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Two trackworkers killed near Port Talbot in South Wales (03/07/19)

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trebor79

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Yes that sort of thing does exist in the mobile plant world. I bought such a system when I was responsible for a site that involved people working in close proximity to HGVs and large loading shovels. If they came within 10m of the shovel their helmet vibrated and an alarm went off in the shovel cab.
On the railway, you could perhaps link it to the pee wee system?
 
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dgl

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Firstly i wish to offer my condolences and hope all involved/affected get all the support they need in respect of this tragic accident.
Secondly,
This may well be not practical, but would it be at all possible to put a receiver in all ear defenders that react to a train in the vicinity. giving an audible warning.
Thinking of small transmitters ( could existing eqpt be modified?) that have a range of a mile or so.

not being railway ,completely blind to any sort of comms used, but if it makes the working environment safer.

This is something I have been thinking about since the news of this accident came about and my thoughts on the subject.

Easily I would have thought, there are already headphones for drummers that use ear defenders with headphone parts (https://www.thomann.de/gb/vic_firth_sih2.htm), you would probably need a daylight visible light on them so that the COOSS/Lookout knows that they are still functioning and a regular beep in the headphones that is sent from the controller so that the operatives know that they are still communicating correctly with said controller.
 

colchesterken

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I have thought of two things that may make work safer, How about temp whistle board about a mile back with a worker sign like on the road, the driver could then sound the two tone several times before getting to the work site
How about a speed sensor type device again placed a distance back that sounds a loud warning to the site I mean seriously loud
If any invents this I want the royalties !!
 

6Z09

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Track staff have been wearing ear protection while carrying out certain tasks for many years.
The safe system of work takes this into consideration.
Safe system of work doesn't rely on hearing trains.
 

theironroad

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While some of the posts here are probably well meaning, we are at risk again of delving into speculation, rumour and the , ' I know but won't say' types of replies. The RAIB and other bodies will be finding the facts and will report them, not sure how helpful continuing this thread is to be honest.
 

silverfoxcc

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Colchesterken

Even better idea than mine!! And it is PORTABLE!!! Surely it wont take years in getting it put into practice?

You set it up with a Temp Whistle Board 1k/2k away and a motion detector that activates a unit in the ear defender. Not only
does the look out ( i assume these are still used?) get an audible warning ie train horn he is also a back up if the workers do not appear to move.
I note 6Z09 comment, however if it was in use in certain cases , viz the runaway wagon a few years back. a motion detector would have given them warning. Better to have too much than not enough, and i am one of the first to have a pop at the 'H+S jobsworths' who go overboard in interpreting their job remit. but this does give extra protection.

Anyone on here in position to put this forward ,and not take NO for an answer?
 

theironroad

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Colchesterken

Even better idea than mine!! And it is PORTABLE!!! Surely it wont take years in getting it put into practice?

You set it up with a Temp Whistle Board 1k/2k away and a motion detector that activates a unit in the ear defender. Not only
does the look out ( i assume these are still used?) get an audible warning ie train horn he is also a back up if the workers do not appear to move.
I note 6Z09 comment, however if it was in use in certain cases , viz the runaway wagon a few years back. a motion detector would have given them warning. Better to have too much than not enough, and i am one of the first to have a pop at the 'H+S jobsworths' who go overboard in interpreting their job remit. but this does give extra protection.

Anyone on here in position to put this forward ,and not take NO for an answer?

If you've got ideas for new tech. Then start a new thread.

Leave this thread for people to express their condolences etc, though probably best locked.
 

