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Right track issue 2

  2. 2. RIGHTheadlamp What is AWG?Welcome to the second issue of RightTrack, the rail industry’s operational AWG stands for Adhesion Working Group, whichsafety magazine for drivers, conductors, includes Network Rail and both passenger and freightsignallers, shunters, station staff, depot operators. AWG looks at how the changing seasonsstaff, track staff and anyone else who – especially autumn – impact on the ability ofkeeps the railway running. trains to make contact with the running rail. The sponsor of Right Track,To poets, it’s the season of mists and mellow Before the autumn, of course, we have the OFG takes a great interestfruitfulness; to The Kinks, it’s a time of football Olympics. Tim Ballance (Network Rail) reports in this important safetyand Sunday roasts; to children, it’s a time of on an all-parties co-ordination team that’s ready issue.conker matches and kicking up leaves. For the for action, while Alex Edenbrooke describesrailway, it’s often a right pain. how London Underground will be making sure Londoners, commuters and games-goers getFalling leaves usually mean a rise in SPADs andstation overruns. But if 2011 was the best of out of the blocks and make good times over the next couple of months. Contentstimes – just two adhesion-related SPADs in the 2-3 // Headlamp / Stickingwhole period – 2002 might just be the worst: Elsewhere in this issue, Kevin Wagstaffe togetherin SPADtalk, we look back to ‘Black Monday’, (Southeastern) talks to Francis Koffi-Anafo 4-5 // Autumn almanac28 October 2002, which saw 21 category A – Duty Manager at Cannon Street – aboutSPADs recorded – more than twice than on any protecting passengers, supporting staff and 6-7 // More adhesionother day since modern records began in 1985. reducing risk. There’s also a report on the 8-9 // Olympics / pioneering Network Rail-Samaritans initiative LowdownBut the railway always strives to learn from and a look at the multi-detraining incident near 10-11 // Preventingexperience, with new ideas and initiatives being Kentish Town last May. suicidesput in place all the time. With this in mind, 12-13 // From dispatcherNick Edwards (DB Schenker) introduces a If you have a story, a safety idea, a lesson to duty managersuite of low adhesion-busting articles, which or initiative, get in touch! Full articles andincludes how Network Rail, the TOCs, London comments are always welcome, but so are 14-15 // RAIB report brief: Stranded!Underground and the Tyne & Wear Metro go leads and ideas, which our team will be onlyabout tackling the problem. too happy to follow up on your behalf. Back Page // SPADtalk Why not get on the Right Track, and contact us today? Email righttrack@rssb.co.ukRight Track is produced by RSSB through cross-industry cooperation. It is designed for the people on the operational front-line Right Track can beon the national mainline railway, yards depots and sidings and London Underground. Their companies are represented on the downloaded from Opsweb -cross-industry Operations Focus Group, managed through RSSB, and Right Track is overseen by a cross-industry editorial group. www.opsweb.co.uk RSSB Block 2 Angel Square 1 Torrens Street London EC1V 1NY Tel 020 3142 5300 Email righttrack@rssb.co.uk www.rssb.co.uk www.opsweb.co.uk Designed and printed by Urban Juice / Willsons Group Services.Right Track is designed to share news and views from individual companies in a positive way. However, the views expressed in Right Track are those of the contributing authors; theydo not necessarily reflect those of the companies to which they are affiliated or employed, the editors of this magazine, the magazine’s sponsors - the Operations Focus Group - or themagazine’s producers, RSSB (Rail Safety and Standards Board).02 //
  3. 3. Preparing for autumn sticking together in bad weather Adhesion isn’t just for engineers: all safety critical staff have a role to play in tackling autumn’s impact on operations OFG Chair, Nick Edwards, DB Schenker It might feel strange to talk about autumn Throughout Right Track 2, we explore in the middle of summer, but the change what the railway does to deal with these in season brings challenges to everyone operating the railway – and it’s never a bad challenges. There’s plenty that goes on behind the scenes and the industry This feature is thing to plan ahead. is always looking to engineer better technology and systems. But we know it’s gripping stuff A big issue is adhesion, where a those of us in the cabs, control centres, combination of falling leaves, driving wind In the past, the Adhesion Working stations and depots that need to make the and frequent rain leads to trains not having Group (AWG) has produced its own railway run in real life, and I know we can the best contact with the rail. This is all- magazine called ‘Gripping Stuff’. stick together to make sure we’re on top ofartwork too-familiar to train drivers, who can be 1 photo (4):Layout 1 19/01/2012 14:22 Page 1 However, this year, it was decided to our game. slave to the elements – it may only be for put the news from Gripping Stuff into a few seconds, but the brake is crucial to Right Track, to make sure it reaches safety. Likewise, signallers can see trains more people in safety-critical roles. ‘disappear’ from panels when the elements interrupt the track circuits. Don’t stay silent, talk to the rail industry’s confidential reporting system WHAT IS CIRAS? CIRAS is an alternative way for rail industry staff to report safety concerns confidentially. If you’ve tried company channels, or don’t feel that you can, CIRAS offers another way of reporting. WHO CAN REPORT? CIRAS is available to anyone who works in the rail industry, whether you’re operational staff, office based, on-site, trackside, overground or underground. “Confidentiality has never been compromised” Freephone 0800 4 101 101 Freepost CIRAS Text 07507 285887 www.ciras.org.uk // 03
