RailStaff May 2019 by Rail Media

MAY 2019 | ISSUE 257

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CONTENTS MAY 2019 | ISSUE 257

SUCCESS, FAILURE AND THE 'REAL HEROES' | 18

Francis Paonessa talks to Nigel Wordsworth about his time as managing director of Network Railâ&#x20AC;&#x2122;s Infrastructure Projects.

READING BETWEEN THE LINES | 22

Historian Dr Mike Esbester touches on illiteracy and the sad death of two track workers from 1914.

THE VALUE OF COMMUNITY RAIL | 28

A new report from the Association of Community Rail Partnerships has evaluated the benefits of the community rail movement to individuals, local areas and society.

MILITARY IS GOOD FOR RAIL | 30

Stewart Thorpe finds out why so many service leavers turn to and succeed in the industry.

RAILWAY CHILDREN TO RECONQUER KILIMANJARO | 34

Following the announcement that the charity's colossus fundraiser will return, Adam O'Connor, RailStaff production director, recalls his unforgettable experience from 2010.

30 34

T H G I L T O P ils and

il civ X | 40r the launch of the ra R O W GET TeOis almost here fo worx. The tim ow Rail h s s m syste

A CALL TO ACTION | 38

Speaking at the YRP Annual Dinner, Polly Payne, rail group director general at the Department for Transport, delves into the industry's diversity problem.

RA ILW AYP EO PLE .CO M

TH EL AR GE ST WE DEDI BS CAT ITE E IN T D RA HE IL C UK ARE ER S

THE CHANGING FACE OF RAIL

WHETHER YOUâ&#x20AC;&#x2122;RE NEW TO THE INDUSTRY OR LOOKING FOR A NEW CHALLENGE

VISIT WWW.RAILWAYPEOPLE.COM TODAY

way People.com

Staff

RAILSTAFF MAY 2019

Paul O’Connor

Editor:

Stewart Thorpe

Production and design:

Adam O’Connor

Matthew Stokes

Track safety:

Colin Wheeler

Advertising:

Asif Ahmed

Craig Smith

Keith Hopper

A micro mobility revolution

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RailStaff Publications, Rail Media House, Samson Road, Coalville, Leicestershire, LE67 3FP. Tel: 01530 816 444 Fax: 01530 810 344 Web: www.railstaff.co.uk Email: hello@rail-media.com Printed by PCP Ltd. RailStaff is published by RailStaff Publications Limited A Rail Media Publication

Arts et Métiers station.

After we tied the knot last month, Eurostar shuttled me and the new Mrs Thorpe into the heart of the French capital. A short four-day trip was filled with cheese tastings and time spent in Parisian cafes drinking fruity European beers. As it was our first time in Paris, some of the more obvious, yet still spectacular, tourist spots were taken in. We also had the chance to dig a little deeper with a guided tour of some popular food and drink stores and points of interest (Check out the street art of Gregos in Montmartre the next time you’re there - his face is, quite literally, all over the place). Of course, Paris is also home to the second busiest metro in Europe, so it would have been rude not to hop on for a ride. Pre-holiday research told me that the network has some striking stations. It’s not something all passengers would take the time to appreciate, but the evolving designs with different styles of art are an attraction on their own. They’re not quite at the level of the Moscow Metro (Europe’s busiest metro) but they’re a refreshing change from the London Underground. A quick trip between Franklin D. Roosevelt and Hotel de Ville, one of eight of the network’s original stations, to get to NotreDame was unfortunately all we made time for on this whistle-stop tour, but it was enough to whet the appetite. But the pièce de résistance of the trip - and the reason for this self-indulgent introduction - were the electric scooters for hire that are taking over the city’s streets. Think about London’s Santander dock-todock bikes but remove the need for docking, add mobile payments and the fact they’re entirely motorised with a top speed of 15mph and you start to understand why they’ve become so popular. After creating an account, users download an app to find an available scooter, scan

it to check it has enough battery and no reported faults, and can then ride off. Riders are advised to follow the rules of the road and wear a helmet but are otherwise left to explore the city within a certain boundary. When they have finished, users prop the scooter up using its stand and, as long as it’s not blocking a public pathway, tap the app to end the ride. As a means to cover great distances, the e-scooters are limited as many only have a maximum range of 20 miles. But as a means of covering the first and last miles in urban areas between station and home, it is ideal. The growth in Paris has been massive since the scooters first arrived in 2018 but it’s not been without its problems. Issues caused by irresponsible users blocking doorways, paths and driving on pavements has led city officials to look at introducing regulation. This same debate has proved to be the roadblock to electric scooters being unleashed on UK roads. That was until March, when the Guardian reported that transport minister Jesse Norman said he would “look quite closely” at finding a way of allowing e-scooters and similar vehicles on the road, which has been illegal for at least 30 years. Market leaders 'Bird' and 'Lime' already operate in other European countries and more than 100 cities in the United States and, if legislation is changed, we could yet see them on the streets of major cities in the UK. Not only are they a personal and flexible means of transport but they’re also shared, environmentally-friendly and affordable and proved a quicker means for getting from A to B around the French capital than the Paris Metro. You can’t help but feel that the e-scooters are a glimpse into the future, a glimpse into what could be a micro mobility revolution. stewart@rail-media.com

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Hero police officer Leon McLeod has raised more than £7,000 for a specialist post traumatic stress charity by running the London Marathon. After months of training, PC McLeod finished in five hours and 32 minutes and said that, despite all the preparation, the 26.2 mile run was “a million times harder” than he expected. The BTP officer helped many innocent people caught up in the London Bridge terror attack, including his colleague PC Wayne Marques, but the experience changed him “beyond comprehension”. Wanting to give something back after receiving so much support, PC McLeod ran the London Marathon to raise money for PTSD999, a charity that supports the emergency services and, as well as assessing and treating PTSD, provides trauma response awareness training and psychological health and safety services. On his fundraising page, Leon said: “Clearly though there’s only so much a person can take, and it seems that only recently attention has really been paid to mental health and wellbeing. No matter how big or small, things will always leave a mark.” Not far behind him in the race was GTR’s Celia Clark, who recorded a time of five hours and 46 minutes in her first ever marathon. The customer experience manager works at the rail operating centre in Crawley, where she manages the output of real-time information for passengers across the Southern, Thameslink, Great Northern and Gatwick Express network. After unsuccessfully applying to run via the marathon’s public ballot entry for six years in a row, Celia contacted Samaritans for one of its 75 charity places. She said: “My job has introduced me to some amazing and

First Glasgow Subway train arrives Manufacturer Stadler has delivered the first from Strathclyde Partnership for Transport’s new fleet of Glasgow Subway trains. Reaching the milestone means that testing can now begin to ensure the trains manufactured in Altenrhein, Switzerland - are fit for purpose. The first of the new trains will now begin a lengthy, offline testing period while work continues to install the new communications and controls systems in the subway’s stations and tunnels. Two more new trains are due to be delivered by the end of the summer for the first phase of testing. The full fleet of 17 four-car sets is expected to enter service in the next couple of years. The new trains will make history when they enter

service as the first in the UK to run with no staff on board. Inside, passengers will now be able to walk the entire length of the train and enjoy an open front view into the tunnels.

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Marathon efforts inspiring people, some of whom have been affected by suicide. I attended a training course in September on handling contact situations with people who are feeling suicidal to be able to support people who may need help. This opened my eyes to just one aspect of the vital work that the Samaritans do every day.” Celia has so far raised £3,427. NET tram colleagues Alun Gadd and Greg Towers were also among the 42,906 runners who took on the challenge. Tram driver Alun and network controller Greg Towers raised a combined £4,776 for Nottingham homelessness charity Framework and the MS Society, respectively, between them.

The trains, combined with new communication and control systems, are part of the £288 million subway modernisation programme. This also includes a major refurbishment of the system’s 15 stations; a

complete overhaul of the Victorian tunnel system; and replacement of the subway’s main infrastructure including tracks and the ramps and turnouts section where the trains enter and exit the system.

The first new train pictured right, alongside the old rolling stock.

RAILSTAFF MAY 2019

NEWS

Train factory plans submitted

Siemens Mobility has submitted plans to build a £200 million train factory in Goole, East Yorkshire. The application to East Riding of Yorkshire Council is for outline consent to enable the development to be delivered in phases. The first phase is expected to open in 2023 and the final stage in 2025. Proposals for the 104-acre site include 80,000sqm of manufacturing, commissioning and warehouse buildings and stabling sidings, as well as a four-storey, 5,000sqm office building. Up to 700 jobs will be created at the facility, with an additional 250 supported during its construction as well as an additional 1,700 “potential UK supply chain roles” as a result of the project. Siemens’ plans for the site were first unveiled in March 2018 when it signed a longterm lease of the land, which is situated close to junction 36 of the M62 motorway. However, these plans were dependent on

securing “major future orders” - the first of which came in the form of a £1.5 billion order from London Underground for 94 trains in November. Following this win, Siemens’ localisation team has begun developing the Goole site and has also established an office in East Yorkshire and begun the recruitment for key roles. Will Wilson, managing director of rolling stock at Siemens Mobility, said: “As a company we already have strong links in the local area. In 2016 Siemens opened a £310 million turbine blade factory in Hull, creating 1,000 local jobs to service offshore wind farms. This latest development would further deepen much needed commitment to the region, with a key focus on the local supply chain. It will establish a lasting legacy of related skills to further the UK’s ability to compete on a global scale.” The company also plans to locate its digital operations centre on site, to collect and analyse train-borne data for operators.

Tolkien about new stations

A station dedicated to the work of Lord of the Rings author JRR Tolkien is one idea being considered by the West Midlands Rail Executive (WMRE) as it looks to re-open Birmingham’s Camp Hill line to passengers. The special theme is one of a number of suggestions put forward as part of a public consultation to construct new stations at Moseley, Kings Heath and Hazelwell along the route. These stations closed in 1941, from which point the line has only been used for freight and non-stop through-services. Results of the consultation also revealed that 90 per cent of residents, commuters and businesses in south Birmingham back plans to reopen the railway. Planning applications are expected to be submitted to Birmingham City Council this summer with construction potentially beginning next year ahead of the stations opening by the end of 2021. The new Camp Hill stations would provide regular services into Birmingham New Street.

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FEATURED PLACEMENT

North of the border On March 26, Stobart Rail & Civils attended the Rail North of the Border Conference to learn more about Scotland’s 10-year rail investment strategy and to showcase some of the innovations that will help the industry to deliver on these bold aspirations. With several billions of pounds to be spent on Scotland’s infrastructure in CP6, and with the first major contracts already announced, Stobart’s reputation for completing complex schemes in the most challenging situations ensures it is poised to help deliver the best railway Scotland has ever seen. In attendance was Keith Robertson, Stobart’s senior project manager in Scotland, who said: “We already have an impressive portfolio of successful design and build projects in Scotland including track, structures, geotechnical and lineside infrastructure, and with the new innovations we’ve brought to Rail North of the Border we’re starting CP6 all set to deliver more safely and efficiently than ever before”. The Stobart exhibition team attracted plenty of attention before the doors had even opened with boxes of Lego, remote control diggers and a train set. Low-tech, perhaps, but it proved the ideal way to demonstrate the simplicity and effectiveness of two of the key innovations that Stobart’s research and development team have developed to help keep people safe.