AndrewE

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If you've got ideas for new tech. Then start a new thread.
Leave this thread for people to express their condolences etc, though probably best locked.
Perhaps we should have a special thread for condolences instead.
COSSs, and the modern equivalent people, will point out that setting up a safe work site involves looking at the local circumstances (line-speed and curvature etc) and the task, together with the PPE needed to do it safely. Ear defenders used to demand either a touch warning or cutting the power to their tool (on top of the time needed to get the tool out of the ground and carry it to a place of safety. Then work out how many repeater lookouts or lineside cable lengths are needed to achieve the necessary warning time. If it can't be done then a possession is needed.
 

theironroad

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Perhaps we should have a special thread for condolences instead.
COSSs, and the modern equivalent people, will point out that setting up a safe work site involves looking at the local circumstances (line-speed and curvature etc) and the task, together with the PPE needed to do it safely. Ear defenders used to demand either a touch warning or cutting the power to their tool (on top of the time needed to get the tool out of the ground and carry it to a place of safety. Then work out how many repeater lookouts or lineside cable lengths are needed to achieve the necessary warning time. If it can't be done then a possession is needed.

We did.

This was that thread.

It's been overtaken by people wanting to hijack it with speculation and wibble.
 

ABB125

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I don't wish to speculate, but would the workers have felt vibrations in the tracks? Whenever I am near a railway line I can hear the distinctive sound of ringing, but obviously I don't know whether the vibrations of this can be felt when on the tracks.

Condolences to the families of those involved.
 

Phil-D

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I don't think modern trains vibrate as much as the older ones did, plus if using certain equipment that is loud enough to need ear defenders, the vibration/noise from that would probably prevent you from detecting the train. As someone who is just starating out in the industry, it did disturb me hearing this, ok, I've heard of people being killed by trains before, in fact I actually saw the aftermath many years ago, but by the fact that I'm doing my training currently, it puts a different slant on the incident, sort of a 'losing 2 of your own' type of thing. Who knows, I should be on track within a month or so, and the next incident cold involve me, or one of the guy's I've trained with.
We won't know for ages yet as to what caused this tragedy, I've been sickened by some of the theories I''ve heard already! Whatever caused it, we need to find out,and make sure it isn't repeated.
My sincere condolences to the families of those people unfortunate enough to be involved in this tragic incident
 

krus_aragon

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I don't wish to speculate, but would the workers have felt vibrations in the tracks? Whenever I am near a railway line I can hear the distinctive sound of ringing, but obviously I don't know whether the vibrations of this can be felt when on the tracks.
The trouble is: all sound is vibration. So if you need to wear ear defenders whwn doing some manual work, the noisy equipment is probably vibrating too.
 

bb21

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Thread is locked pending official RAIB report seeing that more speculation is again appearing.

https://www.gov.uk/government/news/fatal-accident-at-margam
At around 09:52 hrs on Wednesday 3 July 2019, two track workers were struck and fatally injured by a passenger train at Margam East Junction on the South Wales Main Line. A third track worker came very close to being struck. These three workers were part of a group of six staff, who were undertaking scheduled track maintenance on lines that were still open to traffic.

The train, which was travelling from Swansea to London Paddington, was approaching Margam on the up line at around 73 mph (117 km/h). Its driver saw three track workers walking away from him on the adjacent line and, beyond them, three more track workers on the line ahead of his train. He sounded the train horn and applied the emergency brakes. The track workers walking on the adjacent line became aware of the train approaching and tried to warn their colleagues as the train passed them.

The three track workers on the up line were working on a set of points, using a petrol-engined tool for loosening and tightening large nuts. Consequently, at least one of the workers was wearing ear defenders. CCTV images taken from a camera at the front of the train suggest that the workers did not become aware of the train until it was very close to them. By this time, it was travelling at around 50 mph (80 km/h).

The RAIB’s investigation will identify the sequence of events that led to the accident and consider:

  • what might have influenced the actions of those on site
  • the protection arrangements that were in place
  • the planning of the work and the implementation of Network Rail’s standard for keeping people safe on or near the line
  • any relevant underlying management or organisational factors
Our investigation is independent of any investigation by the railway industry, the British Transport Police or by the industry’s regulator, the Office of Rail and Road.

We will publish our findings, including any recommendations to improve safety, at the conclusion of our investigation. This report will be available on our website.

Edit: the above information is now available on the RAIB site; if anyone has a good reason why they think the discussion should be re-opened, feel free to contact us.
 
