Marcus' Model Railway Journey

16th February 2023

Report 02/2023: Train driver struck by a train near West Worthing Middle Siding​

Train driver struck by a train near West Worthing Middle Siding, West Sussex, 1 February 2022.

Published: 16 February 2023

Summary​

At around 20:33 hrs on Tuesday 1 February 2022, a passenger train travelling at approximately 33 mph (53 km/h) struck a train driver who had previously exited the cab of a train, which was stationary in West Worthing Middle Siding.

The driver suffered injuries that were immediately fatal.

It was dark at the time of the accident, and the crew in the moving train were initially unaware that they had struck a person.

When the stationary train in the middle siding did not leave at its scheduled departure time, the signaller attempted to contact the driver.

When the signaller could not get a response, he instructed the next train on an adjacent line to stop alongside the stationary train and to contact the driver.

The driver of this third train found the driver who had been struck.

RAIB determined that, before leaving the stationary train in the middle siding, the driver did not tell the train’s guard or the signaller that he intended to do so.

He also did not request that trains on the adjacent lines be stopped.

RAIB has not been able to establish why the driver left the cab of his train.

However, in considering only those factors relating to railway safety, RAIB has concluded that the driver was unlikely to have accidentally fallen out of the cab or left it intentionally for a work- related reason and that he most probably exited the train for a personal reason.

This may have been to urinate or to smoke a cigarette, possibly in the belief that it was safe for him to be outside of his train.

The driver then entered the path of the approaching train.

He may have done this inadvertently after a loss of balance or while trying to regain his feet following a fall from the cab access steps or a loss of footing on ballast.

He may also have slipped or tripped on a wooden board that had been left detached on the track for many years.

The accident

Summary of the accident

At around 20:33 hrs on Tuesday 1 February 2022, a moving train struck and killed the driver of another train that was stationary in a siding, around 250 metres to the west of West Worthing station, West Sussex.

The train which struck the driver was travelling from Littlehampton to East Croydon at around 33 mph (53 km/h) when the accident occurred.

The driver of the stationary train had previously exited from his train’s cab and descended to track level.

Location

West Worthing is located on Network Rail’s West Coast way line.

This line runs between Brighton, Hove and Littlehampton (to the east) and Southampton, Portsmouth, and Bognor Regis (to the west).

Signalling in this area is controlled by a signaller at Lancing, located approximately 3 miles (5 km) from West Worthing station.

At this location, there are three railway lines regularly used by trains.

These are:

• The down Brighton line, used by trains travelling west towards Littlehampton.
• West Worthing Middle Siding, where the stationary train had terminated after arriving from Brighton, pending its return to West Worthing station.
• The up Brighton line, carrying trains east towards West Worthing, Brighton and London. This is the line on which the train which struck the driver was travelling.

The maximum permitted speed on the down and up Brighton lines is 70 mph (113 km/h) and the maximum permitted speed in the middle siding is 15 mph (24 km/h).

There is no authorised walking route at this location because there is no need for drivers to access the track during normal operations.


Track layout (not to scale and not all features shown)

To the north of these lines are four railway sidings.

These are:

• The up Brighton Siding, situated adjacent to the up Brighton line. This siding is no longer in use and its conductor rail is no longer energised with traction current.
• Three ‘shed’ sidings which, while no longer used in normal operations, still have their conductor rails energised, are connected to the signalling system, and can be used by trains.

Trains involved

The train which was stationary in the middle siding, train reporting number 5U57, was a three-car class 313 electric multiple unit (EMU).

Class 313 units were manufactured between 1976 and 1977.

They started operating on the West Coast way line from December 2010 as part of a strategy to release newer class 377 units to serve London.

The unit was fitted with saloon, forward and rear‑facing closed-circuit television (FFCCTV / RFCCTV) and an on-train data recorder (OTDR).2 Class 313 trains have internal doors between the driving cab and the passenger saloon and connecting corridors between vehicles, meaning that there is no requirement for a driver to leave the train while changing between the cabs at each end.

There are no onboard toilets on class 313 units.

The train was crewed by a driver and a guard at the time of the accident.

Post-accident examination of the train by GTR identified that some faults were present on the train .

The train which struck the driver, train reporting number 1H63, was the 20:13 hrs service from Littlehampton to East Croydon.

The train was a four-car class 377 EMU.

Early versions of the class 377 units, including the train involved in the accident, were not fitted with FFCCTV or RFCCTV during manufacture, and this train had not had these systems retrofitted since it had entered service.

