RailStaff Jan/Feb 2020 by Rail Media

JAN/FEB 2020 | ISSUE 264

WHERE THE TRACK DOESN'T REACH RHOMBERG SERSA'S NEW MACHINE GROUP

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PLUS NEWS PEOPLE FEATURES HEALTH & SAFETY CAREERS

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STING ICH IS INVE H W , R T G S OMBS VISIT MES GRAHAM CO ESHIP SCHE IC T N E R P P ITS A HEAVILY IN

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Together we are replacing half of the country’s train fleet new for old In 2020, passengers are going to see over 1,000 extra, better train carriages arriving on our network

Investment Report 2020 Britain’s rail companies have published a joint investment report for 2020, with the industry committing to delivering over 1,000 extra services a week for passengers and introducing 1,000 new carriages in the year ahead. In total, an estimated £20 billion will be invested in running and upgrading the railway in 2020. The investment report builds on the industry’s long-term plan to improve passenger and freight services which will benefit customers, the people working together on the railway, communities and the economy. Thanks to your efforts, significant progress has been made since this plan was published two years ago with more than 2,500 brand new carriages already introduced and over 4,000 extra services running each week, improving journeys and better connecting communities across the country.

By the mid-2020s, over 11,300 extra trains a week will have been added to timetables, an overall increase of almost 10 per cent. This is alongside 8,000 new train carriages over the same period, an increase of 1,000 on previous plans and equivalent to replacing over half of the nation’s trains new for old. Passengers are also benefitting from hundreds of upgraded train carriages which are being refurbished like new. We congratulate all of those who have been a part of this step change in improving our railway. 2020 looks to be an exciting year for rail.

Read the report at www.bigplanbigchanges.co.uk

CONTENTS JAN/FEB 2020 | ISSUE 264

CAN WE DO BETTER IN 2020? | 16

In his regular safety article, Colin Wheeler asks "will a change of government and the Williams report change the rail industry?"

A BAD DAY ON THE P-WAY | 20

Historian Dr Mike Esbester looks at one of the worst days of the year for track accidents.

SHAFTED? | 28

Graeme Bickerdike reports on plans to reopen a disused West Yorkshire railway tunnel as part of an ambitious new cycle path.

NEW TRAINS FOR OLD | 32

Train operators around the country are introducing new and refurbished fleets to improve the passenger experience.

TACKLING REOFFENDING | 41

Training prisoners for a career in rail helps them become productive members of society upon release.

32 41

T H G I L T O P

4 ACH |c2ome E R 'T N OES a has RACKthDat Rhomberg Sers T E rials on H te T a m WHEReETaylor discoversw way of handling Graham ompletely ne ac up with es. it s rk o w

IT'S ALL ABOUT PEOPLE | 46

Graham Coombs visits GTR, which is investing heavily in its apprenticeship schemes to improve the skills of both existing staff and new recruits.

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Staff

RAILSTAFF JAN/FEB 2020

Paul O’Connor

Editor:

Nigel Wordsworth

Production and design:

Adam O’Connor

Matthew Stokes

Track safety:

Colin Wheeler

Advertising:

Asif Ahmed

Craig Smith

What is news?

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With Stewart Thorpe having moved on to pastures new - we wish him well - it falls to me to both edit this month’s RailStaff and to pen these words of wisdom. In compiling the news section, it made me think about what constitutes ‘news’? In these days of 24-hour radio and television, internet news sites, blogs and social media, news is immediate. Which makes things difficult for a monthly magazine. Even waiting until the very last moment before we go to print, it can be 10 days before you read what we have written, making our news stale and out of date. Instead, we can look at news that is a bit more timeless. Things you may have missed, or may not have considered in the way that we do. Two good examples of our difficulty are the Williams and Oakervee reviews. In September 2018, Keith Williams was tasked by government with conducting a “root and branch review” of the structure of the whole rail industry and the way passenger rail services are delivered. He was asked to make recommendations for reform that prioritise passengers’ and taxpayers’ interests, and to submit his findings and recommendations so that a government white paper could be published in autumn 2019 and reform could begin in 2020. The general election scuppered that timetable and, as of 4 February, neither the report or the white paper has been seen. There is much speculation, but if we were to tackle any of it as ‘News’, the whole situation could change while RailStaff is at the printer. It’s the same with HS2. Douglas Oakervee was asked to chair an independent review into whether and how to proceed with HS2. ‘Root and branch’ wasn’t mentioned this time, but he would consider the project’s benefits

and impacts, its affordability and efficiency, deliverability and scope, as well as its phasing, including its relationship with Northern Powerhouse Rail. A final report was to be sent to the Secretary of State, with oversight from the Prime Minister and Chancellor of the Exchequer, by the autumn. That deadline was missed too, although draft copies of the report were leaked - twice. To the Times in November and then to the Financial Times in January. Rumours abounded - the project would be scrapped, terminated at Birmingham, go ahead but be delayed. No one really knew, and the report’s author said it was only a draft and didn’t necessarily reflect his final views. But again, if RailStaff gets involved in the speculation, however well informed we might be, the whole project could be cancelled - or confirmed - while our pages are being printed. Which is why RailStaff doesn’t cover the ‘latest’ news. What it does do, in this issue, is look at careers in the rail industry, with articles on recruitment, apprentices and training (drivers on trains and track workers in prisons, no less!). Lots of new trains seem to be appearing on the network. We look at the new arrivals and celebrate the departure of an old friend. And, of course, as our German colleagues love to say “last not least”, we look at safety. Regular contributor Colin Wheeler looks at the latest issues and asks whether 2020 will be better than 2019. So that’s the first RailStaff of 2020. I’ve enjoyed editing it - I hope you will have equal enjoyment reading it. If you do, let me know. If you don’t, let me know that too - we can all learn from our mistakes. nigel@rail-media.com FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

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There will be several new faces at this year’s Infrarail as more major companies come onboard the UK’s definitive railway infrastructure exhibition.

Influx of new exhibitors at Infrarail

The 13th edition of the event will see Olympia in London transformed for three days from 12 May, with industry showcases, presentations and a lot of networking. Among those exhibiting for the first time will be: • Bender UK - market leaders in electrical safety; • Fujikura - leading manufacturers and suppliers of superior quality power and telecommunications products; • Norwegian company Elkem - leading producers of high-quality silicon-based advanced materials and related products, presenting the benefits of using Microsilica in rail networks; • Exception PCB - European time-critical and technology-driven PCB manufacturers, offering a global service to over 32 different countries. This year’s Infrarail will again have an international flavour, building on the 2018 event which saw visitors from more than 40 countries and representatives from Atkins, Arup, Balfour Beatty, CAF, Costain, DfT, Keolis

Amey, Kier, Skanska, SNCF, TfL, Transport Scotland and Trenitalia in attendance. There will also be a comprehensive supporting programme, including seminars, debates, live demonstrations and discussion forums, attracting managers, engineers and buyers. The event takes place at the Olympia

What the Dickens? A letter rediscovered by the National Railway Museum has revealed that a railway mishap caused Charles Dickens to go without his prize turkey on his last Christmas. Written by the ‘A Christmas Carol’ author in 1870, the letter is a response to an official from Great Western Railway, which accidentally set fire to a parcel containing a 30lb turkey which was destined for Dickens’ dinner table. In the Christmas week of 1869, a horsebox laden with parcels from Hereford caught fire near Hanwell station, destroying the contents. Mr Kingett, from the Great Western Railway, wrote to the senders, one of whom was Charles Dickens, to explain the circumstances RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

and to apologise. Dated two months after the incident, and four months before he died, Dickens writes: “Sir, in reply to your letter I beg to say that I have no doubt my Christmas fare was destroyed by an unavoidable accident, and that I bore the loss with unbroken good humour towards the Great Western Railway Company. Faithfully Yours, Charles Dickens.” It is not known if Dickens ever found a replacement turkey for his Christmas dinner. The letter was kept by Mr Kingett, who was the Superintendent of the Great Western Railway parcels department at Paddington station, and it was later published in the Great Western Railway Magazine in 1908. Ed Bartholomew, lead curator at the National Railway Museum, said: “Every now and then, we are fortunate to uncover a hidden gem in our railway archive, which stretches back more than 200 years. “Dickens played a key role in popularising the image of Christmas as we know it today, which included the then luxurious choice of turkey in A Christmas Carol, instead of the more traditional goose. “The bleak irony of this discovery is that the man who did so much to shape our Christmas experiences may himself have been left with an empty stomach on his last ever Christmas day. Hard times indeed.”

London - an iconic landmark famous for its stunning Victorian architecture, magnificent galleries and ornate barrel-vaulted roof. The venue also has excellent travel links to London and beyond. For more details, or to make a stand reservation visit www.infrarail.com

Loco named after 80-year-old driver A long-serving train driver has been honoured by having a locomotive named after him. Dave Darwin began his railway career as a 15-year-old when he started at Barrow Hill in January 1955. He progressed to fireman, then driver’s assistant, and finally realised his ambition to be a driver at Worksop Depot in 1973, albeit on diesel locos. For a time, he was even a representative for this magazine, then called RailStaff Select. Following retirement in 2004, he returned back to where it all started, working as a volunteer driver at Barrow Hill, doing shed shunts and special event workings, duties which he still performs today at the age of 80. As a belated birthday present - his actual birthday is in September - colleagues at the Roundhouse, the Harry Needle Railroad Company and other companies based at Barrow Hill decided that a loco should be named in his honour. He was therefore thrilled and surprised to unveil the nameplate “Dave Darwin” on Class 20 number 20905 - a class of loco he has worked on for 60 years and one which he still gets the chance to handle as shed shunt or at a special event.

RAILSTAFF JAN/FEB 2020

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Alstom wins £642 million contract to refurbish Avanti Pendolinos All 56 electric Pendolino trains deployed on the West Coast main line will be overhauled under a contract worth approximately £642 million over seven years that has been agreed between the route’s new operator, Avanti West Coast, and Alstom, which built the fleet. The contract includes a £127 million upgrade programme of the Pendolinos, believed to be the biggest train upgrade programme ever undertaken in the UK, as well as an agreement for Alstom to maintain them until 2026, alongside a new train fleet recently ordered from Hitachi. As a result of this arrangement, 100 additional

highly skilled roles will be created, mostly based at Alstom’s Transport and Technology Centre in Widnes, with hundreds more existing engineering jobs secured at key depots in Glasgow, Liverpool, Manchester, Oxley and Wembley. The first of the revolutionary tilting Pendolino trains entered service on the London to Glasgow route in January 2003. The overhaul will focus on onboard facilities, with passengers benefitting from more comfortable seating, improvements to the shop, revamped toilets, better lighting, new interiors, and the installation of at-seat chargers and improved Wi-Fi throughout. Performance will also be improved through new maintenance programmes.

Network Rail floats canal plan The Leeds and Liverpool Canal will be brought back into industrial use in 2020 when it’s used to transport goods to help replace a Victorian railway bridge. Goods and materials will be transported by barge as part of work to replace the bridge between Rishton and Church & Oswaldtwistle stations in Lancashire. At the same time, a pontoon will also be placed on the canal at Rose Grove to create a safe working space for engineers to strengthen another railway bridge. The work is part of a £3.95 million investment by Network Rail to improve journeys on the East Lancashire line, which runs between Blackpool, Greater Manchester and West Yorkshire. Mark Overum, area operations manager from the Canal & River Trust, said: “It’s great that Network Rail is using the Leeds & Liverpool Canal to transport goods along it, instead of using the road, and we’re pleased to be working with them on this project. “The Leeds and Liverpool Canal is a fantastic resource for all to enjoy so we encourage people to spend some time by the water, as we know that improves people’s health and wellbeing.”

Autism Awareness at Thameslink Fifty Bedfordshire adults with autism are excited to be getting involved in activities at their local railway station thanks to a new partnership with Thameslink. Autism Bedfordshire has become an official station partner of Luton Airport Parkway, cementing the existing rapport between the charity and rail operator. The new partnership will see the autistic adults meet station manager Joe Healy, go behind the scenes at the station to get an insight into operations and learn about staff roles. They will also take part in ‘Try a Train’ days, giving them the opportunity to learn about rail safety and train travel. Other activities will see the adults working alongside an art therapist to create a mosaic for the London-bound platform 1 and look after the floral displays at the front of the station. Coming up soon is Autism Awareness Week (30 March - 5 April), which the adults will mark by holding a bake sale for rail users to raise money for Autism Bedfordshire. GTR’s community engagement officer Andrew Chillingsworth added: “It’s very important that we have all sectors of the community involved in our stations. Local stations are very much a focal point of the community, so it’s great to have local people involved.” FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

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RAILSTAFF JAN/FEB 2020

One station opens, another closes

Crossrail delayed until 2021 In November, Crossrail boss Mark Wild announced that the Crossrail programme, which is building Transport for London’s new Elizabeth line across London, would be delayed until the first quarter of 2021.