  4. 4. autumnalmanacCareful planning by trainoperators and Network Railhelps the whole railway preparefor the change in season Photo: Peter R Foster IDMA/ shutterstock.comThe TOC role analysed to help us find out the train types that are involved most often and the actions of the drivers leading up to the incidents. Other initiatives include autumn conferencesSteve Pugh at depots, which encourage drivers to share Driving technique is considered for theHead of Operational Safety extent it contributed to the incident, to help experiences, as well as examine On-trainNorthern Rail us provide better advice to drivers on the Data Recorder (OTDR) information and positive things they can do. meet staff from other parts of the industryOne of the first places to look for an to debate adhesion matters.indication of what to expect in autumn Incidents where a train failed to operateis past experience. For the last seven track circuits are considered in terms of We also use white boards at depots toyears, Northern has produced a full location and train type. We’ve also started encourage drivers to pass information onreport based on incidents that have to look at the type of track circuit involved. to other drivers – and Network Rail, whichoccurred during previous autumns. All the incidents and reports are tracked then uses it to monitor specific locations every day, to help us get an overall picture that are concerning drivers. Feedback fromWhen analysing autumn periods, we look Network Rail is placed on the white boards of the type of autumn being experienced.at lots of things, but our main focus falls on for drivers to see. In some years, we might see leaves comingtwo critical issues – safety of the line and down early, while others might show moreperformance. Briefing documentation for drivers has been activity towards the end of the season. By improved and there is now a handbook forUnderstanding these areas helps us gauge comparing years, we are able to identify them, which is underpinned by core briefsthe severity of the autumn period. This is trends and where small changes can be and local briefs. Newly qualified driverslargely based on reports from drivers, the made to try to improve things for the next must receive a face-to-face brief beforedaily incident log and the number of delay autumn. their first autumn and have two assessmentminutes caused by railhead conditions. But rides in the first year and one in their Braking techniques and train control haveour detailed performance analysis delves second year during the autumn period. been areas that Northern has improvedfurther, examining each specific route over recent years. We are always on theand delays caused. It covers the specific Finally, the whole planning process for lookout for the best techniques to employweather conditions on each day, particularly autumn has been improved with the for the different train types we run, and howrainfall and temperature. Leaf fall levels introduction of three meetings, the first to to get the optimum performance from theare also examined and mapped against review the previous autumn, the second to brakes (and sanders, where fitted). This isongoing delay throughout the season. plan for the next one and the third to ensure a process that is once again being looked that all plans are in place and all actionsFrom a safety point of view, we look at all at with the fitment of manual sanders to have been completed before the first leafrelevant incidents, such as station overruns, the Sprinter (Class 15x) and Pacer (Class falls. This involves many areas of theSPADs and the failure to operate track 14x) fleets. Recent sander fitment to other business, but in particular our engineering,circuits. We look for trends in locations, train types saw a radical change in the way operations and performance teams workingtrain type, time of day, driving style, and drivers were briefed on the best braking together.so on. Station overruns and SPADs are technique for the autumn.04 //
  5. 5. Preparing for autumn Newswire...Network Rail’s role US: Two freights collided in Indiana, injuring crewPeter McCreery At 07:00 (local time) on 8 April, twoSeasons Delivery Specialist freight trains collided, injuring two crew members, both of whom had to beLondon North Western Route cut free by firefighters. The incident isWe can’t stop autumn coming every year currently under investigation.and we can’t beat nature, but through Germany: Three killed insome thorough analysis we can make train-crane collisionsure we’re well prepared and equipped Early on 13 April, a commuter trainto continue reducing the number of team carries out visual inspections and collided head-on with a maintenanceautumn-related safety incidents and undertakes a range of planned and ad-hoc crane near Offenbach. The driver anddelays. treatment programmes as needed. two infrastructure workers were killed and 13 passengers were injured.We gather data from a range of sources. The LNW Route Analyst Team distributes a Reports suggest the crane had beenFrom MeteoGroup – a specialist weather placed onto the wrong (open) line. An daily autumn report, detailing autumn andforecasting provider – we receive an investigation is under way. season-to-date delays, the top 5 autumnautumn adhesion forecast, which is incidents and top 10 TRUST sections for Netherlands: One killed inupdated and distributed every 12 hours and delay in each area on the route. These head-on collisiongives an adhesion summary, ranked from reports allow our area teams to work with At around 18:30 (local time) on 21 April,0 (good) to 10 (very poor), for the current the analysts to get more detail on the a commuter service passed a signalday and the following four days, along with reasons behind a particular issue, allowing at danger and collided head-on witha detailed weather forecast for the current us to adjust what we do in response. a double-decker inter-city train nearday, the following day and the rest of the Amsterdam Sloterdijk. One passengeroutlook period. This gives us an early At the end of each autumn, we hold was killed and around 125 more wereindication of the sorts of conditions we may area and route autumn reviews with our injured.face, allowing us to reorganise resources to customers. The actions that come out of UK: Two injured after landslidemeet the challenge. these sessions are tracked through a Joint derails train Seasons Management Group at route levelVirgin Trains supplies us with analysis from At 12:00 on 27 April, a passenger and through local delivery groups, ensuring service struck a tree stump anddata on Wheel Slide Protection activity that we feed back on outstanding actions derailed near Clarborough Tunnel,within its fleet. This allows us to focus our in time for the next autumn. The actions Nottinghamshire, after heavy rainfalltreatment on specific areas for the benefit are also collated for a National Seasons overwhelmed land drains and causedof Virgin and other TOCs and FOCs which Review, in which national best practice and a landslide. Two people were injured,run over the same lines. lessons learned are shared throughout the including the driver. Both were taken to hospital for treatment. industry.We receive reports from drivers on incidentsof low rail adhesion and the white board Austria: Lookout struck