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The Transport Sector News and Information Magazine


FUEL MANAGEMENT Keeping spiralling costs at the top of the agenda

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DRIVER TRAINING Managing occupational road risk saves money and lives


TRANSPORT BUSINESS MAGAZINE The Transport Sector News and Information Magazine


FUEL MANAGEMENT Keeping spiralling costs at the top of the agenda

Please for turn over ® et GreenFle e magazin


Managing occupational road risk saves money and lives




SAFER MEANS OF TRANSPORTATION It was encouraging to hear that road deaths fell to record low levels last year – however, there is no room for complacency and along with the good news there were warnings numbers could rise again as cutbacks may lead to a loss of safety expertise. Almost all authorities that responded to the 16th Annual Local Authority Road Maintenance Survey believe there is a threat to road users’ safety from road maintenance under-funding, as potholes, crumbling surfaces and loss of skid resistance all affect drivers. The Asphalt Industry Alliance urges the government to commit to increased funding for road maintenance on page 11. With railways playing a huge part in the UK economy and demand for passenger services on the up, the need for skilled personnel now and in the future is enormous, says the Association of Railway Training Providers. Turn to page 53 to read more about the breadth and depth of skill required to accommodate the complexity of the railway industry. Enjoy the issue.

Sofie Lidefjard, Editor

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226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Fax: 020 8532 0066 Web: EDITOR Sofie Lidefjard PRODUCTION EDITOR Karl O’Sullivan PRODUCTION DESIGN Jacqueline Grist PRODUCTION CONTROLLER Reiss Malone ADVERTISEMENT SALES Jonatan Clarke PUBLISHER Chris Jones SALES ADMINISTRATION Jackie Carnochan, Martine Carnochan ADMINISTRATION Victoria Leftwich GROUP PUBLISHER Barry Doyle REPRODUCTION & PRINT Argent Media

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Trucks, Buses, Coaches, Vans, Reefers, Construction Plant & Machinery, Statics and Boats Global OEM Dealer Supplier across all continents

CONTENTS 07 NEWS 11 ROAD MAINTENANCE The road network is a local authority’s single most valuable asset and therefore needs adequate funding to be kept well maintained, says the Asphalt Industry Alliance

15 ROAD SAFETY Professor Andrew Parkes explains the nudge agenda and how it relates to transport The Managed Motorways scheme monitors traffic speeds and volumes to make journeys more reliable

21 VEHICLE RECOVERY The modular approach to training is an effective way for companies and technicians to train and maintain the highest standards demanded by the industry, explains the Institute of Vehicle Recovery



The government has started delivering on its promise of developing a simpler, fairer tax system, however, the fight against red tape continues, says the British Vehicle Rental and Leasing Association

The association of European Rail Infrastructure Managers (EIM) explains the recast of the First Railway Package currently under discussion by the EU

29 DRIVER TRAINING Work-related road risk is both a major road safety and occupational safety issue that needs to be addressed and managed properly, says the Royal Society for the Prevention of Accidents

32 FUEL MANAGEMENT With increasing operating costs, fuel prices must be kept top of the political and industry agenda, urges the Road Haulage Association

35 TRANSPORT SECURITY Attend Transport Security Expo to keep up to date with the latest technologies and solutions



43 FINANCE Continuing planned investment in London’s transport network will support the economic recovery, says Transport for London

47 RAILTEX The UK rail industry met at Earls Court for the tenth international exhibition of railway equipment, systems and services

49 RAIL CONSTRUCTION The 18-kilometre Ring Rail Line will significantly improve public transport in the entire Helsinki region

53 TRAINING Britain's railways need trained professionals with the right skills to ensure a bright future, says the Association of Railway Training Providers


Transport Business Magazine Volume 22 | TRANSPORT BUSINESS INTERNATIONAL


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NEWS IN BRIEF NZ announces infrastructure investment plans New Zealand will invest NZ$6.5 billion (£3.35bn) on new roads, and NZ$1.5 billion (£0.77bn) on rail infrastructure, its coalition government has announced. Associate Infrastructure Minister Steven Joyce said: “The government is focused on creating the most efficient mix of transport options that benefits all New Zealanders and contributes to improved productivity and economic growth.”