Scottish transport secretary Michael Matheson officially opened Robroyston station on 16 December. The £14 million station - Glasgow’s 60th - is located between Stepps and Springburn on the Edinburgh to Glasgow via Cumbernauld line, one of five lines linking Scotland’s two largest cities. Construction of the station, on the site of a previous Robroyston station as well as a marshalling yard, began in September 2018. Michael Matheson said: “This ScotRail-led project has used an innovative construction method and taken little over a year to complete, on time and within budget. Not only has it secured significant savings to the public purse, it has also given us key learning for future rail projects. This really is an excellent example of partnership working at its best.” ScotRail said the new station will unlock further economic development in the area, with a proposed 1,600-house development nearby, and connect Robroyston and Millerston residents to Scotland’s two largest cities. Just one month later, the Department for Transport announced that Network Rail had proposed the closure of Newhaven Marine station. The station is effectively closed already, and this application just formalises that. Newhaven Marine, along with Newhaven Town and Newhaven Harbour, is one of three stations in the East Sussex town, the other two being Newhaven Town and Newhaven Harbour. It was originally built to provide rail passengers with access to the Newhaven ferry terminal and was served by through trains from London Victoria. However, in the 1980s, the Newhaven ferry terminal was relocated north to a section of the port closer to Newhaven Town station. Passenger services into Newhaven Marine were slowly reduced until 2006, when services were suspended following safety concerns over the dangerous condition of the station canopy. Both the canopy and the station building were demolished in 2017. RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

Since then, the situation has changed again. In a release dated 10 January 2020, he said: “We are doing everything we can to get this railway finished and open. We continue to make good progress, with the central section now reaching substantial completion, and we are increasingly confident that Bond Street station (above under construction) will be ready to open with the rest of the railway. “We have a comprehensive plan to complete the Elizabeth line and the milestones we must hit during 2020, including the testing of the signalling and train systems and safety assurance, but there are no shortcuts to delivery of this hugely complex railway. “Our latest assessment is that Elizabeth line services through central London will commence in summer 2021, but we are aiming to open the railway as soon as we can. This forecast assumes a period of time will be required to undertake intensive operational testing. The key focus for everyone on the Crossrail project is commencing intensive testing of the Elizabeth line as soon as we can in 2020, to enable passenger service as early as possible in 2021.”

80 not-out Thameslink’s oldest member of staff revealed he has no plans to retire after turning 80 last December. Platform assistant Siggy Cragwell, who works at Elstree & Borehamwood station, has worked on the railways for 57 years and still plays cricket for England. Aged 23, Siggy came to Britain from Barbados as part of the Windrush generation, helping the British government fill vital jobs in hospitals, railways and hotels. He landed in Southampton on 7 March 1962, after an 11-day voyage, and started work as a cleaner in Marylebone station the very next day. “I remember it was strange because it was very cold,” he said. “They paid for everything, found us somewhere to live and we paid it back as we worked.” Over the next 17 years at Marylebone, he worked as a fireman, stoking steam engines, and a chargeman, supervising cleaners and the men who shunted the trains around the yard. He was then promoted to supervisor at Cricklewood Yard, where he also shunted trains himself. He was at Bedford when he was poached to be a stores manager at Luton, then someone saw his abilities and pinched him again, this time to be a platform supervisor at St Albans, in 1990. In 2002, he arrived at Elstree & Borehamwood.

A cricketing all-rounder, Siggy started playing for the British Railways League in the 1960s before he joined Gordon Hill’s BRSA Enfield Club, now known as Holtwhites & Trinibis. He’s played for London University, a Thames TV side, and has 14 caps to his name, batting and bowling for the England Over-70s. In one memorable season seven years ago, his side played Australia in three two-day tests and won all three. Siggy said: “What I like is mixing with people and conversing with them, getting to know them. I have hundreds of friends and I don’t even know their names. Even the youngest come looking for me.” After turning 80, he’s clear what his future plans involve. “I retired once when I was 65, but came back to work four weeks later,” he added. “I was never a pub man, a smoker or a betting shop man, so there was nothing for me to do. I play a lot of cricket, sometimes three times a week, and I think if I can do that I can work. I can’t sit at home and do nothing.”

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Higgens returns to ISS

ISS Labour has appointed its former chief executive Simon Higgens as a company director. The former Royal Engineer has spent the last two years at Amey but rejoins labour and service supplier ISS to take up the newly created role of group business development and strategic partnerships director. In a statement, ISS Labour said that after securing a “positive” round of CP6 work it is targeting “significant growth in the next few years”. In his new role, Simon, who was CEO between 2014-17, will

be responsible for identifying and nurturing supply and partnership opportunities to support the expansion of ISS Labour. He said: “The business has seen strong growth in recent years and we have diversified and expanded our service offering significantly. “ISS Labour is able to supply a UK-wide complete delivery service in track renewals, projects, OLE, S&T, maintenance and minor works. We’re involved in rail projects and civils, as a labour provider and a supplier of site lighting, fencing and other services.” Gary Beeston, managing director of ISS Labour, added: “Simon has an exceptional knowledge of the people and priorities of our industry. “I have known him for several years and believe he’s ideally placed to help us fulfil our ambitious development plans for the future.”

GB Railfreight appoints new chair James Cooper, the former CEO of Associated British Ports and also Red Funnel Ferries, has been announced as the new chairman of GB Railfreight (GBRf). He also counts Infracapital, BNP Paribas, and Hambros Bank as previous employers.

Mellors on the move Former South Western Railway (SWR) boss Andy Mellors has taken up the newly created managing director of nonfranchised businesses role at First Rail.

New CTO at Balfour Beatty Balfour Beatty has created a new technology leadership role to support its growing focus on technology and innovation. Chris Johnson, previously the group chief information officer and procurement director, has been appointed to the chief technology officer post, which he takes up with immediate effect.

He retains accountability for IT and procurement. Under Chris’ leadership since 2015, Balfour Beatty said it has mapped out and executed steady improvements in operational and back office processes. This will now be accelerated in three core areas: project delivery through technology, digital project information and engineering excellence. Balfour Beatty Group CEO Leo Quinn said: “Our industry is probably a generation behind manufacturing in deploying technology to drive efficiency and innovation – as well as historically resistant to learning and applying lessons from other sectors. “As a market leader, Balfour Beatty must lead this change to drive continuous improvement across our business and ensure we are the best positioned to

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John Smith, GBRf managing director, said: “As a business, we have entered an exciting time and James’ wealth of experience will help us meet and exceed our ambitious growth plans. The industry continues to evolve and innovate, and James is best placed to lead us into the future of rail freight.”

deliver for our clients, despite skills shortages in all aspects of construction and engineering. Combining this with our ongoing procurement cost management underpins our vision of profitable managed growth.” Chris added: “With enhanced BIM modelling, virtual reality, drones and laser scanning to name but a few, new technologies and data, when adopted, embedded and utilised effectively, have the power to transform the infrastructure and construction industry through lowering cost, improving quality and transparency and enhancing safety. “Across Balfour Beatty, there are unrivalled opportunities for real step changes that will help drive improvements and innovation for the infrastructure and construction industry as a whole.”

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Hull Trains, Tram Operations Ltd (the operator of London Trams) and FirstGroup’s East Coast open access rail company, which is expected to begin operations in 2021, will all be overseen by Andy. Mark Hopwood, previously the managing director of Great Western Railway (GWR), takes over as the interim managing director at SWR while Matthew Golton, GWR’s deputy managing director, will step into Mark’s shoes. Steve Montgomery, who oversees First Rail, said: “Andy Mellors brings with him a wealth of experience gained over many years in the industry and has worked hard to improve services for customers at SWR since the beginning of the franchise.”

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Matt moves to NCS

Dugher steps down at NCB

Recruitment expert Network Construction Services (NCS) has turned to Matt Traynor and his 17 years of railway experience as it looks to expand on its existing client offering.

Tim Dugher has completed his term of office as chairman of the Network Certification Body board and will step down in March 2020. The recruitment process has commenced for his successor.

Joining the business as operations director, Matt will focus on developing a wider portfolio of services for NCS, which is based in the West Midlands and part of the Pertemps Network Group, the UK’s largest privately-owned recruitment business. He brings with him a wealth of experience, industry knowledge and expertise that he developed from project managing multidiscipline, complex renewal projects through to setting up and running a successful HSQE and compliance consultancy business. “By putting all of these skillsets together,” Matt said, “I aim to help relieve the pressure

“Tim has served eight years, almost from the beginning of NCB, and has been enormously influential in the development and success of the business. I have been very grateful for his support.” said Sam Brunker, managing director. Tim responded: "It's been a great pleasure to have been part of the evolution of the NCB business from start-up to established player in the certification market, and I’d like to pay tribute to all the staff in the NCB team who have played their part in making the business what it is today. They should all be very proud.

that businesses are under by delivering high quality training and recruitment services that are valued by each and every one of our clients.” Passionate about safety and placing it at the heart of everything he does, Matt has spent a lot of his career building high performing teams, whilst attracting, developing and retaining great talent for his businesses and clients. He will now focus on expanding NCS’s delivery capability and to create a wider portfolio of services to clients.

Ilecsys Rail and Tony Harris join forces Ilecsys Rail has announced that Tony Harris has joined the team as Technical Manager. Tony’s vast experience and product knowledge will enable Ilecsys Rail to re-evaluate the current product roadmap and add to the current Class II product mix. He will be

providing additional technical support to the already strong engineering and sales teams. He will be promoting the signalling power product and services to the existing customer base and introducing them to new customers. Lewis Westbury, managing director of Ilecsys Rail said: “The team is now stronger than it has ever been, and we are moving into 2020 to make some large gains in our sector.” Tony Harris responded: “I am looking forward to working with such a proactive team at Ilecsys Rail and helping to move the business forward strongly in 2020.” The Ilecsys Rail team: (L-R) Lewis Westbury, Tony Harris, Peter Dickson.

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“I’d particularly like to thank the leadership team, with whom I’ve worked closely on the board over the last eight years, for embracing the challenges that have emerged along the journey. NCB is in good hands with Sam at the helm, and I wish him and the team continued success as the company develops to meet future market demands.”

New general manager in SVR's Jubilee year The Severn Valley Railway has announced it is starting its Jubilee year with a new general manager at the helm. Helen Smith, the first woman to hold the role, has taken over from Nick Ralls, who left to join the Ironbridge Gorge Museums Trust as chief executive. Helen brings with her a wealth of experience within the visitor attraction sector - her most recent role being Deputy Director at the Tank Museum, Bovington in Dorset, a £30 million Heritage Fund project with over 300 vehicles and a £4.6 million tank rebuild and restoration workshop with an active apprenticeship scheme. Helen joins the SVR as it celebrates the 50th anniversary of its official opening in preservation and she says she intends to make

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it a memorable one for the railway and the thousands of visitors it is set to welcome on board. “The SVR is an incredibly important attraction for the region and I am thoroughly looking forward to building on the great work that has already been achieved by the team here,” she explained. “Taking on the role in this very special year for the railway has even more resonance for me and I can’t wait to lead it into a very bright future, ensuring that it is a fabulous place to work, visit and volunteer.”

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RAILSTAFF JAN/FEB 2020 Sources: Esri, USGS | Esri UK, HERE, Garmin, FAO, NOAA,

Potential EWR station

Potential EWR station area

Existing train line

Existing train station

Potential new Network Rail station

Potential new Network Rail station area

Guided busway

Waterbeach

Histon

Milton

St Neots

Sharnbrook

Cambourne (new)

Cambridge North

Caxton

B1040

Abbotsley

Ravesden

St Neots / Sandy area (new)

Comberton

Dullingham Cambridge South (Could form part of EWR)

Haslingﬁeld

Wimpole

Sandy Potton

1 A1

Trumpington

Great Eversdon

Gamlingay

Blunham

A603

Toft

Barton

B1046

Great Barford

Bedford (modiﬁed) Bedford St Johns

Bourn

Great Grasdsen

21 A4 Renhold

Towards Ipswich

Cambridge (modiﬁed)

Clapham

A428 Croxton

Wyboston

8 A119

Hauxton

Shelford

Harston

Great Shelford

A1 30 7

Orwell

Foxton Wrestlingworth

Kempston Hardwick Wixams A4 21

Shepreth Whittlesford Parkway

Cotton End

Meldreth

Biggleswade

05 A5

Bassingbourn

A13

The preferred route for the new railway between Bedford and Cambridge has been announced by the Secretary of State for Transport, the Rt Hon Grant Shapps MP.

Bar Hill

Towards Kettering, Corby & Leicester

00 A6

East West route from Bedford to Cambridge announced

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A1 4 Papworth Everard

Towards Norwich

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Towards Peterborough

A10

Preferred route option area

Royston

Towards Hitchin & London

Towards Stanstead Airport & London ,

Towards Luton Airport & London

Haynes Towards Milton Keynes & Oxford

East West Rail is linking Oxford with Cambridge in three phases. Phase 1, Oxford to Bicester, was delivered in 2016. Phase 2, from Bicester to Bedford, is underway and being delivered by the East West Rail Alliance - Network Rail, Atkins, Laing O’Rourke and VolkerRail. However, the section between Bedford and Cambridge will need some new sections of route to be built. Key sections have been

reused for other purposes since the original line was closed in 1968. Five potential routes were announced in January 2019. Three took a broadly southern route through South Cambridgeshire via Bassingbourn and two took a broadly northern route via Cambourne. Of these, Route E ran from Bedford Midland station, south of St Neots and the Tempsford area, through Cambourne and on to Cambridge. It was described as the most expensive option (£3.4 billion at 2015 prices) as it would require potentially complex

links with the Midland main line. However, the Sandy station would not need relocation and this route would result in an Oxford to Cambridge journey time of 82 minutes. In announcing that Route E was the chosen one, it was stated that this route would represent the best value for taxpayers, returning the most benefit for every pound spent. It was also the most popular option with people who responded to the 2019 consultation and will deliver the best opportunities for supporting and enhancing the environment.

Siemens plans £6 million innovation hub

Siemens Mobility has revealed plans for a leading research, development and innovation centre for the UK rail industry in Goole, East Yorkshire.

The centre is proposed to be built at the Goole 36 enterprise zone site, close to junction 36 of the M62 motorway, and is aimed at accelerating the adoption of technology within the rail industry.

people just like you!

The £6 million building will be the first phase of an innovation cluster known as the Rail Accelerator and Innovation Solutions Hub for Enterprise (RaisE), which will complement a £200 million train manufacturing facility being developed by Siemens Mobility on a neighbouring site. RaisE is backed by a network of partners from the UK rail industry and higher education, with a key focus on providing research and development support. It will also offer a high-quality facility for start-ups and small and medium enterprises (SMEs) predominantly linked to rail industry supply chains and will include spaces for collaboration, possibly on a cross-sector basis. The project is linked to the development by Siemens Mobility of its new factory to manufacture and commission trains for the UK market, including 94 tube trains for London’s Piccadilly line.