The first is the Stobart-I system, a compact modular unit that is quickly fitted to almost any plant item. It uses cameras that work in conjunction with reflective markers positioned along the track to delineate the site limits for adjacent line open (ALO) working. A remote screen mounted in the cab provides the operator with a continual indication of where they are in relation to the track. If the limit is approached the system provides a warning for the operator. Then, if the limit is reached, the plant is automatically prevented from moving any further - making it impossible for any part of the plant to breach the ALO boundary. The system is fail-safe so that if the camera loses sight of the reflectors for any reason, the machine will lock out until the integrity of the markers is checked and the system reset. The Stobart personnel protection system is the second innovation. It uses similar technology to Stobart-I and can also be fitted to any piece of plant. This time the cameras are set to provide a 360-degree view of a defined exclusion zone around the machine. This provides the operator with enhanced awareness of their working area, but even better the system detects the site team’s hi-vis clothing and tracks their position in relation to the exclusion zone. If anyone approaches the exclusion zone the operator receives a warning and they are highlighted on the screen. If anyone then enters the

exclusion zone the system immediately shuts down the plant. The system also works with retroreflective plant stickers to protect against plant clashes. Both systems are quick to set up as they don’t rely on the time-consuming installation of heavy physical barriers, and they provide plant operators with levels of continual in-cab feedback that ensures they have confidence that they are working safely. Visitors to Stobart’s stand all had the opportunity to try out each of these systems in small scale and see for themselves how they provide a real step-change in plant/personnel segregation and ALO management. After a long and busy day, Stobart was delighted to report that its Lego site team had zero accidents or incidents – everything was awesome!

Britain’s Largest Specialist Transport Union

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Protecting our members’ interests is our priority

Join us today www.rmt.org.uk

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Railwayman swaps heritage for freight Matt Green, general manager of the Swanage Railway, has joined Victa Railfreight as an operations and safety support specialist. The new role will see Matt provide specialist operations and safety advice to off-network locations across the country. This includes ports, terminals, quarries and industrial sites, as well as supporting heritage railways. Victa Railfreight managing director Neil Sime said: “There are many similarities between the operational, safety and regulatory

issues facing the heritage sector and those that our established customers with port or terminal rail infrastructure encounter. "[Matt] is very knowledgeable on safety and regulatory matters and has a pragmatic approach. This appointment will allow him to expand his experience whilst increasing our resources to match the demand for our advisory and management support services.” Matt's initial assignments have seen him advise a major rail freight customer client on facility access and licensing issues

Arup's new rolling stock lead International consultancy Arup has appointed Giles Pettit to lead its rolling stock offering.

along with safety management reviews for two heritage railways. He has also spent several weeks visiting freight locations and meeting key Victa customers to give him an appreciation of the sector and its challenges.

Reichmann for British Steel Gerald Reichmann has been appointed as the new chief executive of British Steel. He joined the company in 2017 and previously served as chief financial officer and deputy CEO. British Steel chairman Roland Junck said: “Gerald has played

Middle East mission Gordon Lindsay has joined Network Rail Consulting (NRC) as regional director for the Middle East. Previously he was responsible for delivering major rail projects for Atkins in the region for eight years, and will now be responsible for developing NRC’s presence in the region. He said: “I’m excited to be joining the NRC team, combining my experience of privatisation in the UK with my recent work in the region as it upgrades its infrastructure to be fit for the next 100 years.” A chartered engineer and career railwayman, Gordon brings 27 years’ worth of expertise and knowledge to the

organisation. This includes work on the design and development of major rail projects as part of the Strategic Rail Authority’s 10year plan, culminating in major upgrades to the UK’s East Coast and West Coast main lines.

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a leading role in the ongoing transformation of our business and his appointment will help us build a strong and sustainable future.” Gerald added: “I’m delighted to have been appointed to this role and look forward to working with our employees, customers and suppliers to grow British Steel.”

Giles has more than 16 years of rolling stock engineering experience, both at strategic and detailed specialist levels, and was most recently the head of SNC-Lavalin’s asset management team. In that role he lead a team of some 90 consultant designers and engineers to deliver rolling stock design and turnkey projects, along with maintenance services and asset management consultancy. At Arup, Giles will be responsible for delivering and driving the plan for expanding its rolling stock capability.

Another WMRE appointment Jo Parker, formerly of SLC Rail, has been appointed the rail programme director at the West Midlands Rail Executive (WMRE), the partnership of 16 local authorities that oversees rail transport policy in the region. Jo and her team will work closely with local authorities and industry partners to deliver a “rail renaissance” across the region through new stations and services. She has more than 20 years of experience in rail and most recently worked as the senior project manager on the redevelopment of University station.

Malcolm Holmes, who was recently made permanent as the organisation’s executive director, said: “Jo has an excellent track record working collaboratively with industry partners to deliver these new stations which will transform the lives of West Midlanders.”

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Hackitt and Hughes on Search begins to HS2 board replace Plummer © IOSH

Dame Judith Hackitt (above) and Stephen Hughes (below) have been appointed to the HS2 board as non-executive directors. An engineer by profession, Dame Judith was the chair of the Independent Review of Building Regulations and Fire Safety and is chair of manufacturing trade body Make UK. Stephen Hughes, an accountant by profession, is an experienced local government leader, having served as chief executive of Birmingham City Council for nearly 10 years, as well as previously holding an executive role at Brent Council. As well as announcing the new board appointments, transport secretary Chris Grayling announced the re-appointment of Ed Smith and Roger Mountford as non-executive directors for a further three years and revealed that Andrew Wolstenholme, the former chief executive of Crossrail, has left the board. Grayling said: “The appointments of Dame Hackitt

The Rail Delivery Group (RDG) has begun the process of recruiting a new chief executive following the announcement that Paul Plummer intends to retire in the autumn.

and Stephen Hughes will ensure that HS2 Ltd continues to have a world-class leadership team under Allan Cook CBE. I am also delighted that Ed and Roger will continue in their roles. “Their collective wisdom and expertise will be invaluable in overseeing the construction of one of the UK’s most important infrastructure projects, ensuring we deliver on the opportunity of huge economic growth for the north and Midlands and improved journeys for passengers right across the country.”

Paul succeeded Michael Roberts as CEO in October 2015. He joined from Network Rail where he had spent 13 years as group strategy director and has been a board member of RDG since its inception. Announcing his plans, Paul

said: “This is a pivotal year both for the rail industry and the RDG, which has a challenging and important role to play in shaping the future. Over the next few months, I will continue playing a role in ensuring Britain has the railway it needs for the decades ahead – a key goal for the ongoing Williams Review – and in preparing the RDG for the next stage in its evolution. Nevertheless, the time is right to confirm my plans for the future so that the search for my successor can begin.”

Internal promotions Story Contracting has promoted Martin Smith (pictured) to operations director and introduced contracts manager roles to its expanding rail division. Martin started his career at British Rail before moving to Tarmac/Carillion where he worked for 22 years, progressing from site engineer to project director across rail, highways, civils and utilities. He joined Story in 2018 as regional operations manager. A key focus of his new role will be to successfully deliver the frameworks Story was awarded by Network Rail for CP6 on both London North East (LNE) and London North West (LNW). Martin said: “After only being with Story for a short while I feel extremely honoured to be

recognised by the business in this way. It is testament to the overall ethos of the business that it looks to develop its people and promote from within.” Martin will be supported in his new role by newly appointed contracts managers Dan Jones for LNE and Jonny Fearon - a former trackman - for LNW North. The company is also recruiting for a third contracts manager for LNW South, working between Manchester and Birmingham.

Brits abroad East Midlands Trains’ operations director Ian Smith is set to join former ScotRail alliance managing director Phil Verster in Toronto, Canada. After seven years at East Midlands Trains, and more than 28 years in the UK rail industry, Phil is flying across the world to join Metrolinx as its deputy chief operating officer. In his new role, Ian will work underneath Verster, who joined the transport agency as its CEO and president in

October 2017. Ian was previously the operations manager at Stagecoach rail, GSMR manager at the Association of Train Operating Companies (Now the Rail Delivery Group) and head of drivers at First Great Western. He began his new role on April 22.

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TransPennine Express (TPE) has accepted the first of its new Nova 3 push-pull coaches from manufacturer CAF after completing its fault-free running. The milestone will allow TPE to begin mobilisation, including training for drivers and conductors, ahead of the fleet’s introduction into service in “the coming months”. The Nova 3 push-pull coaches were expected to enter service by the end of 2018 but that was pushed back after discovering a technical issue with a key onboard system. The 13 five-car trains each have 110 more seats than the existing Class 185 trains currently operated by TPE on the route. They will initially come into service on the Liverpool to Scarborough route, before deployment on the Manchester AirportMiddlesbrough service. Each train features plug sockets, USB charging points and free onboard wi-fi. They will be pulled by Class 68 locomotives from Direct Rail Services. Chris Nutton, TPE’s major projects director, said: “This is a key milestone in our new trains

project, which will allow us to bring in these fantastic trains in the coming months. “Although there have been a few bumps on the way, it’s brilliant that our plan is now coming together and our customers will be able to travel in comfort on modern trains with more seats later this year.”

Nova milestone

MetroWest Phase 1 funding The Department for Transport has announced £31 million of funding for ‘MetroWest Phase 1’, a project which includes plans to re-open the Portishead to Bristol rail line. The scheme will see two new stations opened at Portishead and Pill and also includes vital improvements to passenger services along the Severn Beach and Bristol to Bath lines. MetroWest Phase 1 is being led by North Somerset Council and the West of England Combined Authority on behalf of South Gloucestershire, Bristol City and Bath and North East Somerset councils. Colin Medus, head of transport and infrastructure at North Somerset Council, said: “The Portishead Rail scheme is a nationally-significant project that will open-up the rail network to thousands of people across the region and will help relieve congestion

during the rush hour periods. “We are committed to investing in the infrastructure of our area and this government funding is the news we have been waiting for. MetroWest Phase 1 is firmly on track for delivering rail services fit for the future of our region.”

New map aids disabled passengers A new 'Access Map' has been introduced to inform disabled people, and others with mobility difficulty, of the facilities available at each railway station in the country. Viewers can interact with a map of the entire network, superimposed on a street map of the UK, find their station, and then click to see what facilities it has to offer, such as step-free access, staff on hand to assist, disabled toilets and so on. The little ‘flags’ on the stations are colour-coded – green for step-free access, yellow for partially step-free, red for no step-free access and blue for ‘don’t know’, though there aren’t many of those. So, for example, rail travellers from Maidstone in Kent should use Maidstone East (green – step-free access, staff available

to help, accessible toilets, train access ramp), rather than Maidstone West (yellow – stepfree access to Platform 2 but steps to Platform 1 and staff assistance not always available) and they should certainly avoid Maidstone Barracks (red, steps to all platforms, unstaffed). Access Map makes it easy for passengers to select which stations to use, and which not to. It will be invaluable, not only to the disabled but anyone with a mobility problem – including children and heavy luggage. What’s more, it’s a fascinating map to use to explore the rail network. Not only are passenger main lines on there, so are freight-only routes and heritage railways. And there are satellite views as well as maps. The Rail Delivery Group worked in collaboration with train companies and the Department

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for Transport to create Access Map. Transport accessibility minister Nusrat Ghani was pleased with the result. “I am delighted to see this new interactive map launched,” she said, “marking an important step towards our aim of providing disabled passengers with the information they need to travel independently – a key

commitment in our Inclusive Transport Strategy.” Accessibility campaigner Sarah Ward was equally enthusiastic: “Knowing in advance what features are at a station before I get there increases my confidence hugely. I think the map will be beneficial for a whole range of people. The more information you can have before you travel, the easier it is.” Access Map is available at accessmap.nationalrail.co.uk

When and how did you get into the rail industry? I began to work in the rail industry in September 2017 when I chose to complete my period of recognised training (required by the Solicitors Regulation Authority) in-house as opposed to the traditional private practice route. I applied for Network Rail’s in-house training contract because I wanted to be able to not just provide legal advice, but simultaneously encompass the role of a commercial advisor, which is what the in-house team at Network Rail do on a daily basis.

My life in rail Trainee solicitor Katie Barker, 23, was the first person to secure a training contract with Network Rail's legal team since 1994.