by train This would not be possible without the frontsummaries from Northern Rail described line teams and control offices gathering the A lookout was killed when he wason page 4. Our Autumn Teams also take struck by a train at Matrei am Brenner facts from the ‘coal face’. From weatherpre-autumn cab rides and talk to drivers station during track maintenance work conditions to type and proximity of foliage, on 9 May. An investigation has beenabout any sites that concern them. Based unit types and treatment previously carried launched.on this information, coupled with sites that out – all of this aids the deep analysis thathave caused problems in the past and US: Driver crushed by roll drives change and improvement for thethose that seems to be getting worse, the of newsprint following season. On 18 May, a train driver was killed when a 1,800lb roll of newsprint fell on him as he opened a wagon door to unload at The Inquirer and Philadelphia Daily News printing plant, in Upper Merion, Philadelphia. An investigation is under way. UK: Guard dies on North Yorkshire Moors Railway At around 12:30 on 21 May, a volunteer guard was killed when he became trapped between two carriages during a shunting operation at Grosmont on the North Yorkshire Moors Railway (NYMR). The heritage line immediately suspended all services. The NYMR, BTP and RAIB are investigating. // 05
  6. 6. metromagnetism Photo: DB Regio Tyne and WearUnderstanding how trains and drivers performtogether on Tyne and WearOliver BrattonOperations Director, DB Regio Tyne and WearAlthough the low adhesion problem is operated by a driver at any time: this is this and leaf fall are combined, it can bethe same on the Tyne and Wear Metro as unlike the ‘emergency’ brake stage on a hard to get the train to move more thanit is on the rest of the main line network, mainline train, where the driver can’t release 20 km/h. With no sanding equipmentthe way it affects driving is different. the brake until the train is running at less and the WSP being very basic, it can take than 6 mph. A Metro driver can therefore considerable skill from a driver to get theAs a metro-style operation, we run at lower always control the speed of the train using train moving.speeds over shorter distances between the track brake should it be required.stops. So we use Class 599 electric However, there are limitations – like avoiding Low adhesion has a big impact onmultiple units, which are very powerful, but its use on pointwork! It’s not designed to performance but, because of the trackwhere the power is used for acceleration be used routinely (and drivers understand brake, station over-runs and SPADs arerather than top-end speed (our maximum why not), but to know that, however bad relatively few in number, despite the highline speed of 50mph (80 km/h) can be the adhesion, there remains a tool to stop number of signals and station stops on thereached after only 30 seconds of full the train gives drivers great confidence. Metro. There are over half a million stationpower). Drivers are also reminded that the fierce stops on the Metro during the leaf fall jolt when the train is stopped with the track season, yet only three or four result in thePerhaps oddly, these units are not fitted driver overrunning. Against that, there are brake remains one of the main causeswith sanders (for traction or braking) and considerably more instances when drivers of injuries to passengers. Thankfully, ourhave only a basic wheel slide protection struggle to gain momentum on departing! drivers know that it must be used wisely.system (WSP). It’s very easy for a driver On a service of up to 20 trains per hour, itto lock the wheels under braking (wheel They typically use the track brake after the takes only minor delays for trains behind toflats are a real problem in autumn), yet the train wheels pick up when the standard receive restricted aspects. This is, however,season presents a much smaller safety brake is first applied. The speed is a preferable problem to not being able toproblem than elsewhere on the main line. ‘scrubbed’ using the track brake and when stop the train.Why? Good question! the train is at a lower speed (say 50 km/h) the track brake is lifted and the driver sees if Poor driving technique results in an inabilityThe reason is that, instead of sanders and to accelerate, reduced braking capability normal braking steps can work. When usedWSP, the Class 599 has magnetic track from not allowing the cam shaft to assist like this, there is much less of an effect onbrakes. These clamp to the railhead and the driver, track damage from poor use passengers. It is rare that a track brake iscan stop a train from linespeed to a stand in of power and excessive use of the track needed to bring the train to a complete haltjust 120 metres. brake (including having to bring the train to in low adhesion conditions. a stand with it). By working with our drivers,This means that the leaf fall problem on The challenge for Metro drivers is in these problems can be overcome, allowingthe Metro needs to be managed differently. accelerating. The power generated by the the trains to keep largely to time andFirst, the track brake is only marginally trains means that a mist coming off the sea without putting passengers at risk.affected by low adhesion and can be is enough to cause low adhesion. When06 //
  7. 7. More adhesionadhesion on sanders forthe tube short trains John TisiLU Automatic Train Transys Projects LtdOperation (ATO) Since the days of steam, sand has beenand adhesion used to help train wheels grip the railmanagement more effectively. Most modern trains still have special ‘boxes’ from which next 2–12 hours. In addition to showing the the driver can jettison sand onto theGilbert Rowe risk from an ‘inadequate adhesion induced rail ahead of the wheel in areas of lowLondon Underground incident’, it will recommend appropriate adhesion. action to tackle the problem. Transys Projects had been looking for aAutomatic Train Control (ATC) has been, The Adhesion Controller is responsible number of years at ways to fit sanders toand is being, brought in on a number for taking measures, like operating the 4-axle units like the Class 14x ‘Pacers’of London Underground lines as part of treatment trains or changing the brake and single-car Class 153s. The bigan ongoing programme to increase the rate. The aim is to maintain the timetabled problem was to find a way of makingcapacity of the system. Automatically- service – which requires operating in ATC sure that these short trains could still bedriven trains operate using defined – while keeping the chance of a SPAD or