TBF membership costs just £1 a week and covers the member, their partner and dependent children.

Helping to make a difference 0300 333 2000 www.tbf.org.uk

Transport Benevolent Fund CIO, known as TBF, is a registered charity in England and Wales, 1160901, and Scotland, SC047016. TBF_Banner_Adverts_18X3_190x50.indd 3 RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

29/08/2018 16:40

RAILSTAFF JAN/FEB 2020

NEWS

New lounge for Hartlepool Train operator Grand Central has installed new waiting room facilities for passengers at Hartlepool station as part of a £2.6 million station investment programme across its network. The programme is part of the train operator’s ongoing commitment to enhance customers’ experience on board, online and at stations. Grand Central has breathed new life into the formerly unused station building to create a new customer lounge, providing wireless charging points alongside significantly improved seating space with breakfast bar style workstations.

In conjunction with the lounge facilities, featuring artwork celebrating Hartlepool’s iconic HMS Trincomalee and the town’s extensive transport heritage, Grand Central has also refreshed the station’s common areas, giving it a fresh and welcoming look. As part of its station investment programme, Grand Central will also be carrying out refurbishment projects at Sunderland, Eaglescliffe, Thirsk, Bradford Interchange, Brighouse, Mirfield, Wakefield Kirkgate and London Kings Cross. The station renovations are being delivered in partnership with JMD Developments and with as little disruption to passengers as possible.

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NEWS IN BRIEF RIA hits 300

The Railway Industry Association (RIA) has reached a record 300 members, welcoming global technology company IBM as the latest organisation to join. The news was announced at RIA’s Annual Parliamentary Reception, attended by more than 200 politicians and rail players from across the railway industry. The company received its membership certificate from RIA chief executive Darren Caplan accompanied by Graham Stuart MP, International Trade Minister with responsibility for Investment.

And its Birmingham New Street at number 5

Birmingham New Street station is now the fifth busiest in the country, according to latest figures. The station handled 47.9 million passenger entries and exits in 2018/19, 3.5 million more than the previous year and a rise of eight per cent. Birmingham New Street is once again the only station outside of London to feature in this year’s top 10 busiest stations in the annual figures published by the Office of Rail and Road. It also leapfrogs London Euston to take fifth place in the rankings. London Waterloo remains the busiest station overall.

Poor security results in £1.2 million fine for DB Cargo

DB Cargo (UK) has been fined £1.2 million, with £27,873.03 costs, after being convicted under the Health and Safety at Work Act at Wolverhampton Magistrates’ Court. A 13-year-old boy suffered life-changing injuries after receiving an electric shock from 25,000-volt overhead line equipment at Bescot Yard freight terminal in Walsall on 1 June 2017. The boy and two 13-year-old friends gained access to the freight terminal through a hole in the fence next to adjacent playing fields. Two of them climbed on top of a train, where one suffered a devastating electric shock from the overhead power lines, sustaining 40 per cent burns and life changing injuries. The second child had burns to his hand and a broken arm. The investigation revealed that DB Cargo was aware that members of the public were often gaining unauthorised access to the site, with 35 incidents documented between July 2012 and June 2017. On 28 May 2017, just a few days prior to the incident, DB Cargo recorded that several youths had been spotted clambering over locomotives.

Call to improve National Rail Passenger Survey

The Office for Statistics Regulation (OSR) has published an assessment of the National Rail Passenger Survey (NRPS) statistics produced by Transport Focus. It concluded that “the NRPS statistics, while substantially meeting the standards and including some areas of best practice, need development and investment to fully serve the public good”. While the report found that the NPRS is a valued and important data tool, it highlighted two significant areas to address. Firstly, the survey only measures passenger satisfaction in the spring and autumn each year and therefore does not capture the impact of passenger journeys outside of these periods. Secondly, the OSR felt there is a need to develop measures and capture broader passenger satisfaction based on an operators’ overall level of service, and not just with the last journey taken. When asked by RailStaff who should pay for these more in-depth surveys, the OSR replied that it was calling for a collaborative solution by “Transport Focus, the Department for Transport and the rail industry to enhance the public value of these important statistics, so that they can be relevant and underpin an evolving rail industry”.

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South Wales Metro hub The opening of the South Wales Metro Infrastructure Hub at Treforest represents a key milestone in the transformation of the valley railway lines. It will play a fundamental role in the delivery and future maintenance of the Metro. For the first five years, the hub will primarily be used as a material distribution centre. After the first phase of transformation, it will then evolve into a maintenance depot until the end of the current rail service contract. The project management offices will be home to over 200 employees, creating a centralised location for Metro work over the next few years.

James Price, Transport for Wales CEO said: “Through unifying rail, bus and active travel routes, the South Wales Metro will significantly improve connectivity throughout South Wales and provide access to jobs, leisure and other opportunities for the people of Wales. “Our investment will see over 170km of track electrified and the upgrading of track and signalling along with the creation and improvement of station facilities. “Revolutionising transport for local communities, this phase of the South Wales Metro will bring quicker journeys, greater capacity, more frequent and reliable services with the offer of more affordable travel.”

Registered charity no. 1120447

The best is yet to come At Woking Homes, the warmth of our welcome is matched only by the highest standards of care. When people have worked hard throughout their life and have been committed to helping others, we think they deserve extra cherishing. We are a railway charity and the only residential facility in the country dedicated to providing residential and respite care primarily for former railway employees and their close family members. At Woking Homes, we provide a secure, relaxed and homely environment in which the care, wellbeing and comfort of residents are of prime importance. Our philosophy emphasises the individuality of everyone within our home. Prospective residents are encouraged to visit the home to sample the atmosphere and level of service. Sometimes a short-stay of two or three days can be arranged to “feel the way”. Please call for a brochure or visit our website to find out more: Telephone: 01483 763558 Email: administration@woking-homes.co.uk Web: www.woking-homes.co.uk

Woking Homes, Oriental Road, Woking, Surrey, GU22 7BE

‘Support on Life’s Journey’ Railway Mission - Supporting Railway People Since 1881

“Going through a rough patch?” “We’re here for you” Please support your railway chaplains www.railwaymission.org/giving Please consider Payroll Giving Payroll Giving is a ﬂexible scheme which allows anyone who receives their pay through payroll to give regularly and on a tax free basis to the charities and good causes of their choice. Payroll Giving donations are deducted before tax so for every £1.00 that you give it will only cost you 80p, and if you're a higher rate tax payer it will only cost you 60p. Payroll Giving (also known as Give As You Earn or workplace giving) is a valuable, long term source of revenue, providing regular income to help charities budget and plan ahead more eﬀectively. Employees can choose to support any charity of their choice with a regular donation direct from their pay. Its cheaper because its tax free - for example, a donation of £5 per month costs the basic rate tax payer £4.00 (the taxman pays the rest!) Higher rate taxpayers- the only way to pass on your 40% or 45% tax to charities. Only 28% can be recouped via other ways of giving. Charity number in England and Wales: 1128024 Scotland SC045897

TRACK SAFETY

RAILSTAFF JAN/FEB 2020

REPORT BY COLIN WHEELER

CAN WE DO BETTER IN WILL A CHANGE OF GOVERNMENT AND THE WILLIAMS REPORT CHANGE THE RAIL INDUSTRY?

2 Colin Wheeler.

019 was not a good year for the rail industry in terms of safety. In his regular article for RailStaff, Colin Wheeler looks forward to 2020 and hopes for a better performance. Is a fatality-free decade possible? In last year’s December edition of RailStaff, I drew attention to one of the CP5 (Control Period 5) initiatives - “Transforming Safety and Wellbeing Strategy so as to eliminate fatalities and major injuries by the end of 2019”. Well that didn’t happen did it? Did anyone get downgraded, sacked, retrained or lose their bonus as a result? I know not, but there were fatalities last year and major injuries (not to mention a number of near misses.) I must admit to some impatience for the publication of the RAIB class investigation which began on 24 January last year titled “Factors affecting safety-critical human performance”. I believe it may lead to significant improvements in rail safety.

My hopes and prayers for this new decade are for better outcomes in 2020 and, indeed, throughout CP6! I hope the reactions to the delayed publication of the Williams’ report will assist the industry in doing better. Meanwhile, near misses with track-workers and on level crossings yet again feature this month…

Kirtlebridge, Dumfries and Galloway near-miss

In a news story, the Rail Accident Investigation Branch (RAIB) outlined the circumstances of a near miss that occurred on 14 November last year. At around 9.02am, a group of track-workers undertaking a track inspection “narrowly avoided being struck by a train travelling at 125mph to the south of Kirtlebridge on the West Coast Main Line”. There were no injuries, but the CCTV images from the train cab are chilling to say the least. RAIB plans to issue a Safety Digest.

Norwich Road level crossing

On 24 November last year, a four-coach Class 755 passenger train was approaching

Track workers at Kirtlebridge head for safety as recorded from the cab of the train approaching them at 125mph.

this crossing on the Norwich to Sheringham route and the crossing barriers were in the down position with the warning lights flashing. The train was travelling at around 45mph. When the train was just 200 metres away from the crossing, the barriers lifted and the warning lights went out! The train was unable to stop but, incredibly, no vehicles were struck, although one car was caught on CCTV passing in front of the train just a quarter of a second before the train crossed over. The crossing equipment was installed in the year 2000 and includes a predictor system. This device detects the speed of approaching trains and ensures that the interval between barriers lowering and the passing of each train is similar, irrespective of the train speed. The train involved was part of a new fleet that has been operating on the route since 6 November last year. Network Rail subsequently “modified the settings on this and similar crossings to reduce the chance of a repeat”. The RAIB investigation is to consider the design and operation of the predictor system, relevant design elements of the Class 755 trains and the process for their acceptance for use on the route.

Mucking AHB level crossing

RAIB’s report 16/2019 was issued on 9 December last year following its investigation of a near miss between a lorry and a passenger train at Mucking Level Crossing on 13 March.

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TRACK SAFETY

? As the train approached Norwich Road level crossing at 45mph, the barrier (highlighted) rose to let traffic cross.

Leeds Neville Hill passenger trains collide

or seeing the lowering barriers and flashing lights. One lowering barrier became trapped between the water tank and mixing drum behind the lorry cab. While it took just eight seconds for a contractor to lift the barrier arm clear, after which the lorry was able to reverse off the track, the train passed just six seconds later. A narrow escape indeed!

Level crossing camera view showing lorry stopped and about to start reversing manoeuvre. The crossing barrier (highlighted) has started to lower. © Network Rail

The crossing is between East Tilbury and Stanford-le-Hope on a left-hand curve on the Fenchurch Street to Shoeburyness route. Where the Mucking Wharf Road crosses the railway, there is an equipment compound at the northwest corner of the crossing with gated access some 10 metres from the nearest rail. The crossing has automatic half barriers with a single rising barrier each side. A census in 2016 revealed that, on one day in June, the crossing was used by 536 road vehicles and 90 pedestrians and cyclists! If there is a problem, the signaller is required to stop trains. If a barrier fails to lower or is broken, the signaller will be alerted and the lights will continue to flash. On the day in question, a concrete lorry was required to reverse into the site compound entrance adjacent to the crossing. It pulled up foul of the running line, prior to reversing. A contractor’s banksman, facing away from the crossing, waved the lorry into position. Five seconds later, the lights began to flash, but the report suggests that the lorry may have prevented both the driver and banksman from hearing the audible alarm

RAIB is investigating a collision that happened on 13 November last year. Around 9.40pm that Wednesday evening, an empty passenger train in the depot caught up with and ran into the rear of another empty passenger train on the same track. The signalling system at this location permits these movements at slow speed. The leading train was travelling at 5mph, the colliding train at 14mph and no one was injured. The colliding train was a Class 800 and its leading end was significantly damaged, as may be seen in the picture. The second train was an HST set, nine coaches with a Class

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RAILSTAFF JAN/FEB 2020

43 locomotive at each end. The trailing end also “suffered significant damage”. Due to the collision, the trailing bogies of the second, third and fourth coaches on the Class 800 derailed to the right in direction of travel. RAIB’s investigation will consider “the actions, training and competence of the staff involved, design and validation of the Class 800 train, ergodynamics of its cab, its crashworthiness performance and its resistance to derailment in collision scenarios”.

Electrical equipment cupboard explosion

Last December, I reported on an explosion that occurred on an empty passenger train. RAIB issued its promised Safety Digest (01/2020) on 9 January this year. The explosion in a Voyager vestibule electrical equipment cupboard was only discovered when the driver changed ends at Birmingham New Street station. The train consisted of three Class 221 Voyager diesel-electric multiple units and the explosion occurred in the rearmost of them. An electrical capacitor failed and, by doing so, generated hydrocarbon gases which caused the explosion. Damage to the coach included buckling of the inter-vehicle doors, detached equipment case doors, ceiling damage, vestibule/saloon door off its runners and fragments of safety glass from this door spread throughout the seating area! A previous similar incident happened on 29 May 2005, also with a Class 221 unit. Following that incident, modifications were made to Class 221 and 220 units to increase air flow in the cases to prevent the build-up of explosive gases if capacitors failed. Plastic spacers were fitted to each cover, five in the lower section and eight in the middle, to improve air flow. Holes were provided between the sections, so that air flow would be assisted by the existing fan in the lower section, and a new louvre was fitted in the front cover. However, as modifications were carried out, unit reliability was affected, so work was stopped leaving 24 units unmodified without a louvred cover. In 2011, a special check was made to confirm that the stand-off spacers were fitted. It was reported that spacers on all Class 220 and 221 units were correctly fitted. Inspection of the damaged middle cover from the 2019 explosion showed that only two of the eight spacers were present. All have now been checked and the modified design makes the spacers an integral part of the covers.