What does your job involve on a day-to-day basis?

There is a huge diversity of work that we do in the legal team. This includes health and safety, procurement, employment, contract disputes, environment, contentious and non-contentious property work, projects and schemes, IT contracts, and competition and state aid. We input and provide advice in relation to all aspects

RAILSTAFF MAY 2019

of Network Rail; appreciating the scale and strategic importance of the railway to the economy, and the travelling public. I have the opportunity to work closely with senior managers, in both the central team and the devolved route businesses.

What’s your proudest industry achievement?

Obtaining Network Rail’s first training contract since the railway was privatised in 1994. Network Rail has such a variety of different elements to its business that the role offers a fantastic spread of experience.

What’s the most interesting part of your job?

Everyday genuinely is a learning day. The role presents the opportunity to gain an understanding of the interaction between economic, political and social spheres and how these interrelationships will affect the strategic approach Network Rail will take to ensure the delivery of thousands of projects each year.

CAREERS

What’s your least favourite part of your job? Sifting through the many railway acronyms!

If you weren’t doing what you’re doing now for a living, what would you be doing and why?

I have a real interest in startups and SMEs and so potentially looking at a role with a venture capital fund or a financial analyst role.

If you could take any train journey in the world, where would it be and why? The old Canadian Pacific line to Vancouver; I hear the views are amazing and if you are lucky the driver will slow down and stop when he spots some bears by the lineside!

What would you like to achieve in the next 10 years?

I would like to continue to develop my legal skills and build lasting relationships with our customers.

Rail Forum Midlands (RFM) is the ‘go to’ organization for rail companies with an interest in the region; we are here to represent your interests and support you. With strong links to major rail clients, government agencies and a vast network of supply chain companies we are a not for profit organization owned and governed by our members. Join our rail community today to benefit from our services: Connecting Businesses • RFM connects member companies and prospective clients via a series of supplier and networking events. • RFM encourages collaboration, especially between SMEs, providing access to a wider range of business opportunities. Representing Businesses • RFM ensures members’ views on issues that directly impact their businesses are heard by local and national government. Promoting Businesses • RFM ensures potential clients and key stakeholders understand the comprehensive capability of our members. • RFM provides opportunities for members to join together to jointly exhibit and take part in key rail exhibitions and events. Informing Businesses • RFM provides members with easy access to relevant information putting them in a stronger position to win business. People and skills • RFM leads a number of initiatives including schools engagement, college/employer partnerships and the development of shared apprenticeship recruitment and delivery models. “The Rail Forum holds some first-class events that have allowed me to meet people at all levels, backgrounds and experience in the railway industry. This has led to many enquiries and useful contacts within the industry”. David Brooks, Business Development Manager, Elite KL Limited For more information call 07890 791373 or email sophia@midlandsrail.co.uk www.midlandsrail.co.uk

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Crossrail delay

After assessing the time needed to complete the work that is outstanding, Crossrail’s new leadership team has revealed that its full opening may not happen until 2021. In a statement, the mega project said it had “identified a six-month delivery window with a midpoint at the end of 2020”, which takes into account the many risks and uncertainties that remain in the development and testing of the train and signalling systems. “Crossrail will be making every effort to deliver the service as early as possible,” it added. There are four major tasks that must be completed: • Building and testing of software to integrate the train operating system with three different signalling systems; • Installation and testing of vital station systems; • Installation of tunnel equipment as well as communications systems testing; • Trial run of trains over many thousands of miles on the completed railway. CEO Mark Wild said: “Crossrail is an immensely complex project and there will be challenges ahead particularly with the testing of the train and signalling systems but the Elizabeth line is going to be incredible for London and really will be worth the wait. This new plan will get us there and allow this fantastic new railway to open around the end of next year.” The east-west railway underneath London, officially called the Elizabeth Line, will run between Reading and Shenfield in Essex and had been due to open in December 2018.

National College name change ‘High speed rail’ could be dropped from the National College for High Speed Rail’s name as it seeks to extend its reach. Instead, the engineering institution could be called the National College for Advanced Transport and Infrastructure, to cover light rail, metro and freight; highways; transport infrastructure such as airports, service stations and bus stations; smart mobility; and digital transport systems. Under the new name, high speed rail brand will still be retained as a centre of excellence. A formal consultation on the name change will run until May 29. Chief executive Clair Mowbray said: “As an industry-led and industry-focused college, our proposed name change is a response to the conversations we’ve been having with employers across the transport and infrastructure sectors.

Catering success Michael Wyatt, Greater Anglia’s business manager for on-board catering, has received an international award for his leadership skills after only 18 months in the job. Out of 13,000 employees, Michael was named Abellio ‘Leader of the Year’ at the company’s awards ceremony for turning around the fortunes of Greater Anglia’s on-board catering team and successfully reinstating the at-seat trolley service on the Norwich– London intercity service after a 10-year absence. He was also recognised for motivating his team to offer excellent customer service, bringing about improvements to on-board catering – such as the introduction of a new vegan range - and for jumping into frontline duties when needed.

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“While high speed rail is core to our brand and offer, learnings from our start-up process have made it clear that our current name does not convey the broader scope of higher-level training that we are capable of offering. “In our efforts to train the next generation of engineers needed for HS2 and beyond, we want to ensure that our vision and ability to support the broader transport and infrastructure sector is clearly articulated.” The college launched in October 2017 and is still developing its curriculum, which is based around Level 4 and 5 apprenticeships and full-time courses, right through to Level 6 and short CPD courses. When it launched, the college had 150 enrolled learners and the capacity to cater for up to 1,200 students. It currently has 336 full-time learners and apprentices.

Michael, who has worked on the railway for 16 years, said: “I’m really proud that the hard work of me and my team has been recognised and we look forward to continuing to serve customers with our range of refreshments from the trolley and at the café bar, and developing what we offer further to ensure that our customers are always delighted.”

NEC, BIRMINGHAM 28 NOV

2019

YOUR AWARDS RAIL ENGINEER OF THE YEAR 2018 SCOTT MCKAVETT (NETWORK RAIL)

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The Settle to Carlisle railway is a wellknown tourist attraction as well as a transport route. It traverses some areas of outstanding beauty, one of which is Swaledale, lying on the North Yorkshire / Cumbria border. Swaledale is renowned for two things, its cheese and its sheep. The cheese was formerly made from ewes’ milk, although cows’ milk is more often used today. Still, there remain plenty of sheep in Swaledale, mainly used for lamb or mutton, although traditional sheep’s milk cheese is still produced. The sheep run loose in the countryside, penned in by dry-stone walls. At least, most of the time they are. However, over the last year, Swaledale’s sheep cleared boundary walls and strayed onto the Settle-to-Carlisle railway line a total of 29 times. With services travelling through the area at up to 60mph, this puts the sheep in danger and also risks delaying passengers if their trains hit the animals. So Network Rail has had to learn new skills. As part of a £50,000 scheme, it has inspected thousands of metres of dry-stone wall between Risehill Tunnel and Garsdale before repairing sections of it using traditional methods to original standards. It was no easy task. Network Rail staff had to work in all weathers to carry equipment, materials and stone to and from particularly steep and hard-to-access trackside locations. Sally Deacon, asset engineer for Network Rail, said: “We’ve worked closely with local farmers and the Yorkshire National Park to ensure our dry-stone wall repairs are in keeping with the local environment. This is to deter curious sheep from trespassing onto the railway. We want sheep safely in their fields. And we want passengers moving safely and swiftly on their trains. This dry-stone wall work helps make that happen.” Network Rail has a statutory duty to fence the railway or provide another suitable barrier. The work on the Settle to Carlisle line forms part of its ongoing boundary fencing maintenance work carried out across the country.

Woolly problem in Cumbria

Top of the class Students from Solihull College & University’s computing degree level course have created a virtual reality carriage for Virgin Trains which could be used to train future recruits. After being impressed by the students’ VR demos, Virgin Trains approached the college in October about developing VR software that recreates health and safety scenarios inside a carriage kitchen on a moving train. The tool uses a VR headset to transport the wearer to the “carriage” which mirrors a Virgin train. Handheld devices are used to practice duties “on board” and to deal with health and safety issues. In putting trainees through their paces in the virtual world, new staff can build up experience of tackling safety issues in a safe environment, which can then be deployed in real-time situations. Virgin Train’s head of safety Garry Hall said: “The carriage is far more realistic than I expected, and the train is very close to the actual thing. It’s the first time Virgin Trains have

taken part in a partnership project like this and the potential is massive.” On-board manager Andy Rennie Scrivens added: “This project gives trainees the possibility to reach every area of the train, for training new starters or refresher training it could be a massive plus. The likeness to the kitchen is brilliant; I can see this being useful to everyone working at every level.”

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29/08/2018 16:41

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INTERVIEWS

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INTERVIEWS

SUCCESS, FAILURE AND THE

'REAL HEROES'

FRANCIS PAONESSA TALKS TO NIGEL WORDSWORTH ABOUT HIS TIME AS MANAGING DIRECTOR OF NETWORK RAIL'S INFRASTRUCTURE PROJECTS

hen Dr Francis Paonessa joined Network Rail from Bombardier in the summer of 2015, he did so to head up Infrastructure Projects (IP) - the national organisation charged with delivering major enhancements on the railway network. Now, with new CEO Andrew Haines pushing forward with a policy of devolution and decentralisation, the work of IP will be undertaken by the five regions and 13 routes that are being set up. As a result, Francis left Network Rail at Easter. Before he left, he took the time to look back at his five years in the rail industry.

GREAT EXPECTATIONS On the face of it, Francis’ experience at Bombardier, and before that at naval shipbuilder Vosper Thornycroft, had got him used to major manufacturing on fixed sites. The railway is not manufacturing, and it takes place on very long, thin sites, in the open, all over the country. On the face of it, a very different experience. “Actually, I was expecting a lot of similarities,” Francis demurred. “The theme that ran through ship building, at Bombardier and here is that of large-project management and of engineering-led, low-volume manufacture. “Ship building was the ultimate low volume manufacturer for the complexity of the design that you did. It was a massive design effort that resulted in the construction of one, two or three ships. Francis' last ship - HMS Mersey.

“Bombardier was very similar, with complex train integration and system integration, but for me it was a dream of then having maybe 100 of them to build. That was big volume and there was a lot of opportunity for continuous improvement that was much more difficult to do in ship building. “Coming to Network Rail, I was expecting a large project management system, an integration-type business, but again, ultimately, very low volume manufacture. It’s an interesting mix of big projects like Thameslink or Birmingham New Street or some of the other stations where they are true one-offs, together with a lot of repetitive work where bringing my manufacturing experience in really helped. “Track is very repetitive, and, actually, so is electrification more than anything - a logistics exercise rather than a complex design.”

BACK TO RENEWALS In CP3 and CP4, work was concentrated mostly on renewals. CP5 saw a large upswell in the amount of enhancements taking place. Now, for CP6, the emphasis seems to be back on renewals. “There’s still a lot of enhancement spend in CP6, let’s be clear,” Francis commented. “There’s about £10.5 billion that is inherent within the funding that we’ve got to deliver

within CP6, which is still an enormous amount of money to go and spend on enhancements. “But I don’t think we’ll see another control period like CP5. £18.7 billion invested in enhancements and £14.4 billion worth of renewals within Network Rail over the last five years. I think Nichols worked out we delivered 22 per cent of all UK infrastructure. That’s a lot for one organisation to do, particularly when we have the constraints of access to the railway. “You asked at the beginning about the big difference between working in ship building and working in Bombardier, it’s 10 times easier to work in a fixed site where you don’t have to break the work up into 40,000 chunks. We take about 40,000 possessions a year to deliver our work, that’s 40,000 opportunities to get it wrong and to either overrun or put the travelling public at risk. “It’s very challenging to do and it’s totally unlike any other business I’ve been in. “I think our average possession time is five hours and 35 minutes, it’s not a lot of time, given the demands and the expectation of handing back on time and handing back safely, but we are now managing to fit 38 per cent more spend into each possession minute than we were at the start of the control period.”