Scotland’s M74 extension opens ahead of schedule


Bus travel in London highest in 50 years with 2.3bn passenger journeys London buses have carried more passengers and travelled more kilometres in the last year than at any time in the last 50 years, according to new figures from Transport for London. During the last financial year London buses carried almost 2.3 billion passengers. This was 24 million more than the previous year and more than the entire number of journeys across the UK rail network. Every weekday in London 7,500 buses carry more than six million passengers on 700 different routes across the capital.

FUEL PRICES Cost of fuel continues to put operators under pressure, says FTA The price of fuel is still the biggest headache for transport companies battling to cope with rising costs, with haulage rates failing to keep up, according to a report published by the Freight Transport Association. FTA’s Manager’s Guide to Distribution Costs 2011 calculates that the cost of diesel for commercial vehicle fleets rose by 15.6 per cent in the 12 months to 1 April 2011. The second biggest increase was in the cost of overheads, followed by vehicle maintenance. The total rise in vehicle operating costs to 6.8 per cent outstripped the rise in domestic haulage rates, which increased by an average of 3.41 per cent. International haulage rates increased on average by 5.40 per cent. Bruce Goodhart, FTA research analyst, commented: “With haulage rates failing to keep up with increasing vehicle operating costs, profit margins are being squeezed and jobs put at risk, hampering economic recovery.”

Mayor Boris Johnson said: “In London we are able to boast possibly the most comprehensive network of bus services in the world and these statistics illustrate the quite remarkable feat of logistics completed every single day by the remarkable team of drivers, planners, mechanics and others who combine to transport millions of passengers around the capital.” TO READ MORE...

Group to review state of road freight market Siim Kallas, European commissioner responsible for transport, has set up a High-Level Group to review the state of the European Union’s internal market in road freight transport. The group will assess the level of harmonisation of rules in the fields of social and safety legislation, enforcement and road user charges in order to advise the Commission before any decision on further opening of domestic road transport markets. Mr Kallas said: “The European Union needs to optimise its transport system and improve its efficiency and sustainability. There are still a lot of obstacles left that need to be tackled and rules that must be harmonised. I count on this group of ‘wise men’ to advise me on where the EU should concentrate its efforts to further integrate the internal market for road freight transport.” The group will present its recommendations to Mr Kallas by May 2012. The Commission will where appropriate follow them up by proposing new legislative initiatives in 2013.

The new M74 motorway in the west of Scotland has opened to traffic, eight months ahead of schedule and £15-20m under budget. Cabinet Secretary for Infrastructure and Capital Investment Alex Neil said that the new motorway will generate as many as 20,000 jobs for the Scottish economy: “The new M74 motorway will bring major economic and social benefits to businesses, communities and industry in the west of Scotland and the country as a whole.”

Heart machines onboard trains in Sweden SJ, the largest train operator in Sweden, is to install defibrillators on all its trains. All onboard staff will be trained on where the machines are located and how to use them. The rollout will begin this autumn.

Wireless internet introduced on Bulgarian trains Rail travellers in Bulgaria can now enjoy free wireless internet access. The service is to be gradually introduced throughout Bulgarian State Railways, said Kamen Kichev, Deputy Minister of Transport, Information Technology and Communications.




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84 per cent of passengers satisfied with UK rail travel though performance and value for money scores drop A recent survey from Passenger Focus suggests overall satisfaction with train services in Britain has remained steady at 84 per cent, matching last year’s high score. However, drops in scores for performance and value for money for some train companies are sparking concern. Anthony Smith, Passenger Focus’ chief executive, said: “The rail industry needs to re-double efforts to make sure that poor performance is spotted, understood and addressed. Getting trains on time remains the key driver of passenger satisfaction.” London Overground recorded the highest ever level of overall satisfaction on some routes for a government franchised or concession operation. Anthony Smith said: “The powerful combination of investment in new trains, stations, visible staff and simple fares is drawing passengers in. This is a great result – the challenge is now to maintain this or move even closer to 100 per cent satisfaction.” There is a 23 per cent difference between the top and bottom performers, with value for money scores showing an even wider variation from 30 per cent to 83 per cent. Satisfaction with punctuality and reliability ranges from 73 per cent to 97 per cent. Anthony Smith said: “The aim should now

be to narrow these gaps, so that everyone can enjoy good quality rail services.” Comparing the percentage of passengers satisfied for individual train operating companies with last year, one significantly improved (London Overground) and one declined (ScotRail). 19 TOCs have had no statistically significant changes in their overall satisfaction results compared with spring 2010. The highest ratings for overall satisfaction

RAIL Dartford station upgrade plans to improve passenger experience Details have been revealed of a multi-million pound revamp to Dartford station, which will modernise station facilities, provide a better end-to-end journey experience for passengers and better meet the needs of the people who use it for more than 3m journeys every year. The upgrade is being funded jointly by the © Network Rail Homes and Communities Agency through Dartford Borough Council and the government’s national stations improvement programme. Councillor Jeremy Kite, leader of Dartford Borough Council, said: “The new station will be a much more practical, pleasant and modern environment for rail users. Dartford commuters and visitors will soon have the station they deserve.”


