The main question addressed at the event was how to make the cross-border rail sector attractive and safe for employees and passengers. The ETF  is convinced that a safe rail sector is only possible if it offers good training standards and attractive working conditions. Two issues are currently at the forefront: the implementation of a digital, tamper-proof working time recording system and the upcoming revision of the Train Drivers Directive (TDD). The speakers illustrated the strong connection between railway safety and high training standards, sufficient language skills and good working conditions using concrete examples. Involving employees in European decision-making processes is therefore a crucial factor for well-functioning rail transport.

Gerhard Tauchner, President of the ETF Railway Section, delivered the opening address. He gave an overview of the key challenges facing the sector. He was followed by Jedde Hollewijn, ETF Senior Railway Policy Officer, Joachim Lücking, Head of Unit for Railway Safety and Interoperability in the Directorate-General for Mobility and Transport (DG MOVE) of the European Commission, Marco Hörtenhuber-Stuhl, ETF’s ERA Coordinator, and Hervé Pineaud from the ETF Train Drivers' Steering Committee. Sabine Stelczenmayr, railway policy expert at AK Wien, moderated the event. Following the presentations, a discussion was held with the representatives of the EU institutions present. The event received considerable attention, especially among the relevant attachés.

Good training and working conditions as prerequisites for railway safety

Gerhard Tauchner emphasised that rail safety is directly linked to working conditions and employee training. He said it was important not only to harmonise the railway sector technically, but also to make it more attractive to employees. Given the ongoing digitalisation of society, it is important to implement this in the interests of employees and passengers. In particular, a digitalised and tamper-proof recording of working, driving and rest times must finally be introduced. In current practice, working hours are often only recorded retrospectively. This can lead to employees working up to 14 consecutive hours – a danger to the employees themselves and to the safety of the entire railway operation. Tauchner therefore welcomed the fact that the EU Commission had recognised this problem and was open to proposals for solutions.

Tauchner stressed, that it is also essential that the planned revision of the TDD includes consideration of the ETF positions. The TDD contains key provisions on certification, language proficiency, training and medical requirements, thereby regulating the level of training for train drivers, who are responsible for safe train operation and competent action in emergencies.

For Jedde Hollewijn, safety is the foundation of the railway system. As a result of targeted investment, robust regulation and well-trained employees, rail transport remains the safest mode of transport. However, recent accidents in Spain have shown that safety cannot be taken for granted, but requires constant effort. This requires appropriate resources. The focus on competitiveness, on the other hand, leads to staff cuts, fragmented working hours, the outsourcing of safety measures and fewer controls – in other words, a race to the bottom. In the course of European harmonisation, national rules have been abolished, such as the minimum staffing levels per train in Italy. Austria kept the statutory 72-hour paid leave for railway employees after accidents only because of ETF pressure. However, employees should not be seen as an obstacle to interoperability; safety measures are rather investments in public trust.

Joachim Lücking emphasised that the Commission does not in any way regard employees as obstacles to interoperability. With the upcoming revision of the mandate for the European Railway Agency (ERA), the Commission will make sure that safety is increased, adequate resources are provided, better control systems are put in place and Member States receive stronger support. However, Lücking expressly rejected the view that harmonising national regulations would weaken safety. Replacing national rules with EU regulations would lead to greater safety and interoperability and was an important step towards simplifying cross-border transport. However, the Commission is open to proposals concerning working conditions, in particular regarding the tamper-proof recording of driving and rest times.

Practical reports on working time recording and language skills

According to Marco Hörtenhuber-Stuhl, we can be proud of the safety of rail transport. It depends on the infrastructure, regulations, technology and, last but not least, the people who operate the system. They bear an enormous responsibility. That is why it is crucial for railway staff to carry out their duties while well-rested. The introduction of a digital, tamper-proof recording method is not about surveillance, but about ensuring fair competition, the health of train drivers and the prevention of accidents. Due to the increasing number of cross-border journeys in Europe, a harmonised time recording system would become increasingly important. Currently, recording methods are fragmented and inconsistent.

Finally, Herve Pineaud once again emphasised the need for train drivers to have a minimum level of language proficiency. They communicate with a variety of people, including train dispatchers, train personnel and passengers – and in emergencies, also with operations managers. This can involve lengthy and complex communication processes. In reality, language skills are rarely a practical barrier when crossing borders. Either train drivers have the necessary language skills or there is a change of personnel at the border. The ETF therefore rejects the idea of lowering the current language level (B1) or introducing a single language in the railway sector as part of the TDD revision.

Q&A session and discussion

During the discussion, comparisons were made with other modes of transport. It became clear that the challenges are specific to each mode. A locomotive can run nearly nonstop all day, unlike a lorry. Tamper-proof time recording would be made even more difficult by the fact that train drivers are increasingly working for different railway companies. Moreover, in the event of train delays, it would be impossible to ensure that the prescribed rest periods are observed. It would therefore be less a question of recording real-time data than of being able to check the times recorded and ensure that rest periods are actually observed.

Due to the need for rapid and competent communication with emergency services, a standard working language, such as English, which is commonly used in air traffic control, would not be suitable in this context. AI-supported methods would also be of little help in an emergency. Gerhard Tauchner therefore concluded by emphasising once again that the ETF, as a social partner with the highest level of expertise, must be involved in the ongoing work on revising the TDD and participate in its design.

Further information

ETF: Spanish railway unions win major safety agreement on first day of strike
ETF: EU rail experts, ETF and CER, call for safe and feasible TDD Revision
AK EUROPA: Success criteria for shifting transport to rail
AK EUROPA Demands: Shaping the mobility transition
AK EUROPA: Shifting mobility to rail. Lessons from rail liberalisation and a new direction for people and planet
vida: Für mehr Eisenbahnsicherheit (German only)
Gesunde Arbeit: Freistellung für Bahnbedienstete nach Unfall hat sich bewährt (German only)
EU Commission: Evaluation of the European Union Agency for Railways