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ainsworth74

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The full RAIB report into this horrific accident has now been published and can be found here. I've included some information below:

Summary​

At around 09:52 hrs on Wednesday 3 July 2019, two track workers were struck and fatally injured by a passenger train at Margam East Junction on the South Wales main line. A third track worker came very close to being struck. The three workers, who were part of a group of six staff, were carrying out a maintenance task on a set of points. The driver made an emergency brake application about nine seconds before the accident and continued to sound the train’s horn as it approached the three track workers. The train was travelling at about 50 mph (80 km/h) when it struck the track workers.

The accident occurred because the three track workers were working on a line that was open to traffic, without the presence of formally appointed lookouts to warn them of approaching trains. They were carrying out a maintenance activity which they did not know to be unnecessary. All three workers were almost certainly wearing ear defenders, because one of them was using a noisy power tool, and all had become focused on the task they were undertaking. None of them was aware that the train was approaching until it was too late for them to move to a position of safety. Subsequent acoustic measurements have shown that they would not have been able to hear the train’s warning horn.

The system of work that the controller of site safety had proposed to implement before the work began was not adopted, and the alternative arrangements became progressively less safe as the work proceeded that morning and created conditions that made an accident much more likely.

RAIB’s investigation found several factors which led to this situation, relating to the work itself, the way the safe system of work was planned and authorised, the way in which the plan was implemented on site, and the lack of effective challenge by colleagues on site when the safety of the system of work deteriorated.

The investigation also considered why Network Rail had not created the conditions that were needed to achieve a significant and sustained improvement in track worker safety. Four underlying factors were identified:

  • Over a period of many years, Network Rail had not adequately addressed the protection of track workers from moving trains. The major changes required to fully implement significant changes to the standard governing track worker safety were not effectively implemented across Network Rail’s maintenance organisation
  • Network Rail had focused on technological solutions and new planning processes, but had not adequately taken account of the variety of human and organisational factors that can affect working practices on site
  • Network Rail’s safety management assurance system was not effective in identifying the full extent of procedural non-compliance and unsafe working practices, and did not trigger the management actions needed to address them
  • Although Network Rail had identified the need to take further actions to address track worker safety, these had not led to substantive change prior to the accident at Margam.

Recommendations​

RAIB has made eleven recommendations in this report. Nine of these are addressed to Network Rail and cover:

  • improving its safe work planning processes and the monitoring and supervision of maintenance staff (three recommendations)
  • renewing the focus on developing the safety behaviours of all its front-line track maintenance staff, their supervisors and managers
  • establishing an independent expert group to provide continuity of vision, guidance and challenge to its initiatives to improve track worker safety
  • improving the safety reporting culture
  • improving the assurance processes, the quality of information available to senior management, and processes for assessing the impact of changes to working practices of front-line staff (three recommendations).
A further recommendation is made jointly to Network Rail, in consultation with the Department for Transport, relevant transport authorities, the Office of Rail and Road (ORR) and other railway stakeholders, to investigate ways to optimise the balance between the need to operate train services, and enabling safe track access for routine maintenance tasks.

The final recommendation addresses an observation noted during the investigation and is not related to the cause of the accident. It is addressed to the Rail Delivery Group, in consultation with Network Rail and RSSB, and recommends research into the practicability of enabling train horns to automatically sound when a driver initiates an emergency brake application.

RAIB has also noted two learning points: one reminds staff to only carry out maintenance on insulated rail joints when the relevant line has been closed to traffic, and the other reminds companies to update staff on revised maintenance practices as railway assets are modernised.