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and it would have been fantastic to run that machine at the plans that we’ve got for CP6 for two years and absolutely smash it out of the park. I sadly won’t have the opportunity to do that, but the new regional managing directors will with the team that we’ve built.”

DEVOLUTION

FAILURE AND SUCCESS

THE REAL HEROES

“Celebrating success, and particularly celebrating success with the projects that are the big flagship ones, is one of the big leadership challenges within the organisation, because it’s the teams that deliver renewals that are real heroes,” said Francis. “They are in frequently very small teams. They might be delivering multiple small projects themselves. They’re doing a great job with the supply chain in delivering those, but they’re not London Bridge. Renewals are the vast majority of the possessions that we take and the teams deliver them, time and time again faultlessly, and people don’t notice. We renewed 300km of track last year and no one noticed. The signalling teams renew and replace hundreds of SEUs (signalling equivalent units) and people don’t really notice. The new signalling scheme, they don’t notice it having been re-locked to a different location or we’ve closed signal boxes or

we’ve modernised - all that stuff just happens. “Passengers are not interested, and rightly they shouldn’t be, but making sure the narrative within the business equally recognises that the teams that we’ve got working incredibly hard delivering those far less exciting visual renewals as the one or two flagship projects that we might have ongoing, is an important balance. “Of course, the external narrative rightly tends to focus on the one or two projects that don’t go as well as we’d hope. Because of the negative focus we get when it goes wrong, keeping those teams motivated who are in the spotlight working, day after day, on really difficult engineering projects, is challenging. Huge credit to the teams who get up every morning and come in and put their best work in on a project that’s difficult and, because of where it is, it’s frankly, no matter what they do, never going to be seen as a success.”

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When Francis joined Network Rail in 2014, it was three months after reclassification had been announced but two months before it was implemented. Six months later, at Christmas 2014, there were the wellpublicised overruns at King’s Cross and Paddington that sobadly damaged Network Rail’s reputation. It was a real baptism of fire. “Joining an organisation and three months in to find that you are forecasting to be several billion pounds overspent already three months into a new control period, is not good,” he remembered. “To then badly let customers down at Christmas was really not good. You suddenly find that you’ve got an organisation, in the broadest sense, of people who are trying their absolute hardest to do a good job, but aren’t delivering on that. At the same time, you’ve got a phenomenal workload to deliver. To transform an organisation whilst having a phenomenal amount to deliver is really difficult. “Probably my only regret is that we’ve now got to a point where I’m extremely proud of the organisation, the capability that sits within it, the detail of the planning which underpins CP6,

The devolution of IP isn’t, in Francis’ opinion, going to be as much of a change as people think. “One thing to clarify, IP isn’t a centralised structure,” he explained. “Because we’re a national function, there’s quite a lingering perception that we’re a team that sits in the middle somewhere and does stuff across the country. We’re far from that. There are seven delivery teams - four regions, northern programmes, track and signalling, supported by five functions. 96 per cent of the people in IP sit in those delivery legs. About 186 people sit in the functions. We are probably the most devolved part of Network Rail already and the teams sit geographically dispersed. “We’re sitting here today (in Derby) and part of my signalling design team are sitting downstairs and my East Midlands regional enhancements team are 800 yards down the road, which shows how widely 4,800 people in IP are geographically distributed. “When we move into a devolved structure with the routes, a large percentage of people in IP won’t be moving anywhere. They will still be sat at the same desk in the same location next to the same people doing the same job but working within a new regional structure. What we’re doing is changing the accountability, and particularly the responsibility for the delivery activity, from it being a national function to a devolved regional structure.” Francis departed Network Rail, not before Easter, but immediately afterwards. He says he has no future plans at present, but no doubt he will pop up somewhere before too long. A version of this article originally appeared in RailStaff’s sister title Rail Engineer.

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All © National Railway Museum

READING

BETWEEN THE LINES

HISTORIAN DR MIKE ESBESTER TOUCHES ON ILLITERACY AND THE SAD DEATH OF TWO TRACK WORKERS FROM 1914

oday we might take the ability to read and write for granted – but not so long ago that wasn’t a given. In an industry like rail, so dependent on the written word, via rules, regulations and more, difficulties with reading, in particular, might have had real safety implications. However, perhaps surprisingly, the question of literacy doesn’t come up in official reports into historic worker accidents too frequently. It appears as though, in most cases, railway staff had at least a functional level of reading. Presumably their level was more than just functional, too, given the key document employees were reading, so far as the companies and railway inspectors were concerned, was the rule book. One hundred or so years ago, this was a densely-written document, using official, legalistic language - not an easy read by any measure. Given staff were tested on comprehension, it looks like they should have understood what they were reading, too - though of course there were many ways around this. In general, though, for the railway industry the indications are actually that the workforce was relatively highly literate. Nevertheless, there were workers who couldn’t read. In that case, they were to have the rule book read to them, so they were still expected to know and understand its contents. Accidents caused, at least partially, by a worker’s inability to read do appear from time to time in our database of historic worker accidents, as in this case about J. Kavanagh and T. Cannon.

KAVANAGH AND CANNON Kavanagh and Cannon were employed by the Dublin and South Eastern Railway as ‘milesmen’, meaning they were part of the permanent way gang that was responsible for maintaining track. On the morning of March 28, 1914, they were working between Shankill and Bray, on the outskirts of Dublin, under the supervision of ganger T. Doyle, when he left them to obtain assistance. What happened next wasn’t witnessed - always a difficult situation for inspectors, who had to make a best guess at the probable chain of events, when investigating accidents. In this case, inspector J. P. S. Main presumed that a train had approached on the line they were working on, so that they had crossed it and the other line to keep well out of the way as it passed. Main concluded that ‘no sooner had it done so than they attempted to return, when a train came along the down line, and the men, failing to observe its approach, were struck by the engine and cut to pieces’ - a typically forthright statement of the time about consequences of the accident. RAILSTAFF.CO.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

The research of Dr Mike Esbester, of the University of Portsmouth, is focused on two key areas: the history of safety and accidents, and the history of mobility. As part of the former, Mike is working alongside the National Railway Museum to run the ‘Railway Work, Life & Death’ project, which is exploring British & Irish railway worker accidents from around 1870s to 1939. To find out more, head to: @RWLDproject | www.railwayaccidents.port.ac.uk Great Eastern Railway enginemen's dormitory, Stratford, 1911. The crew of the passing engine were unaware that they’d hit the men and ‘it was only through the bursting of the vacuum brake pipe by a keying spanner [the tool Kavanagh and Cannon had been using], and the consequent application of the brake, that the enginemen became aware of the accident’. The line was on a curve where the accident happened, so it wasn’t unreasonable that the men didn’t see the approaching train or the crew see them. However, as Main pointed out, Kavanagh and Cannon knew

From a 1930s accident prevention booklet.

RAILSTAFF MAY 2019

HEALTH+SAFETY

Great Western Railway rule book, 1904.

the line and he ‘was assured’ they knew that the trains usually passed each other there; as a result the unstated implication was that they should have anticipated and avoided the train that hit them. Who exactly had assured Main of this detail? The report doesn’t state - but we might suspect it was a company representative, possibly seeing an easy route for the company in terms of responsibility.

THE RULE BOOK Main noted that the rule book was clear on this case: they should ‘have moved clear of all lines and waited until the train for which they had stepped aside had cleared a sufficient distance to enable them to see that no train was approaching on the other lines before attempting to recross the rails’. What this doesn’t take into account was the pressure to get the work done. If staff were expected - required - to work in amongst moving trains, on a busy route with lots of traffic stopping and waiting until visibility was

good might have taken additional time. That might bring employees into conflict with the companies, which expected a certain level of efficiency. In that situation making a decision to move back on the lines a fraction earlier becomes understandable. Main delved into the question of literacy. Of the three men named, only Cannon could read. Kavanagh had his knowledge of the rules tested just nine days before the accident, and was found competent. Doyle’s knowledge of the rules was tested - possibly by Main, though it isn’t clear - and he was found to have a fair knowledge. Main then went on: ‘It is a question whether a man who suffers under this disability should occupy such a position, unless the greatest care is taken to have the rules read over and explained to him at state intervals’. Damningly, Main noted that this procedure wasn’t in place on the line but that ‘it is essential that this course should be followed with men who are unable to read, a feature which, I understand, is by no means uncommon with this

class of labour on this line’. The Company was directed to ‘give the matter serious attention’.

ILLITERACY This case, which is not alone, raises all sorts of questions about expectations and class - from the obvious (and to our ears, rather patronising sounding) questions about ‘this class of labour’ to how we read the comment about illiteracy as a ‘disability’. Literally? Figuratively? Both? If the comment about illiteracy being widespread among track workers on the Dublin and South Eastern Railway was accurate, was it confined to just this role? Was illiteracy an issue beyond just this company - possibly industry-wide? Instinct says not on that latter point, for some of the reasons already

outlined, and the demonstrations of literacy we’ve seen elsewhere in our research. However, we’re only as good as the records we’ve seen! Thinking about how we educate and train staff in the railway industry is clearly not a new issue – and just because the question of illiteracy might today have faded, it doesn’t mean we should ignore it. In any safety-critical role ensuring staff are well-briefed in all aspects remains crucial. Standards today are undoubtedly higher than in 1914 – thankfully – but we can learn from past cases such as Cannon and Kavanagh and check that we’re not assuming everyone meets certain standards, like literacy, without being sure they do.

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KISS LOCAL

"THAT'S THE WAY TO DO IT!" FOLLOWING A SUMMER-LIKE EASTER WEEKEND WHEN EVEN OUR NORTHUMBRIAN BEACHES FELT WARM, I MAKE NO APOLOGIES FOR MISQUOTING MR PUNCH’S BEST-KNOWN SEASIDE CATCHPHRASE.

ome years ago, we became used to “KISS” being used as an acronym for “keep it simple stupid” when dealing with computer software etc. I now recommend its use in the rail industry for the way railway work is planned and carried out. Even better would be “KISS local”, to emphasise the importance of security and safer, more efficient working of individuals in organisations. Working locally together in the new routes should benefit safety. Transferring responsibility for project delivery to the routes will bring improvements as well!

SSOW packs, far too big!

There is a growing realisation that SSOWs (safe systems of work) packs are way too big and often delivered so late to those who do the work as to be irrelevant. In one report, the sizeable pack was received just 10 minutes before work was due to begin and was consequently neither of use nor ornament to those at site who were rightly focussing on getting the work done. Some deluded individuals even say omissions and extra information can be safely added by inclusion in site briefings! I disagree.

Keep it local and in the “family”

The identity of the employer should be irrelevant to the work; they merely employ and pay those involved. Local people with relevant skills must be directly involved from the early planning stages right through to doing the work on the night. To do so

there always needs to be a job or even shift planning site visit and/or meeting when possessions, isolations and the detailed programming of each shift of work are agreed. I recall the benefit of using a local operations manager or signaller as SPICOP or PICOP ((senior) person in charge of possession) and carefully choosing one who was personally known or even related to supervisors in charge of the work. The worst and most unsafe characteristics of reports I have read is workers on a shift not having met others (including those responsible for supervising their working) before arrival on site.

