It is always appreciated when people pay their way..so the story of the person who managed to avoid paying fares totalling £42,000 over a period of some years, takes the biscuit. And that is probably the tip of the proverbial iceberg. A report in the Bristol Post a year ago claimed that the Severn Beach Railway was losing £1 million per year from fare dodging......
The warm glow from the London Paralympics has quickly faded, given a cut in funding for station access for disabled passengers...
And if Scotland goes independent, they could well lose out on HS2......
Read on.....
Rail freight journey times reduced from Port of Felixstowe to Midlands, UK.)Lloyds Loading List)
Bryn Terfel receives Snowdon Mountain Railway honour.(BBC News)
Funding cuts hit station access for disabled travellers.(The Independent)
Scottish independence: HS2 link ‘may be ditched’.(The Scotsman)
City boss dodged £42,000 in train fares on commute.(The Telegraph)
Only two passenger trains will be available to start Northern Rail’s much-heralded electrification of Liverpool to Manchester rail services in December(Liverpool Echo)
www.parliament.uk
Transport Committee - Eighteenth Special Report
Safety at level crossings: Network Rail Response to the Committee's Eleventh Report of Session 2013-14.
Network Rail Response
In building a modern railway today, it would be inconceivable that society would tolerate the construction of level crossings, particularly those where a pedestrian could encounter trains travelling at speeds greater than cars are allowed to travel on our road network.
When the railway was originally constructed, agreements were struck with landowners whose land was bisected by the track which led to ways of crossing the railway on the level. The harsh reality is that the 6,400 or so level crossings on our railway today are a legacy from an era when roads were for horse drawn carriages and rail was for an occasional slow steam train.
The world is now very different, but decisions taken over 100 years ago are still affecting the safety of the public today. Network Rail is faced with managing this legacy every hour of every day. This is a considerable challenge, but as the Committee has noted, the risk of using level crossings in Britain is lower than the vast majority of countries across Europe.
The solution to eliminating risk completely would of course be to close all crossings but this is a challenge society is unlikely to be able to afford and the resources needed would be disproportionate when compared with addressing the risks facing the public on the road network for example. We are however totally committed to maintaining our level crossings such that they may be used safely, to close crossings where we can, and to replace crossings with alternative routes across the railway such as bridges and underpasses. But we need help from other parts of society if we are to deliver the improvements in safety we all wish to see.
At over 5,000 level crossings, the public decides how and when to cross the railway and is not required to inform Network Rail before deciding to cross. We are of course reliant on the public using level crossings correctly and adhering to signage, guidance and instructions when doing so. Rather tragically we know this is not always the case. But equally we know the way in which some level crossings were originally designed and have since been maintained and operated can also put the public at risk and have lead to tragic accidents. We are reliant on others to play their part in both ensuring level crossings can be used safely and in closing crossings where the risk is unacceptable.
Local authorities play a particularly important role in helping us close level crossings promptly and permitting alternative ways of crossing the railway such as bridges and underpasses. They are, on occasions, reluctant to help us deliver these changes, thereby leaving the public at risk; a risk which we are then required to continue to manage.
Highway authorities need to ensure the roads and signage around level crossings are constructed and maintained in a way which enable road users to approach crossings safely. Landowners also have an important role in ensuring that crossings on their land are used for the purpose intended.
Safety at level crossings therefore involves a range of stakeholders and while we fully accept our role in managing this legacy we need the support and cooperation of many stakeholders to reduce the risks to those who wish to cross the railway. We therefore welcome the Committee's report into safety at level crossings as another valuable contribution to the public debate about the safety of the public when they come into contact with the railway and the measures that may be taken to reduce risk in the future.
Specific Response to Recommendations In the sections below, we have responded to those recommendations directed specifically or in part at Network Rail. We have also commented on recommendations directed at other parties where we believe the recommendation or any response is particularly important in determining how risk at level crossings can be reduced.
HOW SAFE ARE LEVEL CROSSINGS?
Recommendation 1 The Committee recommended the Office and Rail Regulation (ORR) adopt an explicit target of zero fatalities at level crossings from 2020. While it will be for the ORR to consider this recommendation, it is important to note that delivering on this target year on year would require a programme of crossing closures which would have significant social and economic costs. Closing crossings in town centres for example could require properties and businesses to be demolished to accommodate bridges, or bypasses to be constructed to provide alternative routes. Any closure programme would also need to be supported by considerable legislative change to enable crossings to be closed within the requisite time.