detected reliably by track circuits aftertraction and braking rates which need to station overrun to a minimum. sand had been put down.be set to take account of the variationin wheel/rail adhesion which may be Low adhesion braking performance Network Rail led trials at its Old Dalbyexperienced. test track, showing that the sanders One factor which affects an Adhesion could perform as required. Last year,ATC has been introduced on the Central Management System is the braking it approached Transys Projects with anline (2001) and Jubilee line (2011). On both, performance which the rolling stock can order to install a new design of sandingthere are extensive above-ground sections, achieve under a range of poor adhesion system to the Class 14x and Class 153where the effect of the weather on adhesion conditions and varying brake demands. Our fleets operated by First Great Westernneeds to be taken into account. This has goal is to achieve the minimum possible and London Midland by autumn 2011,led to the development and implementation extension in braking distance compared and to retro-fit a total of 349 unitsof an Adhesion Management System. to a good adhesion stop: the higher the with existing design and new design brake demand, the greater the difficulty ofThe Central line passes through significant sanding systems by autumn 2012. Our delivering the required performance understretches vulnerable to leaf fall problems. programme is on course for completion low adhesion conditions.To help manage this, we created a ahead of time by the first week inpredictive system, which helps determine: September.• The suitability to operate in automatic mode during the autumn; and• The need for any mitigation measures (like running railhead treatment trains).In order to meet this requirement, wedevised a ‘condition assessment’ system,which uses a special piece of software toshow the risk of an ‘inadequate adhesioninduced incident’ to the line’s Adhesion The installation and performance of theController. WSP and on-train sander systems are vitalThis software – known as the Adhesion in determining our low adhesion brakingController’s Condition Assessment Tool performance. For a fixed (constant) brake(ACCAT) – uses a wide range of data, demand, neither of these systems cansuch as weather and leaf fall forecasts, prevent some extension in the brakingweather station and moisture sensor data A full section on managing seasons distance if poor adhesion is encountered;and real-time feedback of WSP activity from can be found on Opsweb – in order to achieve the required stoppingthe trains, to assess both the prevailing point, the brake demand needs to be www.opsweb.co.ukconditions and those predicted over the increased too. // 07
  8. 8. Photo left: Nando Machado / Shutterstock.com underground hurdles Alex Edenbrookelet the games begin! London Underground At their height, the Olympics are likely to bring more than a million extra people to London. With them will come extraAn all-parties co-ordination team is ready to take the journeys – and extra challenges. Like the mainline network, however, LU has beenbaton and run the rail network right through the Olympics planning and preparing, and is primed to make sure everyone is carried safely andTim Ballance information with the participating TCC swiftly around the capital. representatives, offering alternative routingOperations Risk Specialist, As we saw in Right Track 1, risk is always plans around potential problem areas.Network Rail lurking at the platform-train interface (PTI). The TCC is managed on a 24-hour basis With an expected increase in passengersBy the time you read this, the 2012 by a ‘Head of TCC’, a Senior Operations on our platforms, staff will need to be evenOlympics will be upon us, with huge Manager and an Operations Manager. One more vigilant than usual.numbers of people converging on the of the Senior Operations Managers is Paulmany different sites around the country. Ellis of Network Rail. Paul’s role is to co- During Week 2 of the games, we alsoA lot of these sports fans will travel by ordinate problem solving within the TCC, expect a sharp increase in late-nighttrain – which is great for the industry, making sure that the right message is sent revellers, who may have over-indulged, andgreat for Britain and great for the out to all parties. He’s also responsible for who may expose themselves to danger.environment. But of course things could ensuring the common picture for transport In addition, some of them may not haveget a little tricky! Thankfully, we’ve set is communicated to all relevant transport English as their first language and, asup a new Transport Co-ordination Centre stakeholders. such, may not respond to platform safety(TCC), which should be a real crowd messages.pleaser by helping to ease the flow ofpassengers. With all these people using the Tube, it’s likely that congestion will develop. This mayThe TCC comprises a single, integrated mean our drivers encounter red signals inteam, which will be responsible for co- areas where they would normally be green.ordinating the whole of London’s transport The message to staff is to be aware, besystem. The team will deal with any vigilant and anticipate potential problemsnationwide transport issues that could before they occur. This also includes LUaffect Olympic travellers, regular travellers, Service Control, which will aim to recoverwhile providing live information to all the timetable as quickly as possiblepassengers during the games. post-incident. We all know that failing to Paul (pictured above) held a variety of inform platform staff can have significantThe TCC is a 24/7 ‘one stop shop’ for operational roles throughout his 32-year implications for reforming, short-trippingtransport information and co-ordinatedproblem solving, aiming to promote safe, railway career, including Head of Operationssecure, reliable and timely transport for the Channel Tunnel Rail Link, before heservices to all client groups of the games, became Programme Manager for 2012 No Olympics has ever boastedwhilst keeping the impact on passengers as Readiness in 2008. this level of integration with publicsmall as possible. Partners in the scheme transport. The Olympic Park in I asked Paul what he saw as his biggestinclude Transport for London, British Stratford features: challenge. He told me that it was “to ensureTransport Police, Department for Transport, that the agreed common messaging and • 10 Tube and rail lines and 3Highways Agency, London Organising rerouting strategies are communicated to gateway stationsCommittee for the Olympic Games staff, games family, spectators and regular • A train arriving every 15 seconds(LOCOG), Network Rail, Olympic Delivery passengers in a consistent way. This will • 240,000 passengers an hourAuthority, and the Greater London Authority, ensure that no conflicting information is • 80% of all spectators for the Parkso it really is a case of ‘Team GB’! given, which could lead to loss of reputation coming by train to the transport industry. We want sport, • Enhanced walking and cyclingThe TCC isn’t there to dictate policy, but not transport, to be the main media focus routesto work out what situations could affectOlympic travellers and then share this during the games.”08 //