Bescot Freight Yard

On 10 January, a district judge at Wolverhampton imposed a fine of £1.2 million with £37,873.03 costs, on DB Cargo, which pleaded guilty to an offence under the Health and Safety at Work Act. The case arose after, on 1 June 2017, a 13-year old boy suffered lifechanging injuries from the 25kV overhead line at Bescot Freight Terminal, Walsall. The boy and two friends entered the terminal through a hole in the fence adjacent to playing fields, climbed on top of a train and, whilst standing on the roof, one suffered an electric shock and sustained 40 per cent burns and life-changing injuries. A second youngster sustained burns and a broken arm - the third child was not physically injured. © ORR

The front of the damaged Class 800 (left) and the rear of the HST (right). The press release from the ORR (Office of Rail and Road) reminds us that the same company was fined £2.7 million on 13 March last year over a similar incident at Tyne Yard, Gateshead.

Fatal accident at Tyseley depot

Tragically, investigations are currently underway by the ORR, RAIB, and British Transport Police following this fatal accident that occurred on 14 December last year at Tyseley depot in Birmingham. At around 8pm, a train driver, who had just got off a train he had brought into the depot, was fatally injured whilst passing between two trains that were being coupled together on an adjacent line. The RAIB investigation will seek to identify the sequence of events which led to the accident. It will also consider any factors relevant to the method of working within the depot and any relevant underlying factors.

“Safety Systems ludicrously complicated”

Network Rail’s chief executive Andrew Haines met with the press recently and answered a number of track safety questions. He said the organisation was pursuing a greater use of technology for the protection of track workers, adding that CP 5 was lacking in track-worker specifics. He commented on the continuing use of track lookouts, although their number has been significantly reduced. On the existing safety culture in railways, he said that, in his opinion, small local cultures and practices still prevail. Commenting on the current situation, he said that management processes are not easily understood and “safety systems are obscenely and ludicrously complicated”. He was also critical of the requirement for him to wear full PPE when cab riding, which he considered to be absurd. He said a task force of over 100 is now working to improve safety and Network Rail’s investment panel has agreed to spend £70 million to improve track staff safety. Referring specifically to safe system of work packs, he opined that the paperwork is too complicated and expressed frustration that the provision of plastic covers for the packs had been a managerial proposal for improvement! A maximum size of a single double-sided sheet as a safe system of work pack is to become the standard in future. He was critical of the fact that safety processes and procedures had been developed by people remote from track-working when the need was for a track-worker, supervisory and managerial-led change in safety culture. I would argue that, provided those doing the work are competence trained, skilled and experienced, a single-sided sheet of site and shift specifics is all that is needed.

Office of Rail and Road

In his December update, under the heading of “Working to promote health and safety”, ORR chief executive John Larkinson commented on the regulator’s role in holding Network Rail to account and building on lessons learnt from CP5. He said that they can now “apply financial penalties to management bonuses (for example at regional level) rather than imposing fines that reduce Network Rail’s overall funding”. He added that he welcomed the establishment of the new Rail Ombudsman. He is expected to comment this month on Network Rail’s progress against a provisional order issued against it concerning “deficiencies in performance planning and service recovery procedures”.

ORR’s John Larkinson welcomed the establishment of a Rail Ombudsman. RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

CHSCREEN U O

ADY RE

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RAILSTAFF JAN/FEB 2020

All photos taken on the L&NWR pre-1922 © National Railway Museum

A BAD DAY ON THE P-WAY

hose of a superstitious nature will avoid doing anything too risky on Friday 13th. It’s generally seen as an unlucky day, though not many people are sure why. But what about 19 January? What’s so unlucky about that? Some days on the railway are worse than others. That’s nothing new - it’s always been that way. ‘Railway Work, Life & Death’ is a project to explore British and Irish railway worker accidents from the 1870s to 1939. It identifies railway accidents and their causes from a time when PPE (personal protective equipment) was a flat hat and tweed jacket. However, there are still lessons that can be learned. Looking at the five-year period from 1911 to 1915, 19 January was seemingly one of those dates that was worse than others. A total of 15 individuals were involved in accidents on that day, with nine of them occurring in 1911 alone, including seven split between just two cases, which I’ll discuss in greater depth shortly.

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HISTORIAN DR MIKE ESBESTER LOOKS AT ONE OF THE WORST DAYS OF THE YEAR FOR TRACK ACCIDENTS

Before I do that, it’s worth mentioning how the accidents and cases were distributed, as this gives us some idea of accidents on a typical date in the calendar. So far as I know, there wasn’t anything particularly exceptional about this date over the five years that are covered by the database. Therefore, we have a helpful glimpse at an ordinary day, which probably makes those 15 casualties more tragic. Six of the 15 were fatalities on the permanent way (p-way), with another two workers killed whilst shunting. The remaining cases were injuries - three whilst working on the p-way and four whilst handing goods. Of the five years covered, 1911 saw the greatest number of casualties on 19 January, all of them while working on the p-way - often the most dangerous place to work as well as the most likely to produce serious consequences if an accident happened.

DISTRACTION LEADS TO DEATH The day 19 January 1911, started badly. At 8am, surfacemen (the Caledonian Railway’s term for platelayers) William McBeth and Peter McLeish were at work, slightly to the west of Blackford station on the line between Perth and Stirling, when a train approached on the track they were working on. They stepped back towards the other line “but failed to notice the simultaneous approach of the 6.25am passenger train from Dundee to Glasgow”. Both men were hit and killed. The inspector, J. H. Armytage, put the case down to a breach of rule 273(a), which specified that workers should clear the lines immediately as a train approached and

should remain clear until all trains (including any that might have been obscured by the first train) were sufficiently far away that they could see they were not in any danger. Intriguingly, Armytage noted: “a ploughman was endeavouring to control a somewhat restive horse in a field on the down side of the railway, and it is suggested that the surfacemen were watching the horse instead of paying attention to their own safety.”

BETWEEN THE LINES Just over three hours later, and 400 miles south of Blackford, the next accident occurred. At Saxmundham, on the Great Eastern Railway, shunter John Pheby was stood in the six-foot between up and down main lines, signalling to a goods train driver. Unfortunately, a move was being carried out on the up line. The footboard of the leading carriage hit Pheby. He fell and, on his way down, his head hit the axlebox of one of the goods wagons on the down line. His skull was fractured and he died. Inspector Amos Ford concluded it was “purely accidental”, but also added that the Company shouldn’t allow staff to stand between the main lines whilst shunting was going on “unless some form of protection is provided to warn them of trains approaching on the adjoining line.”

FROM BAD TO WORSE Things went from bad to worse just minutes later that morning, when three platelayers were killed and two injured in a single incident near Queen’s Road station, Battersea, on the London and South Western Railway. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

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A gang of eight men were at work at 11.30am when the lookout - this was a sufficiently busy spot to warrant an additional man, Baker, acting as lookout for the other seven - gave warning of two engines approaching on one of the lines. The men moved to positions of relative safety, albeit in various locations around the lines rather than a single point: assistant foreman Norman and platelayer Evans stood in the four-foot way of the up main through line. Hewes proceeded to the other side, while Sach, Johnson and Keeble were standing between two lines. Cowley was, at that time, returning to the worksite, having just emptied a bucket into a nearby bin. The two engines passed but, as the gang started to resume work, disaster struck. “Immediately afterwards, an express train running on the adjacent up main through line at a speed of forty-five miles an hour came along. The view of this train was obscured by the steam beating down and across the lines” from the previous trains. The lookout shouted as soon as he saw the train “but it was then too late, and the five men who were standing on or foul of the line were struck by the train. Norman, Evans and [foreman] Sach were killed instantly. Cowley sustained a broken arm and bruises, and Johnson was cut and bruised”. Keeble had a lucky escape, as did Hewes, who seems to have been the only one in a place of safety. Inspector J. P. S. Main concluded that, once again, it was rule 273(a) that had not been followed. Main concluded that there was plenty of safe space and “ample time” for the men to get there, so “there was absolutely no reason for any of them to remain between the two lines or foul of them”. The gang was experienced and knew the place and conditions well - “their attention has repeatedly been drawn to the terms of this Rule, and every effort appears to have been made by the Company to impress upon them the necessity of following the practice” - no doubt, though not specified, via circulars and the rule book.

PRESSURES

Nowhere in Main’s report does he consider the possibility that the members of the gang were under pressure to get their work done and so didn’t want to spend the extra time going across the tracks to the absolute safest point and back again - one of the harsh pressures that workers were increasingly under was that of time and efficiency. Main continued: “Sach had the reputation of being a careful man and he had, on several occasions, I am informed, warned members of his gang against standing on adjacent lines during the passage of trains.” However, Main then spent some time decrying the fact that the gang “appear to have been relying entirely on the lookout man.” Baker’s conduct was criticised, though it was noted that “Baker had been acting as a lookout man for about a week, the regular lookout man being absent through illness.” Main used the accident to call the companies to task, by suggesting greater professionalism in the selection of lookouts: “Men who have to perform this important duty should therefore be specially chosen; rules might be laid down for their guidance and they should be carefully examined as to their qualifications”. This issue did not disappear, and recurred well into the 1930s, if not later. Rule 273(a) appears at least 32 times in the database and, of these instances, 22 were fatalities.

KILLED DROPPING DETONATORS IN THE FOG Sadly, this wasn’t the end of that fatal day. Moving to Wales and p-way labourer H. Williams was hit by a train and killed at around 12.30pm at Crumlin on the Great Western Railway. There was a heavy fog at the time, so Williams was on fog-signalling duties - that is, positioned to provide advance warning of the position of a signal by placing detonators on the line, which would sound when a train ran over them. The guard of a passing mineral train noted a body on the tracks, and the presumption of J. P. S. Main was that the train had hit Williams, who had been attempting to cross the lines having set the detonators. Main made no comment about responsibility for the death, other than the oblique nod to the company in the comment that “the provision of a detonator-laying machine to enable the main line to be fogsignalled from outside of the up loop is required at this point, and I would recommend the Company to install one as early as practicable”. Whether or not GWR did so is unknown - the companies were not bound to follow inspectors’ recommendations, which could not be enforced.

A DREADFUL DAY Clearly, this was a single day on which a large number of p-way workers or staff at work amongst the lines were either killed or injured, albeit in a relatively small number of incidents. Nine were either killed or injured on 19 January 1911 and a further six met with trouble on the same date over the next four years. Thankfully, only one of those was a fatality - shunter William Kennedy was crushed between wagons at Blaydon in County Durham. Of the five injuries, one involved unloading goods, another involved a labourer at work on the tracks, and the other three involved shunting in some form. As we see from the other accidents, which took place as individual incidents, track work was unusual in that it sometimes involved large gangs of workers exposed to high levels of danger - meaning that, when something went wrong, it had the potential to affect large numbers of people in one go, rather than the usual ones or twos. Significantly, when workers were involved in accidents, given the nature of the work, the outcomes were frequently serious. Tragically, we have seen the same thing in the past year, at Margam in South Wales, and links were made at that time to the ways in which work was organised based on the system that was in place 100 years and more before. It is terribly sad that it took the deaths of two men for us to make these connections. Hopefully, our project can help us look at the current industry and understand more about where it has come from and where it might go. Dr Mike Esbester of the University of Portsmouth is working alongside the National Railway Museum on the ‘Railway Work, Life & Death’ project, to explore British and Irish railway worker accidents from the 1870s to 1939. To find out more, head to: www.railwayaccidents.port.ac.uk.

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FEATURE

RAILSTAFF JAN/FEB 2020

WHERE THE TRACK

DOESN'T REACH GRAHAME TAYLOR DISCOVERS THAT RHOMBERG SERSA HAS COME UP WITH A COMPLETELY NEW WAY OF HANDLING MATERIALS ON WORKSITES

hen working on a single-track railway, or in other confined spaces, such as station platforms, it is useful to have a train to deliver ballast and remove spoil. But, how do you do that when the track has already been lifted? Rhomberg Sersa has a cunning plan… For the last twenty years at least – and maybe more – the railway industry has been receptive to ideas from other industries. Railway engineering is undoubtedly specialist, but far less specialist than many traditionalists may think. In this article, RailStaff looks at how ideas, seemingly outrageous in the rail context, can solve the management of difficult engineering sites, many of which have been forever wearily shunted into the ‘rather difficult’ pile. For example, driving a tunnel in a mine poses a few basic and obvious problems. One problem is “How do you excavate the material ahead of you?” and this leads to the next which is “What on earth do you do with the spoil once it’s been dug?” The reason why the latter is of interest in this article is because a tunnel is linear and it’s confined. There’s a similar scenario in our industry and it, too, has the same basic problems. This time, think of a single line railway. It’s linear and it also is confined. Digging out the formation ahead is fairly straightforward. Managing the transportation of the material through the linear site and disposing of the spoil is not.

THE DUSTPAN AND BRUSH The tunnel industry came up with a simple solution. It developed a compact machine that ran on caterpillar tracks and which had an excavator at the spoil end, a chute between its crawlers and a conveyor belt that raised the spoil up to the level of other conveyor belts in the rear. So, job done! Keep feeding the conveyor belts and the spoil problem is sorted – a bit like a large dustpan and brush. The seeds of the idea were taken up by the railway industry in Europe, which looked for a solution for relaying single lines, but, because this is the railway and because there are rails involved, matters were a little more complicated. Happily, two items of kit have now been introduced to the UK by Rhomberg Sersa to allow a very elegant solution. Both items make use of caterpillar-type tracks to free them from the strictures of the rails. RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

Advantages of the Rhomberg Sersa Machine Group • • • • • • • • •

Fewer machines Less crowded workspaces Less disturbance of sub-base Excavating and reballasting in tunnels, platforms, single lines is no longer on the ‘too difficult’ list High volume ballast-handling as a norm Continuous output Innovative materials handling Flexible use of precision machinery Less waste - sustainability advantages

RAILSTAFF JAN/FEB 2020

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All photos © Inside Out

The tunnel-derived machine – the dustpan and brush unit - is known as the ITC-BL4. A companion machine is the MFS+ (a type of On-Track-Machine) and both of them, along with a UMH (Universal Materials Handling wagon), form the basis of Rhomberg Sersa’s ‘Machine Group’.