Dartford-Thurrock River Crossing improvement consultation launched Plans to tackle congestion at the Dartford-Thurrock Crossing and invest in major improvements have taken a step forward as Roads Minister Mike Penning launched a consultation into proposed charge increases. The minister said: “The simple fact is many more motorists want to use the crossing than it was designed for and this leads to frequent lengthy delays, frustration and damage to the economy. “Unless urgent action is taken this situation will only get worse with traffic expected to increase. That is unacceptable. “It is clear that in the absence of the proposed increased revenues, we would not have been able to prioritise improvements which will benefit millions of road users. We are committed to introducing free flow charging

were achieved by First Hull Trains (95 per cent), Heathrow Express (95 per cent), Merseyrail (91 per cent), c2c (91 per cent) and Virgin Trains (90 per cent). Over 32,000 passengers were surveyed. Passenger Focus is the independent national consumer watchdog for Britain’s rail passengers and England’s bus, coach and tram passengers. They will use this research, working with train companies and Network Rail, to make a difference for passengers.



Road deaths in Great Britain at record low Annual deaths on Great Britain’s roads have fallen to its lowest figure since records began in 1926. Statistics published by the Department for Transport reveal that 1,857 people were killed in reported road accidents during 2010, a reduction of 365 (16 per cent) on the previous year’s figure. A total of 22,660 people

were seriously injured in reported road accidents (a reduction of eight per cent) and 184,138 people were slightly injured (a reduction of six per cent). There was, however, a seven per cent rise in the number of cyclists killed – up to 111. The number of cyclists seriously injured also increased, by two per cent to 2,660.

to reduce congestion and explore provision of new additional crossing capacity.” Subject to consultation, the proposal is that cash payments would increase for cars from £1.50 to £2.00 in late 2011 and to £2.50 in spring 2012. For 2 axle goods vehicles cash payments would increase from £2.00 to £2.50 in late 2011 and to £3.00 in spring 2012. For heavy goods vehicles they would increase from £3.70 to £5.00 in late 2011 and to £6.00 in spring 2012.





Road Maintenance


David Weeks, director of the Asphalt Industry Alliance, looks at the state of the UK's roads and urges the government to commit to increased funding for critically important maintenance The 16th Annual Local Authority Road Maintenance (ALARM) Survey1 published at the end of March, again paints a bleak picture of the state of our local road network. It found that one in five roads in England is in a poor condition, and the estimated time to catch up with the maintenance backlog remains at a depressing 11 years. Furthermore, the current figure to bring our roads up to scratch and clear the backlog of work needed across England and Wales is a massive £10.65 billion. Shadow Transport Minister, John Woodcock MP recently valued the backlog at £13 billion. Clearly, that level of investment will not be forthcoming in the current economic climate, but the repercussions of not making some degree of investment are dire. A VALUABLE ASSET The road network is a local authority’s single most valuable asset. All its other services for young and old, whether health, educational or environmental, depend on the road network, as does the area’s commerce and economy. Well maintained roads are critically important. Yet year after year our roads have been blighted by a lack of funding and their crumbling condition became all too obvious in the early months of this year following a prolonged spell of snow and ice. Journalists negotiating newly developed potholes on their way into work immediately recognised a news story that would chime with local communities. The AIA’s press office was swamped with calls from the first working day in January through to the end of February. When the ALARM Survey 2011 published its findings at the end of March it was apparent that the media’s appetite for pothole stories was not yet satiated and the public wanted some action. FUNDING The Department for Transport did its bit by making £200 million of emergency funding available in two separate announcements, in February and March. It was a popular decision, but one that came too late. Many local authorities expressed frustration that they could have worked more efficiently if the funding had been made in time for them to plan ahead, rather than having to react after the damage had been done. Worse still is the context in which the additional funding was made. Only six months previously the outcome of the comprehensive spending review saw the central government allocation for local E