Working together - safer and more productive

I recall trying out new equipment and working methods in trial areas, where possession over-runs would not cause problems, and then involving experienced track workers, chargehands, technical staff and supervisors in open forum discussions on what went well and how working could be improved. These discussions made the work easier, increased productivity and the motivation of individuals. Discussions afterwards included worker-led debates in local railway social clubs when shifts were relived by all present. The conclusions that emerged were used to make the next job even safer and more efficient. Adoption of workers’ best ideas is a powerful motivating force that helps ensure the job is done well and finishes on time. Keeping work groups together results in progressively better, quicker and safer working. Chief

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SIM ST

TRACK SAFETY

REPORT BY COLIN WHEELER

Colin Wheeler.

executive Alan Haines’ route delegation of accountability should make such open management easier. I write from my experience of railway infrastructure inspection, maintenance, repair and renewal but also believe that the same principles are applicable to the inspection, servicing, repair and commissioning of rolling stock, locomotives and plant.

Near misses/close calls are accidents waiting to happen

Whatever you choose to call them there are far too many of them, as Ian Prosser at the Office of Rail and Road (ORR) has said. Network Rail’s near miss on a site on March 13 this year could easily have become a multiple fatality event. Contractors were working for Network Rail on a site adjacent to Mucking automatic half barrier (AHB) level crossing in Essex. At 11:58 a concrete mixer delivery lorry being manoeuvred and reversed onto site was trapped by the lowering barrier of the AHB crossing. To access the site its driver had driven onto the crossing just before the barriers began to lower.

He was trapped for eight seconds before construction staff lifted the barrier manually. He reversed off the crossing just six seconds before the 11:11 London Fenchurch Street to Southend Central train travelling at 56mph reached it. The train driver did not brake, having a late view of the crossing due to the track curvature. RAIB has begun its investigation. Its website announcement emphasises that it will be looking at the sequence of events, the actions of the lorry driver and construction team, the awareness of risks associated with working near level crossings and any underlying management factors.

Key messages

Currently Network Rail’s Safety Central website includes the following pair of “Key Messages”: “Any COSS or PIC should always have the Safe Work Pack to check and understand a minimum of a shift in advance”. “A COSS in an engineering worksite should ALWAYS receive a brief from the ES and sign the RT3199.”

KEEP IT MPLE TUPID

RAILSTAFF MAY 2019

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TRACK SAFETY

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However, recent reports make it clear that this is not happening. The instances uncovered by RAIB investigations may only be the tip of the iceberg I suggest! If a COSS (controller of site safety) or PIC (person in charge) carries out a job on time and as expected, but works without complying with the requirements of these two key messages, how likely are they or their managers to be formally disciplined I wonder? If not, why not?

Near miss Sundon Bedfordshire

At 23:50 on December 12, 2018, a London St Pancras to Derby passenger train travelling at 101mph (line speed 125mph) approached two isolation staff walking with their backs to traffic on the down fast line. The train driver sounded his horn and applied the emergency brake. The two were disorientated and had accessed the down fast believing it to be the up slow line. Their safety briefing had been on the opposite side of the railway and there were no access point information boards. Presumably they were unfamiliar with the area and had not been there before. The two were an AP (authorised person) and an earthing assistant, who was also acting as the COSS. The AP had not received a briefing from the ES (engineering supervisor) but the ES briefed the NP (nominated person) who then briefed the AP. The NP signed both in and out at the start so as to avoid having to return and find the ES when the work was completed. The safe work pack did not detail the access points and was provided to the NP just 10 minutes before the planned work start time.

A very near miss!

Network Rail’s Safety Central website details the actions of the two track workers: “realising the imminent danger, one of the staff members pushed the other clear of the down fast and into the open up fast where he sustained minor injuries due to contact with the running rail. The

Doncaster locomotive derailment: On the left-hand side is a representation of a flange contact angle as a wheel begins to climb the rail. On the right-hand side is the track layout south of Doncaster station. two staff did not get to a defined position of safety, but managed to get clear of the path of the train a fraction of a second before the train passed them.” The website includes a picture from the cab showing just how close the two were to the train!

Doncaster locomotive derailment

RAIB issued an updated safety digest 04/2019 on April 18 on the locomotive derailment at Doncaster on December 21. It suggests that the incident highlights the increased risk of derailing vehicles with newly turned P1 profiled wheels on curves of around 200m, especially when unchecked and without adequate rail lubrication. Check rails are mandatory for curves of 200m or less, but between 201-300m a risk assessment is prescribed before a decision is made. Following wheel reprofiling at Roberts Road Depot, four locomotives travelled towards York. As they negotiated a curve at just 13mph, the third locomotive, a Class 37, derailed. Track damage and locomotive recovery blocked the Sheffield/Doncaster lines for 36 hours.

A jolt and a bang

Feeling a jolt and hearing a bang, the driver applied the brakes. The first wheelset leading bogie of the Class 37 came to rest over trailing points leaving the second and third wheelsets trapped between switch and stock rails. RAIB reports that the Class 37 designed 62-degree flange angles and clean, dry and reprofiled

The Class 37 locomotive involved in the Doncaster incident, with the second wheelset of its front bogie derailed.

wheels increased the likelihood of derailment (Whilst the older Class 37 were so designed more modern locomotives have design angles between 68 and 70-degrees). The track was “within the allowable geometric tolerances” with a gauge of 1455mm and both cant and twist were also within acceptable limits.

No risk assessment was done

The 207m radius curved track section was installed in 1999. When check rails are installed, they typically extend 9m either end of the curve to prevent a build-up of forces on the outside rail. RAIB found no evidence of any risk assessment for check rails for this curve. It comments that had one been done “it should have identified that the curve being traversed by legacy locomotives with 3-axle bogies and older wheel profiles, the proximity to a wheel lathe, and the lack of lubrication for wrong direction moves, were all potential risk factors.” I suggest that if personal engineering responsibility and accountabilities had been clearer and undertaken locally, the responsible track engineer would have ensured the completion of a suitable risk assessment before accepting the layout into his or her care.

Two months of delay

Following the derailment, Network Rail carried out a detailed inspection and measurement of the track. RAIB notes however that “no higher level industry investigation was commenced until almost two months later, by which time it is possible that other vulnerable or perishable evidence may have been compromised”. In future, I assume that both the responsibility for risk assessing curves that may need check rails and reporting derailments warranting RAIB investigations will rest locally with the relevant route?

What keeps you awake at night?

I remain an optimist but am convinced that with devolution to routes there is also a need to understand the importance of having trained, qualified and competent track, signalling and electrification engineers in posts which carry personal responsibility and accountability. When taking up new jobs the first questions existing staff should be asked are: what is best and what aspects of the work that you do or infrastructure you are responsible for is giving you sleepless nights? For the new routes, I suggest this needs to be adopted for all who are responsible for the safety of infrastructure and rolling stock!

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FEATURE

RAILSTAFF MAY 2019

THE VALUE OF

COMMUNITY RAIL

new report from the Association of Community Rail Partnerships (ACoRP) has evaluated the benefits of the community rail movement to individuals, local areas and society. Across the country, an army of 8,500 volunteers give more than 390,000 hours a year working to bring local lines and stations back into the heart of their communities. Adding together the social value of those volunteering on a regular basis (£27.6 million) and the value of their labour (£5.6 million), ACoRP - the national umbrella body for community rail partnerships (CRP) and groups - calculates that community rail volunteering alone is worth £33.1 million each year. Community rail is a grassroots movement supported by industry that has grown in scope and influence since the first community groups were formed in the 1990s. Currently it is made up of 61 regional or line-based CRPs - community-based organisations that work along lines or across regions – and more than 1,000 station-based voluntary ‘friends’ groups. Together they aim to connect communities with their railways and help them to get the most from local lines and stations. Work ranges from creating community hubs and gardening and maintenance at stations, to promoting green tourism on community rail lines, working with the rail industry towards a more accessible railway, engaging with schools and organising walking and cycling events. Examples include: • The Kilmarnock Station Railway Heritage Trust, which is transforming a disused station space into a hub for the community while also promoting social inclusion and offering work experience and training; • The Sussex Community Rail Partnership’s work to help school children learn about and gain familiarity with rail as a part of sustainable and healthy travel;

• Community Rail Cumbria, which is working with train operators to achieve major service and station improvements. It also engages with local employers to promote sustainable commuting. Announcing the next East Midlands franchise, transport secretary Chris Grayling recently revealed that the next franchise, beginning in August, will see funding doubled for community rail schemes and the creation of up to four new CRPs.

COMPARISONS Four years ago, ACoRP produced a similar report assessing the value of community rail. Comparing data from the two, it shows that CRPs have increased by 50 per cent and station groups have doubled in number between 2015 and 2019. In addition, similar comparisons found that lines with CRPs performed well in terms of passenger numbers. Using a sample of 36 community rail lines, ACoRP has calculated that

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Station adopters at London Road station, Brighton.

RAILSTAFF MAY 2019

FEATURE

All © ACoRP

passenger numbers increased by 42 per cent between 2008/09 and 2017/18. This compares to an overall increase of 35 per cent on the national network. ACoRP said that this reinforces the idea that engaging communities in their local railways helps people get maximum use from them, as well as attracting visitors using sustainable means.

COMMENTS

The report, which was sponsored by the Rail Delivery Group, was also welcomed by rail minister Andrew Jones. He said: “Our rail network is simply better for the work of Community Rail Partnerships. I have seen first-hand the vital work that they do, having met with the inspiring volunteers at the ‘Rail Journey To Recovery’ project in Cumbria last November.

“They transform our stations into community hubs, provide purpose and pride, and give people a say in how their local rail network can work for them. “In 15 years we have seen hundreds of successful projects created across the UK, and through a new Community Rail Strategy this government is committed to supporting even more schemes.”

Community rail champion and ACoRP chief executive Jools Townsend said the movement “empowers local people to have a greater stake in their local railways and stations, and to access opportunities that may otherwise be out of reach, through sustainable and healthy means”. She added: “Community rail is playing a unique role, working at a grassroots level so more people can get around through sustainable travel, and helping people to connect with their locality and those around them.” FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

FEATURE

RAILSTAFF MAY 2019

MILITARY IS GOOD FOR RAIL STEWART THORPE FINDS OUT WHY SO MANY SERVICE LEAVERS TURN TO AND SUCCEED IN THE INDUSTRY

DB Cargo's Mick Jackson attended the careers event in his capacity as vicechair of the YRP in the East Midlands.

ome February 2020, Major Doug Hallam is set to call time on more than 35 years’ service in the British Army. In his current post, the 54-year-old supports the recovery of wounded, injured and sick personnel at the Ministry of Defence’s Chetwynd Barracks in Chilwell, Nottinghamshire. Gearing up for civilian life, Doug has already begun assessing his next steps and is, on the face of it, eyeing something quite different to his present work. As well as environmentallyfocused organisations such as the National Trust, he’s looking at swapping the British Army for the Orange Army. According to the government, approximately 15,000 people leave the armed forces each year - and many of those will have considered a similar move to Doug into rail. In April, 135 service leavers, including Doug, attended a careers event at the Derby Conference Centre to scope out the industry's opportunities. Former military men spoke about their experience and 20 prospective employers were on the lookout for talent. The event, titled ‘Military is Good for Rail’, was organised by industry body Rail Forum Midlands in conjunction with employability services the Careers Transition Partnership and the Officers Association.

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RAILSTAFF MAY 2019

FEATURE

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WHY RAIL?

With a mixture of those who have successfully progressed into rail and those looking to follow in their footsteps, the day provided a great insight into what attracts exforces personnel to work on the railway. “Golden opportunities” in the local area with HS2 passing nearby and the NET tram system in Nottingham proved the initial draw for Doug, but, for him, there’s more to it. “I want fresh air and I want to be outside. I don’t mind getting cold and wet at all because I’m an infanteer by trade, so no formal engineering qualifications and all that. Would I go to college or university? Absolutely I would if the right job came along. “The rail network is similar to military because you’ve got structure. At some stage I want to be told what to do. When I know what

to do then I can advise and tell other people what to do and how to do it. And that’s what drew me.” Before the networking between recruiters and jobseekers began, a line-up of military personnel who have successfully resettled into rail shared their own experiences. Ex-Royal Navy marine engineer Elliott

Watson was on the lookout for a new career, not just a job, when he left the armed forces. Unhappy with the prospects in the first job he landed, he eventually found what he was looking for when he joined Network Rail as a scheme project manager during a similar Military is Good for Rail event three years ago.

