TYNEDALESMAN
MAGAZINE OF THE SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY
NUMBER 153�������������SPRING 2008“THE INSPECTOR CALLED” ARTICLE
The Inspector Called
by Jim HarperFrom time immemorial, (unless you are older than I think you are) the overall regulation of railways has been in the hands of Her (or His) Majesty’s Railway Inspectorate (HMRI). This organisation was set up in Victorian times, under the then Board of Trade, to ensure that as regulation developed, the individual railways came into line in due course. They were also given the role of ensuring that any serious incidents were thoroughly investigated and as appropriate any lessons learnt were spread among the other railways.
In the course of time, HMRI became a function of the Ministry of Transport (MOT), which subsequently became the well loved Department of Transport (DTp) and later became the Department for Transport (DfT). These changes had little effect on HMRI, which functioned throughout very much as ‘Jiminy Cricket’ of the railway industry. The main staffing of HMRI was the Inspecting Officers (IOs) who were traditionally former members of the Royal Engineers. This meant that they were not only professional engineers, but they had the ‘presence’ of a senior army officer. Their approach was generally that of ‘carrot and stick’, where the ‘stick’ was reserved for those cases where the ‘carrot’ failed.
Compared to the longevity of HMRI, the heritage railway scene is a relative newcomer and by the time that the STR came into being the HMRI had recognised that a common approach to these ‘amateurs’ was desirable and so one of the IOs was given the task of overseeing all Heritage Railways. This meant that in the early days of the South Tynedale Railway (STR), the dealings were largely with Major Olver, who undertook that task for a considerable number of years.
Whilst the author of this article was not involved with the South Tynedale Railway during the earlier years, I, along with my wife, did have the pleasure of accompanying Major Olver during a formal new works inspection on the North Yorkshire Moors Railway and can report that he was a very approachable gentleman, as well as a highly regarded engineer.
Things cannot go on so well for ever and along came health and safety. Despite a rearguard action, HMRI was eventually subsumed into the Health & Safety Executive (HSE) and as such became just the way to beat the railways into the general safety regime, (regardless of their impressive record in comparison with much of other work types). As such the STR came under the local Health & Safety Inspectors (based at Newcastle) and, fortunately, a mutually beneficial working relationship developed.
Nothing stays the same, however, and following the collapse of Railtrack, which led to the formation of Network Rail, a new regulatory regime was created. HMRI was transferred from HSE to the Office of Rail Regulation (ORR) and the Rail Accident Investigation Branch (RAIB) was created to undertake routine incident investigation. Both ORR and RAIB are departments within the DfT rail group (but independent of each other), so that the current scenario is that we now have two masters!
As recently as last autumn (2007), there was an unannounced visit by our (then) HM Inspector of Railways to advise us that he was moving on to ‘new works’ and to introduce his successor Neil Anderson. They were invited to see what we were currently up to, including a journey on the train, and we posed one or two queries to them. They appeared to go away pleased with their visit and subsequently there were some helpful ongoing discussions.
However, at the beginning of this year, we were reported (anonymously, so we’re told) to HMRI for committing some misdemeanours. Last year (2007) we had a locomotive pass a signal at danger, caused by a failure, whilst the locomotive was undergoing a test and then in January we had a second train enter a possession without the PICoP’s permission. Both events were reported through the usual channels and neither resulted in any injury or damage.
As a result of these ‘whispers’, we were subjected to a formal inspection, which took place on Thursday and Friday 6th and 7th February. Guess what? The system has changed again, so the inspection was undertaken by Stephen Turner, HM Inspector of Railways (from the Stoke-on-Trent office) who has now been allocated responsibility for all Heritage Railways. The (then) HSO, together with as many of the Council of Management (CoM) and officers as could attend, met with Stephen Turner, who went through the STR like a dose of salts (this new broom sweeps clean).
The outcome was that the STR received an inspection report, detailing many actions to be undertaken (regardless of whether they had already been demonstrated to be in hand or not) and timescales to be met.
What effect has this had?
The members of the CoM and some officers have spent many hours drafting responses, action plans, collating comments, redrafting and holding meetings to discuss it all. To date three responses have already been sent to HMRI, accompanied by action plans, detailed reassessments of the two incidents already mentioned and reports of actions already undertaken.
CoM has had to employ professional consultants on Health & Safety matters. In addition to acting as general Health & Safety advisers, our consultants are to complete the review of our Safety Management System (SMS), which was already being undertaken in-house, and are also required to do a full review of our Rule Book and produce a revised text. This is of course is an un-budgeted expense.
Much of the CoM’s time has been taken up with formulating the way forward (as one CoM member thought to himself, whilst sitting at his computer drafting a document: “Why am I doing this?, I joined the railway to enjoy myself!”) As a result, both meeting time and working time has been robbed from taking the railway’s projects forward. Planning for, and work on the extension has been delayed and are now behind what had been hoped for, as well as affecting other more routine tasks like locomotive repairs etc.
What difference can you see on the railway?
In the engine shed, you will notice that all the mains sockets now have integral RCDs, with other locations (where not already fitted) due to be attended to shortly. Oh, - and the only machine which did not have an emergency stop now has one!
What effect has this for the future?
Stephen Turner has promised to return this year to see how we are complying. We must be prepared. The CoM and officers of the railway have been through a difficult few months, but have come through, and are resolved to take the railway forward with determination.
All members need to support us through these events, so that our 25th Anniversary year is remembered for what we achieve.
New faces are welcome to join the team of CoM members and officers to make it happen. We need your support through these distracting times.
Jim Harper
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For more information about the South Tynedale Railway, please contact:-
THE SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY,
Registered Office Address:-
The Railway Station, Alston, Cumbria, CA9 3JB.
Telephone 01434 381696.
Talking timetable - Telephone 01434 382828.
Registered Charity No. 514939.
Limited by Guarantee: Company Registration No. 1850832 (England).E-mail enquiries - please click on links below:
South Tynedale Railway information - Send e-mail to South Tynedale Railway
STRPS membership information only - Send e-mail to Kathy Aveyard
Tynedalesman information only - Send e-mail to Tynedalesman compilersMission Statement for the South Tynedale Railway:-
�To provide satisfaction for our customers and volunteers
by operating a friendly, safe and efficient narrow-gauge railway.�
� South Tynedale Railway Preservation Society, June 2008.