The road network is a local authority’s single most valuable asset. All its other services for young and old, whether health, educational or environmental, depend on the road network, as does the area’s commerce and economy. Volume 22 | TRANSPORT BUSINESS INTERNATIONAL


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FUNDING E authority highway maintenance cut by a significant amount. While politicians claim that more funds are being made available than under the previous administration, the Local Government Association has done the sums. Using government figures to adjust for inflation, there has been a reduction of £356 million over the four-year period in real terms. Even maintaining the budget at existing levels would prove more costeffective than cutting the budget and then topping it up later with emergency funding. Reactive maintenance, simply plastering over the cracks, is not an efficient use of funds. Considering the value of the asset in question, even a small amount of investment would prove more beneficial than attempts to maintain cashflow. The additional emergency funding was welcome, but it simply wasn’t enough. WINTER WEATHER According to local authorities, the additional damage caused to our roads by winter weather over the last two years was £762m, easily swallowing up the successive government's three £100m emergency fund allocations over the same period. Until the underlying problem is fixed, there is no alternative to continuing to throw good money after bad. This year’s ALARM Survey revealed that three quarters of councils were unable to make good the damage caused at the beginning of 2010 by the time the snow fell again at the end of the year. So the ineffective circle of patch and catch up continues. Extreme weather is not the cause of the appalling state of our roads: it is a symptom of their fragile condition after years of underfunding and lack of preventative maintenance. The element most damaging to road structure is water, which can seriously undermine the integrity of the underlying structural layers. So ensuring that the surface layer of a road is sealed and has a consistent surface is a vital part of the maintenance process. Cracks in the road surface are themselves often early warning signs of damage to the underlying layers; ignoring them might help cashflow temporarily but is simply storing up larger bills for the future. REACTIVE MAINTENANCE Last year 29 per cent of road maintenance budgets was spent on reactive maintenance such as filling potholes. This is at least 20 times more expensive than planned preventative maintenance by resurfacing. Traditional pothole repairs cost an average of about £60 each, based on an average sized pothole of about one quarter of a square metre, whereas resurfacing costs in the region of £10 per square metre. Additionally, reactive maintenance is rarely permanent, requiring repeated treatment, which is obviously more expensive in the longer term than well planned maintenance.

Resurfacing the road with a good base and surface course will not require further expenditure for 10-20 years depending upon the level and nature of its traffic. The clear message is that without a serious shift towards more regular planned structural maintenance, resurfacing, strengthening and reconstruction, our local roads are set to continue in a downward spiral of mounting costs and serious decline. The ALARM survey revealed that local authorities in England and Wales paid £19.3 million in road user compensation claims last year, and the equivalent of 178 years of staff time was spent dealing with them. ROAD SAFETY There is also a human side to the problem. Almost all the authorities that responded to the ALARM Survey believe there is a threat to road users’ safety from road maintenance under-funding. AA president Edmund King said: “Lack of preventative maintenance and harsh winter weather has clearly taken its toll with our members reporting a marked deterioration in road condition. We have to keep up the battle against this blight which damages cars and risks road safety.” Potholes and crumbling surfaces are the most obvious problems for road users, in particular those on two wheels, but the factor most compromising to safety, and less obvious to drivers, is loss of skid resistance. This is severely compromised when roads become worn and lose their surface texture through lack of regular maintenance. MAKING FINANCIAL SENSE The state of the local road network is also undermining the economy. Another survey2 revealed that poor road condition was costing small and medium sized businesses around £4.1 billion per year in lost productivity and increased costs such as

Road Maintenance


damage to vehicles, as well as higher fuel bills resulting from congestion or diversions. Furthermore, crumbling roads squeeze local economies, which have been highlighted in government plans to rebuild stability and growth in the UK economy. In the same survey, more than two thirds of respondents stated that well maintained local roads are important to their business. Local communities are significantly affected by poor road condition which, with 92 per cent of all passenger transport carried by road, is something the public cannot fail to notice. Road condition was revealed as influencing decisions that people make about where to buy a home, where to go for leisure trips and even visiting shopping centres. The picture for central government reads clearly: money may be tight now but leaving the road maintenance underfunded and plastering over problems spells danger. With the chancellor unveiling the second leg of the Growth Review this autumn, a clear commitment to increased funding for road maintenance will play a big part in boosting the economy. A change in approach is long overdue, and the sooner we start, the better. L Notes 1. The Annual Local Authority Road Maintenance (ALARM) Survey is conducted by the Asphalt Industry Alliance and collects information from local authorities regarding frequency and standards of maintenance, funding and other related issues such as road safety. The information is collected confidentially and analysed independently.

