troops were camped. As this track became impassable in winter, the troops received few supplies. Many died from cold, disease and malnutrition. When this became known, it was decided to build a railway. In February 1855, nine ships arrived in Balaclava with the required men and materials, seven weeks later the seven-mile railway was complete. Wagons were horse-drawn - until steam locomotives arrived in November - except for a winding engine on a

section with 1 in 17 gradient. Once operational the railway carried 240 tonnes a day. In April, this enabled an unprecedented intense bombardment of Sebastopol in which 47,000 shells were fired over 10 days. The railway also carried the first hospital train to transport wounded soldiers. Russia evacuated Sebastopol in August, leading to the end of the war in March 1856. Before leaving Crimea, the British showed their railway to Russian officers who were in no doubt that it cost them Sebastopol.

The railway boom When Nicholas I died in 1855, his son, Alexander II, succeeded him. Unlike his father, he wanted to expand Russia’s railways with private capital. In 1856, the Main Company of Russian railways was set up. This was mainly financed by French and British investors who were guaranteed a yearly 4 per cent return on capital. Within 10 years, it planned to build lines between the Baltic and Black Sea, Moscow and Nizhny Novgorod and complete the St Petersburg to Warsaw line. It was not a success. Progress was slow and it soon exhausted its initial capital. However, railways were also built by other companies, including

some to the Donets coal basin. Almost all these lines were ‘pioneer railways’ in which poor construction standards were accepted to speed construction with the intention of improving the railway later. Lightweight rails limited locomotive weight and hence the size of freight trains. This remained a problem until well into the Soviet era.

Railway Kings Russia’s railway network was 5,147 km in 1866. In this year, the government set up a railway fund and produced an expansion plan based on economic requirements. Railway proposals were not authorised unless they were part of this plan. This spurred a railway boom that was to treble the size of the network in the following decade. This boom was used to encourage domestic production. Prior to 1866, 87 per cent of rails and 60 per cent of locomotives were imported. By 1899, after various government initiatives, there were 13 steel rail factories producing half a million tonnes per year and only 16 per cent of the 5,196 locomotives delivered were imported. As elsewhere, this boom brought ‘Railway Kings’ who were more concerned with increasing their own wealth than operating efficient railways. In the 1870s, a special

Tver Station on Moscow to St Petersburg Railway circa 1860.

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52 | RailStaff | September 2015

Train crosses ice of Lake Baikal in 1904 before completion of the around lake.

visit to Vladivostok, laid a stone to mark the start of work in the east. Work at the western end started in 1892. When the line reached the River Ob in 1895, the city of Novosibirsk was founded. This is now Russia’s third largest city. The seven-span 790-metre bridge over the river was completed in 1897. Prior to then rail ferries were used.

Greatest Challenge

commission investigated the railway’s poor performance following the Turkish War. Its recommendation for through car working was mandated in 1879. Increasing government dissatisfaction with private railways was such that by 1883, it provided 80 per cent of all railway investment.

French connection From 1866, this enormous investment came from the railway fund, initially created by the sale of Alaska and the St Petersburg to Moscow railway. In the 1880s, loans from France became the main source of funding as part of a relationship led to the 1894 FrancoRussian Alliance. This treaty and Russia’s financial dependency resulted in some railways being constructed to serve French strategic interests with little domestic benefit. One such railway was a 1,688 km line to Tashkent that Tsar Nicholas II approved in 1901, despite objections from his ministers. Although there was already a railway to Tashkent from the Caspian Sea, this was not connected to the Russian network. Hence, the French required a line to be constructed from Orenburg in Russia to speed up troop movements to threaten the British in Afghanistan. Its construction took four years and was completed in 1905. The original 1,850 km line to Tashkent from the Caspian Sea was built in two stages and completed in 1898. It included a 150 km stretch through

the shifting sands of the Kara Kum desert, leaving tracks hanging as the sand blew away until a continuous embankment solved this problem.

