ASLEEP AT THE WHEEL?

RMT helpline 0800 376 3706 :: april 2023 :: RMTnews 11 In allowing employers to use insufficiently trained ‘contingency labour’ to break the strikes the Office of Rail and Road (ORR), the supposed ‘independent safety regulator’ has played a key role in supporting employers to undermine RMT industrial action over the last year. RMT raised concerns with the ORR in June last year when the union demanded that it took action to stop strike breaking measures that might lead to dangerous incidents - but these requests were ignored This is hardly surprising as the ORR reflects government policy of its safety regulators having a ‘light touch’ so that business can run without the burden of state intervention. The ORR approach is conflicted as it is responsible for both safety regulation and enforcement as well the economic regulator for the railways. So, it is a key driver in delivering budget cuts demanded by the government. RMT general secretary Mick Lynch also explained to the union’s health and safety conference recently that the ORR used to be part of HM Inspectorate of Railways, a sub- section of government. During industrial action RMT branches and safety reps reported safety incidents caused by using contingency staff and passed them to the ORR. Amongst the many examples provided included: THREE BRIDGES RAIL OPERATING CENTRE NWR logs showed that during strike action there were multiple wrong routing incidents across several signalling panels coming from the same signal box, suggesting problems regards competency of contingent signallers. The ORR investigation initiated the following response to RMT in September of last year: “We acknowledge RMT's identification of numerous problems at Three Bridges ROC. We have undertaken a further inspection at this location. Local management accepted that there had been room for improvement”. CREWE ELECTRICAL CONTROL ROOM RMT reported concerns regarding contingency staff responses to a collapsed overhead electric line which created a serious risk of electrocution. This happened because contingent staff in the electric control room had not followed the correct procedure and had re-energised the OHLE (Overhead Line Equipment) - without asking the signaller if there were any electric trains were in the Overhead Line Equipment Area that had tripped. However, the ORR assessed the risk of potential for injury from this incident as low and informed RMT that NWR had “identified learning for handling these incidents”. SPAD A Signal Passed at Danger on the Trent Valley Line occurred due to a serious operating irregularity and miscommunication by Network Rail managers. Operating rules were broken as an exit signal at an easily identifiable location was not used, neither were relevant operating forms. This resulted in a serious miscommunication between driver and signaller and a signal being passed at danger by over 2,000 metres. In response ORR said this was a low-risk incident. But this is nonsense as if a train had been still in the signal section beyond the emergency special working section it could have run straight into the rear of that train. TRAIN DESPATCH There were three train despatch incidents on the C2C line at Fenchurch Street. The ORR told the company to review significant changes made to train dispatch arrangements in relation to industrial action. But the ORR document, Principles for Contingency staff, shared with their Inspectors in early June 2022, states that one of the legal requirements is that a “suitable and sufficient” risk assessment should be in place. These incidents have left RMT safety reps frustrated that incidents that would have seen their members facing disciplinary action and being drug and alcohol tested, did not result in the same action for contingency staff. This approach does not bode well for rail safety workers must have confidence that safety will be taken seriously at all levels of the organisation and in all instances, not turning a blind eye to those incidents that take place during industrial action. Unfortunately, the same non-intervention approach from ORR is being applied in relation to the Network Rail Modernising Maintenance consultation. RMT has raised concerns with the ORR as regards failure to consult as per the Safety Representative and Safety Committee Regulations 1977, particularly in relation to consultation and sharing of documentation with RMT representatives and a failure to provide information to reps so that they can play an informed role in promoting health and safety at work.   DISASTER: The Health and Safety Executive (HSE) report into the Potters Bar crash released a year later found that the points were poorly maintained and that this was the cause of the accident. Rail contractor Jarvis had claimed that the points' poor condition was due to sabotage but the HSE report found that other sets of points in the Potters Bar area showed similar maintenance deficiencies and the poor state of maintenance "probably arose from a failure to understand fully the design and safety requirements". ASLEEP AT THE WHEEL? The rail regulator has come in for criticism for failing to act during strike action place to bring reopening schemes to fruition. The assessment of potential expansion schemes is often narrowly drawn and overly risk averse. Public investment in rail remains focused on maintaining and updating the existing network rather than seeking out the best opportunities to expand. This requires the political will to invest and build new infrastructure and Britain’s rail network is an essential part of the country’s infrastructure. The railways have shown strong growth over the last 20 years and demand to expand and improve access to the network is high. Investing in rail to meet this demand will increase the network’s value and its usefulness economically, socially and environmentally.