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Strategic Rail Authority
Guidance on Complaints Handling Procedure Strategic Rail Authority February 2005 Contents Introduction 3 Principles 3 Accessibility and publicity 4 Simplicity of understanding and use 5 Speed of response 6 Confidentiality 7 Full and fair investigation 7 Effective response and appropriate redress 8 Monitoring, auditing and review 8 Interface with insurance claim publicity and procedures 9 Consultation 9 Annex A: Principles for dealing with ‘frivolous and vexatious’ complaints 10 Annex B: Principles for dealing with complaints involving two or more operators 12 2 Introduction 1. Passenger train and station operators are required to have complaint handling procedures, approved by the Rail Regulator (before 1 February 2001) or by the Authority (after 1 February 2001), in place from commencement of licensed operations. 2. Operators may propose whatever procedures best suit the needs and expectations of their customers and the requirements of their businesses. However, this guidance document sets out fundamental principles which the Authority will expect to see reflected in any complaint handling procedure submitted to it for approval and the way in which those principles should be incorporated into operators’ procedures. Whilst this guidance document imposes no absolute requirements upon licensed operators, the Strategic Rail Authority will, as far as possible, measure complaint handling procedures proposed by operators against the contents of this guidance. Principles 3. A complaint handling system should: • Be easily accessible and well -
Tornado Update Lamppost
The Tornado Telegraph | Issue 101 | January 2019 Welcome to Issue No. 101 of The Tornado Telegraph. This issue of The Tornado Telegraph will provide an update on No. 60163 Tornado. As Tornado enters back into steam in 2019, the Trust would ask that those who are not regular monthly donors to consider coming on board in what we hope will be a successful year for The A1 Steam Locomotive Trust. The Tornado Telegraph TORNADO UPDATE It is with considerable regret that we have to announce that the ‘The North Briton’ on Saturday 9th February from the East Midlands to Carlisle via the Settle & Carlisle Railway has had to be postponed and re‑dated to September 2019 – we are hoping to have confirmation of the precise date within a few days. Following its test run earlier this month it was identified that No. 60163 Tornado had suffered some damage to a motion bush as a result of a minor deflection to the combination lever on the driver’s side. During the test run, Trust personnel had noticed that Tornado was slightly off‑beat – something impossible to detect until the locomotive had left the 25mph Nene Valley Railway and picked up speed on the Network Rail main line. Investigations to‑date lead us to believe that this damage was caused during a priming (water carry over) incident whilst operating a photo charter train on the Nene Valley Railway during our last couple of weeks of operations. It was, however, not possible to identify the cause of the damage to the motion bush without significant dismantling of the engine. -
DIRECTIONS and GUIDANCE to the Strategic Rail Authority
DIRECTIONS AND GUIDANCE to the Strategic Rail Authority ESTABLISHMENT OF THE STRATEGIC RAIL AUTHORITY 1. The Strategic Rail Authority (“the Authority”) has been established under section 201(1) of the Transport Act 2000 (“the Act”) as a body corporate. PURPOSES OF THE STRATEGIC RAIL AUTHORITY 2.1. The Authority is to provide leadership for the rail industry and ensure that the industry works co-operatively towards common goals. This objective should underpin the whole range of the Authority’s activities. The Authority will set priorities for the successful operation and development of the railway. It will work with other industry parties to secure continuing private investment in the railway, and to deploy public funding to best effect. To this end, the Authority has been given a wide range of statutory powers and duties. 2.2. Section 205 of the Act sets out the Authority’s purposes as: • to promote the use of the railway network for the carriage of passengers and goods; • to secure the development of the railway network; and • to contribute to the development of an integrated system of transport for passengers and goods. 2.3. Section 207 of the Act requires the Authority to exercise its functions with a view to furthering its purposes and it must do so in accordance with any strategies that it has formulated with respect to them. In so doing the Authority must act in the way best calculated: • to protect the interests of users of railway services; • to contribute to the achievement of sustainable development; 1 • to promote efficiency and economy on the part of persons providing railway services; • to promote measures designed to facilitate passenger journeys involving more than one operator (including, in particular, arrangements for the issue and use of through tickets); • to impose on operators of railway services the minimum restrictions consistent with the performance of its functions; and • to enable providers of rail services to plan their businesses with a reasonable degree of assurance. -
