Upholding safety and satisfaction in a changing industry

In this episode, we're joined by Tom Lee, our Director of Standards at RSSB. 

We discuss specific challenges in safety and satisfaction for customers, how we’re helping industry overcome them, and what a renationalised network might mean for those we serve.

Find out more at: https://www.rssb.co.uk/our-business-plan

Transcript

Host [00.12]: Here in the UK, the rail network is the backbone of our society and our economy, moving everything from vital goods to millions of passengers. 

But behind the scenes, ensuring that every journey is safe and satisfying, as well as efficient, presents a unique set of challenges.

Today, we’re diving into those very issues, exploring what’s needed to meet the evolving expectations of both our commercial clients and our individual passengers. 

With us is Tom Lee, our Director of Standards at RSSB. We’re going to discuss specific challenges in safety and satisfaction, how we’re helping industry overcome them, and what a renationalised network might mean for those we serve.

Hi, Tom, and thanks so much for joining us today.

Tom Lee [00.54]: Hi Jasmin. It's great to be here. Thanks for having me.

Host [00.57]: So, I think it would be great to start this episode by just getting your take on the current challenges involved in keeping rail customers safe and satisfied. Let's talk passengers first. How would you describe those challenges or barriers?

Tom [01.11]: Well, first of all, I think it's worth noting that we have a very safe industry, but we've got no room for complacency. 

For passengers, I think we want them to take safety as a given so they don't even need to question it. And we want the railway to be an attractive and convenient form of transport, enhancing the customer experience. 

Looking across the industry, I think there are lots of pressures on those working in the industry, especially performance, improving performance, and reducing cost.

So, we do need to recognise there are lots of issues competing for attention. But if we get those things right for those working in the industry, it means there is less of a risk to safety. But safety should be there in the forefront of all rail workers' minds. 

When we look at the RSSB Business Plan, keeping customers safe and satisfied means improving safety and operational efficiency. It's about preventing trespass and suicide, enhancing passenger comfort, and helping rail respond to public health challenges. 

I think we know that by working together and collaboratively, we can maximise the impact of the work done and provide a better experience for our passengers.

Host [02.26]: Thanks, Tom. And if we were to turn our attention to rail's other key customer, that being freight businesses, what challenges are there in terms of safety and satisfaction there?

Tom [02.36]: Well, a key thing for freight is dependability. There's a lot of investment that's required to move goods by rail. And we know that it takes much longer to gain freight customers than it does to lose them.

There are ambitious government targets to increase rail's share of freight, and we know that rail has excellent green credentials, so it's in our collective and society's interest to meet these targets and provide a good service to the freight customers.

And also, we need to recognise that the freight businesses are competing against other modes, so are therefore very price sensitive. We need to get the best return on the assets and reduce the impact that they have on the network.

We have seen unfortunately from a few notable incidents, such as Llangennech, London Gateway, Petteril Bridge, and a few others, that there is still room to improve freight safety.

RSSB is supporting the industry with extensive work to drive improvements in freight wagon condition, loading, adoption of new technology, and also helping to better define roles and responsibilities between owners, maintainers, and operators.

And if we get all of this right, then that enables a better service, a more dependable, more reliable, more consistent service for our freight members to be able to offer to their freight customers.

Host [03.57]:  Great, thank you for setting that scene for us, that's really useful. And I know that we at RSSB continue to concentrate on this area, guided by the workstreams set out in our Annual Business Plan. This year, for example, we're looking at areas across air quality, trespass, and runaway risk, so a real mix. But is there any piece of work in particular that you'd like to highlight that you think will have tangible benefits?

Tom [04.20]: I touched on asset integrity with freight then, and expanding that into other aspects of asset integrity, many listeners will be aware of the risk associated with cyber security. The railway generally manages this well, but the level of knowledge and understanding associated with embedded software -- so that's the software that's within the rolling stock and the infrastructure system, signalling SCADA, and so on -- the level of understanding there is probably not at the level where it needs to be to manage the future risk, and especially where we're talking about relatively long-life assets, and certainly they are long-life assets in typical software industry terms.

So, one thing we're doing there is we're planning on producing an operational technology cybersecurity strategy, and this will aim to coordinate the work that's going on within the industry to drive a better understanding and make sure that the railway is sufficiently resilient for the future threats that we face in this space.

Another area I think that's worthy of mention is overspeeding. We've had a few notable incidents here that have been investigated by the Rail Accident Investigation Branch, plus many more circumstances that had things been slightly different, the consequences could have been far worse.

We know from the data that we have that train drivers actually perform at a very high level, but they don't have the same level of safeguards built into the system as, for example, signallers do. So, TPWS, the Train Protection and Warning System, has been with us now for over 20 years, and it's been very effective at managing signals passed at danger. But there's still a residual risk there, and a greater overspeed risk, that TPWS does not effectively control.

Automatic train protection is the safest answer, and this has been rolled out nationally as part of the programme for the European Train Control System. But the fitment is expensive, and it will be a long time before many of the lines are equipped. And we've recognised for the interim, working with the industry to develop a new version of the Train Protection Strategy -- going through its final stages of approval at the moment -- that there's an opportunity there to better coordinate the collective industry efforts so that the time and money that is available for this is spent effectively and promotes development of affordable and practical solutions to manage overspeed risk prior to ETCS and without detracting from that future ETCS fitment.