This train was fitted with an OTDR and had onboard toilets.

The normal crewing requirements for this train are a driver and an onboard supervisor.

However, on the night of the accident there was a second driver in the cab of the train who was learning the Preston Park to Littlehampton route.

No defects relevant to the accident were found on this train when it was later examined by GTR.

Staff involved

The driver of stationary train 5U57, who died in the accident, was Michal Olesiak.

He qualified as a train driver in March 2018.

Before becoming a train driver, he was a station dispatcher at Brighton for around four years.

The driver’s last practical driving assessment was on the morning of the accident, and he was last examined on Rule Book knowledge in May 2021.

The were no concerns recorded about his competency to safely drive trains at the time of the accident.

The driver was familiar with this train and route.

He qualified to drive this type of train over this route in 2018 and had driven over this route regularly since then.

Earlier on the day of the accident, he had driven in and out of West Worthing Middle Siding on the same train without any issues.

The driver of the passing train, 1H63, qualified as a train driver in 2005.

The other driver on train 1H63 at the time of the accident was in the driving cab to learn the route between Preston Park and Littlehampton.

The way in which train 1H63 was driven did not contribute towards the accident.

The signaller was first employed by Network Rail in 2018 as a crossing keeper.

He went to signalling school in July 2019 and qualified to operate Lancing signal box in December 2019.

Events during the accident

There was no external CCTV covering the location of the accident, and the train that struck the driver (1H63) was not fitted with FFCCTV (paragraph 11).

The lack of ambient light also restricted what could be seen by the crew on train 1H63.

The record of events during the accident therefore relies on analysis of CCTV images and OTDR records from the stationary train (5U57), and the available witness evidence.

Saloon CCTV images from train 5U57 capture the driver walking through the train to change ends to the West Worthing/Brighton end driving cab between 20:25:25 and 20:26:04 hrs.

The guard and the driver spoke briefly as they passed by each other.

Witness evidence indicated that the driver did not seem his usual self at this time.

ODTR records show that the driver activated the West Worthing/Brighton end driving cab at 20:26:19 hrs.

At 20:27:15 hrs, 56 seconds later, the OTDR recorded that the headlights were switched on.

FFCCTV images capture the headlights illuminating the track ahead of the stationary train.

At 20:32:34 hrs, 5 minutes and 19 seconds after the headlights were switched on, the OTDR recorded ‘traction interlock lost’.

Post-accident testing suggests that this indicated that the external cab door had been opened, giving access to the outside of the train.

The driver did not tell the guard that he intended to leave the train, and no calls were made by the driver to the signaller or to the route control centre indicating that there was a need for him to do so.

Approximately 50 seconds after the OTDR recorded the cab door being opened, the train driver was struck by train 1H63, as it passed by on the adjacent up Brighton line.

The driver and route learner on train 1H63 were aware of striking a “black object” in the darkness as they passed West Worthing Middle Siding.

They discussed the collision and concluded that because the “black object” moved low down in front of the train (from right to left in the direction of travel) that they had probably hit an animal, such as a dog or a deer.

Events following the accident

Train 1H63 made its scheduled stop at West Worthing station approximately 44 seconds later, where the driver and route learner examined the front of the train.

As they could not see any signs of damage, and because they believed the train had struck an animal, they decided the collision did not need to be reported.

They rejoined their train to continue the journey towards East Croydon.

At approximately 20:41 hrs, and after train 1H63 had departed from West Worthing station, the signaller set the route and cleared the signal for train 5U57 to leave the middle siding and move into the station.

A few minutes later the signaller became aware that the train had not moved as expected.

The signaller made three calls (at 20:43, 20:44 and 20:46 hrs) using the GSM-R system to speak with the driver to find out if there was a problem, but on each occasion there was no answer.

At 20:47 hrs, the signaller reported the loss of contact with the driver to the Network Rail Sussex route control centre at Three Bridges.

At 20:49 hrs, the signaller contacted the driver of train 1N35, who was then at Durrington-on-Sea on the up Brighton line and asked that the train be stopped alongside train 5U57 in the middle siding to establish contact with the driver.

Simultaneously, the route control centre contacted the guard on board train 5U57 and asked him to contact the driver.

At 20:53:50 hrs, the driver of train 1N35 contacted the signaller to report that he had stopped alongside the train in the middle siding, sounded his horn to draw the driver’s attention, but had noticed that the cab door was open and that there was nobody inside the driving cab.