Number 71 – September/October 2004
PRESERVED COACHING STOCK OF BRITISH RAILWAYS AMENDMENT SHEET NUMBER 71 September/October 2004 SPECIAL AND CHARTER TRAIN COACHING STOCK 1) Old Oak Common Fire During the evening of 5 th September a fire started in Fragonset Railways Mark 1 RBR 1981 stabled at Old Oak Common. The London Fire Brigade preliminary investigation concluded that the fire had been caused as a result of the boiler in the kitchen area of the carriage having been left on and consequently boiling dry. The consequential fire then burnt through the bottom of the boiler, then through the aluminium floor of the kitchen before spreading through the whole carriage and to adjacent carriages before being brought under control by the fire brigade. In addition to the extensive damage to 1981 it is understood that Mark 2 FOs 3429 and 3300 coupled either side of it were severely damaged along with lesser damage to FO 3337 coupled to 3300. On adjacent sidings and extensively damaged were Mark 2 TSOs 5814 and 5816 on one side and Mark 2 TSOs 5389 SIR GALAHAD and 5420 LYONNESSE on the other. Other carriages close by also suffered from smoke damage. 2) Fragonset Railways Mark 1 RBR 1657 has been acquired from the Llangollen Railway (see below) and moved to the companies Derby workshops. An extensive overhaul is now taking place prior to this carriage entering service to replace fire damaged RBR 1981 (see above). 3) Riviera Trains Mark 2 TSO 5275 has been taken out of use and disposed of as shown below. PRESERVED LOCOMOTIVE HAULED COACHING STOCK 1) Additions a) Great Western Railway -
The Strategic Case for Hs2
THE STRATEGIC CASE FOR HS2 October 2013 THE STRATEGIC CASE FOR HS2 October 2013 High Speed Two (HS2) Limited has been tasked by the Department for Transport (DfT) with managing the delivery of a new national high speed rail network. It is a non-departmental public body wholly owned by the DfT. Department for Transport Great Minster House 33 Horseferry Road London SW1P 4DR Telephone: 0300 330 3000 Website: www.gov.uk/dft Department for Transport has actively considered the needs of blind and partially sighted people in accessing this document. The text will be made available in full on the Department’s website. The text may be freely downloaded and translated by individuals or organisations for conversion into other accessible formats. If you have other needs in this regard please contact the Department. © Crown Copyright, 2013, except where otherwise stated. Copyright in the typographical arrangement rests with the Crown. You may re-use this information (not including logos or third-party material) free of charge in any format or medium, under the terms of the Open Government Licence v2.0. To view this licence, visit www.nationalarchives.gov.uk/doc/open-government-licence/version/2 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or e-mail: [email protected]. Where we have identified any third-party copyright information you will need to obtain permission from the copyright holders concerned. To order further copies contact: DfT Publications Tel: 0300 123 1102 Web: www.dft.gov.uk/orderingpublications Product code: DfT 014 Printed in Great Britain on paper containing at least 75% recycled fibre. -
Operational Rail Vehicle Strategy 2019-2034 Operational Rail Vehicle Strategy 2019-2034
OPERATIONAL RAIL VEHICLE STRATEGY 2019-2034 OPERATIONAL RAIL VEHICLE STRATEGY 2019-2034 INTRODUCTION The Science Museum Group (SMG) through the National Railway Museum (NRM) owns the largest fleet of operating historic locomotives in the United Kingdom, so it’s essential that we have a strategy to ensure the most effective and efficient use of these vehicles. The NRM, Locomotion and Science & Industry Museum in Manchester (SIM) will continue to operate a select number of rail vehicles from our collection. Showing our collections in action is one of the most direct tools we have to share our key values with visitors: revealing wonder, igniting curiosity and sharing authentic stories. What’s more, our visitors expect a train ride. We need to meet that expectation whilst managing our collection in the most professional and responsible manner. A commercially viable and deliverable plan will see a core selection of operating vehicles at York and Locomotion within the maintenance capabilities of teams at those locations. These have been chosen for reasons of accessibility, affordability, income potential, attractiveness to visitors, practicality of operation and sustainable repair as well as the railway stories they reveal. We use our rail vehicles in various ways with priority always given for static display for our visitors at York and Shildon. Other ways in which we use them are: operation on museum sites; static loans to accredited museums; operating loans to heritage railways; main line operation. Our loans reach diverse audiences across the UK, making the national collection accessible to many. These vehicles are brand ambassadors for our mission of inspiring future engineers and scientists. -
