Network Rail 'Track Tests' campaign to reduce trespass - headed by Dai Greene

[whole diary]

[Chris from Nailsea]

From the Network Rail press release:

BRISTOL RAIL CENTRE LOCATION FOR NEW CAMPAIGN TO PREVENT TRESPASS

VIDEO - Track Tests: Dai Greene

- World and British Bath-based champion 400m hurdler Dai Greene heads campaign
- Bristol maintenance training centre plays supporting role
- Nearly 50 people killed nationally with 10 people in near misses with trains across Bristol and Bath

Nearly 50 people have been killed after taking shortcuts and trespassing across the railway tracks in the last year, according to Network Rail. To highlight this, it has teamed up with British and World 400m hurdles champion Dai Greene to warn young men about the dangers of taking a short cut across the tracks. Shockingly, 88% of accidental trespass fatalities in the last ten years were male with over a third aged 16-25.

Dai appears in an online video, part of a new campaign launched today called ^Track Tests^. The film was made at Network Rail^s maintenance training centre in Bristol, which has an outdoor track area which doubled as a real live railway. Dai is given a realistic but unusual running test ^ across the tracks ^ but it^s not as easy as it seems, even for a top athlete at the peak of his condition. It^s dark, there^s grease on the line, unexpected trip hazards and it^s raining. It aims to illustrate that if a fit, agile athlete used to leaping high hurdles at speed, is unable to get out of the way of a train travelling at 80mph, then you won^t either. The video will be part of a new Facebook page and online/mobile advertising campaign over the next four weeks.

 
 
Dai Greene explained why he was keen to get involved with this new campaign: ^Day in day out, I train hard to make sure I am as quick as I can be. On the running track it^s important that my reactions are lightning fast but on the train track - during filming - that didn^t count for much. The experience has brought to life just how many dangers there are on the rail tracks ^ most of which I knew nothing about. I hope that this film really helps Network Rail to show people that taking the risk is never worth it.^

Patrick Hallgate, Network Rail^s western route managing director explained why Dai is the right man to get across the safety messages: ^We know a lot of young men think, that taking a shortcut isn^t really a risk, that they can get out of the way of any train but the fatality figures show they are wrong. Dai is one of the most fit and agile athletes in the world, someone that we know young men admire, particularly with the 2012 Games so close. His message and ours is simple - if he can^t survive the shortcut, you won^t either.^

Trespass statistics

From 01/04/2011 ^ 31/03/2012 there were 49 accidental trespass fatalities (excluding suicides and fatalities at level crossings). *These figures are subject to alteration following coroners^ inquests.

There were 445 recorded near misses between trespassers and trains with reports of people crossing the tracks to the opposite platform upon realising their train was leaving from there, jumping down to retrieve phones or wallets, walking alongside the tracks as a shortcut home.

From 01/04/2001 to 31/03/2011 (latest full year results)

The peak ages for trespass fatalities are the late teens and the early twenties.

The percentage of male trespass fatalities is disproportionately high compared to their level in the overall population. Although males make up just under 50% of the total population, they have accounted for 88% of trespass fatalities over the past 10 years.

In more than half of incidents, the reason for the trespass is not known or not identified. In those events where the motivation for the trespass is identifiable, the most common reason (37%) is for the purposes of taking a short cut. Other reasons where the trespass is a means to an end include retrieving property, walking dogs, fare evasion, and committing criminal damage or graffiti.

Over the past ten years, the greatest number of trespasser fatalities has occurred on a Saturday. The most common time (on any day) for the fatality to occur for those aged 16-30 is 2200 ^ 0200. From 2001-2011 there were 205 fatalities in this age group. 75 were during this time period (37%).

All trespass statistics provided by RSSB^▸ (Rail Safety and Standards Board) - the rail industry body, www.rssb.co.uk

FACTS

Sections of tracks move to redirect trains. But feet can get caught in the mechanism without the signaller seeing anyone, as there is not a camera on every piece of track.

The time it takes a person to perceive a threat and react to it is known as the perception-reaction time. In accident reconstructions, it is usually found to be at least 1.5 seconds and increases with increasing danger.

The danger isn^t just on the tracks; it^s also dangerous next to the tracks. Trains tilt and changes in air pressure can pull people under trains. For any train over 40 mph, the danger envelope is at least 2-3 metres on either side of the track, that^s at least a 5-7m total danger zone when you include the track.

At 125mph a 450 tonne train takes 2km, or 20 football pitches to stop. By the time the human eye sees a person on the tracks it^s much too late to stop the train.

[EBrown]

I've been looking at this and the Track Test

Some things came to mind here, if you can be "sucked in" from 2m away from a high speed train, why aren't the yellow lines further back if trains pass at 125mph through the station. e.g. I'm pretty sure that non-stopping services through Ebsfleet Int go through at 140 (ish).

I'm surprised at the fact OHLE current is capable of arcing 3m. How far is the distance from the platform edge to the current carrying wire or from the top of my head (6' 1'')?

3rd Rail is never "turned off", what about when work is being done by NR^» (Network Rail - home page) on the railway?

 

[paul7575]

I've been looking at this and the Track Test

Some things came to mind here, if you can be "sucked in" from 2m away from a high speed train, why aren't the yellow lines further back if trains pass at 125mph through the station. e.g. I'm pretty sure that non-stopping services through Ebsfleet Int go through at 140 (ish).

I'm surprised at the fact OHLE current is capable of arcing 3m. How far is the distance from the platform edge to the current carrying wire or from the top of my head (6' 1'')?

3rd Rail is never "turned off", what about when work is being done by NR^» (Network Rail - home page) on the railway?

 

There are actually only two separate cases for high speed train effects:

1. where passenger trains pass at speeds greater than 125 mph, eg Ebbsfleet, access to the relevant part of the platform is to be prevented when trains are passing.

2. where passenger trains pass at speeds between 100 and 125 mph (inclusive), such as on a number of main lines, then a yellow line is needed at 1.5m.  Existing stations may have less distance than this, and there are various derogations applied.

However where freight trains pass at speeds above 60 mph, then 'action is to be taken'  etc etc.  That could also include yellow lines. 

Many yellow lines are not required for the purposes of safety due to speed of trains, but were provided to guard against passing open slam doors, and would not be provided if the platform surface was renewed...

http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Railway%20Group%20Standards/GIRT7016%20Iss%204.pdf

Part 9 refers

OHLE current will not jump 3m, that much is obvious from looking at any typical installation, clearances to structures are significantly less than that.  Once an arc starts it will keep going over a reasonable distance, but you'd have to go some to get the arc to start.

In the case of third rail I suppose they are just emphasising that the lack of visible trains doesn't mean the third rail is turned off, such as overnight or on Christmas day. 

I'm told by staff there is also apparently some evidence that the idiots who survive the third rail usually believe that it works like a simple Hornby railway, with someone controlling the trains by turning a knob somewhere. 

I once had a conversation with a teenager who I noticed standing astride the third rail and the adjacent running rail, having jumped from the platform at Swanwick to retrieve a football from where it was sitting against the live rail.   Once he was back in a safe place I asked him if he knew how much danger he'd been in.  His reply, "it was ok mate, they are all diesel trains round here."

Paul