The MFS+ machine is an audacious bit of engineering that allows what is basically a standard MFS (Materialförder- und Siloeinheit, or ‘mineral conveyor and storage unit’) high output conveyor/hopper wagon to lift itself clear of the running line and then to wander off into an excavation. It then snuggles up to the ITC-BL4, which is busy scooping up spoil, assisted by conventional dozers, dispatching it into its chute and then off onto its conveyor belt. This spoil is taken back by the MFS+ conveyor and into its 60-tonne hopper. The MFS+ then travels back to feed a rake of conventional rail-mounted MFS wagons which can either store the spoil for later discharge or, in conjunction with the third member of the Rhomberg Sersa machine group - the UMH - discharge it to other wagons for removal from site.

THE ‘DIFFICULT’ SITES ARE ALWAYS WITH US Before further detail, it may be useful to understand the background to this ‘Machine Group’ and how it came to be in the UK. About five years ago, Rhomberg Sersa entered into a joint venture as part of the S&C North Alliance with a view to using some specialist equipment from Europe in UK work sites in CP5. It had been recognised that there are some sites on the network that pose a real problem when it comes to relaying and reballasting. The obvious sites are single lines, although

single lines don’t just exist between centres of population. They also exist in multitrack sections of a railway. Consider, for example, an island platform. There are two lines of way, but where they diverge around the platform, they are single lines. Where lines lead up to a flyover, these again are single lines. Locations with very wide wide-ways – again, these are effectively single lines, even though the parallel line is within sight and then, of course, there are single line tunnels. All these locations have been difficult to reballast/relay. They are not impossible, but efficient relaying has always been a challenge.

EVEN MORE CHALLENGING Less obvious, but maybe even more challenging, are large switch and crossing layouts. In the past, it has been necessary to relay half a layout at a time in order for the spoil to be loaded to an adjacent track. This FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

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causes problems with ensuring a precision fit of the two weekends’ work, both for the main running lines and for the crossover road as well. The Rhomberg Sersa group of machines allows an element of unfettered lateral thinking – quite literally. No longer are engineers confined by where the rails used to be. There is a clear playing field over which both the ITC-BL4 and the MFS+ machines may wander. They don’t have to be in line. They don’t have to be parallel with the railway. The MFS+ machines can be manoeuvred in various ways throughout the site to allow for the efficient loading by the ITC-BL4. These wagons, even loaded with 60 tonnes of spoil, are surprisingly nimble, with skilled operators performing a slow-motion ballet between the ITC-BL4 and the main line of rail-mounted MFS wagons. Taking under five minutes to discharge their loads, the MFS+ machines can be back in position to receive subsequent loads without interrupting the ITC-BL4’s output. The operation uses minimal operators – each machine has a dedicated operator, supported by additional multiskilled staff that can undertake operator or assistant-operator duties as needed, and all operations are supported by qualified fitters. All the machinery is self-sufficient with on-board lighting and are fitted with the latest dust suppression developments. There are no onerous cant or gradient restrictions that would preclude the equipment from anywhere on the national network and it can negotiate curves as tight as 150-metre radius.

THE RHOMBERG SERSA SQUADRON Rhomberg Sersa was allowed the use of Kingmoor Yard in Carlisle by Network Rail to import, assemble and trial the machinery on siding roads before going live on the national network. The site had pits for maintenance and was well suited to the extensive experimentation needed to check the performance of the machines.

From around February 2018, testing had been completed and the machines could be planned to work throughout the network. There are six machines that can travel throughout the UK. There is the ‘OTP’ (ontrack plant) ITC-BL4 which is transported by haulage contractors by road. It does not need movement orders as it is not over-length nor over-width. The rail mounted ‘OTMs’ (on-track machines) are made up of two MFS+ units. These are recognisable as conventional standard MFS vehicles but with the addition of retractable caterpillar track assemblies. Finally, there are the three UMH wagons, all of which are transported by rail throughout the network.

DETAILED PLANNING Rhomberg Sersa has a team of 16 staff in the UK which undertakes all of the planning, compliance, operation and maintenance and includes machine operators, supervisory staff and skilled mechanical engineers, who know all the intricacies of the hydraulic, mechanical and electrical components.

It is their job to ensure that everything – machines and staff – arrives on site in full working order, having been transported to, and stabled at, one of the major railheads in the UK. These include Sandiacre, Whitemoor, Basford Hall in Crewe and Miller Hill in Scotland, as well as several others. Not the least of their tasks is to ensure that the kit arrives in the correct formation and the right way around! Having been lodged originally at Carlisle, the equipment now travels throughout the UK to locations as varied as Inverness, Llandavenny in the Newport area of South Wales and the Cumbrian Coast – all in the space of a few weeks. This is coordinated from project offices in Doncaster and Wigan. When the S&C North Alliance contract ceased at the end of CP5, Rhomberg Sersa took the machine group in house and has become a main contractor and a stand-alone sub-contractor to the larger clients – such as Balfour Beatty, Babcock and Colas. In fact, Rhomberg Sersa has a plant hire contract with Network Rail’s Supply Chain Operations (SCO), so a relaying contractor - the client - books Rhomberg Sersa’s machines and then the operations team liaises directly with the client to work through the fine detail and planning.

AUDACIOUS INNOVATIONS If there’s one thing to be taken from this review of Rhomberg Sersa’s project, it is that, just when you thought that all the new ideas from unrelated industries had been exhausted, someone comes up with an audacious new way of working. Taking rail wagons off the track and allowing them to roam freely in an excavation is one such innovation. All the confines of a railway line vanish. Network Rail’s Brian Paynter, programme director track, has called it a ‘game changer’. This idea, backed up with some simple, but chunky, bolt-on engineering, will lead to yet more ideas, because something has been shown to be possible. So, what next? RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

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droning generator disturbs the peace, the air turned blue by exhaust fumes and campaigners’ criticism. Beyond greased-up steel gates, a site compound - deserted but still lit up. There’s a tunnel at the end of the lights. Water has drowned the far entrance, more than a mile distant - a conspiracy of landfill, gradient and nature’s mischief. Feet get wet at the tunnel’s midpoint. And now tipped stone plugs the passageway to thwart an implausible catastrophe. Over 18 months, £3.6 million has been invested in the tunnel, stabilising the consequences of 60 years’ redundancy; if officials get their way, another £3 million will soon be spent on partial infilling. But repair has the same price tag and offers a useful future as an active travel route. Liability or asset? Pantomime or opportunity? This is Queensbury Tunnel.

MAKE THE BEST OF IT Connecting Bradford and Keighley to Halifax in the Pennine foothills, the tunnel was the 12th-longest on our rail network when it first welcomed trains in 1878. It extends for 2,501 yards. Six hundred men spent four years driving it through shale and millstone grit; accidents claimed at least ten of them in diabolical circumstances. Cambridge University moved in after the 1963 closure, setting up a seismological station to record earth strains. Scientists lodged in a hut overnight - 400 feet below ground - linked to the outside world by a phone line dropped down one of the ventilation shafts. They continued to visit throughout the 1970s, but the facility was decommissioned when safety concerns were raised. Since 2013, Highways England has acted as the tunnel’s custodian on behalf of its owner, the Secretary of State for Transport. Currently being pursued is its longstanding ambition of abandoning the tunnel, asserting it’s a threat to the community. Back in 2016, the scheme was costed at £2.7 million - a chunky sum of public money which would only deliver the narrowest of inward-looking benefits to those responsible for managing the tunnel. A better option - so says the Queensbury Tunnel Society - would be the structure’s repurposing as part of a sustainable transport link between Bradford District and Calderdale, flattening the intervening topography which acts as a deterrent to uncommitted cyclists. According to a Sustrans study, the route would accrue £37.6 million in social, economic and tourism benefits over 30 years; unsurprisingly, the local councils at either end like the sound of that. However, RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

IS QUEENSBURY TUNNEL A VALUABLE LOCAL ASSET OR A DANGEROUS PROBLEM THAT NEEDS FILLING IN? WITH HEALTH AND ENVIRONMENT CONCERNS RISING UP THE POLITICAL AGENDA, GRAEME BICKERDIKE REFLECTS ON HIS ROLE WITHIN A CAMPAIGN GROUP WHICH IS AIMING TO REOPEN THE DISUSED WEST YORKSHIRE RAILWAY TUNNEL AS PART OF AN AMBITIOUS NEW CYCLE PATH

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HAFTED? © Four by Three

ree

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ree

Highways England attached a £35.4 million price tag to reopening in 2016 - a figure deemed unsustainable by a Transport Minister. Abandonment has been the direction of travel ever since, although campaigners keep trying their damnedest to apply the brakes.

BATTLE OF WILLS The costings for abandonment and repair featured in a draft report by Jacobs, Highways England’s consulting engineers, into future asset management options for the tunnel. A subsequent review of the report, commissioned by the Department for Transport, identified numerous shortcomings, notably describing the repair cost as “simply too high to be credible”. Highways England’s accompanying guidance advised the Minister that the £35.4 million did not account for £5.9 million of costs related to the cycle path, insisting that “the final estimate would only go upwards”. But the Minister had been misled - the additional costs were included. With many friends in the tunnelling and mining fraternities, the Society developed its own refurbishment scheme costed at £2.8 million. With its interest rekindled, Bradford Council - within whose boundaries the tunnel is found - commissioned AECOM to produce a comprehensive study into the structure’s condition and associated challenges. The resulting report concluded that it could be repaired for £6.9 million, from which an attractive benefit:cost ratio of 2.31:1 was derived, representing ‘high’ value-for-money. But Highways England was ploughing on regardless. In May 2019, its planning application for the main phase of abandonment was submitted to the Council; three months later, it appointed AmcoGiffen to deliver the scheme at a cost of £3.6 million. But when the team of engineers turned up at the Halifax end to begin £550,000 of stabilisation works, entry was prevented by flooding.

WATER, WATER EVERYWHERE Queensbury Tunnel’s southern approach cutting was a substantial feat in itself - halfa-mile long, with vertical rock faces up to 60 feet in height. Halifax Corporation acquired it for landfill purposes in 1967, but the railway failed to stipulate that drainage must be maintained. Consequently, water entering the tunnel - which runs away down the 1:100 gradient - has no means of escape. Winter flooding has typically reached a depth of 37 feet at the south portal, its leading edge extending to the tunnel’s midpoint. With half of its length inaccessible for inspection purposes, the Secretary of State secured a lease of land adjacent to the south portal, enabling the construction of a pumping station there. Commissioned in 2016, it kept the tunnel dewatered until three weeks before the contractor’s planned arrival in September 2019.

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Responsibility for paying the £50 annual rent was vested with Highways England under its Protocol Agreement with the Department for Transport. Unfortunately, it was never paid, prompting the landowner to switch off the pump. By New Year, around 8.2 million gallons of water had inundated the tunnel. The stabilisation works had to be hastily replanned. Instead of progressing inwards from both ends, as originally intended, access was only available from the north; to reach the three southernmost shafts, a 300-metre long section of the tunnel - which had previously been designated as an exclusion zone - would have to be strengthened. Partial collapses had occurred therein during 2013 and 2014, and the brick arch was showing extensive signs of distress.

TROUBLED WATERS Dewatering resumed in January 2019, with temporary equipment being used to pump the floodwater to the north end of the tunnel for discharge into a nearby beck. But, in March, high silt loads prompted the Environment Agency to call a halt whilst a permit was obtained and a treatment system installed. Between April and September, a further 20 incidents had to be investigated, one of which involved diesel pollution of the watercourse. Progress with dewatering was slow, introducing delays to the programme. It was falsely alleged that members of the Society had sabotaged a drain connecting the tunnel to the beck, whilst the landowner at the south end was accused of deliberately diverting a stream into the tunnel via a speciallyconstructed box culvert. Abandonment had run into difficulties and everyone else was to blame. The situation came to a head at the end of September when six days of persistent heavy rain brought the beck close to overtopping. The contractor’s pump was switched off and the floodwater in the tunnel soon returned to its original level, undoing nine months of costly effort!

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It was claimed that workforce lives had been put in danger by the inundation; however, for that to be the case, the water ingress would have had to reach 46,800 litres per second; the average rate over the six days was just 78 litres per second. Either way, this was the final straw. Works in the tunnel were suspended and the contractor spent the next few days demobilising its site. But then the story took an unexpected turn.

ry Tunnel So

ciety

A LITTLE LOCAL DIFFICULTY Close to the base of No.2 Shaft was a refuge which had begun to fail in 2012. Jacobs designed a repair but it was never implemented. Based on a brief inspection conducted just before the flood, it was reported that some of the brickwork had collapsed, cracks were lengthening, mortar had been washed out and bulging was more pronounced. No photographs were provided to compare with similar defects recorded in 2017. Nevertheless, the text description was sufficient for an engineer to conclude that “significant deterioration” had occurred, thus threatening a shaft failure which might wreak havoc at ground level. This was despite the shaft’s main support structure being in Fair condition and its lining comprising two separate parts, with the upper section independently supported on a rock ledge. The nearest property was 150 metres away. Under the provisions of the Town and Country Planning (General Permitted Development) (England) Order 2015, Highways England could pursue the shaft’s abandonment on emergency grounds if a situation had arisen which threatened “serious damage to human welfare”. And so, over a period of two weeks, the contractor tipped upwards of 2,000 tonnes of Type 1 stone down the shaft, filling it and the passageway beneath it. The campaigners condemned this act as “ruthless vandalism”, whilst Bradford Council’s legal team subsequently expressed its view that the work required planning permission.