Railways: 2004 White Paper
Railways: 2004 White Paper Standard Note: SN/BT/3142 Last updated: 31 March 2010 Author: Louise Butcher Section Business and Transport This note summarises the White Paper The Future of Rail published on 15 July 2004. The document and associated information can be found on the Department for Transport's archive. The then Secretary of State for Transport, Alistair Darling, announced a review of the railways in January 2004; this was followed by a report of the Transport Select Committee in April; and the Government’s conclusions and response to the Committee was published in a White Paper in July. The Secretary of State had ruled out renationalising the railways before the review took place and after consideration, he decided against radically changing the structure to a system of common ownership of the track and train. The White Paper identified weaknesses in the existing system for managing the railways and proposed changing the structure by: • Abolishing the Strategic Rail Authority (SRA) and moving its strategic functions and financial obligations to the Department for Transport; • Giving responsibility for operating the network and for its performance to Network Rail; • Reducing the number of passenger franchises and aligning them more closely with Network Rail's regional structure; • Increasing the role of the Scottish Executive, the Welsh Assembly and the London Mayor, in determining passenger services and where appropriate, infrastructure; and • Giving the Office of Rail Regulation (ORR) responsibility for safety, performance and cost. A number of these changes – notably the closure of the SRA, the transfer of safety regulation, and proposals relating to devolved decision-making – were legislated for in the Railways Act 2005. -
Preserved Coaching Stock of British Railways
PRESERVED COACHING STOCK OF BRITISH RAILWAYS October/November 2002 AMENDMENT SHEET NUMBER 59 SPECIAL AND CHARTER TRAIN COACHING STOCK A) WESSEX TRAINS The loan of Mark 1 RBR 1659 to the Mid-Hants Railway has now ceased, its place being taken by the Mid- Hants Railways own RBR 1961. Initially RBR 1659 has moved to the Lancastrian Carriage & Wagon Company premises at Heysham for attention. It will then join the other of the companies mainline carriages based at Old Oak Common. B) RIVIERA TRAINS The company has leased a further nine vehicles from HSBC Rail (UK), these are Mark 2Es TSOs 5773, 5905 and BSO 9503 and Mark 2Fs RRB 1260, TSOs 5976, 6064, 6067, 6157 and BSO 9520. All retain Virgin Trains livery but the branding is being removed prior to use. This brings the total Mark 2DEF leased to twenty- eight carriages. Mark 2F RFB 1200 that has already been painted in the companies Oxford Blue & Cream livery has now been named ‘AMBER’. Mark 1 FK 13227 and Mark 2A TSOs 5331, 5381 and 5386 previously based at Crewe have been taken out of service and stored. Along with Mark 1 RB 1691 and Mark 2A TSO 5345 already stored at Crewe these have been moved to the MoD site at Kineton for storage. RB 1691 has subsequently been sold (see below). Mark 2B TSO 5447 previously stored at The Railway Age Crewe is now located at Crewe Carriage Shed. PRESERVED LOCOMOTIVE HAULED COACHING STOCK 1) Additions a) British Rail Mark 1 Passenger Carrying Coaching Stock RB 1691 Dartmoor Railways, Okehampton b) British Rail Mark 2 Passenger Carrying Coaching Stock TSO 5271 -
WEARDALE RAILWAY : NEWS UPDATE : No.28 8 NOVEMBER 2009
WEARDALE RAILWAY : NEWS UPDATE : No.28 8 NOVEMBER 2009 NETWORK RAIL COMPLETE RECONNECTION WORK WEARDALE RAILWAY NOW ON A BOARD GAME • PROJECT CONNECT : Work has been completed with the re-ballasting and re-profiling at Broken Banks, the line is now fully restored to use for all traffic at this point. The RMS crew are taking a one week well deserved break before returning to carry on with the remaining re- sleepering between Witton le Wear and Bishop Auckland. The Level Crossing documentation for this section has been completed and we are now in the consultation process. There are no issues in any of the responses so far received. Work has also been carried out on the area of waterlogged track between Escomb and Bishop Auckland ( see photos below). ( A Gregory, T Horner) Two views of the Unimog Vactor Road/Rail Unit which visited the Weardale Railway to assist with clearing blocked drainage near Bishop Auckland/Escomb. ( Photos ; T Horner) • NEW JUNIOR CLUB VIDEO: Just posted on the net is an excellent 18 minute video covering all the Junior club activities in 2009, including the Royal naming of Tornado where club members met Prince Charles and the Duchess of Cornwall the return of steam to Weardale,helping with the push towards Bishop Auckland, NYMR Steam Gala and Award Scheme First Class trips to London2009 War on the Line event where members played the part of evacuees and Tyne Tees TV News item. A salute then to Dave Million and Mike Wilkinson and all the Juniors for their magnificent contribution throughout the year. -