  9. 9. The lowdown of my time working with inspectors on investigations. At minimum, I’ll be involved in deciding the investigations we undertake, setting the remit with the team and conducting reviews. I’ll have meetings with industry organisations to discuss any significant issues – or trends and concerns – arising from our investigations. I may also spend time with my admin support team,and turning trains, so Service Control will who assist the investigators, publish thealso send out information about passengers reports and maintain the information on ourwith special requirements, such as website.wheelchair users. I also work with the European Rail AgencyClear and appropriate communications will and other European Investigation Bodies tobe at the heart of our activities throughoutthe Olympic period. All LU staff are skilled The lowdown: share experience and learning. Carolynin delivering effective communications, from What goes through your mind whengiving customers information updates to you are informed that an accident haspassing safety critical service messages. occurred? GriffithsDue to the numbers of people travelling,mistakes in messaging could lead to My first thoughts are for the peopleadditional delays and misunderstandings, involved. Accidents are not inevitable – weso it’s vital that communications are clear have yet to investigate one that couldn’tand to the point. Staff on the ground will have been prevented. Name: Carolyn Griffithsbe supported by broadcast messages,in order to help staff ensure the safety of Obviously our first priority is to establish the Position: Chief Inspector of the Railpassengers and the success of the games. facts of the accident and to find a way of Accident Investigation Branch (RAIB) securing the evidence with the minimumTo support our diligent staff, Transport for How long have you worked on the of disruption to the railway. To do this itLondon has recruited a volunteer group of railway? is important that we work closely with theTravel Ambassadors, who will provide travel railway industry and other interested parties,information and advice, helping to make I’ve worked in the rail industry for my such as the police and the regulator.sure all visitors have an enjoyable, safe time whole career. The railway providesin London. many opportunities and I’ve been What are your top priorities for safety lucky enough to work in a number in the railway industry?From a security point of view, the increased of different roles, from the ‘shop-numbers of travellers on the network The railway is generally proactive in the floor’ on shift in a diesel maintenancecould provide opportunities for heightened management of safety, but our work on depot to Senior Vice President in anterrorist activity. All staff have been asked recent accidents has brought to light some international organisation. I’ve workedto be vigilant during this busy time and serious issues. These include matters in the UK, Singapore, Sweden andreport any suspicious behaviour or items. around the public behaviour and factors Germany, and in the manufacturing,Part of the challenge will be to distinguish specific to individual level crossings, safety operating, construction, consulting andbetween the extra volumes of lost property culture and leadership for track workers, government sectors.and potentially suspicious packages. To fatigue, the design, maintenance andraise awareness of these issues, LU has As Chief Inspector for Rail Accidents, inspection of freight vehicles and the use ofproduced a booklet to remind staff how I established the RAIB and I now road-rail vehicles.they should react to various situations. lead an independent team of railway The railway is working on improvements professionals investigating rail accidentsLike the rest of us, LU faces many in all of these areas, but it would be good in the UK.challenges this summer. But, with a to see the conclusion of various initiatives,proactive attitude, great enthusiasm, skill Describe a typical day for you: particularly those that will help addressand teamwork, our staff are as ready for (or help speed up addressing) key RAIB Typically, I’ll spend a fair amount recommendations.success as many of the athletes coming toour shores. Forming an organisation to independently investigate railway accidents was recommended after the Ladbroke Grove rail accident in 1999. As a result, the Regular updates on the Olympics RAIB became operational in October 2005 as the UK’s independent body for can be found on Opsweb – investigating accidents and incidents occurring on the railways of Great Britain www.opsweb.co.uk and Northern Ireland, and tramways in England and Wales. // 09
  10. 10. last nighta dispatchersaved my lifeA public suicide on the railway is a personal tragedy, a sharedtrauma and an operational nightmare. Network Rail andSamaritans have a pioneering partnership to help save lives.Since 2010, a national, co-ordinated Over 30 interventions have been reported Staff are also being reminded to log allprogramme – led by Network Rail in to the project team at Samaritans in the last interventions on SMIS as ‘near misses’ sopartnership with Samaritans – has been year, but it is thought that there are many that they can be monitored along with otherworking to reduce suicide on the railway. more. suicide data.Innovative, award-winning, and the first “It’s really important that we get to hear Rail industry raising awareness ofof its kind, the programme considers about these interventions,” says Sophie supportprevention measures like front-line training Lapham, Strategic Programme Managerand poster campaigns. There are also at Samaritans. “First, so that the member In the autumn, the programme will beinitiatives to counter the impact of suicide, of staff can be recognised for his/her launching its second awareness campaign,including train service recovery and support courageous action; secondly, to help us to which aims to show those strugglingmechanisms for those affected by these evaluate the effectiveness of the training; to cope the positive benefits of seekingtragic events. Mike Carr, chair of the cross- and thirdly for suicide prevention, so that support and that making contact withindustry programme steering group said: the various agencies are aware of the Samaritans can help.