2. The Economic Impact of Local Road Condition, AIA/YouGov, October 2010 FOR MORE INFORMATION



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Road Safety


of forcing people to behave better through legislation and regulation, guide them to socially acceptable choices through careful presentation of options. The immediate appeal of this approach is obvious – many policies based on the nudge agenda – require no new or extra legislation, cost nothing and so do not put any burden on the tax payer.


GOOD CHOICE ARCHITECTURE Professor Andrew Parkes, chief scientist, Behavioural Studies, TRL, translates the nudge agenda into improved transport safety Discussions between academics at the Business School and the Law School of Chicago University 2007 may seem an unlikely place to start an article on new directions in transport policy in the UK in 2011. However, those discussions between Richard Thaler and Cass Sunstein, and the subsequent international bestseller ‘Nudge: improving decisions about health, wealth and happiness’ have had an impact far beyond the expectations of those authors. Most of us in academia and the research community are content with a diet of regular conference papers, the occasional journal article and, if lucky, a book or two in a career that recognises that usually we are speaking to quite a small community of like minded scientists. Very few of us take the important step of making our research really accessible to the public or to policy makers and legislators. The authors of Nudge now talk to presidents and prime ministers directly. So what is so important about this

book? And what does it mean for transport, here, now, in the UK? AN INTERNATIONAL PHENOMENON It is important because it is a book on economic theory and decision making that has crossed over into the mainstream, become an international phenomenon, and the source of the phrase ‘the nudge agenda’. It has had such a direct impact on the governments of both Barack Obama and David Cameron that they have put in place special think tanks to see how the agenda can be put into policy. Within 10 Downing Street we now have a Cabinet Office Behavioural Insight Team that includes important figures such as Sir Gus O’Donnell (cabinet secretary) and Steve Hilton (director of strategy). This team, sometimes called the Nudge Unit is already influencing policy initiatives across many government departments. They are advised by Richard Thaler who encourages ministers to become, in his parlance, choice architects who, instead

TRIED & TESTED Can anything be so simple? Can it really be so different to what we had before? Well, according to my interpretation at least, those answers are yes, and no. Yes, the nudge philosophy is something real and tested and it works. No, the term is new but the approach has been tried in a variety of contexts before – we just hadn’t thought of calling it nudge. Interestingly, Dr David Halpern, the Nudge Unit’s director, has been here before – literally – having served in Tony Blair’s Strategy Unit. He promoted a related approach that has used MINDSPACE as a useful mnemonic: Messenger (whoever gives the information influences how it is received), Incentives, Norms, Defaults, Salience, Priming (subconscious cues) Affect (feelings from emotional associations), Commitments and Ego (and how to reward it for doing what we want). What previous authors, experts and commentators have failed to do in comparison to Thaler and Sunstein is first, get the timing right – promote a cost neutral, non-regulatory approach at a time of economic hardship – and second, almost as important, come up with such an annoyingly memorable term as ‘the nudge agenda’. To make my position clear: I believe in nudge (not at the exclusion of all else) and think it is essential in any thoughts about improving traffic safety. However, I think there is a danger of going too far and governments (any government) abrogating certain key responsibilities for regulation where it will still be needed. THE PRINCIPLES Let’s look at what Thaler and Sunstein actually said and how it applies to us. They have brought together ideas about economics, marketing and social psychology and synthesised them into six, very well thought through, principles of good choice architecture. They arranged the six principles into their own mnemonic which, with one small cheat, comes out as: • iNcentives • Understanding mappings • Defaults • Give feedback • Expect error • Structure complex choices They explain each of these principles in detail and provide a host of examples of good choice architecture in practice. Unfortunately the examples come from the areas of health psychology, insurance, pensions, gambling, organ donation and school meal choices. E