ON YOUR BIKE Queensbury Tunnel was built to host a railway; despite the tracks being lifted in 1963, the structure is embedded in the area’s social history and it remains a strategic connector between two major urban centres. Its proposed abandonment has already set the taxpayer back £3.6 million and, if planning permission is granted, the final bill could reach £7 million. But the plans have attracted unprecedented opposition, with more than 6,000 people lodging objections to them. Last November, the West Yorkshire Combined Authority submitted a £23 million bid to fund the construction and maintenance of an eight-mile greenway linking Bradford and Halifax; the tunnel would serve as its honeypot attraction. A decision is expected within weeks. Out of the blue, Grant Shapps MP, the Transport ree Secretary, recently made it clear that the DfT is “trying to find © Four by Th a viable way forward for this project” - a significant step in a more positive direction. Despite this, Highways England has refused to pause its planning application whilst due process runs its course. The cost of abandoning the tunnel is now more-orless aligned with that of repair, but only the latter delivers any public benefit. Given the nature of the health and environmental challenges facing us, can we afford to destroy grand infrastructure assets which still have the potential to play a valuable future role? It’s not clear how things will play out for Queensbury Tunnel - there are too many variables and uncertainties. But, whatever the outcome, it will put a marker down in respect of governmental commitment to active travel investment.

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NEW TRAINS

FOR OLD

TRAIN OPERATORS AROUND THE COUNTRY ARE INTRODUCING NEW AND REFURBISHED FLEETS TO IMPROVE THE PASSENGER EXPERIENCE

lmost daily, RailStaff receives a press release about a new class of train being ordered, delivered, tested or introduced into service. It’s an unprecedented time, as 4,500 new carriages will be introduced across the network by 2022. Quieter and more economical, they are also greener - the total carbon dioxide emissions on passenger trains dropped by 195 kilotons in 2018, the equivalent of taking 85,000 cars off the road, despite the distance passengers travelled going up by 200 million kilometres in the same period. For years, passengers have been clamouring for new trains, more seats, Wi-Fi, air conditioning and a better ride. This was particularly prevalent in the North, where passengers constantly complained about the Pacers - Class 140144 diesel multiple-units built in the 1980s using bus technology to produce a cheap train and give a short-term solution to a lack of rolling stock at that time. Although that call was largely unheeded for several years, at last the tide changed. Suddenly, train operators were almost trying to outdo each other as they rushed to introduce new trains onto the network. So keen were they to take delivery that Hitachi had to build some at its factory in Italy, as the Newton Aycliffe works was full. Now, however, the County Durham facility has run low on work and redundancies are threatened, all because train operators, and passengers, wouldn’t wait. Still, it’s good news for passengers, and for train spotters, as a number of these new train fleets have started to arrive on the network. © Greater Anglia

Nova 3 at Manchester Victoria.

720S FOR GREATER ANGLIA

The first of 111 Class 720 Aventra trains, being built for Greater Anglia by Bombardier at Derby, has arrived at the Ilford depot. About one third of the carriages for the 89 five-car and 22 10-car trains have already been built and seven Greater Anglia drivers have been involved in the initial test running on Network Rail’s RIDC Melton test track at Old Dalby in Leicestershire. The programme will now continue with night-time running on the network. Once testing is complete, the new all-electric trains will start to enter service on commuter lines to Liverpool Street from Essex, Ipswich, Cambridgeshire and Hertfordshire. The first will enter service in the spring and the whole fleet should be in daily operation a year later. The new trains are longer than those they replace and have more seats. They also feature underfloor heating, air conditioning, conventional and USB power sockets, realtime passenger information and improved passenger door anti-drag safety features, similar to those previously only seen on underground trains. The first of Greater Anglia’s Class 720 arrives at Ilford.

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Class 755 bi-mode at Sudbury, departing for Marks Tey.

…AND BI-MODES

All of Greater Anglia’s rural routes previously operated by old diesel trains now have new Class 755 bi-mode trains in service, which are powered by both diesel and electricity. Manufactured by Swiss manufacturer Stadler, the new trains have more seats, USB and plug points, free fast Wi-Fi, air conditioning, better passenger information screens and improved accessibility, including a retractable step at every door which bridges the gap between the train and the platform, making it easier to get on and off with a wheelchair, buggy or heavy luggage.

They are much greener than Greater Anglia’s old diesel trains, with lower emissions, and modern brakes that release less brake dust into the environment. The last route to get them was Sudbury to Marks Tey, which it did on 21 January. Ian McConnell, Greater Anglia franchise and programme director, said: “The first of our new trains went into passenger service in July on our NorwichGreat Yarmouth and Lowestoft routes. “Over coming weeks, the transition to all new trains will be complete on Greater Anglia’s diesel rural routes. “The new trains are longer and

First Merseyrail Class 777 in the Kirkdale depot. equipped with everything a 21st century rail passenger expects to make their journey better. They will also ultimately bring us improved reliability.”

MERSEYSIDE GETS 777S Merseyrail’s new train, the Class 777, has also appeared in the UK via the Channel Tunnel. The class has been testing at Siemens’ test track at Wildenrath in Germany since October. Stabled at Kirkdale, the new train will now commence on-network testing and should be in service by May. Manufactured by Stadler in Switzerland, the new fleet will

replace the existing Class 507 and 508 trains, the first of which were delivered in 1978. They have space for 50 per cent more passengers than the old trains and are fitted with sliding-step technology, which will allow unassisted access for wheelchair users and those with bikes or buggies. Purchased directly by the Liverpool City Region Combined Authority for Merseytravel, the new trains have been designed specifically to suit the local network, with features people from the region have said they want to see, such as free Wi-Fi throughout.

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PARAGON OF VIRTUE

There have been other recent introductions, including Hull Trains’ Paragon fleet of Class 802/3 trains, which entered service on 5 December. The new £60 million fleet has been named ‘Paragon’ - a name that not only means ‘a model of excellence’, according to the Collins English Dictionary (as in ‘a paragon of virtue’), but one that also has a close connection with the city of Kingston upon Hull. Paragon Street, named in 1802, runs past Hull City Hall. When a new station was built nearby in 1848, replacing the original 1840 Manor House Street station, which thereafter became the goods depot, it was named Hull Paragon station, a name that lasted until 2007 when it became Paragon Interchange, combining the city’s train and bus stations.

Hull Train’s new Paragon train at Hull Paragon station.

THREE IN ONE TransPennine Express (TPE) outdid everyone when it launched three new train fleets at once in a ceremony at Liverpool Lime Street station. The new Nova fleet represents a £500 million investment that will significantly increase capacity for customers across the North of England and Scotland. Made up of three different train types, the new 44-train fleet was built by CAF and Hitachi and financed by Beacon Rail Leasing, Eversholt Rail Group and Angel Trains. Each train offers between 286 and 342 seats in five carriages. Nova 1 will serve routes from Liverpool to Newcastle and from Edinburgh to Manchester Airport and Newcastle. A fleet of 19 of these Class 802/2 trains is being built by Hitachi, each with 342 seats - 318 standard and 24 first class. Bi-mode trains, meaning they can operate using diesel or electric power, they are being financed by Angel Trains and will be maintained by the manufacturer. Nova 2 will travel on the routes from Manchester and Liverpool to Glasgow and Edinburgh via Preston. CAF is building 12 of these five-carriage Class 397 all-electric trains, financed by Eversholt Rail. They will have 286 seats - 264 standard and 22 first class - with 60 per cent of seats being arranged in a bay around a table. Maintenance will be carried out by Alstom. Nova 3, unlike the other two, is a locomotivehauled train. It will operate the service between Liverpool, Manchester Airport, Scarborough RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

and Middlesbrough. 13 sets of five carriages, built by CAF, will be hauled by Class 68 locomotives on lease from Direct Rail Services and owned by Beacon Rail, which also financed purchase of the carriages. There is a driver’s cab at the end of the last carriage, otherwise facilities are similar to the other two new trains - 287 seats, 257 standard and 30 first class, along with three standard and one accessible toilet and space for four bicycles. The sets will be maintained by Alstom.

UPGRADES

The programme, which began in December 2017, was completed by the trains’ original manufacturer, Siemens. It has improved the onboard experience for customers travelling long-distance between London Waterloo and Portsmouth, Poole and Weymouth. In addition to better interiors with improved Wi-Fi and access to SWR|Stream, new inductive charging tables and power sockets, refreshed toilets and ergonomically designed seats throughout, the refurbishment has increased the total number of standard-class seats in the fleet by 1,305.

The story isn’t just about new trains. Some RIP operators, particularly South Western Railway, are upgrading their old fleets. With all of these new and refurbished trains The first four refurbished Class 442 trains arriving, what will happen to the old ones they have finally re-entered service, running on the replace? London to Portsmouth route, via Guildford, Some will be cascaded to other operators Haslemere and Petersfield, and on the London and other routes. One or two will end up to Poole route via Winchester, Southampton in museums. Others may go into long-term Central and Bournemouth. storage, waiting for a new route to run on. Previously used on Gatwick Express services But many, including the unloved ‘Pacer’ and on the Southern route from Brighton and trains, will take one last journey to those Eastbourne to London Bridge, 18 refurbished stabling sidings in the sky… trains were planned to enter service in December 2018. The end of the line for this Pacer. However, various difficulties, including an overrun of the refurbishment work, staff training, the operation of the door locks and interfaces with the signalling system, delayed their introduction until 6 January 2020. SWR has also completed its £70 million programme to refurbish its fleet of 172 Class © Northern 444 and 450 ‘Desiro’ trains.

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LNER recreates a BR icon AS LNER PHASES OUT ITS HST FLEET, DAVID SHIRRES REPORTS ON ITS FAREWELL RUN

ritish Rail’s High Speed Train entered service on the Great Western main line in 1976 and on the East Coast main line in 1978. 40 years later, the GW fleet was withdrawn in May 2019 and the ECML saw its last HST service in December. To mark the occasion, LNER staged a farewell tour. The iconic High Speed Train (HST), also known as the Inter-City 125, transformed rail travel after its debut in October 1976 by offering a fast, comfortable modern train service. It remains the world’s fastest diesel train, having achieved 148mph on a test run in 1987. Between 1975 and 1985, 95 HST train sets were built at Derby and Crewe works. Since then, these trains have travelled huge distances on the Great Western and East Coast main lines. LNER’s fleet, for example, has travelled over 242 million miles. The HST was a design classic, both in respect of its engineering and visual impact. Actually a train and not a diesel multiple-unit - it has two Class 43 locomotives top-and-tailing a set of standard Mark 3 coaches - the original blue and yellow British Rail livery accentuated the feeling of speed and gave the train a unique identity. HST services ceased on the Great Western and East Coast main lines in May and December. To commemorate this exceptional train, LNER arranged a special four-day “Let’s Go Round Again” HST charter using a set in the original BR livery. Over four days from 18 December, the train visited the most important destinations on the LNER network. This was a final opportunity for passengers to travel on an LNER HST at 125mph. Not surprisingly, the tour attracted much media coverage. However, not much was written about the preparation of the train set used for this tour, which was done against the backdrop of LNER’s rapid withdrawal of its 15-strong HST fleet. RailStaff was keen to learn more and so visited LNER’s fleet manager, Phil Buck, at Craigentinny depot in Edinburgh where HSTs had been maintained since their introduction on the East Coast main line in 1978. Power Car 43100 about to be named “Craigentinny in 1984.

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HST set EC60 at Craigentinny on 12 December about to be transferred to East Midlands Railway.

BR PAINT JOB Phil explained that the re-painting of an HST in BR livery had to await the withdrawal of one of the LNER HST sets on 21 November. Less than four weeks later, all the remaining LNER HSTs had been withdrawn from normal service. Nine of these sets were transferred to East Midlands Railway (EMR) and the remaining six sent for storage or scrap. Before sets could be transferred to EMR, the power cars’ LNER vinyl wraps had to be removed by hand scraping before applying EMR logos. Headrests, retail and catering equipment also had to be removed. Some rebranded HST sets were temporarily stored at Gascoigne Wood sidings. Sets being sent for storage and scrap also needed to be emptied and prepared which, in some cases, required the air-conditioning equipment to have the refrigerant recovered.

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As the whole train was being re-painted, the “Let’s Go Round Again” tour set had to be one of the six surplus ones. In selecting which one, other factors considered were maintenance history, engine operating hours, mileage and the need to avoid a maintenance examination immediately before the set was withdrawn due to the tour’s additional mileage. These criteria led to set number EC56, with power cars 43206 and 43312, being selected for the tour. The power cars were painted at Craigentinny and the coaches at Wabtec in Doncaster. However, given the limited time available, it was only possible to paint seven coaches out of the nine-car set. Coaches C and G were left unpainted and removed from the set - this did not affect the operation of the CCTV or Wi-Fi. After its last normal diagrammed service, HST set EC56 left Neville Hill depot on 23 November for Doncaster, where seven of its

coaches were left with Wabtec. The other two were formed into a 2 + 2 HST set which then returned to Craigentinny. Here 43312 was given a C examination. Also, components associated with the ten most-common technical failures were inspected on each power car. Painting of the power cars was undertaken by a team of four from Heritage Painting, who hand flattened every panel and buffed and rubbed each one of the three coats they applied. The company also supplied the BR Inter-City vinyls. The result was universally considered to be splendid, but more was needed to provide a genuine retro BR look.