Simon French, Chief Inspector of Rail Accidents said:​

The death of the two track workers who were struck and killed by a train at Margam was a tragic loss for their families and friends. It has also had a profound effect on all of us at RAIB, and those who died and all those who were close to them, are in our thoughts. The railway is like a family, with a distinct culture all its own, and we all feel deeply the loss of colleagues.
This accident has reinforced the need to find better ways to enable the safe maintenance of the railway infrastructure. The areas that need to be addressed to improve the safety of track workers have been repeatedly highlighted by 44 investigations carried out by RAIB over the last 14 years. The most obvious need is for smart and accurate planning to reduce the frequency with which trains and workers come into close proximity, while also meeting the need for access to assets on an increasingly busy railway system.
I believe it is essential that Network Rail addresses the fundamental requirements that have been highlighted by RAIB’s investigations over the years. These include:
  • developing leadership skills and involvement of the site team in the planning process, including the identification of site hazards and the local management of risk
  • better management of people who work on the track, including supervision and assurance, that will make sure correct working practices are in use, and to identify areas for improvement
  • greater use of technology to control access to the infrastructure, to provide warnings of approaching trains or to protect possession limits.
The railway has a lot to do to cultivate and support a generation of leaders who are able to make a real difference to track safety. In recent years the industry has launched projects intended to achieve this, but they have not always been successful. It is frustrating that the railway has been unable to carry people with it in its attempts to bring about real change.
I remain hopeful that the rail industry will find a way to address these thorny and persistent issues. There is now a real sense that things must change. We’ve come a long way since the days when fatal accidents involving track workers were commonplace. However, it’s now time for some clear thinking on how best to further reduce the risk to our colleagues who inspect, maintain and renew the railway’s infrastructure.
 

theageofthetra

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An appalling incident. Away from the incident itself the recommendation that a horn is automatically sounded when an emergency brake application is applied is interesting.
 

4069

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An appalling incident. Away from the incident itself the recommendation that a horn is automatically sounded when an emergency brake application is applied is interesting.
The recommendation is that there should be research to see if that is practicable, rather than just doing it.
 

MotCO

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Surely one of the issues is how to alert track workers of an approaching train if they are wearing ear protectors - a train sounding a horn was said to be ineffective. If they are using drills or other vibrating tools, they would not feel a vibration like on a mobile phone. A warning light somehow triggered by the approaching train would seem to be one way of alerting the workers; the question is, how could it work?
 

ainsworth74

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Surely one of the issues is how to alert track workers of an approaching train if they are wearing ear protectors - a train sounding a horn was said to be ineffective. If they are using drills or other vibrating tools, they would not feel a vibration like on a mobile phone. A warning light somehow triggered by the approaching train would seem to be one way of alerting the workers; the question is, how could it work?
Whilst I wouldn't rule out a technical solution that's what lookouts are for and I believe, if necessary, having one of them close enough to the guys on the track to see the warning from a distance and then to touch the guys tell them to get off the track.

(But I don't work on the track so could have that wrong!)
 

Tio Terry

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Surely one of the issues is how to alert track workers of an approaching train if they are wearing ear protectors - a train sounding a horn was said to be ineffective. If they are using drills or other vibrating tools, they would not feel a vibration like on a mobile phone. A warning light somehow triggered by the approaching train would seem to be one way of alerting the workers; the question is, how could it work?
Touch lookout has proved to be very reliable and safe over many years. Yes, there is probably a technology based solution, possibly one that cuts out any powered machines that make a lot of noise so that the operator knows to get out of the 4ft, but that would not help if there is other noise from something else, especially from outside the railway so not controlled from within it. Lights can prove to be unreliable on bright sunny days. I'm inclined to trust touch lookouts more than anything else at the moment.
 

theageofthetra

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Out of interest has there been a near miss (or sadly even worse) where a lookout had been provided and those working had not heard or seen the lookouts signal due to ear defenders and heads being down working with tools?
 

Tom Quinne

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Touch lookout has proved to be very reliable and safe over many years. Yes, there is probably a technology based solution, possibly one that cuts out any powered machines that make a lot of noise so that the operator knows to get out of the 4ft, but that would not help if there is other noise from something else, especially from outside the railway so not controlled from within it. Lights can prove to be unreliable on bright sunny days. I'm inclined to trust touch lookouts more than anything else at the moment.

Im firmly of the belief there is a culture especially in Pway that doesn’t challenge poor practice out on the ground.