TRANSPORT POLICY EThe only example with even a tenuous transport link is the often quoted, but somewhat trivial, example of the design of the urinals at Amsterdam airport. Here the authorities were concerned about the perennial problem of some gentleman being rather too inaccurate in their aim and the consequent standards of cleanliness of the facilities. The solution was to encourage more concentrated and accurate aim by providing a target in the guise of a picture of a fly towards the centre of the porcelain. Most men found the temptation to aim at the fly overwhelming with the reported reduction in splashes landing on the surrounding tiles being as much as 80 per cent. It worked, it follows the principle of nudging people to do something better, took a step away from the heavy handed approach of informing and warning, was very low cost, has caught on like wildfire round the world and made the inventor a wealthy man. But though amusing and informative to a degree, it doesn’t immediately become apparent to me as an applied scientist concerned with road injuries, how to use this example to improve UK road safety. CAR SAFETY In trying to explore examples of real relevance to the business sector and transport I thought back to an important report from a few years ago. In 2004 there was a House of Commons Transport Committee report that looked at ‘Cars of the Future’ and reported that "half of all fatal and disabling injuries could be avoided if all cars provided the impact protection of the best cars in the same class". This doesn’t mean all cars should have the impact protection of, say, a top line Mercedes limousine. The conclusion is much more interesting. If all super minis afforded the same protection as the best super mini, if all 4x4s were as good as the best 4x4 and so on, we could have halved the frequency of fatalities based on 2004 rates. Well, in fact we have made huge improvements in the fatality figures in recent years and much of the improvement is undoubtedly due to clear developments in the safety performance of the vast majority of new vehicles in the fleet. Improved primary and secondary safety features are percolating throughout the model ranges rapidly. In light of the talk about behavioural change and choice architecture it is important to think through why this improvement in safety features has moved so rapidly recently, and why it didn’t happen around ten years ago at least. Most of the systems so widespread now were first demonstrated in some form in the mid 1980s or earlier. The government has played an important role and some legislation has played its part, but the real tipping point has come from a change in market demand – behaviour has changed – buyers choices have been nudged – even before the phrase nudge agenda was born.

Consumers have come to demand safety and manufacturers are competing to satisfy that demand. In the early 1990s this wasn’t so, and it is interesting to look at what has actually changed our behaviour. EURO NCAP From the 1970s onwards several European governments were showing interest in improving and standardising testing procedures for crash performance of cars. This was resisted by the majority of manufacturers. In 1994 the UK Department for Transport looked at setting up a new car assessment programme (NCAP) which could later expand across Europe. Euro NCAP was set up by the Transport Research Laboratory (TRL) for the UK DfT with input from France Germany, Sweden, the Netherlands and Spain. First results were heavily criticised by many car manufacturers who focused on the tests and the rating scales produced; claiming the tests to be so severe that no car could achieve 4 stars for occupant protection. However, Volvo with the S40 proved them wrong, being the first to achieve 4 stars, with the Renault Laguna following soon afterwards and being the first to achieve the maximum 5 star rating. The scheme has been further developed over the years and there is discussion about the feasibility of including more comprehensive tests of primary safety features too. No doubt the scheme will continue to have vigour and influence the market. The scheme itself cannot force international car manufacturers to change their products but it certainly provides a substantial nudge. CONSUMER CHOICE In a complex information environment where it is very difficult for the individual buyer to find out the relevant information to compare the performance of different vehicles directly, the use of the simple 5 star system with supporting performance information that maps directly on to the understanding of the intended audience enables the structuring of complex choices. When the only intelligible information for buyers centred on acceleration times and fuel use, it was understandable that buyers and producers alike focused on performance issues far more than on safety design. Both buyers and manufacturers now get incentives and feedback from this scheme. The buyer is assured they are to spend their money appropriately, the manufacturer aims to ensure their model at least matches the performance of the rivals. Although we might expect errors in understanding or questioning from the normal buying public, the information system defaults to the important range of indicators. The pressures in the system are now always towards better safety standards not lower ones. The government primed the system, the consumer has been nudged in the right direction and the manufacturers now are fully engaged in deploying leading edge safety systems in their cars.