MORE PERIOD TOUCHES Phil explains that, whilst the original aluminium headlamp covers improved the look of the train, they had not been fitted to the power cars for some time as the marker and tail light assemblies had been replaced by LED units. Although it was a long time since

Immaculately painted power car, complete with headlamp covers, arriving in Edinburgh. these covers were kept as spare parts, a BR drawing was found, using a local engineering firm, George Brown & Sons Engineers of Leith, which was able to manufacture the covers that were fitted to each power car. Another aspect was the numbering. Power cars 43206 and 43312 had had their numbers increased by 200 when their original Paxman Valenta engines were replaced by MTU units in the late 2000s. Moreover, British Rail had classified the HSTs as Class 253 (Western) and Class 254 (Eastern) multiple units, operating in fixed formations. Thus, 43206 was originally car number W43006 of unit 253 003 while 43312 was part of set 254 029 with vehicle number E43112. The original unit numbers were applied to the front of each power car and the original vehicle numbers on the side. Power car painting at Craigentinny depot. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

FLEET UPGRADES

RAILSTAFF JAN/FEB 2020

The Northern Lights tour at Edinburgh on 18 December. Further period details were the BR advertising posters in the buffet car. These were reprinted courtesy of the National Railway Museum (NRM), which owns the copyright. After 20 days, Wabtec’s sevencoach paint job was complete. A GB Railfreight locomotive was used to haul them to Craigentinny on Saturday 14 December, having first collected the required barrier vehicle from Tyne Yard. On arrival at Craigentinny, it was found that this set of coaches was in reverse order, although each one was correctly orientated. A seven-way shunting operation was carried out on the Monday to put the coaches in the right order, taking around five hours. On Tuesday, the whole set was given a B exam. The power car’s

luggage compartments were then loaded with materials which included two pallets of “Let’s Go Round Again” merchandise and some spare parts. It was now ready for the start of the tour on Wednesday 18 December.

GOING ROUND AGAIN The four days of the tour were called after East Coast main line express trains. These were the Northern Lights from Edinburgh to Aberdeen and then Inverness, the Highland Chieftain from Inverness to Edinburgh, the Northumbrian from Edinburgh to Leeds and the West Riding Limited from Leeds to London. To provide technical support, LNER fleet engineers Warren Johnston (days 1 and 2) and Martin Armour (days 3 and 4) were on board, accompanied by technical riding

LNER HST set crossing Royal Border bridge at Berwick, a sight no longer to be seen.

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British Rail advertises its new HST service. inspectors provided by Hitachi. The power cars ran flawlessly during the tour, although two toilets had to be locked out of use on the first two days due to leaking pipes. These were repaired at Craigentinny on the Thursday night. One individual who was keen to add to the authenticity of the occasion was driver Ross Clark. Ross had started his career on the East Coast as a customer service assistant and has been a driver for fifteen years. To add to

the occasion, he was dressed in a British Rail driver’s uniform that he purchased himself. One minor flaw in the recreation of a BR-era East Coast HST was the fact that one of the locomotives was originally a Great Western power car (W43006 on set 253 003). Hence, before the final run to London King’s Cross, the power cars were turned and swapped at Neville Hill depot in Leeds. This ensured that the lead power car approaching the buffers at King’s

RAILSTAFF JAN/FEB 2020

FLEET UPGRADES

Power car W43006 (43206) on the turntable at Neville Hill.

Power car 43002, named “Sir Kenneth Grange”, faces a clearer future as part of the NRM’s collection. The museum also has the HST power-car nameplate “National Railway Museum”

L to R: LNER’s fleet manager Phil Buck, engineering director John Doughty and fleet engineer Martin Armour.

(43038), whilst other nameplates “Craigentinny” (43100) and “Highland Chieftain” (43108) have been obtained by the National Museum of Scotland. At Craigentinny, which is now a Hitachi depot, Phil and his small LNER team still have

to dispose of HST spare parts valued at £1 million, as well as HST-specific assets such as lifting gear and cradles. They still have a responsibility for the BR-built IC225 sets, which will continue to be serviced at the depot until their withdrawal in June this year.

Driver Ross Clark.

Cross would be the one with the BR Eastern Region set number, 254 029. In the cab for the final run into King’s Cross on Saturday 21 December was David Russell, who was BR’s Eastern Region mechanical and electrical engineer (locomotives) when the HSTs were introduced on the East Coast route. Also, amongst the crowds meeting the train at King’s Cross was Sir Kenneth Grange, who designed the iconic livery and used wind-tunnel tests to design the cab. After an hour at King’s Cross, the train ran as empty stock back to Craigentinny, where it arrived just before midnight. At 4.40am on 31 December, set EC056, which now included its two unpainted coaches again, left Craigentinny for storage at Ely. There, its power cars and coaches face an uncertain future. There is speculation that, if feasible, it might be used as a special charter set.

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CAREERS

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nce released into the community, many former prisoners reoffend and find themselves back in prison again, often only months later. The picture is particularly grim for young people. However, a forward-thinking rail industry initiative is tackling the problem head on. Parc prison in Bridgend, South Wales, is little different from many others around the country. Operated by G4S, and the only privately operated prison in Wales, HM Prison Parc is a Category B men’s prison and young-offenders institution. Built by Costain at a cost of £82 million, it was opened in 1997 and has a capacity of 1,336, although the actual number at any one time fluctuates. Many are serving sentences of 10 years or more. That means that some 100 former prisoners are released back into the community every month. Many will have no jobs to go to. Nationally, 18.5 per cent of released prisoners reoffend within one year, over 40 per cent of those within three months of release. For youths, the figure is much higher at 29.7 per cent within one year. The prisons are well aware of the problem. Parc Prison offers inmates vocational courses on motor mechanics, carpentry and painting and decorating. Prisoners can attain an NVQ in performing manufacturing operations at levels 1 & 2 and they can also work towards health & safety qualifications through the Chartered Institute of Environmental Health. But the lack of opportunities for prisoners after release is always on prison management’s mind.

HOW ABOUT RAIL?

Heidi Crowther-Gjuv is responsible for Parc Prison’s rehabilitation programmes. She discussed her problem with her husband Dave Crowther - who runs Safety-Counts, a training company that specialises in safety training to NPTC (National Proficiency Tests Council - now part of City & Guilds) and CITB (Construction Industry Training Board) standards. But a major part of the work that SafetyCounts does is in rail, delivering personal track safety (PTS), induction, lookout, site warden and controller of site safety courses. The rail industry has a good record of being open to people from diverse backgrounds, including ex-offenders. So, Dave started wondering how prisoners, many of whom would be coming to the end of long sentences, could undergo rail training in a secure environment. It would need a dedicated training facility.

LOCATING MATERIALS This is where fate played a hand. Dave had a chance meeting with Jason Weetman, a materials recovery specialist at Network Rail Route Services’ Westbury materials handling and recycling centre near Trowbridge, Wiltshire. Dave explained to Jason that his discussions with senior officers at the prison had concluded that they could address the rail industry’s challenges of an ageing workforce and skills shortage by training inmates that would soon be released. But RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

Jason Weetman (centre) speaks with wo of the prisoners on the first course.

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CAREERS

TACKLING REOFFENDING TRAINING PRISONERS FOR A CAREER IN RAIL HELPS THEM BECOME PRODUCTIVE MEMBERS OF SOCIETY UPON RELEASE

they would need track materials to train them on safety and maintenance activities and provide an understanding of the railway. Jason was impressed by the plans and the opportunity it would give to both the prisoners and to the railway at large. He took the idea back to base and discussed them with colleagues Victoria Patterson, materials recovery business support specialist, and Carly Keen in supply chain business support. They could fulfil about 60 per cent of Dave’s material wish-list from Westbury stock. To complete the list, several of Jason’s customers and colleagues helped find the rest. A supplier - Roger Jackson Haulage - agreed to transport the materials to Parc Prison. Dave and his co-director, John Lloyd, then worked with the prison authorities to build up the training facility. A secure rectangular space was identified between a high wall and a security fence and the facility would be built there. The materials arranged by Jason, Victoria and Carly duly arrived from Westbury and were lifted over the outer fence. Staff from Safety-Counts, and some prisoners, then built up the facility. Heidi Crowther-Gjuv, whose conversation with her husband started the whole process, was truly appreciative. “As a minimum, it costs up to £70,000 per year to keep someone in prison. If this project prevents just one person

At the opening of Parc Junction, From left: Richard Parry, project interface co-ordinator, Network Rail Route Services; Sian Hibbs, director of strategic support, administration & assurance for HM Prison & Probation Service; Janet Wallsgrove, director of HMP & YOI Parc; Heidi Crowther-Gjuv, senior regimes manager, HMP & YOI Parc; Scott Threadgold, head of regimes, HMP & YOI Parc; Jason Weetman, materials recovery specialist, Network Rail Route Services; Representative from the Welsh Government; Victoria Patterson, business support specialist, materials recovery, Network Rail Route Services.

from re-offending, then gifting these materials - which carry a value of £6,000 - will prove priceless. “Without Jason’s tenacious chasing up with the gifting process and locating the components, then it is likely that this project may never have progressed. The project has been very collaborative, and this is what has helped to get it off the ground.” The success of this project won Jason a ‘Highly Commended’ in the Charity category at the 2019 RailStaff Awards.

THE BENEFITS OF TRAINING

Once the new facility, now named Parc Junction, was finished, Dave and John could prepare for the first course. The prison team selected likely candidates, based on behaviour, anticipated release date and aptitude. The prison’s own print room, staffed by inmates, even overprinted the protective clothing that Safety-Counts provided. The course was accredited by NSAR (National Skills Academy Rail) in September 2019 and is therefore classed

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as industry-ready training. Contingent labour specialist NGage Group came on board to act as sponsor for the trainees, all of whom underwent a standard rail-industry drugs and alcohol test and medical examination. There were no shortcuts. One area that was a slight challenge was the e-learning element. Prisons have, understandably, very secure firewalls, so Safety-Counts had to work with staff to make sure that trainees could access the required material. The end result was a successful first course with some 12 candidates undergoing a 10week course that covered: • First Aid at Work (three days); • OLEC 1 for overhead line construction sites; • PTS and PTS AC (for overhead lines); • DC Conductor Rails; • ICI - Industries Common Induction; • Track Induction; • Manual Handling; • Fire Awareness; • COSHH (Control of Substances Hazardous to Health); • Opportunity to gain a CSCS (Construction Skills Certification Scheme) card. On release, NGage guaranteed a work placement to all those that passed the course and had demonstrated the correct work ethic. Naturally, how these first few graduates get on will be closely monitored. The whole idea of the programme is to help released prisoners integrate back into society and prevent reoffending. As an extra carrot, Dave Crowther has offered graduates who stick to the programme and do well a complimentary lookout/site warden course, to help them progress in their new careers. NSAR chief Executive Neil Robertson said: “It is marvellous to see what the team at Parc Prison, Safety-Counts and Network Rail has achieved. “The rail industry is a very non-judgemental employer. We have worked with various

groups in the past, taking on former servicemen and women, ex-miners and even released offenders on several occasions. “But to have this dedicated rail training facility set up inside a prison is a great idea and I thoroughly congratulate all those involved.” The team is planning to run four courses each year, preparing 48 prisoners for a new career in rail. The second course starts shortly.

PRISONER REACTIONS: O: “It’s the best thing that has ever happened to me. I would have never been able to complete this on the outside, it’s given me a drive to better myself and to find employment.” R: “Life changing - it’s given me opportunities that would have never existed before. I 100% will be looking at a rail career on release and am very thankful for this opportunity.” C: “This has been an excellent opportunity that will stop me from reoffending. I appreciate that I have been able to complete the course and it has given me something to look forward to rather than going back outside and behaving the same.” J: “Looking forward to making contact with training providers on the outside to start a new job. I would never have had the opportunity to complete this if Parc had not offered the course to me.” H: “This will stop me from reoffending, it’s as simple as that. I would never have had the chance to complete this on the outside. It has given me something to look forward to rather than being in the same situation all the time.”

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Driving the UK economy FREIGHT TRAIN DRIVERS HELP THE ECONOMY, SUPPORT THE GREEN AGENDA, AND EARN GOOD MONEY TOO!

ince the early 19th century, railways have been used to transport vital goods, and, with an increasing focus on reducing the UK’s environmental impact, it looks as though the nation’s dependence on rail will continue for decades to come. However, taking on the responsibility of keeping the UK running brings its own rewards. At Freightliner, this means employees are offered competitive pay, a final-salary pension scheme, a range of working hours to suit their personal circumstances and an extensive benefit scheme that is reviewed annually to incorporate feedback from employees. The company has a highly respected and experienced team within the UK rail industry, from drivers to ground staff, and from planning, rostering and control teams to maintenance engineers. Whilst many colleagues joined the rail industry at a young age, a surprisingly large number boast varied careers outside of rail or logistics. These have included jobs in the armed forces, emergency services, retail and more, all providing the transferable skills needed for roles in rail.

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From passengers to freight

Heather Waugh, an intermodal train driver at Freightliner, worked as a passenger train driver for 12 years before making the move to rail freight. Before becoming a train driver, Heather had never worked in the industry, and was more accustomed to being behind a desk or managing an office-based team. She explained that her perceptions of the rail industry before joining were not all positive, especially the rail freight sector. “I was certainly guilty of being very ignorant,” she said. “Perhaps this is a result of misinformation being passed on, or the stigma of it being a dirty, unprofessional working place. The thing is, this just isn’t true. My Freightliner colleagues are every bit as professional as their passenger train counterparts.” So, what attracted Heather to working with freight rather than passengers? For many train driver applicants, the starting salary (when qualified) of more than £55,000 in heavy haul, or over £50,000 for intermodal, is a strong incentive. For Heather, it was about the freedom and variety that being a freight train driver offered her, along with the work-life balance. She added: “I’m so pleased I made the switch from passenger to freight. I have more time off than I’ve had at any other stage in my career, which means I have the time and energy to follow up on interests, hobbies, friends and family. This was always such a struggle before. Even better, my time at work is filled with more routes and more traction - this variety keeps things fresh and interesting.” Despite the industry receiving the highest levels of investment since the Victorian era, recruitment is still a challenge facing many operators. For most companies, a high priority is to increase and promote diversity and inclusion through recruitment, and in the process, harness the potential of this new talent for the future of rail.