During this call, the headlights of another train approaching on the down Brighton line illuminated the area and the driver of train 1N35 noticed a person lying on the track ahead of his train.

He requested an emergency switch-off of the electrical supply to the conductor rail.

Following this request for an emergency switch-off, the signaller contacted a train, which was then at a stand in the platform at Goring-by-Sea, to stop it from leaving the station and therefore potentially becoming stranded.

The signaller then contacted the electrical control operator (ECO) to request an emergency switch-off of electrical traction power to the conductor rail.

This was granted at 20:58 hrs.

The driver of train 1N35 then obtained permission from the signaller to check on the person on the track ahead of him.

At 21:06:49 hrs the driver of train 1N35 reported that he believed the person on the track was a member of railway staff and that they were deceased.

The emergency services were called.

British Transport Police and South East Coast Ambulance Service arrived at the scene at approximately 21:30 hrs.

Following the accident, the driving cab of train 5U57 in the middle siding was found set up ready to depart.

The exterior door to the driving cab was open.

The driver’s bag, found in the driving cab, contained a high-visibility vest and torch.

These are items which a driver would normally have taken with them if going trackside during the hours of darkness.

The involvement of train 1H63 in the accident was confirmed following a review of the trains which had passed the middle siding during the relevant time period.

An examination of train 1H63 showed that there was minor exterior damage and marking, situated low down on the right-hand (non-driver’s) side of the train.

This damage was on the side furthest from the platform at West Worthing and would not have been easily observed by the crew of the train when it was first examined in the station.

The driver of train 5U57 was not standing and was moving into the path of the train when he was struck.

RAIB has concluded from the available evidence that the driver was probably in a crouched or bent over position and moving into the path of the train when this occurred.

During the RAIB site visit and reconstruction, the detached conductor rail board was placed back into the position from which it was recovered after the accident.

It was found that, when climbing down the steps from the driving cab door, the board was contacted by the boot of the person climbing down on four out of five occasions.

It is therefore possible that when climbing down from the driving cab, or having climbed down, the driver’s foot came into contact with the detached board.

This may then have caused him to lose his balance and stumble into the path of the approaching train

RAIB obtained video evidence from Network Rail’s Automated Intelligent Video Review (AIVR) inspection trains that captured the location of the accident on eight occasions between June 2020 and December 2021.

All of the footage showed the detached conductor rail board in approximately the same location that it was found on the night of the accident.

Public domain video evidence uploaded to YouTube in 2016, containing a forward-facing view of the route from Barnham to Brighton, also shows the detached conductor rail board in what appears to be the same position as it was found on the night of the accident.

In accordance with Network Rail standards, the conductor rail in this location is subject to an annual inspection.

Before the accident, the last time this section of conductor rail was inspected was on 5 May 2021.

No faults with the conductor rail boarding were recorded as part of this inspection, probably because this location is not required to have conductor rail boarding installed under the latest standards.

This is also likely to have been the reason that no faults were raised in relation to the detached board and why it was allowed to remain detached, but on the track, for a period of at least six years before the accident occurring.

Network Rail has a safety reporting system known as ‘Close Call’.

Employees and contractors can use this system to report hazards that they encounter in the course of their work (a similar reporting mechanism exists for traincrew).

This detached conductor rail board was never reported to the close call team.

If it had been reported, then it is probable that a fault record would have been generated which would have led to its reattachment or removal.

Recommendations​

RAIB has made three recommendations.

The first recommendation, made to Govia Thameslink Railway, requires that on-train staff have adequate access to toilets across all of their routes.

The second recommendation is made to the Department for Transport, in conjunction with the Rail Safety and Standards Board, and relates to reviewing standards to ensure the mandatory fitment of forward-facing CCTV equipment to new trains.

The third recommendation is made to the Rail Safety and Standards Board, in conjunction with operators of trains, and encourages consideration of fitment of forward-facing CCTV equipment to existing trains.

RAIB has also identified four learning points.

The first reminds traincrew to arrange appropriate protection before leaving their cabs.

The second highlights the importance of wearing suitable personal protective equipment.

The third learning point prompts infrastructure managers to take timely action to remove tripping hazards.

The final learning point reminds employers of train drivers to assure themselves that the correct protective equipment is being worn by their staff.

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The above report is a condensed version of the full 49 page RAAIB Report.