“Each suicide on the railway is a human individual and/or the location, and can About 80% of people who take their livestragedy, and its effects are felt right across check if anything more needs to be done.” on the railway are working class menthe industry, causing significant distress This year, the partnership is sponsoring between 30 and 55, and the campaignto those directly involved, and substantial a category at the RailStaff Awards to targets this group specifically. The previousservice delays right across the network recognise suicide prevention work: the campaign included the hard-hitting ‘men on– our aim is to reduce these events by Samaritans Lifesavers Award. Nominations the ropes’ boxing poster (see above right),20% by 2015, through a programme of can be made via the RailStaff website. which was tested with men from the targetprevention and ‘postvention’ measures”. group, who found it to be eye-catching withOver 2,500 front-line staff have completed a strong message.Samaritans’ Managing Suicidal Contacts The latest part of the campaign includes acourse so far, and feedback has been new set of images. Samaritans is aimingoverwhelmingly positive. Many have gone to put up posters at as many rail locationson to use the skills they have learned to as possible on a permanent basis. Theprevent potential suicides. rail industry is uniquely placed to reach aResearch supports the idea that rail staff large number of people. Those who takewho stop someone killing themselves on their lives on the railway also tend to havea particular day may also stop them from an association with the railway. In addition,taking their own life at all. research shows that putting up posters or signage with Samaritans contact details10 //
  11. 11. Preventing suicides Newswire... India: Passenger train strikes ‘I really enjoyed this training. I hope freight train, killing 25 I won’t have to use these new skills, Early on 22 May, a passenger service but I think I would have courage to struck a stationary freight train and Whatever you’ve done. Whatever life’s done to you. intervene.’ burst into flames, killing 25 people and Talk to Samaritans. No names. ‘One of the most enjoyable, practical injuring approximately 40 others. The No pressure. and potentially life-changing courses accident occurred at a station near No judgement. We’re here for you. Any time. I have attended.’ Penukonda, about 105 miles north of Bangalore. Initial investigations suggest Contacts training delegates that the passenger train passed a signal at danger. ‘Before this programme, the support and advice provided to drivers after Poland: Head-on collision they were involved in fatalities could injures 2 vary massively, even within the Two commuter trains collided head-on same TOC. Samaritans has worked in Warsaw at low speed on 23 May. with the rail industry to develop an Two passengers were injured, one of accredited training course that helps whom required hospital treatment. The guide those that manage the welfare cause has yet to be ascertained. of drivers on an individual level.’A registered charity *Please see our website for latest call charge details. Darren Ward, Head of Ops Strategy UK: Shunting accident at Margam In partnership with and Implementation, East Midlands causes injury Trains On 12 June, a member of staff wasin places where suicide attempts have seriously injured when he was crushedhappened can reduce the suicide rate at ‘ASLEF believes that by giving skills between two wagons at Margam Yard.that location and the surrounding area. and awareness to everyone around RAIB’s initial investigations have found the driver, we are helping to reduce that – unbeknown to his colleaguesSupporting rail staff after fatalities the impact of what can be a life- – the injured party had returned to a changing experience. The course position between the vehicles afterThe focus of the programme is on brings together driver managers, stepping to a position of safety.measures to prevent suicide. However, union representatives, Network Railit quickly became clear that more was managers and BTP officers, with USA: Head-on collision killsneeded to help staff who are affected by everyone focussed on supporting 2 crewsuicides and other fatalities. A one-day our colleagues.’ On 24 June, two Union Pacific freightcourse – Trauma Support Training – was Andy Botham, Company Council trains collided on the single line neardeveloped with ASLEF and East Midlands Representative, ASLEF Goodwell Siding, Oklahoma. The secondman of the westbound trainTrains, which aims to equip managers and ‘This course gives those who jumped to safety but the two crewunion representatives with an understanding members of the eastbound train were directly manage operational staff theof trauma and how it affects people, and ability to potentially identify trauma killed. An eyewitness claims that onlyto give them the skills to provide effective at the early stages. This may be due the westbound train appeared to brakesupport. With exercises based on the real to a combination of personal factors before the accident occurred. Thelife experience of a train driver, the course is and not entirely operational matters. National Transportation Safety Board isalso relevant to managers of other staff who This also gives On-call Managers investigating.are exposed to traumatic experiences, such the all important prompts for the first UK: Safety being maintained,as station staff and operations staff. line of communication with the staff industry initiatives tackle risk, member involved in an incident, and say RSSBAnother way of helping drivers has been to how to deal with those emotions indevelop a booklet, Journey to Recovery, a positive manner.’ At the end of June RSSB, released its Annual Safety Performance Report,which explains what happens when there Trauma Support Training delegate which showed that, while there hasis a fatality, what reactions a driver might been a small rise in workforce harm,experience and why, and how to get help. there have been no passenger of workforce fatalities in a train accidentThe guidance has had input from train for five years. RSSB’s Learning fromoperators and ASLEF and will be made Operational Experience Annual Reportavailable to drivers via their managers. – published on the same day – features lessons learnt and initiatives put inFor information about the suicide place in the areas of workforce fatigue,reduction programme, please contact communications and level crossings.Mike Carr at mike.carr1@networkrail. Both reports may be found on theco.uk and for training courses, contact RSSB website, www.rssb.co.uk.railcompanies@samaritans.org. ForRSSB’s research in this area, go towww.rssb.co.uk. // 11