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FEATURE

RAILSTAFF MAY 2019

"I came along just to have a look really and see what it was all about,” said Elliott. So far during his time at Network Rail he has held five jobs on one project and completed an engineering degree at Staffordshire University. “I didn’t really know anything about the rail industry, I didn’t really know if it was for me but after attending this I decided that, yeah, it was for me. "Overall, I’d just like to say that the change that I made from what I was doing before into the rail industry has been really positive. And I really appreciate the time that the industry has spent, not just Network Rail but other people and contractors, in helping me feel at home and part of a team again, which is what I was missing in that first role I went into.” It’s almost a decade since DB Cargo’s Mick Jackson left the Royal Engineers to become an engineering safety coordinator. He doesn’t think that rail attracts ex-forces personnel and believes that many get into rail by chance, much like his own story, and that more needs to be done to help them discover the great opportunities in rail. Mick was returning from a disappointing interview at Rolls-Royce when he received a call from a recruitment agency asking if he’d like to go for an interview at an engineering depot to fix locomotives. He did, and he was successful. “I don’t necessarily think rail attracts the military,” said Mick, now a health, safety and environmental manager. “Most people I speak to fall into it. “I don’t know what it’s like now but in 2009 I was based in Chilwell, Nottingham. When I was leaving, apart from Bombardier, I didn’t even know there was a rail industry in Derby as I’m not from there. “I think it should be doing more on recruitment in general, certainly young people. “If you take highways, for example, I think they advertise better as an industry.”

SUITABILITY Mike’s experience of “falling into rail” was also true for Simon Higgens, a fellow former Royal Engineer who retired after suffering lower-leg injuries while on operations in Afghanistan. Almost 30 years in the British Army has been followed by a successful seven years in rail, where he has held senior roles at Babcock, ISS Labour, and now Amey as new business development manager. Simon, familiar with Derby from his time as CEO at ISS Labour, took to the stage to tell delegates how fitting the venue was to host such an event, as it was once a London Midland training school, which became a military school during World War Two. Building on this theme, he described at length exactly why military personnel with their transferrable skills are such a good fit for the industry. He said: “Why I joined the rail industry is because it’s not too dissimilar from the services. When I first joined the railways, I kept apologising to big rough railwaywomen and men, apologising that I knew nothing about the railway. And then after about three months this old, wizened railwayman said © MOD

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to me ‘Simon, stop apologising. You come from an industry that is manpower intensive. It’s dangerous and it deals with heavy machinery. And guess what, that’s what the railway is. It’s heavy machinery, it’s man power intensive and it is dangerous.’ Although we mitigate those risks all that we can, it’s not too dissimilar.” Regardless of rank, trade, degree, branch or service, there is something for everyone, he added. The transferrable skills were touched on by a number of speakers, who mentioned services leavers’ ability to be agile, their work ethic, discipline, attention to detail, leadership traits and ability to succeed in a challenging, safety-critical environment as sought after skills. “Employers here all want to recruit you because they see the value, they see the worth that you bring,” Simon added.

A UNIQUE TALENT POOL In January, recruiter Morson launched a scheme to offer free rail training to exforces personnel as a way of helping them find employment. Similarly, in the past year engineering firm Jacobs and Network Rail have both reaffirmed their commitment to supporting the armed forces in starting new careers through re-signing the Armed Forces Covenant. A lot of efforts are made to assist military personnel on their resettlement journey but, according to Pete Liddle, engagement manager at the Officer’s Association, this way of thinking should be flipped on its head. “Why is it called the Military is Good for Rail programme?” he said. “It’s to move it away from the idea of doing the right thing of helping out the guys who have served our country towards, actually, it makes business sense. “It’s a business case as to why we go to this unique talent pool to the advantage of these organisations.” As the demand for skills within rail continues to grow, so does the importance of exploring other sectors for transferrable skills. Rather than helping them out in their time of need, it could be looked at as a case of service leavers helping rail in its time of need.

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FEATURE

RAILSTAFF MAY 2019

RAILWAY CHILDREN

TO RECONQUER KILIMANJA FOLLOWING THE ANNOUNCEMENT THAT THE CHARITY’S COLOSSUS FUNDRAISER WILL RETURN, ADAM O’CONNOR, RAILSTAFF PRODUCTION DIRECTOR, RECALLS HIS UNFORGETTABLE EXPERIENCE FROM 2010

hink back to 2009 and you might remember watching a group of celebrities take on the challenge of reaching the summit of Kilimanjaro for Comic Relief’s Red Nose Day. It was a great challenge to undertake, and the coverage of the preparation all the way to the ascent was very good. Spurred on by this, Railway Children decided to organise ‘Train2Kili’ in 2010, its own challenge to summit Kilimanjaro. ‘Eight days on a mountain versus a lifetime on the streets’ was the tag line. Katie Mason, Railway Children’s events manager, managed to get together 25 industry colleagues to take on the challenge. Originally Katie had approached myfather,

the managing director of RailStaff’s parent company Rail Media, to take on the challenge for which he was keen to take part in. Unfortunately for him, but fortunately for me, my mother would not allow him to, so the position on the team was offered to me, and I jumped at the chance. Ten years on Railway Children has decided to organise a follow-up trek to Kilimanjaro. So, to encourage the next party of Kilimanjaro adventurers, I’ve re-told my own experience from 2010, through each camp on the way to the summit of Uhuru, detailed below. If it catches your imagination, watch the film ‘Lion’ and the 2009 and 2019 Red Nose Day treks on YouTube, then get in touch with Katie Mason at Railway Children and sign up. Trust me, you won’t regret it!

Sarah Kendall (left) with Katie Mason at Big Tree Camp.

Karanga Camp.

Arriving in Tanzania After months of preparation during which I gave up smoking in return for sponsorship and trained by running, hiking, playing hockey and badminton, the team set off for Africa. Arriving in Tanzania set my heart racing. Looking out the window of the plane and seeing Kilimanjaro at the same height as the plane brings it home to you. Kilimanjaro is 5,895m high. Toto got it right when they sang that 'Kilimanjaro rises like Olympus above the Serengeti'.

Day one: Rainforest Trek

The fully assembled group were ready to go. The trek started in the Lemosho Glades at 1,981m. This is the longest and most remote route to the summit Uhuru. After our first day of walking through the beautiful forests of Kilimanjaro we arrived at the first camp, Big Tree Camp at 2,800m. The forests felt alien, the trees heavy with hanging moss like a sci-fi movie.

Day two: High Altitude Desert

Then came Shira Camp One at 3500m where it started to get cold. We left the comfort and warmth of the forest and walked away through this high altitude desert. That night was one of the most perfect night skies I have ever seen. Every star was out and the Milky Way looked beautiful.

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RAILSTAFF MAY 2019

FEATURE

ARO

the back of the group with Mark Wilson, of TransPennine Express. I think this was the day I enjoyed the most on the mountain. The nerves soon went and I really enjoyed going off-piste with Mark and scrambling around.

Day six: Barafu Ridge

Day three: Shira Plateau

Day four: Southern Flank

Shira One to Shira Two was tough for me. It was my first dose of high altitude sickness. The day was very cold with some of the worst rain and hail we would encounter on the mountain. Despite the cold the climbers added an hour to the dayâ&#x20AC;&#x2122;s trek by going up to Shira Cathedral. At the top the mist cleared. What a view it was. My jaw dropped in awe. My eyes had never seen such a beautiful sight before. When I got back to camp, however, it was a headache filled evening of feeling ill.

After Shira two came the Lava Tower and another extremely cold day. We reached our highest point yet climbing up Lava Tower at 4600m. The altitude was hitting some people hard. Two people were quite ill but the whole team rallied round.Â

Then we left Karanga at 3900m and headed for Barafu, the final camp before summit night. My lasting memory of Karanga will be waking up, looking out of the tent and seeing that we were above the

clouds. Everyone got on with the job of hiking to Barafu. It was a desolate place, and a very rocky camp.

Day seven: Summit Day

The big day finally arrived. After an evening meal of army rations full of calories to give us the energy to get to the top, I rested before setting off at 11.30pm. After an hour of walking I looked behind me and saw a trail of lights coming up the mountain. Arriving at Stella Point was very emotional. I am

Day five: Barranco Wall and the Karanga Valley

The team then set out for the mighty Barranco Wall. The mountain leader was being extra serious that day and made me assistant leader. I was placed at

Gwyn Griffiths with children from the Mkombozi project. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

FEATURE

RAILSTAFF MAY 2019

choking up just thinking about it. Everyone was physically and emotionally drained. Hugs and congratulations all round caused many of us to tear up with emotion. The toughest part was yet to come. I should never have stopped, as leaving Stella Point was agony. I had no energy and was running on backup. My water was frozen. I had a weird chemical taste in my mouth. Very slowly I shuffled my way from Stella Point to Uhuru, Kilimanjaro’s upper most point at 5895m. People at the top were sick with altitude sickness and falling about all over the place. Luckily for us none of our group were that bad. After summiting, the downward trek back to Barafu for lunch was tough as energy was in short supply. After a short break at Barafu, the team continued down to Millennium camp, the end of a long day, 15-17 hours of trekking at high altitude.

Day eight: Descend to Mweka Gate Leaving Millennium camp for Mweka Gate was another good day for me. After a very long sleep my batteries were fully charged and I decided to join leader Andy and Steve Frost in running down the mountain. It was good fun, I got a good sweat on, and it was interesting overtaking porters for a change. The conversation on the way down was great and arriving at the bottom was joyful. We had done it! We had really gone and done it!

Living alone on the streets

After their eight-day adventure, the mountaineers visited a Railway Children project in Tanzania to learn how sponsorship money is spent. Team members played football with Mkombozi project children, who won the impromptu international, Tanzania vs England and Scotland, 4-1 (pictured above). The most moving part was meeting the kids that will benefit from the money the group raised. They were all well spoken in English, and all clearly set on making their future positive. Hearing their aspirations to be musicians, artists, teachers and doctors was wonderful.

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An unforgettable experience

As an original Railway Children Kilimanjaro trekker, I cannot speak highly enough of the charity Railway Children and the work it does, or how great it is to join in on one of their challenges. I can thoroughly recommend joining up to one of their challenges, apart from enjoying my whole time in Africa on the mountain, I helped raise money for the charity and I have met some great people who I have kept in touch with. Some of them even joined me to celebrate my wedding last year.

Railway Children’s 2020 challenge will take place between February 1 and 13. For more information, head to www.railwaychildren.org.uk.

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YOUNG RAIL PROFESSIONALS

RAILSTAFF MAY 2019

S L A N IO S S E F O R P L I YOUNG RATO ACTION A C AL L

SPEAKING AT THE YRP ANNUAL DINNER, POLLY PAYNE, RAIL GROUP DIRECTOR GENERAL AT THE DEPARTMENT FOR TRANSPORT, DELVES INTO THE INDUSTRY'S DIVERSITY PROBLEM

efore joining the rail group, I had the privilege of moving between different sectors – most recently higher education. This has given me a useful perspective on how rail compares with other sectors. I am continually impressed by the people who work across the industry. Their passion, their hard work, their commitment. Their ‘can do’ attitude, even if things are hard. And I am enormously grateful for the welcome I’ve received. But there is a significant diversity problem in the rail industry. This is not a new revelation. But I have been genuinely shocked by how far behind we are in rail. Let me give you a few examples. Within a couple of months of arriving in rail I went to Peter Hendy’s Bradshaw Address. He made a point of mentioning my appointment – because I am part of a job share and he wanted to call out and argue against those in the industry who were saying our job could not be done by a job share. I was very grateful to Peter for doing this – but surprised by the need for it. Polly Payne speaking at the YRP's Black Tie Dinner on April 11.