If you wish to read the full repot just click the link here:

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1136759/R022023_230216_West_Worthing.pdf

16th February 2023

Natural environment near Glenfinnan Viaduct being improved​

A two-year project has started near the iconic Glenfinnan viaduct in Scotland to enhance natural habitats and to compensate for biodiversity that has been lost during safety-critical tree and vegetation management works.

Network Rail Scotland is committing £329,000 for Forestry and Land Scotland (FLS), manages the land, to use in what is the most ambitious biodiversity enhancement project ever to take place on the railway in Scotland.

The area forms part of the dramatic setting of the Glenfinnan viaduct, which can be seen by passengers travelling on the Line between Fort William and Mallaig and is within Scotland’s endangered Atlantic rainforest zone.

Work will be carried out in two phases across approximately 200 hectares to protect, restore, and expand rainforest and peatland habitats, and include:

• using hand tools and equipment to remove non-native species across pinewood and peatland habitats, including invasive species that threaten the native habitats (Phase 1);
• installing deer fencing on the knoll near the railway at Drumferm to protect and expand oak woodland (Phase 1);
• determining if enrichment planting is required to supplement natural regeneration by surveying the amount of native woodland expansion at Callop Woods (Phase 1);
• installing fencing to protect areas of new pinewood expansion and existing habitats at Callop woods (Phase 1&2);
• carry out repairs and replacement of fencing that protects a designated Atlantic oak woodland at Kinlochmoidart, which is part of Scotland’s rainforest (Phase 2);
• enrichment planting of native woodland at Kinlochmoidart (Phase 2);
• possible enrichment planting of oak, rowan, birch, and other pinewood species to support regeneration and expansion of Callop woods (Phase 2);
• maintenance and enhancement of wet woodland along Callop river will be carried out as an ongoing task.

In the short term, threats to vulnerable and internationally important woodland and peatland habitats. I

n the long term the project will deliver biodiversity benefits, increase carbon storage, and enhance climate resilience by helping to protect, enhance, and expand these unique habitats for future generations.

Alex Hynes, managing director of Scotland’s Railway, said:

“We’re delighted to be partnering with Forestry and Land Scotland and contributing towards the vital work being carried out to protect and enhance Scotland’s unique natural environment.

“This project will allow us to balance the removal of trees and vegetation elsewhere on the railway on a scale that would not be possible by replanting purely within our own boundaries.

“Rail is already one of the greenest forms of transport and we are committed to working to reduce our industry’s impact on the environment through further electrification of our network and also by supporting innovative projects like this one.”

Simon Hodgson, chief executive of FLS, said:

“We are looking forward to working with Network Rail Scotland over the next two years to deliver this important pilot project within Scotland’s Atlantic Rainforest zone.

“This support from Network Rail is helping to supplement our national rainforest restoration programme, funding activity to protect and enhance threatened habitats. Work has already started on site, and we look forward to seeing biodiversity at Glenfinnan flourish into the future as a result.

“The longer-term objective is to restore ecosystem processes over 10 years which will support full habitat recovery and ongoing resilience. Thanks to these initial interventions funded by Network Rail, as well as ongoing management and maintenance undertaken by us, we are on track to achieve that goal.”

16th February 2023

Class 58 locomotive to visit the Severn Valley Railway this May​

The Severn Valley Railway has announced that Class 58 No. 58023 will be making its first ever appearance in preservation at the Spring Diesel Festival in May 2023.

No Class 58 has been seen in operation in the UK since the class was withdrawn from service in 2002, but 58023 will cause a stir when it hauls trains at the gala, held between the 18th and 21st May 2023.

58023 is the first of a host of special guests attending the gala, which the SVR says will be on a scale that’s ‘never been seen before’ – with up to 13 classes of locomotives hauling trains at the railway to celebrate 50 years of diesels in preservation.

A total of 50 Class 58s were built for use on power station coal traffic, but were all withdrawn by 2002 – though some found new working lives in Europe.

“We’re pulling out all the stops for this event,” said Jonathan ‘Gus’ Dunster, the SVR’s interim managing director.

“It’s hard to believe, but the heritage sector has now achieved 50 years of diesels in preservation, and we think that’s something to celebrate. Securing 58023 is a real coup – this loco is going to be an absolute cracker at our event and we’re extremely grateful to its owner Ed Stevenson for agreeing to its first appearance in preservation for the SVR’s special celebrations.”

“It’s fitting that the loco that started it all is going to be at this special event,” said Gus.