Only as good as its employees

Freightliner recently became a Work180 endorsed employer, highlighting its commitment to offering a positive working environment for employees and equal opportunities, regardless of background or gender. The company understands that perceptions of working in freight can deter high-quality candidates, which is why, since its acquisition by US-based logistics giant Genesee & Wyoming in 2015, Freightliner has made significant investments in people, infrastructure and technology, as well as overhauling its brand image. The improvements are centred on customer service and employee experience, all with a focus on safety which has delivered industry-leading results. Freightliner works on the understanding that it is only as good as its employees, which is why the company supports colleagues to progress, not only professionally, but personally. Its dedicated training and development team works tirelessly to bring opportunities for individual and team growth, including offering apprenticeships, work placements and trainee schemes. The company prioritises its employees’ health and wellbeing, which is why it has an Employee Assistance Programme (EAP) and a strong working relationship with organisations such as the Railway Mission and Samaritans.

www.freightliner.co.uk

Are you looking for great pay, a final-salary pension, generous leave allowance, fantastic benefits and career progression opportunities? We are recruiting: Qualified Train Drivers Operations & Production Managers Ground Staff Shunters Engineers, Fitters & Technicians and more... railrecruitment@gwrr.co.uk @RailFreight Freightliner Group Ltd Freightliner Group Ltd Freightliner is an equal opportunities employer.

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IT'S ALL ABOUT

PEOPLE

GRAHAM COOMBS VISITS GTR, WHICH IS INVESTING HEAVILY IN ITS APPRENTICESHIP SCHEMES TO IMPROVE THE SKILLS OF BOTH EXISTING STAFF AND NEW RECRUITS

ne of the rail industry’s most constant challenges is making sure it has sufficient people with the right skills. And with a high age profile across much of the workforce, there are forecasts of a major skills crisis point by 2025 if action is not taken. RailStaff spoke to Govia Thameslink Railway (GTR), the largest passenger franchise operator in the UK, to learn how it is addressing the problem through a major development of its apprenticeship programme. GTR operates four service groups - Thameslink, Great Northern, Southern and Gatwick Express - covering more than 800 route miles. More than 7,300 staff are needed to operate their 3,600 daily trains and look after over 340 million passengers each year, so maintaining and developing the workforce is a major task. Addressing this challenge is Zoey Hudson (right), head of talent, diversity and inclusion, a title recently expanded from head of people development to reflect the increasing breadth of the role. “We are doubling the number of apprenticeships that we will offer in 2020, with more than 300 planned across 14 different roles ranging from drivers, engineers and operations to business administration and marketing,” Zoey explained. “We increasingly see them as a key part of the recruitment and induction process, helping us focus on developing the skills that people need, while new recruits benefit from the additional support during the learning process.”

APPRENTICESHIPS “A PRIORITY” GTR has actually been offering apprenticeships since the franchise started in 2014, but a big boost came from the introduction of the government’s Apprenticeship Levy in 2017 when it became a strategic priority. ‘Traditional’ apprenticeships, focussing on subjects such as engineering, were opened out into many new areas, such as customer service and team leadership. The new increase will see even more roles included. “Managers are urged to consider whether vacancies could be an opportunity for an apprenticeship,” according to Zoey. “And it is important to stress that apprenticeships are offered for different roles throughout the area we cover, stretching from Sussex to Cambridgeshire, not just our key hub locations like London and Croydon.” RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

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CAREERS

Engineering apprentice Katrina-Rose Allen from Croydon at the Selhurst depot. Behind the new developments is GTR’s accreditation by the Education Skills Funding Agency as a training provider for apprenticeships. This means that training can be delivered entirely in-house, making it much easier to cover some roles, for example drivers. Apprenticeships combine on-the-job learning with training towards a recognised skills qualification. They cover different levels in many different roles, such as customer service (skills level 2), team leaders (level 3), station managers (level 4) through to engineers and senior managers - as high as level 7. Courses range from 12 months up to four years for an engineer. “A key point is that people can learn at their own pace and we can give extra support where necessary,” Zoey continued. “For example, those who have difficulty with functional skills like language and numeracy will receive extra help to reach the levels that they need. We want to find the right people and develop their skills, not just try to recruit the finished article.” So, are apprentices guaranteed a job at the end? “With the investment we are making in apprenticeship programmes, we want to make best use of the skills and attributes that individuals have developed during their time with us. An apprentice who does well can expect to be offered a permanent post within GTR,” said Zoey.

INTERNAL SELECTION Many of the apprentices are not new recruits though. GTR believes that developing the skills of existing staff is just as important and encourages them to apply. There are internal talent and progression processes managers seeing potential in a member of staff may recommend them for a team leader course, for example. And how does GTR find external recruits for the scheme? Zoey said that a range of methods is used. “The focus is through our

website gtrailwaycareers.com, which has been completely rebuilt to be more userfriendly with an easier application process. We proactively use social media and sites such as LinkedIn, careers platforms or specialist engineer groups. Meanwhile, our ‘Outreach’ programme includes visits to schools and colleges and attendance at career fairs. But, basically, we want to go and find talent, not wait for it to come to us. A major part of the value is in attracting different, more diverse people to the rail industry.”

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From young mum to electrical engineer Rosie-Jayne Wiles (20) is an apprentice electrical engineer from Bedfordshire, working at train depots including Hornsey and Selhurst. Starting her apprenticeship when she was 17 with a three-monthold baby, Rosie was drawn to the scheme by being able to earn and learn at the same time. Three years on, she has been able to buy her own home and will be starting her Higher National Certificate in electrical and electronic engineering in September. She said: “This is the type of independence the apprenticeship has given me. I feel secure in the knowledge that I could easily have a job for life and I am proud to inspire other young women into the railway, and particularly into engineering.”

“We also use case studies of colleagues who are taking part in the scheme,” Zoey continued. “It is much more powerful to tell stories, using examples of real people, rather than just describing jobs. Young people who might not have considered a career in railways can see someone similar to themselves in a poster, or featured at a careers fair.”

There are no age restrictions on applicants and many have successfully moved across from other careers, for example from the emergency services. GTR has also been running the ‘Getting into Railways’ initiative, in partnership with the Prince’s Trust, since the franchise started. A four-week course, run about three times a year, gives young people a

chance of work experience which, hopefully, will encourage them to think of railways as a career, with GTR hiring many young people who have taken part. Participants are then

well-placed to apply for the apprenticeship scheme. Is there a problem with people leaving once they have completed their course? Zoey believes not. “Staff leaving after completing their training has not been a great problem, although a few may. We try to show the company’s values to encourage staff to stay with us and most do. Some may also move on to other roles in the wider Go-Ahead Group. We want people to think of working for us as a career, not just a job, but at the end of the day it is about finding the right way forward for the individual.” And will the scheme continue to develop? Zoey says most certainly. “Our chief executive Patrick Verwer has brought a strong focus on our people, and improving their skills is a key part of delivering better customer service. We believe that apprenticeships are an essential part of future-proofing the railway for the next generation.” For more information on the GTR apprenticeship scheme, visit gtrailwaycareers.com.

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Do you know someone who might make an exceptional contribution for the greater good? If they qualify, they should apply for an

Exceptional Contribution Award Who? The EWS Educational Trust. What? Is looking for people who might make an exceptional contribution to society and have a close family relative who works or worked in the UK’s rail freight industry. Why? We offer grants at our discretion to those who qualify for an Exceptional Contribution Award to help them achieve their ambition. When? Right now. Applications for the Exceptional Contribution Award must be submitted by 31 March 2020. For further information please contact admin.office@ewseducationaltrust.co.uk

Financial support for exceptional individuals The EWS Educational Trust is an independent charity that can offer financial support to help people achieve excellence.

The Exceptional Contribution Award is aimed at those likely to be involved in, but not limited to medical, scientific or engineering advancement and likely to be in doctoral or post-doctoral research.

To qualify for an EWS Educational Trust grant you must have a parent, step-parent, grandparent, spouse, partner or civil partner who works or who worked in the UK’s rail freight industry. You also qualify if you are you an undergraduate, a graduate or post graduate to whom the Trust has given grants and who may be interested in receiving further funding. The full list of EWS Educational Trust grants are the Exceptional Contribution Award, our Educational Award for people at university, our Special Access Funding for those who face barriers to achieving their full educational potential and our Sporting and Artistic Grant for those seeking excellence in these fields.

Go to the Trust’s website for full details of our grants and how to apply www.ewseducationaltrust.co.uk Registered charity number SC040334

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DELIVERING QUALITY RECRUITMENT SOLUTIONS FOR THE RAIL INDUSTRY Major Works Tester in Charge

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An outstanding opportunity to join a Tier 1 global contractor within the rail industry that specialises in signalling and has recently secured a large framework project in the Eastern region.

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Locations: Offices based in Doncaster & Rotherham with opportunities available nationwide Distinction Training Ltd are looking for NSAR Approved Trainers/Assessors on either a Part Time, Full Time or Self Employed Contracts. We are looking for Trainer’s / Assessors that can deliver PTS / LO / IWA / COSS / OLP / CRP / PC / ES / MC / CC / SSOWP Distinction Training Ltd is a well-established Training and Assessment Company that is based in Doncaster. Our Trainers have a wealth of knowledge and experience in their areas of expertise, each having their own speciality.

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Our Training provides a solid foundation for new railway employees, while expanding the competencies of more established rail workers. We also provide a wide range of Assessments to cover a variety of railway disciplines. We provide over 30 courses including the more recently added SWL1-COSS, SWL2-ES and SWM training. Training events are delivered from either our Head Office at Doncaster or our superb Rotherham facility. FULL TIME, PART TIME OR ASSOCIATE BASIS OFFERED Please send CVs through to distinctiontrain@aol.com or contact the office on 01302 623362 www.distinctiontrain.com

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RailwayPeople.com is the largest dedicated rail job site in the UK. With thousands of job opportunities updated daily, your next career is a fingertip away. Visit RailwayPeople.com to find your next role today.

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I’VE HAD THE OPPORTUNITY TO GAIN EXTENSIVE EXPERIENCE ON A NUMBER OF EXCITING PROJECTS - DEVELOPING KEY TECHNICAL AND BEHAVIOURAL SKILLS ALONG THE WAY Jamie Rothwell, Senior Contract Manager

SITE OPERATIVES SITE SUPERVISORS PLANT OPERATIVES ENGINEERS (ALL LEVELS)

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What makes a Murphy person a Murphy person? First and foremost, we have the long-term vision and financial stability to employ our entire global team directly. Our clients know they can rely on a seamless, integrated service - and that everyone at Murphy will always go the extra mile to deliver truly innovative and impactful infrastructure solutions. But it’s also about what we can do for each other. Thanks to major recent successes and a fastgrowing order book, we can afford to invest in the right people – giving them every opportunity to develop their skills, their professional qualifications and their careers. When you come to Murphy, you’re joining an agile, fast-moving, family run business that goes out of its way to identify, encourage and reward talent like yours. We have been awarded the HS2 Enabling Works Project, focusing on highways and utility diversion and comprises of heavy earthworks, roadworks (tarmac, signalling, fencing and white lining), traffic management, deep drainage works, multiple utilities diversions, non-contestable utility connections and construction of attenuation pond with the associated penstock chambers and outfalls. We currently have multiple opportunities with immediate starts nationally. For more information and to apply please visit our website www.murphygroup.com/careers

OUR PEOPLE GO FURTHER

www.murphygroup.co.uk |

Why Nexus? Nexus and its subsidiary Metro Services are a vital part of everyday life for people living and working within Tyne and Wear. There are 36 million Metro passenger journeys each year and another 30 million passengers walking through our bus stations and interchanges annually. We make sure our customers are at the heart of everything we do and we employ nearly 1,100 employees to ensure they all have a great experience, no matter where their final destination.

Vacancies with Nexus • Installation Team Member (OLE)

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• Works Supervisor (OLE)

• Technician (STEM)

– circa £29,373 pa inclusive of shift allowances – £36,115.50 to £52,816.60 pa inclusive of allowances

– circa £35,044 pa inclusive of shift allowances (Signalling, Telecommunications, Electrical & Mechanical)

– circa £35,583 pa inclusive of shift allowances

Nexus will offer all successful candidates a defined benefit pension scheme, free local travel and access to other benefits. Shift allowance is non-contractual and subject to change. If you see a vacancy that you feel meets your skills, qualities and qualifications then why not apply to join us? If you wish to apply for any role, please email recruitment@nexus.org.uk for more information or a paper application. Please note; electronic applications are our preferred method of applying for a role within Nexus. Come and be part of our story – www.nexus.org.uk/careers We are an equal opportunities employer. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

The Rhomberg Sersa Machine Group â&#x20AC;&#x201C; a unique and specialist in-line excavation and re-ballasting system Our comprehensive ďŹ&#x201A;eet consists of:

MFS+ Material Conveying and Hopper Wagon (rail and crawler modes)

MFS 2000 Multi-Speed Conveyor System

400m3 per hour and 6mtr belt reach

ITC BL4 High capacity in-line Road Rail Excavator

UMH Universal Material Handling Wagon

The Rhomberg Sersa Machine Group is a unique and specialist in-line excavation and re-ballasting system that represents a step-change in track renewals in the UK. Using this system Rhomberg Sersa Machine Group has the capability to deliver in-line excavation, parallel working, single line and single bore tunnel working and a production line approach all supported by a dedicated, experienced and multi-skilled team comprising: Multi-skilled On-Track Machine operators

On-Track Machine maintenance staff

Safety critical staff (SWL1/2)

Full technical support

S&C and plain line renewal

Planning capability cradle to grave

Bringing innovation and engineering excellence to the rail sector Rhomberg Sersa UK Ltd | T +44 (0)300 30 30 230 2 Sarah Court, Yorkshire Way, Doncaster, DN3 3FD www.rhomberg-sersa.com | enquiries@rsrg.com