  12. 12. from dispatcherto duty managerAs we saw in the last issue of Right Track, the risk at the platform-traininterface is currently grabbing the attention of safety managers. In this issue,Southeastern’s Kevin Wagstaffe talks to Francis Koffi-Anafo, Duty Manager atLondon’s Cannon Street, about the broader issues on busy station platforms.I met Francis last year, when he was A day in the life ofstill a team leader at London Bridge. But I would say that most of my dayHe made a lasting impression when I is spent helping customers. Londonsaw him deal with a particularly difficultpassenger, who was complaining that a dispatcher Bridge is a busy interchange, so we get a never-ending stream of questions abouthe’d missed a connection three timesthat week due to late running. The man - May 2011 the train times and services. We’re also the first port of call for many visitors toseemed angry and was pretty loud. London and are often asked for directionsFrancis listened patiently and calmly Is every day different or the same? to points of interest in the capital – youexplained the circumstances that Both, really. Our core duties are tend to become a walking A-Z workinghad caused the problem. Though the constant, but each day can throw up here!customer wasn’t happy, he shook hands new challenges whether it be servicewith Francis and left a much calmer man disruption or boisterous groups of football The pressure can become intense atthan when he first appeared. fans (followers of two local clubs regularly times, especially during service disruption pass through the station when their – I can have three or four peopleAfter the customer had gone, Francis told demanding my attention at any given respective teams are playing at home).me that the late-running service in question moment. But we all work to support eachwas actually operated by another company! There are many things which cause us other and provide our customers with to modify the way we work – extreme the latest information and most suitableHe went on to explain how he always made weather, rowdy behaviour, bright sunlight, onward travel advice.time to chat to each of his team every shift. failure of CD RA equipment – to name butFrancis knows how valuable it is to talk to I enjoy my job though because it’s a few.the people at the front line and welcomes never boring, and there’s a great feelingall ideas and suggestions. This helps him My day begins with making sure my team of satisfaction in knowing that we’veidentify any issues that may be affecting have all booked on correctly. I then have delivered the best possible service to ourtheir ability to focus on the task. a ‘hand over’ with colleagues from the customers no matter what difficulties we previous shift. needed to overcome in order to do so.Instantly likeable, this quiet, unassumingchap is a bit of conundrum: watching What are the daily responsibilities of a My team means a lot to me, and I’mhim at work, you could be forgiven for team leader? always grateful for the effort they put in.thinking that he has many years of railway But I don’t keep that to myself – I makeexperience under his belt; in fact he joined I do security checks, checking for new sure I thank each of them personally atSoutheastern in 2009 having risen to the notices and assisted travel bookings / the end of each shift.position of stock controller during a three- ACWN / engineering work, fault reporting,year career with a major supermarket chain and of course I may be called on at anyafter moving to the UK from his native time to administer first aid – all this beforeGhana in 2006. I even think about dispatching a train!12 //
  13. 13. Station safetyA year later finds Francis as acting dutymanager at Cannon Street. I discover that A day in the life of a they’re having problems – on or off the job – and that I can be relied on to step in if ahis new role has brought fresh challengesand extra responsibilities. It’s not surprising duty manager situation gets a little sticky for one person to handle alone.to learn however that he has risen to thesenew tasks, his indomitable spirit – as ever – – May 2012 Managing PTI risk is one of our biggest challenges. Do you have any top tips?driving him on. How have you found the transition from We had several instances where customers team leader to duty manager? were being left undetected on trains I am extremely grateful to my mentor, Ty departing empty to the depot. By re-briefing Wallis (Station Manager London City), for everyone on the process for checking and giving me this opportunity. I found the job locking out empty coaching stock, to date a little daunting at first; being new to the we’ve not had a repeat. role, I expected the staff here to push the boundaries a little to test me. We work hard to ensure that dispatchers are in the right place at the right time, and Did you experience much of that sort should any member of the team feel a of thing? pressing need to leave their post, they must Very little to be fair, but I already knew most inform the person in charge of dispatch of the staff here and – more importantly – (PICOD) first – for other operators and the they knew me. Rule Book, this role is known as the person in charge of a platform. How would you describe your style of management? Why the PICOD? Because the team are carrying out a safety Because it is not enough to merely tellHow does the job impact on your critical task, there’s no room for varying the the colleague nearest to you – if you’rehome life? way dispatch is carried out. My style is (out booked to be working on the extreme end of necessity) uncompromising where safety of a platform, you may not be visible to theWell, mixed blessings I guess. I was is concerned. whole team; you will, however, be visible toable to work an extra Sunday to help the PICOD.pay for the new bike my son wanted I recognise that I am responsible for theso badly, but while most people were safety of both the team and the customers Should you need to take an urgent break,huddled round their TV sets to watch who use the station. I’m always straight the PICOD will have to redeploy thethe royal wedding, I was dispatching with everyone, saying what needs to remaining dispatchers to ensure