Pressure to get the job done from above and to the side is also a risk to cutting corners.

Unfortunately it seems the way to make people safe is to add more paperwork to cover butts.

It my be old fashioned but I think of you make something to “safe” or a perception of, you actually increase risk as people carrying out the task are in a false sense of security.

Does making a simple crossing a restricted clearance bridge a 2 minute task using MK1 human eye ball and experience, into a 10+ minute job with associated paperwork and full line block make the task any safer?

If used to be the case a PWay team could call the signaller asking if there where any trains about as they needed to cross a bridge etc, you’d stay on the phone with them as they walked across job done - less than 1 minute.

The same task now requires a full line block, communications check, with the attached paperwork you’ll also need a margin between trains without causing delay.

On a busy section the less than 1 minute task could take 10-15+ minutes.

Does this “safer” method of working increase safety or encourage people to keep quite and cut corners?
 

Tio Terry

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Out of interest has there been a near miss (or sadly even worse) where a lookout had been provided and those working had not heard or seen the lookouts signal due to ear defenders and heads being down working with tools?
I'm retired now so things may have changed, but in my day if a job which was on or near the line required ear defenders then a touch lookout was also required. No options other than that.
 

alxndr

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Surely one of the issues is how to alert track workers of an approaching train if they are wearing ear protectors - a train sounding a horn was said to be ineffective. If they are using drills or other vibrating tools, they would not feel a vibration like on a mobile phone. A warning light somehow triggered by the approaching train would seem to be one way of alerting the workers; the question is, how could it work?
I've always half jokingly offered the solution of something similar to an electric dog collar. Not sure that they would go for it though.

The discussions about lookouts and touch lookouts is a bit of a moot point really as they are incredibly keen to try to stop people using those methods of warning altogether. They have been trying for some time, but only really ramped it up since Margam. I feel it's a bit of a sticking plaster solution, what happened at Margam wasn't really down to lookouts, it was down to poor safety culture undermining the system. Removing a system that wasn't really in use that day doesn't solve the underlying issue that there was no formal lookout, no formal touch lookout, and no one challenging the decision to work that way.

On a busy section the less than 1 minute task could take 10-15+ minutes.

Does this “safer” method of working increase safety or encourage people to keep quite and cut corners?
Indeed, I wholeheartedly agree except to emphasise that it might not just be 10-15 minutes. It could well be 30+ minutes in the pouring rain.

It takes more than saying "that's banned" to stop people who have been working a certain way for possibly decades to suddenly stop doing it, especially if it feels safe. Perhaps one day we'll have a railway full of people who are so unaccustomed to going near the track without a line blockage or possession that they wouldn't ever dream of getting someone to keep an eye out while dodging round a bush, but that isn't going to happen overnight.

There's also the issue of signaller workload. Humans are fallible, and the more put onto one person and the more stress they are under the more chance there is of that person making a mistake. Plus, there is simply only so much that one person can do and only so much time in the day. Going back to Margam, they couldn't have line blockages because of the other gang having line blockages. Where is all the time going to come from to fit all the work that was previously done with lookouts into possessions and blockages? Is it going to fit, or are people going to be inclined to cut corners to make it fit?
 

Tom Quinne

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I've always half jokingly offered the solution of something similar to an electric dog collar. Not sure that they would go for it though.

The discussions about lookouts and touch lookouts is a bit of a moot point really as they are incredibly keen to try to stop people using those methods of warning altogether. They have been trying for some time, but only really ramped it up since Margam. I feel it's a bit of a sticking plaster solution, what happened at Margam wasn't really down to lookouts, it was down to poor safety culture undermining the system. Removing a system that wasn't really in use that day doesn't solve the underlying issue that there was no formal lookout, no formal touch lookout, and no one challenging the decision to work that way.


Indeed, I wholeheartedly agree except to emphasise that it might not just be 10-15 minutes. It could well be 30+ minutes in the pouring rain.

