Letter: BR's impossible safety objectives
Your support helps us to tell the story
From reproductive rights to climate change to Big Tech, The Independent is on the ground when the story is developing. Whether it's investigating the financials of Elon Musk's pro-Trump PAC or producing our latest documentary, 'The A Word', which shines a light on the American women fighting for reproductive rights, we know how important it is to parse out the facts from the messaging.
At such a critical moment in US history, we need reporters on the ground. Your donation allows us to keep sending journalists to speak to both sides of the story.
The Independent is trusted by Americans across the entire political spectrum. And unlike many other quality news outlets, we choose not to lock Americans out of our reporting and analysis with paywalls. We believe quality journalism should be available to everyone, paid for by those who can afford it.
Your support makes all the difference.Sir: Two British Rail 'lookouts' spent Saturday 25 July sitting in a van at Redmire watching power lines being put up near the railway which is being scrapped on 30 September when transport of limestone down Wensleydale is switched to road ('The deadline looms for Dales' lorry reprieve', 21 September).
In fact, no trains ran all week because Redmire quarry was closed for holidays, but lookouts still had to be posted 'just in case'.
Since trains at Redmire never exceed 20mph, 'men at work' signs beside the track would have been entirely adequate. After all, this is the only protection local electricity board workers will get from the 60 lorries a day carrying limestone at 50mph to British Steel's works at Redcar.
Following the Clapham Junction collision of 1988, the BR board set itself a goal of 'zero accidents'. So much money is now being thrown at this unattainable objective that other investment projects - including new trains - are being crowded out of budgets. An internal study into the effectiveness of 250 safety projects authorised in 1991-92 revealed 50 where the cost per life saved exceeded pounds 100m. When assessing road projects, the Department of Transport values a life at pounds 660,000.
On the roads, lorries may be involved in fatal accidents every day but operating costs are predictable. By creating a track authority insulated from commercial pressures, privatisation of British Rail will land ballooning safety costs even more directly on companies that still send freight by rail.
Inevitably, many will conclude, in accordance with Sir Alistair Frame, the chairman of British Steel, that in such circumstances a switch to road is the right economic decision.
Yours faithfully,
RICHARD HOPE
Consultant Editor
Railway Gazette
Sutton,
Surrey
21 September
Join our commenting forum
Join thought-provoking conversations, follow other Independent readers and see their replies
Comments