MAKING LEVEL CROSSINGS SAFER
Recommendation 2 The 1 in 10,000 risk guidance provided by the Health and Safety Executive and cited by the Committee's report needs further explanation. The 1 in 10,000 risk, or tolerable limit, defines the risk of death to an individual member of the public where the risk is imposed on them. The guidance was aimed at limiting the risk to an individual from, for example, a petrochemical plant being constructed near houses. In such an example, the risk is clearly imposed on the individual. The risk at level crossings, however, is not imposed on an individual as the user can decide whether to cross or to use other routes such as bridges or tunnels to cross the railway. In this regard, we do not believe the 1 in 10,000 risk limit applies to level crossings. There are however 1792 level crossings where the risk, calculated on 500 traverses by an individual per annum may be greater than 1 in 10,000. A total of 1452 of these are user-worked crossings where any given individual would be unlikely to cross a particular level crossing 500 times per annum. For the remainder, both the individual and collective risk are managed to as low as reasonably practicable - known as ALARP. The 1 in 10,000 risk to the individual cited in the Committee's report is misleading and may give the impression that level crossings are less safe than is actually the case. However we do accept that the nomenclature of 'A to M' and '1 to13' used to describe the individual and collective risk is unhelpful. It is important that an individual arriving at a level crossing understands the risk of crossing at that time and can compare that risk with others with which they will be familiar. We are therefore committed to publishing a list of level crossings with a clearer and consistent articulation of the risk a user may experience. As regards the publication of our level crossing risk reduction programme, we have agreed a process with the ORR as part of the Final Determination for the next control period (2014 until 2019). Using ALCRM to risk rank the level crossings, we have targeted improvement at a population of level crossings across the control period. However we expect some crossings to come into this population and some to leave during the control period as risks change. That said, we will agree a firm annual programme of risk reduction with the ORR at the start of each year, together with planned timescales. We will make this publicly available once it has the agreement of the ORR.
Recommendation 6 We welcome the Committee's observation that Network Rail has already voluntarily published information on level crossings and recognise the need to continue to make progress in this area. We will begin publishing full narrative risk assessments in September 2014. Between now and then we will work with the Information Commissioner's Office and the Open Data Institute to maximise the accuracy and accessibility of all level crossing risk data.
CLOSURE OF LEVEL CROSSINGS
Recommendation 8 We note the Committee's concerns regarding the proposed appeal mechanism for closure orders. While this recommendation is for the DfT to consider, it is important to note that where we have taken all reasonable efforts to close a crossing the ORR should consider where the responsibility for the future risk at that crossing should reside in circumstances where the closure is refused on appeal.
COOPERATION BETWEEN RAILWAY OPERATORS, HIGHWAY AUTHORITIES AND PLANNING AUTHORITIES
Recommendation 9 We welcome the recommendation made by the Committee on improving cooperation with planning authorities as regards assessing the impact of additional numbers of people using level crossings. Experience with a crossing in Cannock Chase where the Forestry Authority routed a cycleway over a level crossing without prior consultation resulting in a dramatic increase in the number of users, illustrates the additional risks land owners can pose. In extending the Health and Safety at Work etc Act 1974 to cover level crossings we would request that consideration be given to the responsibility of land owners adjacent to level crossings.
HUMAN FACTORS
Recommendation 13 We welcome the focus on human factors set out in this recommendation. We will be reviewing our internal risk assessment guidance to ensure it takes account of recent human factors research.
HIGHWAY CODE AND OTHER ROAD REGULATIONS
Recommendation 14 We welcome the Committee's suggestion that the review of the Traffic Signs and General Directions 2002 should include guidance on signage and road layouts as regards the approach to level crossings. We will provide the DfT with examples of where signage and road layouts are contributing to risk at level crossings to ensure that future guidance can contribute to risk reduction.