that trainstrains on Platforms 5 and 6! be said when it needs saying. But any are checked along their full length prior to problems are discussed over a coffee as their dispatch.My wife always asks me to check soon as possible afterwards to make suremy roster before she accepts dinner we’re all on the same page. The PICOD knows that they’ll be heldinvitations, or plans family activities, accountable for the whereabouts of their What do you expect of your team? team. If I notice a member of staff leavingbut working shifts has allowed me theflexibility to be present on important I expect them to report for duty on time, in their post outside normal break times,occasions in my son’s life (school sports full uniform, fully rested and ready to work I don’t challenge them, I challenge thedays etc). I might not have managed it safely, and to assist our customers for PICOD for the platform on which they arehad I worked in a 9–5 job. the whole of their turn of duty. But then, I stationed. expect that of myself too! Cannon Street, like London Bridge, isDo you have time for any hobbies? We’re all aware how important it is to treat a Network Rail managed station. DoesI love football (both watching and everyone on the station with equal respect, this present any additional challenges?playing), but mostly enjoy spending time be they customers, colleagues, tenants or Not really. I’ve built good relationshipswith my family. contractors. between the team and our NR colleagues. We all work together to ensure the smooth I also expect the team to deal with any running of the station. concerns raised by our customers on the spot, only escalating them when absolutely After the interview, Francis takes me on necessary. This way, the customer leaves a brief tour of Cannon Street station. Work on a station? satisfied that their questions and concerns Several members of staff stop for a have been, or will be, addressed. chat on the way. Francis talks to them Take a look at the station safety resource centre on Opsweb – about a variety of things, asking after What do they expect of you? family members, and discussing such www.opsweb.co.uk They expect me to back them up and varied topics as next week’s roster, support them over any decisions they’ve football and replacement items of been empowered to make. They also uniform. It strikes me that they are as know I’ll help them any way I can when much a family as they are a team. // 13
  14. 14. RAIB report brief:stranded!In May, RAIB published its report into theevents that unfolded when a train failed Then imagine what it’s like to be the driver of that train. Stuck in the heat, waiting for The loss of power came when foliage got stuck in the pans. It happens, but when thebetween Dock Junction and Kentish assistance, abused by passengers. When driver told the signaller about the problemTown. you told them that help was five minutes at St. Pancras, it was decided to let the away, you meant it. How were you to know train go on to Kentish Town, instead ofIt’s good to talk there’d be a delay? And how were you to terminating. Unfortunately, a fitter based atImagine being on a train that’s getting hotter know the PA would pack up so soon? Kentish Town was sent to St. Pancras toand going nowhere, a train that seems like examine the train, but arrived after it had What happened?it’s been stuck in the same place for hours. left…for Kentish Town.You wish you had a drink. You wish you At 18:26 on Thursday 26 May 2011, a First More passengers were also allowed to gethad a seat – although the people who are Capital Connect (FCC) service lost power on the train before it left St. Pancras. Thissitting down don’t look that comfortable and got stuck between Dock Junction and led to crowding and made everyone oneither. The heat’s starting to get you down, Kentish Town. Almost three hours went by board even more uncomfortable when thethere’s no air and the fact you haven’t got before the train moved again. train eventually got stuck.a clue what’s going on is only making it Conditions for passengers becameworse! You curse yourself for jumping on increasingly uncomfortable, as the trainat St Pancras – if only you’d known! Then was very full and the air-con and toiletsyou get a Tweet. Some people in the next soon stopped working. Some passengerscoach have forced the door and are getting opened doors to improve ventilation,off. Great idea: let’s go! repeatedly triggering alarms. It was decided to bring another unit onto the front of the stranded train and haul it into Kentish Town, but the assisting train was delayed and didn’t couple up until around 20:20. Over the next 50 minutes, the driver tried to start up the combined formation, but he was hampered by further alarm operations by passengers frustrated at the continuing delay, and his own uncertainty about whether all the train doors were closed or not. RED 33 Eventually, the driver over-rode the TIS just to get the train moving. At the same time, The latest edition of RED features a some passengers were so fed up with There had been very little communication dramatization which explores how a the delay and discomfort that they started with passengers during the incident minor mechanical failure can escalate climbing down from the train to the track. because the PA system on the train failed into widespread disruption. This was still going on when the driver about 45 minutes after it became stranded. The film highlights the importance undertook the pull-test. When the train Options for evacuating passengers, other of drivers, conductors, signallers, finally moved towards Kentish Town, it did than the use of an assisting train, had either controllers, platform staff and fitters so with at least two doors open. been discounted or had not been briefed to working as a team when getting the staff responsible for the rescue on the day What did RAIB find? railway moving again after an outage. (see box on page 15). RAIB said the ‘immediate cause’ of the It also stresses that the way 80 minutes went by before the rescue train incident was that the driver moved the passengers are kept informed of coupled up. This was partly down to the train ‘when it was not safe to do so, with developments can affect behaviour – time it took to decide which type of unit passengers standing in the vicinity of one or and even lead to multiple detraining could be coupled to which type of unit more sets of open doors’. But of course it and trespass in some cases. (there were issues and misunderstandings was much more complicated than that… about software compatibility). However, the unwillingness of the rescue train’s14 //