“And, we’ll also be showcasing the SVR-based newly overhauled and repainted Class 33 No 33108. Altogether we’re aiming to have 13 different types of heritage diesel locomotives operating. Then, thanks to the amazing support of a host of main line operators, including Colas, GBRailfreight and Locomotive Services Group, we’ll also be assembling an enviable collection of modern diesel traction.

“The SVR’s Spring Diesel Festival will bring together the widest range of operational diesel locomotives ever assembled on a heritage railway. It’s going to be on a scale that’s never been seen before. We can’t think of a better way to celebrate 50 years of diesels in preservation!”

16th February 2023

Southern to trial Advance Peak tickets for East Croydon, London and Chichester passengers​

Southern service heads over the Ouse Valley Viaduct

Govia Thameslink Railway is trialling cheaper Southern Advance Peak tickets on Mondays and Fridays to try and encourage passengers back to travelling.

Ever since the lockdown, travel patterns have changed, with most passengers travelling to the office on Tuesdays, Wednesdays and Fridays.

Some 40,000 fewer people travel on Monday mornings compared to Tuesday, Wednesday and Thursday, and on Friday, this falls to some 90,000 fewer passengers.

GTR says that morning peak commuter figures sit at around 70% of pre-pandemic levels.

Two trials have been launched by Govia Thameslink Railway:

New Peak Time Advance Tickets

To encourage commuters to travel on Mondays and Fridays, Advance Tickets have been made available on a limited number of Southern services between East Croydon, Clapham Junction and London Victoria, and from stations south of Three Bridges to Eastbourne and Chichester.

These tickets will show in Southern’s journey planner when passengers book 12 weeks in advance, and will save up to 15% compared to a standard peak fare.

Loyalty Scheme

Southern is also trialing a new loyalty scheme for passengers, which runs throughout the spring.

Points are accumlated with every pound spent and can be put towards family days out, subscriptions and cinema tickets.

GTR Customer Services Director Jenny Saunders said:

“We’ve seen a sea change in travel habits because of the pandemic.

“Mondays and Fridays are unsurprisingly less popular with our customers because they bookend the week but our trains are quieter as a result, so we want more people to use them.

“Lower ticket prices coupled with Southern’s new loyalty rewards scheme will encourage people back to rail at times when we have more space on board, and they’ll help with the rising cost of living. We really hope both trials will be a success.”

16th February 2023

Battery Train Trials to resume as Great Western Railway purchases Vivarail assets​

Great Western Railway has confirmed that it has purchased a number of assets from battery train manufacturer, Vivarail, which went into administration last December.

GWR has purchased intellectual property, rolling stock and equipment relating to the development and FastCharge technology.

The operator has also employed nine former Vivarail employees to support the trials and development.

GWR Engineering Director Simon Green said:

“We’ve been working closely with the Vivarail team on this exciting project for some time, and we are delighted we have been able to step in and make sure its important work can continue.

“There have clearly been some setbacks that mean we will need to review the existing plans and timescales, but we will continue to work with Network Rail and the Department for Transport to get the project back on track.

“This work is a key part of our commitment to reduce the carbon emissions of our train fleet with a view to removing all diesel-only traction from the network by 2040, in line with the Government’s Transport Decarbonisation Plan.”

16th February 2023

Steam locomotive to visit Cheltenham Spa and Worcester this Saturday​

45699 Galatea (appearing as 45562 / 45627) will be visiting Worcester this Saturday as it hauls Railway Touring Company’s The Cotswold Venturer.

Running on the 18th February 2023, 45699 will depart London Paddington at 07:00 and will pass through Slough (07:25), Twyford (07:48), Reading (07:58), Didcot Parkway (08:25), Swindon (09:50), Stroud (10:20), Cheltenham Spa (11:38), Ashchurch for Tewkesbury (11:50) and Worcester Shrub Hill at 12:51

After time in Worcester, 46699 will depart at 16:33 and will return to London via the outbound route, passing through Cheltenham Spa (17:03), Kemble (17:57), Swindon (18:31), Didcot Parkway (19:49), Reading (20:20), Slough (20:50), West Drayton (21:01) and London Paddington at 21:44.

16th February 2023

Construction of New Hall at Locomotion in Shildon begins​

Building work has begun on the New Hall at Locomotion in Shildon, with the aim to open the new building in November 2023.

The New Hall will significantly expand the museum and create one of the world’s largest collection of railway vehicles.

Coming in at 2000m2, New Hall will be home to an additional 46 vehicles from the national collection.