Building the Trans-Siberian In the 1880s, there were proposals for a line through Siberia to the Pacific for protection against foreign powers and to develop the area. A railway would enable mass immigration from the overpopulated European Russia where there was frequent famines. Before the railway, there was some emigration to Siberia but around 20 per cent of those making this difficult overland journey perished.

The Trans-Siberian line was an epic project made possible by the enthusiasm of Tsar Alexander III and the organisational genius of his Minister of Finance, Sergei Witte. He saw the railway as part of a bigger scheme involving emigration and economic development and co-ordinated railway construction with other projects such as building a line from the Urals for metal products and re-equipping waterways crossing the route to deliver materials. Alexander III agreed to Witte’s proposal for a high-ranking committee to drive the project. This was chaired by his heir, Nicholas II, who in 1891, on a

O class locomotive standard freight locomotive introduced in 1898.

Just east of Irkutsk, reached in 1898, was the greatest construction challenge - the cliffs along the southern tip of Lake Baikal. This 97 km section required 39 tunnels, 470 bridges / culverts, and 29 km of retaining walls. Until this was completed in 1904, two ice-breaking ferries, one of which carried trains, were required to cross the lake. These were built in Newcastle and dismantled for transport to Lake Baikal where they were rebuilt twoand-a-half years later. Construction of the line from the eastern shore of Lake Baikal to Chita took from 1895 to 1900. From Chita, Vladivostok was reached by a railway through Chinese Manchuria that was started in 1897 and completed in 1902. This was 600 km shorter than a route through Russia and intended to extend Russian influence in China. After Russia lost its war against Japan in 1904, it was decided to build the Amur Railway from Chita, as the line through Manchuria was vulnerable - after Japan invaded China in 1931 it was converted to standard gauge. This was a difficult line to build as floods prevented use of the valley floor. At Khabarovsk, it required a 22-span, 2.3 km bridge over the River Amur. Work started in 1908

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September 2015 | RailStaff | 53

and lasted eight years to complete the current 9,286 km Moscow to Vladivostok route. The Trans-Siberian line was a ‘pioneer railway’, which resulted in frequent derailments and traffic backlogs. Yet it met its objective of developing Siberia. In its first 10 years, it carried over three million immigrants to Siberia and carried a large amount of, mainly agricultural, freight traffic including high-value farm products. By 1911, trains with Siberian butter for Europe ran directly to the ports and Siberia supplied half the meat consumed in St Petersburg and Moscow.

Eve of the revolution At the start of the 20th century, the government was increasingly concerned about the railway’s performance. Although traffic was increasing, they continued to lose money and there was an increasing freight backlog. In 1906, this was 210,000 carloads. There was inefficient management, corruption and supplier cartels. Nevertheless, Russia’s railways had supported a sevenfold increase in the country’s industrial output over the previous 40 years. In 1913, Russia had 20,000 locomotives, 31,000 coaches and 475,000 wagons. Its railways carried 76.8 billion tonne/km of freight and 244 million passengers, in both cases almost double the 1903 figures. The main freight traffic was coal (22 per cent), grain and flour (13 per cent) and timber (9.5 per cent). The Donetz area

Khabarovsk Bridge over River Amur during construction. accounted for 38 per cent of all freight. With a network of 70,500 km in 1913, Russia had almost twice as many railways as Britain. After a late start, by the eve of World War One it had become a significant industrial

power. However, this had drawn hundreds of thousands of peasants to the cities where they were exploited, lived in appalling conditions and were clustered together. This, and the repressive Tsarist regime, triggered

the abortive 1905 revolution. When combined with the horror of WW1, it was to lead to further revolution and civil war. The railways would play a significant role in this next part of Russia’s history.