Regulating Rail
Regulating Rail For Whom Should Regulation Work? Chris Bolt On Track...? Politeia Debates POLITEIA 2008 First published in 2008 by Politeia 22 Charing Cross Road London WC2H 0QP Tel: 020 7240 5070 Fax: 020 7240 5095 E-mail: [email protected] Website: www.politeia.co.uk © Politeia 2008 Policy Series No. 60 ISBN 978-1-900525-92-3 Cover design by John Marenbon Politeia gratefully acknowledges support for this publication from The Foundation for Social and Economic Thinking Printed in Great Britain by: Hobbs the Printers Ltd Brunel Road Totton Hampshire SO40 3WX Preface to the Series Transport and energy have rarely been of such importance to the policy debate as they are today. While central to a successful economy, they have also become important to voters because of their impact on daily life: travel today is unreliable – often with delays in the most routine journeys - and expensive; fuel costs are rising and uncertain; and there is growing sensitivity to the impact on the environment of too much of the wrong energy consumption. In transport there are fears that things will get worse: the Government’s ill - thought - out schemes for mass housing development and the influx of new people are adding to the strains on an already overburdened transport system – air, rail and road. What should UK policy be? Though the issues are complex, the fundamental questions of policy are clear. What course should be followed? What role should the government have? How should it set the rules? Who should bear the cost? The transport debate is an old one, and Politeia’s new series, On Track…?, opened by focusing on rail. -
The Railcar Association Bulletin January 2013
The Railcar Association Bulletin January 2013 Introduction Understandably there are a few less contributions in the news section this edition, as many have been busy over the lead up to Christmas and New Year, your editor has balanced this slightly with a meatier-than-usual report from their own railway! There is also plenty in the gallery section to view showing our steeds in action over 2012. Thank you to everyone who took part in the “Railcar of the Year” award, and congratulations to a certain single coach vehicle which won. It was interesting to see that four of the five of the nominations were single units, a sign of the continued popularity of these useful and self contained vehicles. Hopefully 2013 will bring good fortune to all those involved in the DMU movement. The year ahead looks to be just as exciting as ever with several vehicles tipped for a return to traffic, including one which should allow us to ride on its class for the first time since the 1990’s. It is pleasing to see another DMU event join the calendar this year, at the Ecclesbourne Valley during August. It will be the first time since the 2009 railcar convention that their extensive fleet will all be in action at once, so will be an event not to be missed. 2013 Convention The organisers are requesting expressions of interest for the driver experiences, including preferences for the 117, 122 or both. Please send responses to Ian Butler. The group already have five takers but really would welcome more feedback on what people want to do e.g. -
THE RAILWAYS in a THIRD TERM “Integrated, Accountable and Publicly Owned” Pre-Election Briefing March 2005
THE RAILWAYS IN A THIRD TERM “Integrated, accountable and publicly owned” Pre-election briefing March 2005 In September 2004 Labour Party constituencies and affiliates voted at the annual party conference to adopt a policy of “resolving the fragmented structure of the [rail] industry by introducing an integrated, accountable and publicly owned railway”. It has long been recognised that such a move would be supported by an overwhelming majority of the public and would prove immensely popular at a general election. This pre-election briefing shows how this policy can be put into practice in a third term and beyond. We can afford to bring the railways back into public ownership. Such a move would make sound financial sense as well as reaping significant social, economic and environmental benefits in the longer term. SUMMARY • the government’s hopes for a “rail renaissance” with its attendant social, economic and environmental benefits have been frustrated by a privatised rail industry that has absorbed extra public investment without delivering real improvement or growth • ministers have proclaimed their commitment to “the principle of a public private and partnership” for rail. But the private sector is not delivering value for money on the railway – the public sector has proved itself to be more efficient and cost effective • any private sector investment in the railway must ultimately be paid for by farepayers and taxpayers – with interest. Around £800m a year is taken out of the industry as returns to private lenders and investors – a total leakage of more than £6b since 1996 • the majority of passenger services could be taken into the public sector by 2013 at no cost.