Planning permission was approved back in June 2022 and representatives from Locomotion, Durham County Council and Nationwide Engineering took a look around the site yesterday as work got underway.

Building work is set to be finished in October 2023 before a number of rail moves take place to move the vehicles into their new home.

The exact layout of the vehicles is still be announced, but will include vehicles from the existing collection as well as new arrivals from other locations as well as the National Railway Museum in York.

The current site at Locomotion will remain open throughout the work.

Dr Sarah Price, Head of Locomotion, said:

“After a lot of thought and effort spent at the planning and design stages, I’m delighted to mark the start of building work on our New Hall. We’re investing in the museum to create a better experience for our visitors and to tell the exciting and inspirational role played by Shildon and the North-East in the global railway story. I look forward to welcoming people through our doors later this year.”

Cllr Elizabeth Scott, the council’s Cabinet member for economy and partnerships, said:

“We’re really excited to see work getting underway on the New Hall development and at the prospect of having one of the world’s largest collections of historic railway vehicles right here in County Durham.

“We were really pleased to be able to put some of the Levelling Up funding we received towards Locomotion and this new attraction will undoubtedly draw more visitors to both the museum and the wider county, in turn boosting our economy. We’re also very much looking forward to New Hall and the whole Locomotion site playing a key role in the celebrations of the Stockton and Darlington Railway’s bicentenary in 2025.”

16th February 2023

Stadler to develop battery-only FLIRT for the USA​

Visualisation of the battery-powered FLIRT in cooperation with ASPIRE

Stadler has signed a contract with the ASPIRE Engineering Research Center at Utah State University (USU) to develop and test North America’s first battery-powered passenger train based on Stadler’s FLIRT Akku model.

The FLIRT is a single-decker, lightweight multiple-unit train for regional transport, and the Akku model is its battery-operated version.

The vehicle has a normal operating range of around 100km but one of the trains holds the world record for the longest journey travelled by a regional train in battery-only mode without additional charging having covered 224km in battery-only mode.

Example of a Stadler FLIRT train for VR Group

As well as purely electric and battery-electric versions, there are FLIRT versions that run on hydrogen, and Stadler is currently developing the first hydrogen-powered FLIRT for the San Bernardino County Transportation Authority (SBCTA).

It has already sold over 110 FLIRT Akku vehicles, and in Germany, its battery-powered trains have replaced diesel fleets in the states of Schleswig-Holstein, Rhineland-Palatinate, and Mecklenburg-Western Pomerania.

Stadler’s contract with ASPIRE is to develop, build, and test a two-car multiple-unit battery-powered version, which will provide CO2 emission-free rail transport on non-electrified lines, and has been modified for the American market.

To adapt the vehicle to make it suitable for the American infrastructure and comply with national regulations will require extensive research and development work.

Whilst Stadler will concentrate on the train’s design and production of the train, ASPIRE will develop its trackside charging infrastructure.

During extensive test runs, ASPIRE, USU and Stadler hope to gain important insights into how battery-powered trains can contribute to the decarbonisation of American passenger transport.

German version of the FLIRT AKKU train

Dr. Regan Zane, Director of the NSF ASPIRE Engineering Research Center, said:

“We are honoured to partner with Stadler on this groundbreaking project. Success will bring design and manufacturing jobs to Utah. It will also chart the path to electrified commuter and light rail systems along the Wasatch Front.

“The battery-electric train solution will improve air quality and reduce operating costs while supporting shared charging infrastructure with trucks, buses, and cars. We’re beyond pleased to have such an incredible opportunity to be working with a world class manufacturer here in the state.”

Martin Ritter, CEO of Stadler US, Inc. , said:

“With little to no electrified routes in the North American public rail transit system, a battery train is a great zero-emission alternative to diesel-powered vehicles. After a contract for a hydrogen-powered FLIRT for California, we are now excited to bring our battery solution to the United States.

“In ASPIRE we have found an excellent partner to develop the most efficient and fully integrated system for environmentally friendly mobility. We are proud to be able to work with local talent to design and build this technology here in Utah.”

Mike Schultz, Majority Leader, Utah House of Representatives, added:

“The Utah Legislature is committed to developing strong public-private partnerships like this, that result in innovative solutions to critical issues facing our state. We are thrilled to be partners in this project and look forward to its success.”