Growth of Russian railway network up to 1913 80,000 70,500

70,000

1913

Kilometres

60,000 50,000 40,000 30,000 20,000

1850

1860

NI ZH NY

0 1840

1880

1890

1900

1910

MONGOLIA

CHINA PERSIA

AFGHANISTAN

UNDER CONSTRUCTION

MANCHURIA RAILWAY

VL AD IV OS TO CK

IR KU TS K

NO VO SI BI RS K

OM SK CASPIAN SEA

TRANS-CASPIAN RAILWAY

TA SH KE NT

OR EN BU RG

DO NE TZ BLACK SEA

1870

TRANS-SIBERIAN RAILWAY

M OS CO W

SE PA ST OP OL

PE TE RS BU RG

NO VG OR OD

10,000 1920

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54 | RailStaff | September 2015

Report by Andy Milne

The Secret Chord That David Played This summer, Dave Sheldon, 48, has been working out on track and is looking forward to taking up a full-time job with First Structure. For the last four months the one-time armed robber has gone through PTS, railway induction and various other courses as part of a backto-work programme for prisoners run by Intertrain in Doncaster. If his Parole Board appearance goes off OK, Dave will be taking up a new career on the railway and living back at home with his wife, Wendy. As the rail industry expands its recruitment of apprentices, students and professionals from other industries, one little-noticed but rich vein of talent is being quietly mined by rail chiefs tapping into programmes of prisoner rehabilitation. At first glance it seems an unlikely alliance - rail boss meets bank robber. However in the railwayâ&#x20AC;&#x2122;s case, the arithmetic sees altruism coinciding with urgent need.

Intertrain, Ballycommon and several more contractors - with the approval of Network Rail - are overcoming an innate society-wide suspicion of the criminal and getting a growing number of ex-offenders back into work. Itâ&#x20AC;&#x2122;s not easy in a nation that locks up more men and women annually than any other

country in the EU. Initial schemes were greeted with derision by the press. Exoffenders were thought to be working on the WCML near Bridego Bridge - scene of the Great Train Robbery. The press managed to imply masked platelayers were leaning on their shovels awaiting the arrival of the Glasgow Mail.

Second Chance However, the rail industry has several advantages in this field - being impervious to press criticism is one of them. First, the railway has long sought out staff from overseas - Irish navvies built much of it. After the Second

Left to right Dave Sheldon, Andy Kitchen and Keith Jessop.

FEATURE

World War, the railway recruited from Italy, the West Indies and the Commonwealth. More by luck than judgement, admittedly, the railway was multi-cultural long before it became fashionable. Secondly, it’s always been a case of needs must. With passenger volume now double what it was in 1948 and punters piling on to half the amount of track available back then, the need for new staff to build, electrify, upgrade and crew an expanded network has never been more urgent. Thirdly, hard-nosed recruitment officers have taken to scouting out schools and universities, other engineering set ups - like coal mining - as well as teaching and the armed services. Like the armies of old the railway is not overly concerned about a person’s past. Suitability checks are stringent, certainly, but it has to be said the rail industry is more prepared than most to give a man a second chance.

Camaraderie Alex Pond at Intertrain is taking on ex-prisoners and training them up with the basic skills needed for life on track. ‘This industry needs motivated individuals we can place with teams out on track and in a variety of other roles from civil engineering to train maintenance. The deal is the industry gets new staff - often very well suited to the work at hand - which we train. The wider country benefits as former criminals take up paid employment in an industry where no day is like another. It reduces reoffending.’ Says Neil Moore deputy governor HMP Hatfield, a category D prison in South Yorkshire, ‘This is their chance to get back into a useful life…’ Moore says Hatfield houses 260 prisoners and has 80 out on work placements. The equation for success is simple, according to Moore. Newly released prisoners need three things: paid work, a place to stay and the support of family and friends. Take this away and the chances of reoffending increase. These are men who prison authorities deem are set on putting their past behind them. The government, behind the usual hang ‘em high bluster, now backs the idea of getting prisoners into work. This is important as training has to be paid for. It’s bridging that initial

September 2015 | RailStaff | 55

gap - from a prisoner turning up on day release and getting skilled up for life on the track and then starting work and picking up a pay cheque.