MOTORISTS' EDUCATION
Recommendation 15 We welcome the Committee's suggestion that the DVSA should incorporate level crossings into the next version of the hazard perception test. In particular, we would suggest the DVSA consider driving behaviour in the approach to level crossings as well as behaviour at different forms of level crossings, including those with automatic half barriers and user-worked crossings.
PEDESTRIAN EDUCATION
Recommendation 16 We welcome the Committee's suggestion that the Department for Education (DfE) should include rail and level crossing safety in the PHSE curriculum. We have provided educational material to schools adjacent to level crossings and have produced video material featuring Olympic athletes, DJs and music celebrities to explain such risks to children and will make this material available to the DfE.
NETWORK RAIL'S TREATMENT OF FAMILIES
Recommendation 17 We note the Committee's observation about our previous treatment of the families of those involved in accidents at level crossings. Our Chief Executive made a full and un-reserved apology on 7th March 2014 for prior mistakes.
Recommendation 18 In 2011 the ORR conducted a comprehensive investigation into the issues which had been raised in relation to disclosure. We cooperated fully with the investigation during the course of which it is understood that over 18 of our employees and former employees were formally questioned. We did not duplicate the investigation as we felt this was neither necessary nor appropriate. We do not know if the ORR investigation was incorporated in a formal report, if it was it has not been shared with us. In anticipation of the threat of legal proceedings we did instruct external lawyers to provide legal advice to the company and in the course of advising the company it was necessary for the lawyers to seek to establish the salient facts. The facts established formed an appendix to the Basis of Plea which was accepted by the Crown Court at Chelmsford in the course of the subsequent prosecution of Network Rail under the Health & Safety at Work Act 1974. It is believed that the ORR shared this document with the families. However for the avoidance of any doubt a copy of the document is provided at Annex A.
WHISTLEBLOWING
Recommendation 19 We note the Committee's observation regarding the actions of the whistleblower in respect of the Elsenham tragedy. It is important to note that in addition to the industry-wide CIRAS reporting scheme, we have introduced an internal anonymous whistleblowing facility SpeakOut and a Close Call system to provide employees with additional routes to raise concerns. We have also implemented a Fair Culture process in collaboration with the RMT and TSSA unions which provides reassurance to staff that Network Rail will support anyone raising a close call.
SENIOR ACCOUNTABILITY
Recommendation 20 We note the Committee's observation regarding the award of bonuses to Executive Directors.Any bonus awards to Executive Directors are subject to considerable discretion from the Remuneration Committee of the Board. The Committee consider, in full, the business performance for the period in question taking input from the Safety, Health and Environment (SHE) Committee of the Board regarding public, passenger and workforce injuries. This advice would include a review of fatalities and life changing injuries. It should be noted that Executive Directors are not members of either the Remuneration or SHE Committees.
DUTY OF CANDOUR
Recommendation 21 We note the suggestion of the Committee as regards openness, transparency and candour, in particular that government consider making Network Rail subject to a statutory duty of candour similar to the one currently being considered by Parliament in the Care Bill. We readily acknowledge that in the past our culture was not as open as it ought to have been. Since 2012 we have worked hard to become a more transparent company and believe the steps we have taken in this regard, coupled with the success of our Close Call and Fair Culture approach are creating a culture where open reporting of concerns by our employees and contractors is now the norm rather than the exception.
FAMILY LIAISON
Recommendation 22 We note the Committee's observation that we could do more to improve communications with the families of people involved in incidents at level crossings. With our focus on reducing risk at level crossings, clearly our aim is to ensure there are no further fatalities. Should any fatalities occur, we will provide the families of those involved with a single point of contact for as long as the families feel this is necessary.
INVESTIGATIONS AND INQUESTS
Recommendation 24 We agree with the Committee's observation that inquests into deaths at level crossings should not become adversarial in nature. By providing more transparency around information on level crossing risk and the outcome of investigations into incidents, we would expect any future inquests which may take place to focus on the evidence base. Concerning legal representation at inquests, we consider each inquest on a case by case basis. The level of representation will vary depending upon a number of factors which will include whether the coroner has designated Network Rail a "Potentially Interested Party" under the Coroner's Rules or whether the coroner has required us to attend in order to provide specific assistance to the court. It would be most unusual, even in the most complex of cases for the core legal team to exceed one solicitor and one barrister. Frequently, representation will take the form of only one solicitor. It should be borne in mind that other interested parties including train operators; ORR, British Transport Police (BTP) and Rail Accident Investigation Branch (RAIB) may on occasion also require legal representation at inquests and this may create the impression of a large number of lawyers instructed on behalf of the rail industry.