16th February 2023

The Welshpool and Llanfair Light Railway release update on steam locomotive No. 10 Sir Drefaldwyn​

The narrow gauge heritage railway has revealed that No. 10 could be back in operation for its 2023 season​

The Welshpool and Llanfair Light Railway have revealed that No. 10 Sir Drefaldwyn is anticipated to be back in service for the upcoming season following a substantial overhaul by the devoted workshop team.

The overhaul has met a major milestone with the successful completion of the locomotive engine boiler inspection and subsequent steam test.

Currently work is underway with painting and adding boiler lagging for the locomotive and its final assembly is also now started.

The locomotive was built in France in 1944 for the German Military Railways and numbered 699, but spent the majority of its working life based in Austria before being acquired by the Welshpool and Llanfair Light Railway in 1969.

The locomotive was given the name ‘Sir Drefaldwyn’ which is the Welsh name for the County of Montgomery and entered service for the heritage railway in 1970.

A real workhorse for the railway, the locomotive operated right up to its boiler ticket expiry in 2000, when she was withdrawn from traffic.

The railways commitment to getting Sir Drefaldwyn back on the tracks has been impressive with many difficulties along the journey, even seeing other locomotive overhaul’s contracted out.

To find out more about Sir Drefaldwyn’s overhaul please follow the Welshpool & Llanfair Light Railway Facebook page or visit: https://wllr.org.uk

16th February 2023

RMT Union announces fresh round of strike action in March and April​

The RMT Union has announced that strike action will take place across the UK in March and April 2023 in the ongoing dispute over pay and job conditions.

The union, which represents Network Rail and 14 train operators, rejected offers last week as “they did not meet the needs of members”.

Workers will now launch a programme of strike action and Network Rail members will start an overtime ban effecting maintenance and operations work.

Strike action will take place on:

• 00:01 hours and 23:59 hours on Thursday 16th March 2023
• 00:01 hours and 23:59 hours on Saturday 18th March 2023
• 00:01 hours and 23:59 hours on Thursday 30th March 2023
• 00:01 hours and 23:59 hours on Saturday 1st April 2023

Network Rail members will take strike action on:

• 02:00 hours on March 16th 2023 and 01:59 hours on March 17th 2023.

Additionally, the overtime ban will take place:

Maintenance:

• Seven days of overtime, rest day working ban and non-rostered Sunday working from 00:01 hours on Friday 17th March 2023 until 23:59 hours on Thursday 23rd March 2023
• Seven days of overtime, rest day working ban and non-rostered Sunday working from 00:01 hours on Friday 31st 2023 until 23:59 hours on Thursday 6th April 2023
• Seven days of overtime, rest day working ban and non-rostered Sunday working from 00:01 hours on Friday 14th April 2023 until 23:59 hours on Thursday 20th April 2023

Operations:

• Seven days of overtime, rest day working ban and non-rostered Sunday working from 00:01 hours on Sunday 26th March 2023 until 23:59 hours on Saturday 1st April 2023
• Seven days of overtime, rest day working ban and non-rostered Sunday working from 00:01 hours on Sunday 9th April 2023 until 23:59 hours on Saturday 15th April 2023
• Seven days of overtime and rest day working ban from 00:01 hours on Sunday 23rd April 2023 until 23:59 hours on Saturday 29th April 2023

RMT general secretary Mick Lynch said:

“Rail employers are not being given a fresh mandate by the government to offer our members a new deal on pay, conditions and job security.

“Therefore, our members will now take sustained and targeted industrial action over the next few months.

“The government can settle this dispute easily by unshackling the rail companies.

“However, its stubborn refusal to do so will now mean more strike action across the railway network and a very disruptive overtime ban.

“Ministers cannot continue to sit on their hands hoping this dispute will go away as our members are fully prepared to fight tooth and nail for a negotiated settlement in the months ahead.”

16th February 2023

Metro drivers test drive new Stadler train in Czech Republic​

Eight experienced Metro drivers have recently driven one of Metro’s new multi-million-pound trains built by Stadler at a special test track at Velim in the Czech Republic.

The drivers form the Metro Futures Traincrew Specialist Team, and put the train through its paces to experience the modern technology that is going to transform their job.

With advanced digital systems, every function is at drivers’ fingertips, including onboard computerised controls set in a modern ‘space-age’ driving cab.

They drove the Class 555 Metro around Velim’s 4km test track, accompanied by Stadler Engineers to guide them in using the controls which they had spent many months helping to design, and learning about the new technology and its capabilities.

Nexus, the public body that owns and manages Metro, said it was a significant moment for the £362m project before the first new train, which was designed with extensive consultation with employees, arrives in North-East England.