Bridge into life Figures for reoffending are astounding. Over half of released prisoners will be back inside within a year. The cost of reoffending is thought to total over £10 billion a year. The reasons are varied and it is easy to be simplistic. However, one factor is the high rate of illiteracy in prison - many prisoners cannot read or write. Holding a job with a criminal record is tough enough, but the simple business of surviving in a world full of digital info, Kafkaesque bureaucracy, rotas and risk assessments defeats many. The nub is the bridge from prison, to training, to work. Funding is not enough and the bridge too often collapses like a scene out of the Lord of the Rings. Ex-prisoner Erwin James, author and columnist for the Guardian newspaper, sums the matter up succinctly. ‘If they need education, let them have it. If they need work skills, give them training….’ Get this right, the argument runs, and the criminal is permanently removed from society - the prisoner effectively leaves that persona behind. ‘These simple measures are all it would take to bring about better public safety and cost efficient outcome, ensuring that more people come out of prison able, willing and motivated to be good neighbours,’ says James, who was released 10 years ago.

Any more like you? Does prisoner rehabilitation work? ‘We’ve taken on quite a few over the last four years,’ says Jimmy Wilson, rail director, Ballycommon. ‘Often for friends and people we know and now Intertrain. We have a 90 per cent success rate - that is people sticking with the scheme. Yes, we can say it is a success.’ Ballycommon has a strong background in civil engineering which has translated with some aplomb to the rail industry. Wilson runs the rail

division from offices in Rotherham. Ballycommon is involved in signals and telecoms, main line upgrades and renewals. For him ex-prisoners do well and reward the amount of effort he and colleagues like Austin Harrison put in. One, Anthony Pankhurst, formerly of HMP Hatfield, took up full time work at Ballycommon and sees the new job as the answer to a prayer. ‘The people here have been very patient and very kind,’ says Pankhurst. ‘If I don’t understand something they’ll go through it again.’

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56 | RailStaff | September 2015

The job means a fresh start for the former robber, who was sentenced to seven years for conspiracy to burgle. Married with five children, life is a struggle but the future is looking brighter now. He’s been working with various railway gangs at Ballycommon and has done well. The other rail staff, he says, have been welcoming and genuine. Erwin James agrees both prisoners and the rail industry benefit. ‘I remember when I was finishing off my sentence in Blantyre House prison in Kent, the local rail yards were training and employing prisoners in rail maintenance. This was Railtrack. The prisoners who took part loved the hard graft, and the trainers hailed the prisoners as the best employees they had in the area. A pal of mine went into the yard looking for a job. He’d applied for over a hundred jobs without success. The foreman was desperate for workers so gave my pal a chance. After a few weeks the foreman said, ‘Are there any more like you in there?’ That yard became the biggest employer of prisoners from Blantyre House.’

Reformed prisoners have a great deal to prove and make good employees. ‘I’ve spoken to a number of CEOs who have employed prisoners and all agree that they make excellent employees in the main. There are occasional hiccups, but prisoners have so much to prove,’ says Erwin James.

No need to rush What hiccups might these be? Jimmy Wilson again. ‘We sent back one guy he was just too full of himself and did not gel with the teams out there. I just didn’t feel he was safe out on track nothing criminal but a safety issue.’ According to Wilson the lad later thought about this and persuaded the authorities to give him another chance. Second time out he made it into fulltime employment. Wilson, a one-time PE teacher from Sheffield, won’t compromise on safety. Personal tragedy saw to that. ‘What I am very strict on, some say regimented, is basic knowledge - it’s the best way to guarantee safety. All my staff must have a first aid ticket. As well as PTS, new recruits do track induction courses and basic railway safety. We’ll

integrate them into our teams and get feedback from foremen, gangers, and the COSS.’ There’s no need to rush into extra responsibility. ‘I am all for upskilling but only after six months’ experience out on track. We made Anthony Pankhurst a look-out and he’s doing really well. We’ll look at making new people up to crane controller or COSS after a year to 18 months.’

Loss and grief Wilson’s no nonsense attitude to safety dates back to 2003 when a main line team he was connected with suffered a fatality. ‘I knew the lad who died and his mum - in fact I’d grown up with her. I had to meet her as she came out of the morgue. She’d been to identify her son. I’ve never forgotten that. Her loss and grief underline every safety briefing I’ve delivered ever since.’