MEDIA, COMMUNICATIONS AND USE OF LANGUAGE
Recommendation 26 We welcome the Committee's views on the terminology used in respect of level crossing incidents. In the early stages of any event it will be unclear why the event took place. It is important that the language used at this time neither pre-judges the outcome or colours the views of those involved in any investigation. We would therefore suggest we use neutral word "incident" to describe the event until there is clear evidence as to the cause. We would then propose replacing the term "deliberate misuse" with "trespass" to bring it in line with terminology used to describe deliberate unauthorised access to the railway beyond level crossings, where the evidence supports this conclusion. Where the evidence does not support this conclusion, we would propose to use the term "accident" as suggested by the Committee.
WELCOME TO THE APRIL 2014 FARRINGDON STATION NEWSLETTER
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On behalf of the Crossrail team at Farringdon, I’d like to thank our neighbours for their continued support. Your cooperation and patience are crucial in enabling the construction of a new, state of the art, railway station in the heart of London.
In the past year, we have seen excellent progress in excavating both the new Western Ticket Hall next to the Thameslink station and the Eastern Ticket Hall near Barbican station. We have also started our tunnelling activities and successfully completed the installation of settlement monitors around our sites to check on ground movement during the construction phase.
You will have noticed that water mains and sewers, close to our tunnelling works, under Farringdon Road and St John Street are being upgraded.
The Farringdon Road works are now complete and works on St John Street will be finished this summer.
Last year, we made news around the world when archaeologists uncovered skeletons from a medieval burial ground in the Charterhouse Square shaft.
News closer to home saw the completion of the first Crossrail tunnel. Phyllis, the first tunnel boring machine (TBM) launched, completed her 6.8km journey from Royal Oak to Farringdon.
To mark the occasion, local community representatives came to see Phyllis’ final resting place under Smithfield Market and we buried a time capsule containing items of local significance.
Ada, the second TBM, completed her journey in January. Two more tunnelling machines, Victoria and Elizabeth, will end their journeys at Farringdon, and our teams will continue to make further progress on the ticket halls and tunnelling.
These works are not without their challenges and we continue to work closely with you, our neighbours and partners, to ensure this essential work is carried out with minimum disruption.
When our works are complete at the end of 2018, Farringdon will be one of the best connected stations, linking north, south, east and west London, taking centre stage as ‘the heart’ of the Crossrail linked route.
Nisrine Chartouny
Project Manager, Farringdon
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BEING A GOOD NEIGHBOUR
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We put great store on being a good neighbour and minimising disruption from our works. We have a team of people on site who are able to deal immediately with any issues that may arise. As a result we are able to listen to local concerns and act promptly.
Last year saw the closure of Farringdon Road. This was needed to replace 200 metres of old cast iron water mains that lay close to the machines that were tunnelling nearby.
We worked with Thames Water engineers to divert the flows into temporary mains located above ground, after which sections of the 100-year-old pipes were replaced.
As major works were carried out on one of the busiest arterial roads into central London, we had to close it off to southbound traffic and pedestrians. Works to the road were successfully completed late last year and has been fully reopened.
Likewise in St John Street, we began replacing two water mains and a sewer last year. To keep the public safe, we installed lighting along the worksite fences so that people could see the road, particularly during the winter months. Works on this street finish this summer.
We work closely with our neighbours to keep them informed about our works, through regular meetings, site visits and information sheets.
Our bright new hoardings provide information about the new station and include signage to let people know where to find local businesses while the work is carried out.
If you have any queries relating to the Farringdon site, please contact the Crossrail 24-hour public helpdesk on 0345 602 3813 or email helpdesk@crossrail.co.uk
Whenever there are significant local changes taking place, we send out information sheets to our neighbours. This information is also on our website at www.crossrail.co.uk/route/
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ONE MOMENT IN TIME
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After Phyllis, our first tunnelling machine, reached her final resting place at Farringdon, we decided to commemorate this historic event by leaving behind a time capsule for future generations to find.