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YRP Annual Dinner Awards winners: Young Rail Professional of the Year: Askin Alpinar, telent Apprentice of the Year: Babatunde Olorunsogo, Colas Rail Mentor of the Year: Kirsty Towell, Colas Rail

I have just been judging the Women In Rail Awards. In many ways an uplifting experience, with many stories of improved diversity, but in other ways depressing. One employer shortlisted for a diversity award provided as evidence, that 25 per cent of its executive team were women - as if a three to one ratio of men to women was a great achievement. But then the overall rail workforce is over 85 per cent male. I recently spoke at a Great Western Railway Women In Rail event where a director described how in 2011 he attended a company celebration where most colleagues brought their wives. He brought his male partner and was taken aside the next day by a fellow director to be told how uncomfortable he had made everyone feel. Then there was the rail awards dinner last year which hit the headlines, with its mock terror attack, sexist jokes and women in provocative leather outfits. And finally the lack of decent female toilets and changing facilities for Network Rail and train operator staff. We have recently discussed this with Network Rail – over £150 million has been put aside to improve frontline staff facilities in CP6 with a focus on ensuring female facilities are up to standard. This is an example of the kind of concrete action we must take. I fully believe the vast majority of the industry want a more diverse, inclusive workforce. But as St Bernard pointed out almost a thousand years ago ‘the road to hell is paved with good intentions’. It is the actions that count. I call on you all to act to improve diversity and inclusion in your organisations. Let’s not accept unacceptable behaviour and barriers to inclusion as normal - just because they have been normal for the rail industry.

I know a huge amount’s being done by YRP, promoting, inspiring and developing a new generation of diverse talent, sending rail ambassadors into schools, promoting STEM, and organising Rail Week. There are other green shoots and islands of excellence which show what can be done: • I recently met the MTR Crossrail driver apprentices – an inspiring group, including recruits from the ‘working mums’ website; • I was delighted to meet Louise Cheeseman – an equally inspirational managing director at Hull Trains who leads a team made up of 50 per cent women; • Rail companies, such as Southern Railway, are working in partnership with The Prince’s Trust to deliver "Get into Railways” training, targeted at young people from difficult backgrounds; • Women in Rail is also doing fantastic work. But there’s so much more to do. One area that is close to my heart is flexible working - key to diversity and inclusion. I’ve only worked full-time for four out of the 25 years I have been in the civil service. I’ve had a five-year career break, I’ve had periods with part-time and home working and I have job-shared for the last decade. Flexible working can mean many things, it can be full or part-time – it is about flexibility around when and where you work. It is not just for women or carers. Around a third of UK workers work flexibly. As you progress through your careers, and lives, I’d urge you to think about what way of working is best for you, will allow you to fulfil your potential, and not to be afraid to ask for what you want. You will not be your best at work if you don’t work in a way that fits with the rest of your life. The first job I had after my career break was mornings only termtime. I wasn’t lucky enough to see such a job advertised at the right time. I worked out that was what I wanted and went to an ex-boss and asked for it. If you want to work flexibly you need to take the responsibility for persuading people to give you flexible jobs.

RAILSTAFF MAY 2019

YOUNG RAIL PROFESSIONALS

YRP chairman David Westcough (L).

You may well have employers with preconceived ideas about flexible working, who just see problems and risk. You need to reassure them and show them you have thought about how to make it work. Certainly, the interview panel for my current post had doubts. We were asking for the first ever jobshare at director general level in the civil service. We tackled this by being open about it in the interview, setting out the concerns we thought they’d have and providing evidence to show our plan would work. In the end I think they saw it as a strength. Two brains for the price of one. And a more resilient set-up – we support each other. I urge you all to think about flexible working for yourselves and to encourage flexible working when you manage people. You will be delighted by the talent you attract. The above was taken from a transcript of Polly Payne’s speech, which has been edited for clarity. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

EVENTS

RAILSTAFF MAY 2019

WORX!

GET TO

THE TIME IS ALMOST HERE FOR THE LAUNCH OF THE RAIL CIVILS AND SYSTEMS SHOW RAILWORX

ive demonstrations, working machinery and innovation will all be on display at Railworx, which takes place at the East of England Showground, Peterborough, between June 11-13. Co-located with Plantworx, the UK’s largest working plant and equipment exhibition, the new show has been made possible thanks to a new partnership between Rail Media, publisher of RailStaff which has experience of managing outdoor rail industry shows, and Plantworx organiser the Construction Equipment Association. 2019 will mark the first time that rail has had such a significant presence at the show, and - with major civil engineering projects such as HS2 - reflects the growing importance of rail infrastructure to the UK construction industry.

WHAT TO EXPECT Railworx will appeal to all of those involved in station refurbishment, resignalling schemes, bad-weather resilience, infrastructure maintenance and reconstruction, high-speed communications, electrification and power, systems engineering, building information, remote monitoring and so much more. While more than 380 companies have confirmed they are exhibiting across the combined show so far, around 20,000 visitors are expected to attend this year. Joining major construction equipment players such as JCB and Komatsu will be rail businesses such as: Dual Inventive, Van Elle, Hitachi Infocon, iLecsys, Thomson Engineering Design, Rowe Hankins, CPM, Hilti, Fenix Signalling, Bolle Safety and RSS Infrastructure. Network Rail - including its Signalling Innovation Group and Group Digital Railway - the National College for High Speed Rail and the Railway Industry Association (RIA) will also be supporting the show. As well as the chance to see rail civil and systems engineering used for rail civil engineering, including piling, reinforcing, drainage, access, lifting, surveying and monitoring, live and working - the only exhibition to do so - organisers have worked hard to arrange a number of special features:

InnovationWorx

Network Rail’s Signalling Innovation Group, as well as 33 of its suppliers, are showing off their latest

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developments, products and techniques in signalling, telecommunications, electrification and Digital Railway.

Meet the Buyer

RIA is assembling a group of buyers and procurement specialists from major UK rail companies and contractors. These important buyers will be holding meetings on site so that visitors and exhibitors alike can arrange discussions, present their offerings and hopefully plan to meet again to discuss cooperation in more detail.

Consultants Row

Where the industry’s designers and consultants show what they can do.

The Get SET Zone

RAILSTAFF MAY 2019

Major civil engineering contractors and front line suppliers to Network Rail and HS2 will be in attendance at Railworx to connect with their existing and potential supply chains. Being a rail show, the Railworx team has arranged for Network Rail to supply track panels so that exhibitors can show off their equipment in an environment that is as close to a live railway as possible, but without the safety hazards that being on a live railway would bring. They have even managed to get hold of a working set of points for one exhibitor!

Designed to help visitors explore employment opportunities and access services that may well help them to find a new job, get back into work, or get started in their career. RailwayPeople.com, the rail industry’s largest online job board, will be hosting a recruitment wall on which exhibitors can post vacancies and visitors can see what jobs are available. A number of recruitment company directors will also be attending each day to talk about the industry while Julie Wilkinson CVs will be providing a writing service and MIND will be offering free advice to visitors about mental health support in the workplace.

In addition, visitors to Railworx will also be able to enjoy the features of Plantworx:

The Skills Conference

The Simulation Zone

The organisers are keeping details as to who is speaking at the conference under their hats for the moment but expect to see the programme filled with construction and transport experts who will discuss how the two sectors can work together to meet the demand for engineering and professional skills. This is due to be held on the final day of the exhibition.

EVENTS

HS2 using large numbers of operators. It is hoped this zone can inspire some of the young engineers who will be attending the show.

Classic Plant Exhibition

At the very heart of the show, visitors can take a step back in time, revisiting the kit that inspired today’s modern machines.

The Drone Zone

PLANTWORX

The UK’s first fully interactive construction simulation zone will highlight the latest technology and how it is being used for ‘virtual’ training. Nationally there is a shortfall of machinery operators in the UK, especially with upcoming projects such as

An aerial revolution is happening with the use of drones in rail and construction growing dramatically in recent years. Reflecting this change, Plantworx will host its first ever ‘Fly Zone’ where visitors can experience drones first-hand over 2,300sqm of indoor space. Combined, the two shows will occupy approximately 50 acres of land, with plenty of opportunities for cross-sector information gathering, networking and for striking up new business. Can you afford to miss it?

For more information about exhibiting at Railworx, contact railworx@rail-media.com or call 01530 816 444. Visitors can register for free by going to www.railworx.co.uk. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.CO.UK

RAILSTAFF AWARDS

RAILSTAFF MAY 2019

A CONDUIT FOR CHANGE

hen Lee Woolcott-Ellis was recognised at the 2018 RailStaff Awards, it launched a roller coaster ride that he’s yet to get off. The Rail Person of the Year was awarded one of the night’s major prizes for developing a sophisticated mental health support scheme for colleagues at Southeastern. After a successful pilot between July and December last year, the mental health advocate programme has now entered its second phase and will be rolled out to all of the train operator’s 4,500 employees. Such is the size of the project that Lee, an onboard train manager turned mental health professional, was promoted to HR mental health coordinator in January. Lee was the victim of historic childhood sexual abuse and his story of turning his negative experience into something so positive has attracted the attention of the BBC and Financial Times in recent times. Before the RailStaff Awards trophy, he was already busy with work. A presentation to Southeastern’s management forum in Ashford the morning after the awards ceremony in Birmingham meant he was unable to pick up his award in person. But since the award win, work has really kicked up a notch. “To be honest, my feet haven’t touched the floor. It’s just been an incredible journey and it makes me smile every day. “The award has really enhanced our profile, without a doubt. It was a real conduit for change.”

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THE CATEGORIES IN FULL: • • • • • • • • • • • • • • • • • • • •

Apprentice of the Year Award for Charity Customer Service Award Depot Staff Award Digital Railway Person or Team Award Graduate or Newcomer Award HR, Diversity & Inclusion Person or Team Award Learning & Development Award Lifetime Achievement Award Marketing & Communications Team Award Rail Civils / Infrastructure Team Award Rail Engineer of the Year Rail Manager of the Year Rail Person of the Year Rail Project Manager Award Rail Team of the Year Recruitment Person or Team Safety Person or Team Award Samaritans Lifesaver Award Station Staff Award

RAILSTAFF MAY 2019

THE PROGRAMME The mental health advocate programme Lee is credited with driving forward supports the early intervention of problems that can be signposted to appropriate support, before issues such as absenteeism emerge. It is also an agent for reducing stigma surrounding mental health, particularly for men, who make up 81 per cent of Southeastern’s workforce. As it steps up from a pilot covering part of the network to phase two covering all of the Southeastern network, an extra 14 volunteers have completed their Level 2 counselling accreditation with the British Association for Counselling and Psychotherapy, creating a total group of 25 volunteers.

EXPOSURE Growing exposure of the programme and its high level of engagement with the workforce has led to conversations with companies such as Eurostar and P&O Ferries, as well as mental health charities, about sharing best practice.

He added: “Since the awards I’ve constantly been contacted by other organisations that have obviously seen some of the publicity that has gone on LinkedIn, for example, to find out what we’re doing and what we’re doing differently from everyone else. “I’m pretty sure we’re leading the field with it. To have a full-time mental health employee within the organisation is just amazing. What it’s done is give me the opportunity to focus fully on what is a cultural change initiative. “I’m really pleased I’ve been given the opportunity to do what I’m doing now, I’m really proud to be a part of Southeastern, I think they deserve a huge pat on the back as well for being so open to change.”