At the root of the rehabilitation effort is the assumption that every prisoner, no matter how bad their crimes, can turn their life around, give up crime and make a contribution. Is this not naive? Seven years into his sentence, Dave Sheldon started to think about his life and where it was going. ‘I turned a corner, started wanting to improve. I must have read 1,000 books inside.’ Dave, who had been a noted boxer in his youth, went on to study for a degree in sports physiology. ‘I was worldly wise but very naive, uneducated,’ says Erwin James, who went on the run after committing murder and joined the Foreign Legion. His work as a writer has latterly opened a window on the unguessable world of the convict. ‘Over 20 years, I met every sort of criminal and they had committed every type of offence you can imagine. Almost all of them

Erwin James found the family he’d never had in the ranks of the French Foreign Legion.

FEATURE

September 2015 | RailStaff | 57

would at some point say they had not made a conscious choice to be a criminal. No one was where he wanted to be.’ In the darkness of his first few years inside, one psychologist reached out to Erwin James and suggested he start to read. More out of respect for her than anything else James started out on a programme of structured reading. An Open University degree in history followed. Again encouraged by staff he submitted articles to the press and eventually produced an award-winning series of columns for the Guardian. James was released 10 years ago. The delight at creating an article and seeing it published fired his imagination and brought him real hope. The upshot was a greater and enduring commitment to writing. The book, ‘Redeemable: A Memoir of Darkness and Hope’ by Erwin James will be published next February.

Clock in my heart This commitment to hard work by Pankhurst, Sheldon and James mirrors Alex Pond’s experience with prisoners at Intertrain. ‘They get stuck in, that’s my experience,’ says Alex Pond. ‘Often we turn up unexpected skills. One guy had done roofing, another knew a bit about welding. On railway courses, we get excellent feedback from our instructors. These people are keen to learn, and whatever their background, can hold their concentration.’ Time keeping is important, and walking into other courses at Intertrain Pond emphasises this time and again to apprentices and new staff. All-night possessions are only a few hours long leaving little room for stragglers. This reasoning finds an unexpected echo with the railway’s HMP recruits. No body of men understands the passing of time better than they. The years tick by and older prisoners make good recruits. Age is not the problem on the railway it might be elsewhere. Says Jimmy Wilson, ‘A lot depends on age range. We get people coming out of prison in their mid 30s and 40s and quite often they’ve had enough and want to change their lives.’ Wilson makes sure hours and opportunities are parcelled out equally. There’s ample chance to advance.

Jimmy Wilson Rail Director Ballycommon, left, with a new starter and Keith Jessop, right.

Feel valued ‘We make sure they feel valued, feel part of the team. Most important of all is to keep them engaged in what they’re doing. It’s good money. It keeps them in work. It’s a role and a career in a real industry,’ says Wilson. Part of the reason for the railway’s relative success is its almost tribal identity. Ask track workers and train crew from Dollands Moor to Polmadie who they work for and the answer is almost invariably, ‘I work for the railway.’ Pond emphasises this point. The rail industry has a sense of togetherness, a camaraderie, which is hard to quantify. This sense of belonging can take over from the failed identities of the past. Erwin James made an interesting remark about the legion. At Castelnaudary in the south of France for basic training he found a rigid system that prized honour and faithfulness, effort and victory over individualism. ‘I found that being a legionnaire presented an ordered way of life that offered the possibility of redemption from past sins and failures. For me, it was the family I had never had.’

Sadly James had already committed the murder that would land him in jail for 20 years. After two years in the Legion, he gave himself up. At his trial the court was shown a letter of commendation sent by his commanding officer in Calvi, Corsica. In a way his new family had tried to help - giving James a glimpse of how life could have been. ‘I wished I had joined long before my life went down the drain,’ he said. Perhaps the colonel’s letter and later letters from legionnaires on Corsica nurtured the genesis of the future writer.

