Memorandum from Network Rail
Question 109 (Nigel Griffiths) on the use of robot
technology to reduce the impact of lineside fires or potential
lineside fires involving acetylene gas cylinders
In recent years there have been an increasing
number of line-side fires, each causing significant disruption
to passengers.
When fires break out near railway tracks, and
acetylene cylinders are found or suspected to be present, the
standard Brigade procedure is to initially impose a hazard zone
of up to 200 metres which could remain in place for 24 hours or
more. This is because the risk of explosion following heating
can remain long after the fire is extinguished and even after
extensive cooling has been applied—causing enormous disruption
to train services. Should an unstable acetylene gas cylinder explode
the resulting dangers can include a fireball, large flying cylinder
fragments and other debris potentially causing structural damage
to nearby buildings in the 200 metre radius.
Working with the London Fire Brigade (LFB),
Network Rail is currently undertaking a trial using remotely operated
vehicles (ROVs). QinetiQ, the international defence and security
technology company, was commissioned to provide and operate specialised
ROVs. These can be used to safely assess and deal with the cylinders,
allowing incidents to be resolved more quickly, so enabling the
lines to be promptly reopened and minimising disruption to passengers.
If acetylene cylinders are thought to be involved
in a fire, the Brigade can request the attendance of QinetiQ.
The ROVs, with their all-terrain capabilities, will be able to
enter environments that would be unsafe for firefighters. Their
cameras can identify whether any Acetylene cylinders are present
and, using thermal imaging, can gauge whether the cylinders are
sufficiently cool for the Brigade to safely approach and deal
with them.
QinetiQ's response team is available 24/7 and
if called upon a special QinetiQ response vehicle, containing
the three different ROVs with operators, is dispatched to the
incident. On arrival they immediately come under the command of
the senior fire officer present who determines how and when to
deploy them. The three specialised vehicle types comprise: Talon,
a small, highly manoeuvrable tracked vehicle, extensively used
in Iraq for bomb disposal and equipped with video and thermal
image cameras; Black Max which is similar in size and appearance
to a quad bike which again has a video link camera but also provides
a remote hi-pressure hose and water delivery capability; and the
Brokk 90, a heavier duty mini-digger based vehicle designed to
remove debris and gain access to vehicles or structures and therefore
any cylinders.
Whilst the trial is not due to conclude until
the end of June 2008, an initial assessment suggests that the
use of ROVs has been beneficial on a number of occasions. There
have been fifteen callouts over the trial period, though only
four had any impact on railway operations. In addition, operational
improvements implemented by LFB have also contributed to there
being significantly less disruption than previously.
Question 110 (Nigel Griffiths) on trends in workforce
safety and what action had been taken to reduce the risk to those
working on the railway
The safety of those using and working on the
railway is the number one priority for Network Rail. In recent
years the company has made a determined effort to improve workforce
safety—it is understandably a matter of utmost importance
to the Board. Network Rail is committed to working to enhance
the culture and processes of the company to minimise risk to all
those working on the railway.
During 2007-08, the "accident frequency
rate" for our workforce has improved to the lowest ever level—now
0.226 accidents for every 100,000 hours worked. This represents
a 14% improvement over the previous year, and a 55% reduction
since Network Rail was established.
However, during the year, there were two workforce
fatalities. On 19 April 2007, a welder died when struck by a train
whilst undertaking maintenance work at a crossing near Reading.
On 29 November, another maintenance worker died when struck by
a train, in the middle of the night, at Kennet Bridge. These tragic
incidents provide a salutary reminder that, despite improving
trends, there can be no room for complacency in our drive to improve
safety and that constant vigilance is essential.
The following table provides details on trends
in the area of workforce safety since Network Rail took over responsibility
for the operation of Britain's rail network.
Year |
AFR
[8]
| Workforce
Fatalities |
| 2002-03 | 0.410 |
4 |
| 2003-04 | 0.508 | 8
|
| 2004-05 | 0.454 | 4
|
| 2005-06 | 0.359 | 4
|
| 2006-07 | 0.260 | 0
|
| 2007-08 | 0.226 | 2
|
| |
|
Network Rail takes a creative and innovative approach to
communicating safety issues. "Safety 365", is a national
communications programme built on the philosophy of keeping anyone
who works on or around the railway, safe and healthy every minute
of every day of the year.
The strategy uses a structured framework of campaigns to
deliver clear, evocative messages addressing health and safety
risks, looking at issues such as personal protective equipment,
manual handling, infectious diseases, working at heights, drugs
and alcohol, safe driving and safety critical communications,
to name but a few.
