LETTERS Inbox
From: Colin Thompson Subject: Lookouts
Although it always provided me with some degree of comfort for minor on-track tasks such as inspection in busy locations, the use of lookout warning (very different from ‘protection’) arrangements is archaic, even the use of distant and intermediate lookouts - with their chequered flags - being relatively recent. (I recall proof testing this innovation at Reading in December 1980).
Firstly, every such person going trackside is yet another human being put at risk from speeding trains, lookouts themselves having been the ‘victim’ in many a reported fatal accident or near- miss.
Secondly, the mistaken belief that lookout arrangements somehow remain more reliable than fixed systems or more modern devices is obviously still alive and well. The use of a ‘string’ of lookouts positioned to pass the warning ahead of speeding trains is a very fallible - indeed wasteful - method of on- track working indeed, and I have observed locations where up to five (even six on one occasion!) were required to achieve 25 seconds warning time, often positioned over a mile of track and sometimes between tracks or up cutting slopes/ on bridges.
This is why lookout arrangements were eventually limited to one at the worksite, one intermediate and one distant. The safer Green Zone Working by removing or separating the train hazard may be unwieldy and inflexible in practice.
10 rtm
What the rail industry still needs to do is to resurrect the inductive loop warning system, the project cancelled around privatisation very simply because not one of the new, hastily-organised bodies wanted to pay for it (whereas the civil engineer’s department as a whole could and would easily have been able to afford it.
The “all-singing, all-dancing” (well, advanced spoken- announcement design) ILWS variant would have also proved a valuable tool regarding effective management of absolute possessions. Not one of the technical trackside safety innovations approved since the ILWS team was disbanded has survived for long in use, whereas the inventors of ILWS verified its reliability before its detractors, twice over.
I still have the “launch” video made by the gallant team and the prototype is I believe located in a garage, somewhere in Derby.
From: Rod Hilditch Subject: High-speed rail
High-speed rail is good but Britain is an island and small compared to other European countries where cities at high speed are reached in a minimum of 50 minutes eg Lille-Paris, which is quite short. Any less, as in the case of Ashford and Ebbsfleet, and high-speed trains operate at semi-fast speeds.
It is therefore mere rhetoric to announce high speed to Manchester from Birmingham.
The previous administration invested so that the WCML would operate semi-fast trains and
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they cannot be operated at these speeds close to Birmingham or Manchester. The same is true for the TGV as it enters the Paris suburbs.
Parts of the ECML have yet to be upgraded for semi-fast trains even though the previous administration had 13 years to do so. On the ECML, a number of railway viaducts need serious consideration whilst other parts north of Newcastle are ideal for the semi-fast trains but for less than 120 miles.
The UK requires semi-fast trains like the Pendolino. The previous administration chose the Agility Group to provide the next semi-fast train for the ECML which, unfortunately, will be built outside the UK and merely assembled here.
Philip Hammond should approve this contract and look at the national rail network first and foremost as less than 10% of all rail passengers will travel London, Birmingham, Manchester/Leeds etc. The majority travel shorter distances.
As the secretary of state for transport, Philip Hammond should be considering rail transport for all categories ensuring transport
infrastructures are supported by a planning regime that is focused on the real supply chain.
He should also consider what will enable more of the UK to flourish in these austere times. A better east-west route will still require the build programme for rail developers and create a greater legacy.
From: Name supplied Subject: Sponsorships
I have recently undertaken the Network Rail foundation degree in Railway Engineering. The majority of the students were sponsored by Network Rail. Luckily, I was sponsored by some one else. Network Rail has failed to employ the majority of their sponsored students. What greater understanding do they need to have than a university degree designed by Network Rail?
From: Nick Young Subject: Cross Country Wi-Fi
Has Virgin Trains got Wi-Fi installed on their Voyager trains? If so, there should be no reason why CrossCountry has not done this as all 78 trains (Voyager 220/221) were under the Virgin banner when they had the complete fleet and I was working on a project that brought mobile and Wi-Fi coverage back in 2004/2005 and the systems were under trial.
Seems as if the excuse of windows by CrossCountry as indicated in the media is pretty lame. In order to get coverage we installed a blade antenna for the mobiles and a satellite antenna for the Wi-Fi, on the carriage roof with the full knowledge of Angel Trains and full VAB approval was granted.
Oct/Nov 10
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