Changing the future Prisoner rehabilitation is a strange story and it remains a scandal that so few make it back into mainstream life. Jimmy Wilson, Alex Pond and the quiet cohort of railway managers and foremen they represent are not only actively closing the skills gap in railways but are making a significant difference to the lives of many previously unreachable people. Rehabilitating offenders is not easy and the public remains deeply sceptical. However out there on track the welcome of unassuming

railwaymen is helping to replace suspicion with trust and substitute friendship for hatred. The rail industry, with its hard-nosed approach to integrity and knockabout humour, embraces a wider ethic beyond the tortured strictures of the justice system. The new staff are doing well; their contribution benefiting the places and people the railway serves - proof surely that everyone deserves another break. Dave Sheldon took that second chance. ‘I’m over the moon, I can’t tell you. It’s been a lifeline, a job and good training. I’d never have got this far without Alex and the instructors at Intertrain. I can’t thank them enough. I’d like to thank my wife, Wendy, for sticking by me.’ Getting prisoners back to work makes sense for the railway, the treasury and future victims of crime. However, there’s a deeper moral issue. In a true civilisation, forgiveness and redemption should inform the moral compass of us all. Such daring makes for a brighter future for our country and our children. It takes courage to do what is right. The final word rests with Dave Sheldon. ‘I am ashamed of what I did. Although I can’t alter the past, I can change the future.’

YOUNG RAIL PROFESSIONALS

58 | RailStaff | September 2015

Young Rail Professionals A Call to Action Young Rail Professionals (YRP) is seeking support and collaboration in a cross-industry effort to inspire the next generation to join the booming railway industry. Gathering support from far and wide, and speaking with employers, professional institutions, educators, STEMNET, and government, YRP is proposing a National Rail Week to commence in 2016. Vision for National Rail Week

YRP Western at Temple Mills Depot.

Our vision is to focus on promoting the railway industry as a great place to grow and develop a career, as well as inspiring and developing young people on the various career paths in the rail industry. Our YRP Ambassadors team is a group of young professionals already working in the industry that have a passion to â&#x20AC;&#x153;Get Ahead and Give Backâ&#x20AC;? by working with other young individuals and providing advice on career options in the rail industry. We do this by supporting rail industry recruitment fairs, working with

schools, colleges, and universities and supporting third-party events across the UK. We see National Rail Week as a way for our YRP Ambassadors and wider leadership to work with cross-industry bodies, professional institutions, railway industry employers and educators to promote the railway industry in a united effort, nationwide, for an entire week. We wish for the railway industry to open its doors and bring in young people, their parents, their teachers and their careers advisors to see first-hand the exciting projects and sites which are delivering the future sustainability of the UK. We also wish for the railway industry to reach out, through seminars, public events and schools outreach, to promote its many inspiring opportunities and messages for young people, brought together under a single banner of a National Rail Week. We have gained the enthusiasm of government and of the national STEMNET coordinators to rally them in backing this initiative and helping it reach as far as possible across the nation.

Who will be involved in National Rail Week? Our YRP Ambassadors are the face of our industry, providing young people with a unique insight into the great careers the industry has to offer. We aim, in tandem with partners from across the railway industry, to inspire young people (ages 1119 years), educators and careers advisors, by raising awareness of career opportunities in the railway industry. Each promoter of National Rail Week can contribute in unique and constructive ways. For example, rail industry employers can arrange site visits and presentations to bring young people into their companies, but they can also commit their graduates, apprentices and other employees to go out into schools and deliver seminars and events in the community. Professional institutions can hold seminars, stage outreach events and provide members to volunteer for schools outreach. All of the above arrangements could be coordinated through the regional branches of YRP, for local support across a national network of motivated

YOUNG RAIL PROFESSIONALS

Benefits to Railway Industry Companies National Rail Week will lead to a result that is greater than the sum of its parts; with large-scale buy-in across many companies and institutions, the positive publicity for the achievements and career opportunities in the rail industry will reach a zenith in the public consciousness across Great Britain, under a united banner of National Rail Week. Participation in a National Rail Week will showcase railway companies, raising profiles at local, regional, and national levels, with educators, the media, and the general public. Showcasing can help increase their respective attractiveness as an employer, enhance business contacts, community relationships, and the all-important staff retention and recruitment. With the support of the YRP Ambassadors Committee to arrange