PRIDE It’s been five months since Lee received the call late at night telling him he was the ‘Rail Person of the Year’ but he’s been so busy that it’s yet to sink in.

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“The next morning I woke up and opened my phone to an incredible avalanche of congratulations,” added Lee, who said he was proud enough to be nominated and to read back his colleagues’ submissions in the first place. “I have a lot of organisations come to see me at Margate where I’m based, to discuss what we’re doing. I have the award here on my desk because I’m obviously very, very proud of it. I also look at it with disbelief as well, it seems incredible to receive such an accolade.” The RailStaff Awards returns to Birmingham’s NEC on November 28 and nominations have opened! To put forward one of your colleagues for one of the 20 awards or find out more information, head to www.railstaffawards.com.

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RAILSTAFF MAY 2019

A LONG-STANDING A

f the group of current supporters, only charities the Samaritans and the Transport Benevolent Fund have backed the RailStaff Awards for longer than industrial communications specialists Westermo. A partnership that began in 2013 with a ‘Back to School’ themed evening at the International Convention Centre in Birmingham now enters its seventh year. This year’s venue is set: the NEC, Birmingham; and so is the date: November 28; but the new theme, which directs the night’s entertainment and immersive decor, is yet to be revealed. “We’ve been doing it for seven years and I think we are well known in the rail industry now,” said Phil Mounter, transportation sales manager for Westermo, who credits the awards, the Railway Industry Association and networking events for boosting the company’s profile. Founded in 1975, Westermo is a Swedish company that manufactures robust data communications products for mission-critical systems from its sites in Stora Sundby and Västerås. For example, one of Westermo’s products, its train backbone industrial ethernet switch, can carry all the required data for control (doors, propulsion, light), security (CCTV) and passenger information (announcements) onboard trains. Phil predominantly works in rail, but the company also supplies its off-the-shelf products to water utilities, subsea and power distribution sectors, as well as any other industry that has critical telecommunications infrastructure and an essential need for high reliability, rugged and resilient products. When Phil began in 2005, Westermo only had a couple of products accepted for use by Network Rail. Now it is a preferred supplier with more than 20 accepted products. 2018 was a successful year for the company. It secured a number of contracts for supplying on-board industrial ethernet switches and wireless LAN products as well as support services for product training and detailed network design services for the refit of rolling stock. It also saw Westermo successfully

provide data networking technology during the first phase of the East Cornwall Capacity Enabling Scheme. But for 2019, Westermo has even more aggressive targets. “Opportunities are looking pretty good this year,” added Phil. “We’ve got off to a good start with Network Rail so far, who are looking more and more into managing assets. Rather than routine maintenance they’re looking into predictive maintenance, for which we supply 3G and 4G cellular modems, allowing them to monitor assets remotely. “Internationally, Network Rail are years ahead of any other railway in doing that.” On-board train networks continues to be another important growth area for Westermo, with more and more contracts being secured from large train manufacturers such as Bombardier and Alstom.

NAME CHANGE As we step from one control period into another, one of the RailStaff Awards category titles has changed to reflect a theme which has a huge part to play in the modernisation of our rail network. Control, Signalling & Telecomms Person or Team of the Year, which was won by telent’s Garry Andrews in 2018, has now become the Digital Railway Person or Team Award. At last year’s ceremony, judges said that Garry stood out from 14 other finalists for his work in developing the rail industry’s workforce in the specialist field of telecoms. Out of around 30 persons in charge of testing (PICOTs), which are responsible for putting telecoms systems into service in the UK, Garry trained and mentored 10.

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RAILSTAFF MAY 2019

ALLY

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Speaking after his award win, Garry said: “From my point of view, a lot of the telecoms we do on the railway is still quite oldfashioned. We’ve only just started to move into IP networking. A lot of it is still two bits of wire down the train track. It’s not sexy and I think telecoms often gets missed off when people talk about projects.” Supporting the name change, Phil said it reflected how the fields of control, telecommunications and signalling are moving, particularly the latter. He added: “Signalling is changing; it’s becoming more automated. You’ve got the big ROCs rather than the small signal boxes, and the ROCs will control a route or a large geographical area, so it’s becoming a lot more automated. “They require a lot less people to provide the same functionality as provided before. So, it’s all about de-manning really. Whether we like it or not we’re involved in that process.”

RECOGNITION As the months go by and the nominations flood in, Phil will be keeping an eye out on the people and their stories that are put forward. Come November 28, Phil will once more step on stage in front of hundreds of industry peers to hand out an award and recognise yet another unsung hero. He added: “I’ve been doing this job for 14 years this year, so I’ve been in rail for about 12 years, and the industry has been quite good to me. “The people in the industry are very approachable and friendly, it’s a very touchy-feely industry, they like to see what product you’re offering before they buy it but it’s quite a loyal business in a way. They come back to you time and time again provided you give them the support they ask for. “Supporting the RailStaff Awards is a way of repaying that loyalty to an extent, putting something back from what we get.”

Robust Industrial Data Communications –Made Easy

Reliable and Versatile Train Networks Proud sponsor of the RailStaff Awards 2019

Left: Phil Mounter (L) handing over an award to Signalling & Telecomms Person of the Year Richard Bradley in 2013.

… www.westermo.co.uk … Phone: 01489 580585 … sales@westermo.co.uk

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RAILSTAFF MAY 2019

MOVING A ggregate Industries and Hanson, two of the UK’s largest producers of aggregates, awarded a long-term, bulk rail-haulage contract to Freightliner through their Mendip Rail joint venture in December. Beginning in November this year, Freightliner will haul an expected eight million tonnes of aggregate per year from the two companies’ quarries to terminals in London and the southeast of England, to support various housing and road improvement projects. “By adding one of the largest bulk haulage contracts in the UK, we are also adding to the foundation of our long-term bulk business as we have successfully replaced traffic losses caused by the collapse of the UK coal industry in 2015,” said Freightliner chief executive Gary Long at the time of the announcement. As part of the agreement, Freightliner will also acquire Mendip Rail’s fleet of eight EMD Class 59 locomotives, adding to its 250-strong fleet.

ON UP

OUTSTANDING CUSTOMER SERVICE

With its commitment to delivering high standards of customer service, it’s fitting that Freightliner has returned to sponsor the Outstanding Customer Service Award at the RailStaff Awards.

INVESTMENT The Mendip Rail contract is one of a number of recent major wins for Freightliner, and with a growing demand from the government to move more goods by rail, the company is looking to further invest in the business to support future growth. While significant sums of money were injected into establishing even higher safety standards following its takeover by American freight company Genesee & Wyoming Inc. (G&W) in 2015, technology is the focus of a new “multi-million pound” investment. Lynn Crump, head of corporate communications, said: “Our parent company is investing heavily in new technology which will drive further improvement in service performance and efficiency from a customer perspective and also facilitate future growth. We are introducing new HR and payroll, global asset management, and planning and rostering systems, all resulting in a major transformation in technology.”

L-R: Tyler LeMay, Land Sheriffs managing director; Paul Arnill, Land Sheriffs bylaw enforcement officer; and Glynis Appelbe, Genesee & Wyoming HR director for Europe. “After sponsoring it for the first time last year we were really keen to get involved again. We think it’s a great opportunity for staff at all levels to get together to be recognised and celebrated. I think it’s the only awards ceremony that does that. “We submit entries in several business awards but I think this is the one that means more to the people who work in the rail industry.”

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Last year the category was won by bylaw enforcement officer Paul Arnill. Paul, who worked for Land Sheriffs, dealt with anti-social behaviour, fare evaders and enforced railway bylaws but was praised by passengers in East Anglia for small gestures that have made a big difference to their day. One person said the 50-year-old, who was based at Cambridge station, “really went the extra mile” when they left a rucksack onboard

RAILSTAFF MAY 2019

RAILSTAFF AWARDS

Proudly sponsors the Customer Service Award

a train, describing him as a credit to his employer. While another heaped praise on Paul for “a very kind deed” when he came to the aid of a woman who was left stranded one night when her phone ran out of battery. Last year, Lynn and Glynis Appelbe, HR director for G&W’s UK/ Europe Region companies helped to judge the category and Lynn said they will be on the lookout for similarly strong candidates for 2019. “Judging it and reading all those amazing stories and the things people are doing for customers is fantastic,” she added. “Everyone wants to provide a good service but I think it’s going that one step further, it’s really going above and beyond and going out of your way that really makes a difference.” To nominate a colleague in one of 20 categories, or to find out more about the awards, head to www.railstaffawards.com.

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EVENTS

RAILSTAFF MAY 2019

RAIL PARTNERSHIP AWARDS 5 JUNE, VOX, BIRMINGHAM

EVENTS

JUNE 2019

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OCTOBER 2019

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SEPTEMBER 2019

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17th-19th June Munich

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RSSB RAIL SAFETY CONFERENCE

TRAKO

24th June London

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RAIL BIM / ASSET MANAGEMENT SUMMIT

10th October Addleshaw Goddard, London www.railsummits.com

ASPECT 2019

22nd-24th October Delft, Netherlands www.irse.org/aspect/default.aspx

www.railworx.co.uk

11th-13th June East of England Arena

3rd October Addleshaw Goddard, London

24th-25th September Gdansk, Poland www.trakofair.com

www.rssb.co.uk

SmartTransit

28th-30th October Addleshaw Goddard, London www.smartrailworld.com/events/ smart-transit

NOVEMBER 2019 RAIL + METRO CHINA 12th November Shanghai, China

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MASS-TRANS INNOVATION 27th-29th November Chiba, Japan www.mtij.jp/english

A GUIDE TO UPCOMING EVENTS IN THE RAIL INDUSTRY THE NEXT FEW MONTHS, AT A GLANCE

RAILSTAFF AWARDS 28th November NEC, Birmingham

www.railstaffawards.com

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RAILSTAFF MAY 2019

CAREERS

Freightliner is hiring! Do you want a rewarding, life-long career with a final-salary pension scheme? Would you relish a new challenge, working within a friendly, diverse team? Are you looking for great pay, fantastic benefits and career progression opportunities? We are recruiting: Train Planners (Ferrybridge), qualified Train Drivers (various, UK), experienced Rail Managers (various, UK) and Ground Staff (South of UK).

@RailFreight

Freightliner Group Ltd

www.freightliner.co.uk

RailRecruitment@freightliner.co.uk

+44 (0) 207 200 3974

way People.com At the heart of UK railâ&#x20AC;¦ 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.

Tel: +44 (0)1530 816 450

@railwaypeople

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CAREERS

RAILSTAFF MAY 2019

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TH E PROJE CT REQUIREMENTS Technical Director (Civils) Principal Civil Designer Senior Civil Designer Civil Design Engineer Senior Engineer (EMC) HV Senior Electrical Designer Principal Electrical Designer E&P Design Engineer Principal Track Designer

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Track Design Engineer

working in partnership with amey consulting to

Signalling Design Engineer

assist with their recruitment objectives on

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the Transpennine Route Upgrade (TRU West). With what is the largest rail infrastructure project in

Telecoms Design Engineer

the North of England in Control Period 6 (CP6) Amey Consulting

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THE PROJECT: TRU in its entirety covers 76 miles

Working for amey consulting you will receive a

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including professional qualifications and memberships.

Any applications for the above roles must be made through Fission Rail. Any direct applications will not be considered.

Email sams@fission.co.uk or call 0161 302 0575

All recruitment conversations will be handled confidentially.

RAIL PARTNERSHIP AWARDS www.railpartnershipawards.com

NETWORK RAIL PARTNERSHIP THE CHANCE TO BE PART OF SOMETHING SPECIAL AW

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WEDNESDAY 5TH JUNE 2019 – THE VOX BIRMINGHAM