It takes more than saying "that's banned" to stop people who have been working a certain way for possibly decades to suddenly stop doing it, especially if it feels safe. Perhaps one day we'll have a railway full of people who are so unaccustomed to going near the track without a line blockage or possession that they wouldn't ever dream of getting someone to keep an eye out while dodging round a bush, but that isn't going to happen overnight.

There's also the issue of signaller workload. Humans are fallible, and the more put onto one person and the more stress they are under the more chance there is of that person making a mistake. Plus, there is simply only so much that one person can do and only so much time in the day. Going back to Margam, they couldn't have line blockages because of the other gang having line blockages. Where is all the time going to come from to fit all the work that was previously done with lookouts into possessions and blockages? Is it going to fit, or are people going to be inclined to cut corners to make it fit?

Totally agree regards waiting time, we often have line blocks (GZAC) which have only 8-10 in the hour of working time.

It will take a hard mentally person to stand on his shovel for 50 minutes in the hour when as far as he’s concerned it’s “safe / clear” to work with an unofficial lookout or the aid of live track apps....
 

edwin_m

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They seem to have gone much more deeply into track worker safety this time, even than the class investigation they did recently. In particular they seem to be suggesting that the processes and paperwork have become complex enough that people will cut corners, and they have been focusing on reinforcing those instead of addressing culture and compliance.
 

GuyGibsonVC

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I've seen instances of a cumulative time on track of 14 minutes to lift and pack during an 7 hour shift, when using line blockages. I've been stuck in the middle of nowhere, in a single line token block section, and waited 90 minutes in the freezing cold to walk 20 yards. I've also done stuff that, when I look back on, I shake my head as my thinking is in a different place now.

There is a move to completely move away from lookout protection, Currently, on my patch, we can use assisted lookout protection, such as LOWS, but this capability will be removed soon. There is also a push to get 100% of line blockages to use additional protection such as a signalling disconnection, TCOD or dets'. My view is that additional protection is to protect trains, not staff, but that for a different time.

Culture is the hardest thing to change but we have reduced 'Red Zone' working to around 1% of all our work. Even then, that 1% has to have senior management sign off. It requires a change in thinking and outlook as 'we've always done it this way' just isn't an excuse anymore.

There are many work streams ongoing such as SATWAS, remote monitoring, PLPR, Crossing the Line Procedures and one page Safe Work Packs. However, the best way to be safe is to remove the need to be there.
 

Tom Quinne

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I've seen instances of a cumulative time on track of 14 minutes to lift and pack during an 7 hour shift, when using line blockages. I've been stuck in the middle of nowhere, in a single line token block section, and waited 90 minutes in the freezing cold to walk 20 yards. I've also done stuff that, when I look back on, I shake my head as my thinking is in a different place now.

There is a move to completely move away from lookout protection, Currently, on my patch, we can use assisted lookout protection, such as LOWS, but this capability will be removed soon. There is also a push to get 100% of line blockages to use additional protection such as a signalling disconnection, TCOD or dets'. My view is that additional protection is to protect trains, not staff, but that for a different time.

Culture is the hardest thing to change but we have reduced 'Red Zone' working to around 1% of all our work. Even then, that 1% has to have senior management sign off. It requires a change in thinking and outlook as 'we've always done it this way' just isn't an excuse anymore.

There are many work streams ongoing such as SATWAS, remote monitoring, PLPR, Crossing the Line Procedures and one page Safe Work Packs. However, the best way to be safe is to remove the need to be there.

As a signaller I’m totally with you, it’s extremely frustrating to keep having to knock you guys back mainly due to poor planning. Stupidly long sections blocked when you only need a fraction.

Our workstations are all axle counters, we use EPR as standard on all LBs which will not allow us to signal trains into your block so it’s to protect you guys - well okay it’s to prevent delays in hand back if you drop counters!

Coming from a location that didn’t mandate EPR to one that does really makes you think how risky the former was.

The push to full LB for work is obviously good for safety, but with increased workload on us something has to give we already have limits on how many we can manage.

I really do feel for you guys, we / I really do try and help where I can.
 
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