local outreach opportunities, National Rail Week also allows for a largescale, coordinated effort to develop employees’ presentational skills, giving staff the opportunity to inspire, encourage and engage groups of young people. A National Rail Week will positively influence future generations: it’s not just the students you will be reaching, but also those who have an influential role in their lives - their teachers. The messages which you give to students also inform their teachers, who can propose the railway industry when talking to their students about potential career options. Through successful teacher engagement, you will be reaching generations of students, who will be the future leaders of the railway industry. Enquiries from companies large and small, from educators, and from enthusiastic people (of all ages) in the industry are all welcome! To learn more about the National Rail Week proposal, and to lend the support of yourself, your company, or your organisation, please contact: julianna.moats@youngrailpro.com

YOUNG RAIL

AUTUMN

PROFESSIONALS

‘15

YRP EVENT

WELCOME TO RAIL

This event series introduces young professionals who will talk about the challenges and successes that they have experienced to date in the rail industry. YRP will be organising multiple “Welcome to Rail” events across the regions.

For more information, visit www.youngrailpro.com/events

DVV Media (Railway Gazette)

Morson ATKINS

TRE

ATOC IET

Porterbrook DEG Signal Ltd

RGS Executive Aspin Group

University of Birmingham

volunteers. YRP can work closely with educators, employers and professional institutions in each region to deliver monumental local impact as part of a national dialogue.

September 2015 | RailStaff | 59

TRAINING

60 | RailStaff | September 2015

McLoughlin launches

skills strategy

Crossrail chairman Terry Morgan has been appointed by the government to produce a strategy to address the sector’s substantial skills challenge.

During a visit to the National Training Academy for Rail (NTAR) in Northampton, which opens in October, Transport Secretary Patrick McLoughlin said the government’s ambition was to see 30,000 apprenticeships created across the rail and road sectors over the next five years. The National Skills Academy for Railway Engineering (NSARE) has predicted a shortfall of 8,000 skilled workers over the next 10 years, with traction and rolling stock showing the most acute shortage. NTAR, which has been jointly funded by NSARE and Siemens, will go some way to addressing that need. McLoughlin said the development of an industry strategy has been on the radar for some time. ‘Things like this don’t happen over night,’ says McLoughlin. ‘This has been in the planning for a few years now, and has been talked about for a few years, so it’s not something that we’ve suddenly woke up to and said ‘gosh we’ve got a terrible skills shortage’… We’ve been working on getting facilities like this up and running.’ Morgan, who is also chairman of the shadow board at the national HS2 college, said, ‘It’s vital that we develop the workforce of the future, ensuring the transport industry has the right people in the right place at the right time, and crucially with the right skills, to deliver this unprecedented programme of infrastructure work.’ The skills strategy will look to encourage diversity in the workforce, upskilling and a co-ordinated national approach to training. Talking about the role major projects play in attracting young people to the rail sector and the importance of ministers demonstrating a commitment to these schemes,

McLoughlin said, ’There’s no doubt about the big projects. London Bridge, the electrification of the Great Western, and as I say Midland Main Line and Trans Pennine route are paused they’re not stopped. They’re how do we get the best deal for both the taxpayer and also the travelling public.’ Network Rail is investing £55 million in seven new training centres around the country in Basingstoke, York, Swindon, Larbert in Scotland, Walsall, Bristol and Paddock Wood in Kent. Says chief executive Mark Carne, ‘We need a highly skilled workforce to enable us to deliver our multi-billion pound railway upgrade plan and a network fit for the 21st century. ‘That’s why we have a steadfast commitment to training and developing everyone from apprentices and graduates to up-skilling our 35,000-strong workforce and others across the industry with the latest digital, technical and engineering skills. ‘We know this investment pays off with 83 per cent of the 2,000 apprentices trained since 2005 still working for us and contributing to a safer and better railway every day.’

This has been in the planning for a few years now, and has been talked about for a few years, so it’s not something that we’ve suddenly woke up to and said ‘gosh we’ve got a terrible skills shortage’

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CAREERS

62 | RailStaff | September 2015

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