It is also using new ways to reach people. From 60 foot fluorescent
training trucks and thought-provoking films to creatively designed
posters and information booklets, the programme is helping to
show Network Rail's commitment to safety.
In 2007, the Safety 365 campaign won a prestigious "Gold"
in the Internal Communications category of the Design Business
Association (DBA) Design Effectiveness Awards. The judges acknowledged
the great effort the campaign has made to spread various safety
messages, including those relating to infectious diseases, drugs
and alcohol, summer sun, driving and slips, and trips and falls
campaigns, as well as the use of the safety trucks.
Question 114 (Dr Pugh) about the work undertaken by Network
Rail to reduce the impact of adverse weather conditions on the
operation of the railway
Network Rail has in place specific contingency plans to deal
with the impact of weather conditions on the operation of the
railway in three of the four seasons—Summer, Autumn and
Winter. Broadly, this can be summarised as mitigating against
extreme heat, leaf fall and snow and, particularly, ice. In addition,
Network Rail has also developed initiatives to reduce the effect
of high wind and flooding on operations. The overall objective
is to make the national rail infrastructure as a robust as possible
at times of extreme weather conditions.
The following details some of the key activities Network
Rail is undertaking to address specific forms of adverse weather
conditions:
EXTREME HEAT
Work to combat the effects of extreme heat is led by Network
Rail's Maintenance Directorate. This involves the production of
critical rail temperature maps which are shared with our train
operator customers so they are able to understand where the problems
are. It is also about "good housekeeping", for example
by removing litter or anything that can cause a lineside fire.
LEAF FALL
Autumn and falling leaves are a challenge for railways the
world over. The leaves form a mulch on the rails, which is as
slippery as ice on the roads. There are 21,000 miles of track
nationally to keep clear and there are six species of trees which
cause particular problems. They are all deciduous, broad-leaved
and thrive by the railway: Ash, Sycamore, Poplar, Lime, Sweet
chestnut and Horse chestnut.
Network Rail's National Delivery Service's Railhead Treatment
Programme is a £24 million train-borne programme which uses
high-powered jets of water to clear leaf mulch from the tracks.
These jets shoot out water at an equivalent pressure of 1,000/bar
(up to 1,000 times faster than the water coming out of a typical
tap). Last Autumn, these trains covered 650,000 miles, using 130
million litres of water and 2.5 million litres of Sandite (traction
gel).
In 2007, approximately 150,000 sites were successfully treated
(94% of the target). An indication of the success of work in this
area can be seen from the reduction in delay minutes caused by
leaf fall from 491,000 in 2005 to 210,000 in 2007. This success
attracts interest from rail infrastructure operators across Europe
and beyond.
ICE
Network Rail's southern routes suffer particularly from the
formation of ice on the conductor rail, which can cause major
delays in the morning peak. This is being successfully combatted
by a daily programme of anti-icing circuits, anti-icing trains
and, in addition, investment has been made to create new trains
that apply heated anti-icing fluid to the conductor rail in problem
areas.
WIND
On 18 January 2007, high winds caused huge problems across
all transport modes, with five airports shut and 66 lorries falling
onto their side around Britain. In a single day, over 200,000
delay minutes were attributed to Network Rail, with blanket speed
restrictions in place across the network for safety reasons. Since
that day, a huge amount of work has been undertaken to acquire
live weather data to be used by Network Rail's Control Centres
to inform decision-making. Network Rail is currently working with
other transport providers to develop a uniform information service.
Essentially, better data allows the removal of unnecessary speed
restrictions, and thereby improves performance of the network.
FLOODING
Network Rail has procedures in place, developed in partnership
with relevant agencies such as the Environment Agency and the
Met Office, to respond to flooding and provide as much service
continuity as possible.
Infrastructure failures can affect train operations when
communication, signalling, control and power distribution systems
are affected by water. Modern rolling stock is also much more
sensitive to flooding than it was 50 years ago, because of the
use of smaller diameter wheels, underslung power units, and roller
bearings.
In the flood events in 2007, extreme rainfall caused both
surface water flooding, and subsequently, fluvial flooding from
streams, ditches and rivers. Network Rail has safety procedures,
including line closures and speed restrictions, to respond to
heavy rainfall and flooding. Network Rail is making drainage systems
even more robust and increasing the amount of mobile pumps at
high risk locations.
8
Per 100,000 hours worked. Back
| 