The new trains feature adaptive traction control with built-in rail sanding that allows drivers to cope with the toughest autumn and winter conditions. Drivers can also view cameras throughout the train and speak directly with customers if necessary.

Twenty Metro drivers have also become learning and development specialists so that they can use their expert knowledge of the new trains to train their fellow drivers using Metro’s state-of-the-art simulator.

Metro’s old Gosforth depot

Craig Pearson, a Traincrew Specialist, and Metro Driver with ten years’ experience was one of those who travelled to the Czech Republic and was the first driver to drive the new Metro train, said:

“It was a huge moment for me to drive the new Stadler Metro train for the first time. The technology that these new trains offer us are going to be transformative and are a world away from the old fleet.

“Everything is at your fingertips in the new drivers’ cab. The layout is better and the computerised control systems are amazing. It’s a huge jump from analogue to digital technology.

“It was a fantastic trip to be a part of and after two years of hard efforts from the Traincrew Specialists team to get this train just right for us as drivers and our customers.

“We have worked on designs, computer-aided drawings and a cab mock-up to guide us, but to see the train and actually drive it really was a ‘pinch yourself’ moment.

“It was an honour to be in the first group to head out to the test centre in the Czech Republic, and to be the first ever driver of the new fleet is something I will treasure forever.

“The new train is very smooth, quiet, and comfortable to drive and will undoubtedly improve our working environment.

“We really can’t wait to continue this journey and to welcome the new fleet to the North East. There is a lot of work still left to do, with testing and commissioning beginning as soon as the first unit arrives here, but there is a lot of excitement within our team, across our staff at Metro, and Nexus, and of course, our customers who will benefit above all from the new layout, comfort, security and reliability. It really is a massive step forward for Metro.”

Head of Fleet and Depot Replacement Programme at Nexus, Michael Richardson, said:

“It’s fantastic that our first group of Metro drivers have had the chance to drive the new Stadler train over on the test track for the first time.
“It’s a really exciting moment for them, and a very important one, given that our Specialists are the drivers who have been designated the task of helping to deliver the new fleet into service later this year.

“Everyone who went out to the test facility in the Czech Republic was wowed by the new train. The technology and cab layout offer a far better driving experience. The digital technology will be transformative.

“We currently have 177 drivers who need to undergo training on the new fleet. Everyone will get time in the special simulator ahead of driving one of the new trains on our network for real.”

Adrian Wetter, Project Manager for Stadler, said:

“Nexus staff driving the train on test at the test centre in Velim represents another step forward in the process to deliver a new fleet for the Tyne and Wear Metro. These trains have been designed with drivers – as well as customers – in mind. We are pleased that their first experience of driving one of them was successful, and will continue to work closely with Nexus throughout the testing period over the next few months.”

16th February 2023

LNER J21 steam locomotive No. 65033 restoration makes progress​

The Locomotive Conservation and Learning Trust provides a brief update on J21 65033​

The Locomotive Conservation and Learning Trust have recently released an update in regard to the restoration of London and North Eastern Railway (LNER) J21 Class No.65033.

Back in 2021, the Trust needed to manufacture a brand new boiler backhead in order to replace the cracked one which they held.

Work is currently centred on drilling and fitting an array of castings by the team at Locomotive Maintenance Services Ltd in order to have the boiler ready before the reassembly of the locomotive later in 2023.

Built by North Eastern Railway in Gateshead in 1889, London Northern Eastern Railway J21 65033 was one of 201 locomotives built in its class and is now the only surviving example of its kind.

The locomotive has had a busy working life and was reputed to have hauled Sir Winston Churchill who was Prime Minister at the time, on a visit to the army battle school at Barnard Castle.

To keep up to date with 65033s progress, please follow J21 65033 Facebook page or visit http://www.lclt.org.uk/index.html

North Eastern Railway Class C1 J21 steam locomotive, 65033, is seen sat outside the National Railway Museum in Shildon - 31 July 2016

16th February 2023

Vintage Trains is recruiting engineering and commercial staff​

Vintage Trains, which operates heritage rail tours, is expanding its engineering and tourism services and is looking to recruit around ten additional staff.

The company is a subsidiary of Birmingham Railway Museum Trust, and is based at Tyseley Locomotive Works.

Tyseley Locomotive Works currently has a full order book until 2024, but currently does not have the capacity to handle the increasing number of requests for engineering work that it receives.