Members of the public sent us ideas of what we should include in the capsule. Memorabilia was collected from the Crossrail team, our contractors and the local community.
The Crossrail team and our Farringdon contractor BFK helped collect a myriad of objects to give a personal history of the Crossrail project and the Farringdon area.
These included pictures of memorable occasions, such as HRH Prince of Wales’ visit (in 2013), the discovery of skeletons in the Charterhouse grout shaft, a signed ‘Heart of Crossrail’ T-shirt and video messages from the construction team loaded onto a USB flash drive.
Our neighbours contributed a 1930s’ market porter’s badge and licence from Smithfi eld Market, a plan of the proposed museum of The Charterhouse and a 2013 edition of the London A-Z, commemorating the tunnelling machine’s namesake, Phyllis Pearsall – the creator of the London A-Z.
Watch a short video of tunnelling machine Phyllis.
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FIRST FOR FARRINGDON
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Crossrail completed its first train tunnel at Farringdon in November. Tunnelling machine Phyllis reached the end of her 6.8km journey from Royal Oak to Farringdon.
The arrival of Phyllis was greeted by local community representatives alongside Chief Secretary to the Treasury Danny Alexander, Commercial Secretary to the Treasury Lord Deighton and Mayor of London’s Environmental Advisor Isabel Dedring.
The visitors met several of the workers including apprentices that have been constructing the new passenger tunnels underneath Farringdon station.
“This first tunnel is a key milestone in the journey towards a better transport network in London,” Danny Alexander MP said “Crossrail will transform the way people travel, slashing journey times from the City to Heathrow by around 30 minutes and increasing London’s rail capacity by 10 per cent.”
Ada arrived in January completing her journey from Royal Oak. She is the second of four tunnelling machines that will find a resting place at Farringdon.
TBMs Elizabeth and Victoria are currently tunnelling through from the Limmo Peninsula and will reach Farringdon later this year.
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STEADY STATE
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Ground movement and settlement resulting from the construction of new tunnels are always a major consideration. We want to ensure that neighbouring buildings, utilities and the operational railways are unaffected by our work.
We’ve recently installed and commissioned a network of ‘compensation grouting’ to control any possible ground movement. This is a well-established technique that works by injecting a cement-like substance, called grout, into the ground to ‘firm up’ the area and minimise movement or settlement during tunnelling works. With the exception of Charterhouse Square, Farringdon’s grout shafts are within the Moorgate Spur, a disused section of the railway, and are not visible from street level.
In addition, a highly skilled team of surveyors and engineers are working around the clock to monitor any changes. The data they collect is assessed twice a day to check for any unusual movement so that action can be taken as quickly as possible.
Anyone concerned about settlement from Crossrail works should contact the helpdesk.
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14TH CENTURY BURIALS AT CHARTERHOUSE SQUARE
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Archaeologists working on Crossrail have uncovered 23 skeletons, believed to be up to 660-years-old. The bones are carefully laid out in two rows, suggesting the site may be a burial ground for Black Death victims.
Historical records reference a burial ground in the Farringdon area that opened during the Black Death Plague in 1348.
The limited written records suggest up to 50,000 people may have been buried in less than three years in the cemetery, which was used until the 1500s.
The depth of the burials, the layout of the bodies and the pottery found in the graves all point to the likelihood that the skeletons were buried during the Black Death. The skeletons have been taken to the Museum of London Archaeology for laboratory testing.
Plague cannot survive for very long in the soil. After 660 years, only the skeleton bones remain and do not present any modern-day health risk.
New research released in March 2014 confirmed that the skeletons found in the Charterhouse Square area were Black Death victims.
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OUR TUNNEL'S GODMOTHER
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Crossrail Farringdon has its own tunnel’s godmother, Mrs Claire Anstee, a Barbican resident and former Lady Mayoress for the City of London.
In December 2013, a ceremony was held to announce Mrs Claire Anstee as the Farringdon Tunnel’s Godmother.
It is a European tradition to have a godmother, who is the earthly representation of St Barbara on site. All over the world, St Barbara has been the patron saint of miners and tunnel builders protecting them from accidents at work.