Host [06.52]: Great, thanks Tom. And of course, in your world, there are multiple pieces of work underway to either update or introduce standards with this particular industry challenge in mind. But before we get into some of those, could you first tell us why standards are a good route to overcoming some of these barriers to safety and satisfaction?

Tom [07.10]: Yes, of course. One of the key things with standards is they spread good practice. They avoid reinventing the wheel.

The standards that we produce include rationale and guidance. So, that helps users in applying these. So, the rationale tells you why the requirement exists, and the guidance provides information that helps you meet that requirement.

So, by using the standards, they essentially give you a leg up in managing safety. Our standards -- those that we help produce at the European and international level, as well -- are created by experts. By using our standards, you're getting the benefit of their shared knowledge, the experience of all of those who've gone before you, to help you in managing your particular circumstances.

So, I think they're a really powerful tool there, simply to avoid you having to consider things from first principles.

Host [08.06]: Wonderful, thank you for going over that. And, as I promised then, let's get into a few specific standards projects currently underway. For example, I understand there's a review of the standard around defective on-train equipment taking place. So, can you tell us about that?

Tom [08.21]: Yes, of course. Talking about standards and picking a few is almost like picking your favourite children. But many listeners, certainly those within train operating companies, will be familiar with the requirements for defective train operating equipment.

Our standard, RIS-3437-TOM, sets the requirements there for train operating companies to have their own plans for managing defective equipment. We've got a new issue of this coming out in September. We update our Standards Catalogue normally four times a year, and that's first Saturday in March, June, September, and December. And this September, the new edition of 3437 includes a few things that relate to new technology and reflecting updates in rolling stock standards and providing clarity in a few certain areas.

So, some of the specifics are around how to manage defective ERTMS ETCS onboard equipment, and in particular the driver-machine interface (the DMI), requirements for managing defective forward-facing CCTV, in-cab external door monitors, and air conditioning as well.

So, these are relatively modest changes, but they are important. And using our conservative method that we use to assess the benefits, we think that this will bring at least £6 million worth of benefit over the next 5 years, which might not sound a great deal, but actually, the true benefits are probably approaching an order of magnitude greater than that.

Host [09.50]: Great, thank you, Tom! And can you also tell us about the planned update to train dispatch rules and standards? What will that mean in the context of customer safety and satisfaction?

Tom [10.00]: Yes, certainly. So, this one is another rail industry standard, RIS-3703. This covers the requirements, and a lot of guidance as well, for passenger train dispatch processes.

One of the things we've now incorporated in the standard is something that has been used under certain circumstances on the network already, but it's now regularised, and that's the use of radio as part of the train dispatch process for the circumstances where the bell or buzzer equipment is not available. Particularly, the normal alternative there historically has been the use of a green hand signal, but we know on a number of occasions that it is not very effective, not least of which for platform curvature and long trains.

We've also included some additional guidance on platform starting signals and when a signal in the proximity of the end of a platform is or isn't a starting signal and a few other minor changes as well based on feedback we've had from users. And better definition of the dispatch corridor as well, particularly reflecting the circumstances where trains can sometimes be longer than the platforms that they stop at.

Host [11.06]: Excellent! All of that work sounds really promising. Thank you. And I think it would be remiss of us not to mention rail reform in this conversation. So, what do you think a renationalised network is going to mean for rail customer safety and satisfaction?

Tom [11.19]: I think that's a difficult one to answer at the moment because there's a lot of work to be done yet on what the new structure of the industry will look like. But it is worth noting, I think, that only parts of the system will be brought under public ownership. 

But I'm sure that all parts of the railway will strive to maintain high levels of safety. There is a strong safety culture right across the industry.

But whenever you get change and uncertainty, it creates new pressures. It's really important, therefore, that we and everybody else in the industry doesn't take the eye off the ball on safety.

So, RSSB is supporting the government and the industry to help ensure this doesn't happen and look for those early signs where there could be these indicators so that we can take timely and appropriate intervention to make sure we preserve the excellent safety track record that the industry is rightly proud of. 

Looking ahead, I think with the establishment of GBR, that should hopefully bring clear accountabilities for safety, with a competent team and empowered to make good decisions quickly. And if that's the case, I think that should deliver a good outcome for our passengers and for our freight customers as well.

Host [12.32]: Thank you. And finally, then, if you could share one rallying cry with industry on this topic, what would that be?

Tom [12.38]: Well, I think it's important that safety is everyone's responsibility. I've just mentioned that the industry is proud of its track record, but we can't be complacent.

So, quite simply, if you're asked to do anything unsafe, don't do it. If you see something unsafe, try and address it if you can, or report it if you can't. And only work within your competency and seek help and support if you need it.

Use the tools, the standards, the research, the analysis that we and others provide. 

Come and talk to us if you need any help. And of course, there is the confidential incident reporting service, CIRAS, available as well, should you feel there is a need to use that. 

So, please take that personal responsibility for safety, and work collectively to maintain and improve safety as we go through what will inevitably be a significant period of change.

Host [13.34]: Tom, thank you so much for joining us today. 

Tom [13.36]: Thank you!

Host [13.37]: And thank you for listening. 

If you want to learn more about how RSSB is supporting industry by ensuring safe and satisfied customers, please visit our website. 

We look forward to you joining us for the next episode. And in the meantime, safe travels.