Claire was chosen by the BFK community relations representative because of her association with the Worshipful Company of Butchers. They have strong local area connections with many liverymen working in Smithfields Market close to the new Crossrail station.
It is role of the tunnel’s godmother to protect ‘her miners’ from accidents and death at work. At her visit to the recently completed westbound tunnel she met the tunnellers. She gave them her blessing and congratulated them on their achievements.
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CREATING A COMMUNITY LEGACY
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At Crossrail Farringdon station, we aim to go the extra mile to help our local neighbours in Islington and Camden.
Last year, we got involved with Islingtonbased GetMoreBikes charity, which provided cycle safety checks at our Exchanging Places event in Smithfield Market.
During the summer, some of our staff got hands-on with young people at a series of reading and writing events, and workshops. Volunteer staff encrouaged them to express themselves and build confidence at the 2013 Islington Word Festival.
We also donated funds to Crisis, a charity for homeless people, and the Rainbow Trust charity which provides emotional and practical support to families that have a child with a life threatening or terminal illness.
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GET INVOLVED
CROSSRAIL EVENTS NEAR YOU
LIAISON MEETING
Crossrail holds quarterly meetings in Farringdon to inform residents and businesses about current works. If you would like further information, or would like to attend please contact crossrailliaisonpanels@
NEXT MEETINGS
Farringdon Community Liaison Forum:
25 June 2014, 24 September 2014
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EXCHANGING PLACES
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London cyclists can discover what it feels like to sit in the driver’s seat of a Crossrail lorry during a special Exchanging Places cycle safety event from 7.30am to 10am on 2 May in St. John Street, London EC1.
The free drop-in event is supported by the Metropolitan Police.
As well as ‘exchanging places’, cyclists are able to get free security marking and registration, safety advice, and a bike ‘health’ check from GetMoreBikes.
Exchanging Places events aim to show cyclists where to position themselves when close to a lorry and help them become aware of blind spots.
Further Exchanging Places events will take place across London in 2014. For details visit www.crossrail.co.uk/
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KEY ACTIVITIES AT FARRINGDON
2012 Completion of piling and construction of access shafts at the Western Ticket Hall site. Completion of piling at the Eastern Ticket Hall site.
2013 Excavation at eastern and western ticket halls. Start of Sprayed Concrete Lining tunnelling. Arrival of TBM Phyllis.
2014 Arrival of TBM Ada. Construction of eastern and western ticket halls. Enlargement of platform tunnels and cross passages.
2015 Arrival of the eastern TBMs Victoria and Elizabeth. Fit out of shafts. Construction of box structures for the ticket halls. Construction of station platforms, installation of lifts and escalators.
2016 Fit out of ticket halls.
2017 Platform completed Testing and commissioning of railway.
2018 Phased opening of Crossrail services.
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CROSSRAIL CONTRACTORS AT FARRINGDON
BFK (BAM Ferrovial Kier) – Farringdon main works
Laing O’Rourke Strabag – Farringdon advance works
(completed in June 2013)
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Eltek's inverter receives approval from Network Rail in UK
Network Rail has granted approval to use Eltek's INV222 DC-AC modular inverter across the UK rail network.
Daelim wins $84m light rail transit system contract in Vietnam Network Rail has granted approval to use Eltek's INV222 DC-AC modular inverter across the UK rail network.
South Korean engineering and construction firm Daelim Industrial has won a contract valued at around $84m to build a light rail transit system in Vietnam.
Birchwood station to offer step-free access under £2m renovation
Birchwood railway station will soon provide step-free access to all platforms thanks to a £2m renovation.
China Railway plans $116bn investment
National rail operator China Railway Corporation is planning to invest around CNY720bn ($116bn), up by CNY20bn ($3.23bn) announced in its original plan, to build new rail lines this year.
www.progressiverailroading.com
Indiana Rail Road helps fund research on converting used ties into biofuel
Final FRA report finds reduced shift start-time variability can boost safety
Metra's board approves measure to deter improper influence over hiring
Tentative pact would restore passenger-rail service on Vancouver Island
Massachusetts DOT schedules public hearings on South Coast Rail bridge replacements
Lancaster & Chester's Gedney honored as economic development 'ambassador' in South Carolina
PennDOT accepting unsolicited P3 proposals through April
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