Road Safety


ENVIRONMENTAL ISSUES Similar principles must influence our thinking about clean vehicle technologies for the future. Manufacturers will solve the many technical problems facing them. But at some point they will need a market to exist for their products. Very careful attention needs to be paid to the choice architecture presented to the customers for the next generation of vehicles, especially if alternative fuels are shown to be the way forward, in order to provide the right information, incentives and feedback to allow the market to grow naturally. Manufacturers are unable to create the new market effectively without support and stimulus from central government. The current government dislikes too close a focus on targets; indeed David Cameron in his first week in office said "if you want to set new targets, set new controls, impose new rules, don’t bother because you’re likely to get the red light!" Without getting embroiled in a discussion of what exactly is a target and how it differs from a desired outcome, the change in climate is clear. The most recent example of the government’s thinking, and one where the nudge agenda is referred to directly, is the Strategic Framework for Road Safety published in May 2011. In the introduction Philip Hammond, secretary of state for transport, said: "Much of the harm and cost is avoidable and it is not an inevitable consequence of road transport. We believe that further measures can be taken that will provide high value for money but we are clear that improvements in road safety need to be robustly analysed, considering all costs and benefits, the pressures on spending and the opportunity costs....our approach, where possible, should be based on making it easier for road users to do the right thing – improving education and training instead of resorting to more bureaucracy, targets and regulation." RESEARCH DIRECTION Some commentators have assumed that a combination of the nudge and the localism agendas will lead to central government stepping away from their role in controlling the direction and pace of road safety research. This need not be the case; in the same strategy paper Hammond attests: "...there is still a crucial role for national government in providing leadership in road safety, delivering better driving standards and testing, enforcement, education, managing the strategic road infrastructure and through research and the collation and provision of public information to support local delivery." The point that the transport community must adapt to is that the climate and the tools for safety improvements have changed. Types of research to be supported in the future are focused differently; the degree of analysis of cost effectiveness is increasing and the primary importance of road users choices are brought into greater relief. Choice engineers, your time is now. L





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A TECHNOLOGY DRIVEN APPROACH Flagship motorway scheme delivers increased safety and efficiency by controlling traffic flows more effectively

A key challenge for the Highways Agency is the management of England’s motorways to improve traffic flows and journey times, and reduce congestion. In 2006 the Highways Agency piloted an Active Traffic Management scheme – now called Managed Motorway schemes – on the M42 between junctions 3a and 7. This scheme was to become one of the most important benchmarks in the history of England’s motorways. SOLUTION The M42 scheme is based on the need to keep traffic flowing. Using sensors on the carriageway, traffic speeds and volumes are monitored so that congestion can be accurately measured. As congestion levels rise, the Highways Agency Traffic Management System (HATMS) located within the West Midlands Regional Control Centre assesses the incoming sensor data and will control the speed of traffic along this managed motorway section by automatically setting mandatory (red-ring) speed limits that are displayed on the gantries above the carriageways. To ensure a high level of compliance, the variable speed limits are enforced, which in turn then enables the safety and journey time reliability benefits. This is achieved by using a Peek-developed speed enforcement system called HADECS or Highways Agency Digital Enforcement Cameras System. Behind the scenes, Peek also provided a Hard Shoulder Management (HSM) control

system for the M42 pilot and developed the software for the operators so that, in times of congestion or in the wake of an accident, they can use it to open up the hard shoulder as an additional running lane. The software for this pilot was based on a similar application on the A38M where the number of running lanes in or out of the city of Birmingham can be adjusted between four and two lanes. OUTCOME 12 months after opening, a report found that there has been a 22 per cent improvement in the reliability of journey times on this stretch of the M42. Congestion has been reduced and, crucially, journeys on this stretch of motorway have been made safer. There has been a marked reduction in the number of accidents; results published in March 2011 in the Highways Agency’s three-year safety report into the M42 scheme show that accidents involving personal injury reduced by more than half (56 per cent), with zero fatalities. The risk of secondary collisions are also reduced, through the provision of MIDAS/queue protection. CCTV installed along the route allows the operator to monitor the M42 and verify any incident, or vehicle in an Emergency Refuge Area, and then respond appropriately and more quickly. The Managed Motorways system can also be used to manage traffic around an incident; once the signs and signals are set to alert drivers, they can be directed around the scene by the signing

Road Safety


of a lane as being open or closed. The success of the M42 scheme paved the way for the Managed Motorways system to be rolled-out onto other key sections of motorway, including sections around Birmingham – the ‘Birmingham Box’. A major milestone was achieved on the Birmingham Box Managed Motorways (BBMM) project on 1 February 2011 when the Peek HATMS at the West Midlands Regional Control Centre was further upgraded to enable site commissioning of this new Hard Shoulder Running scheme on the M6, junctions 8 to 10A. The Birmingham Box Managed Motorways Phases 1 & 2 (BBMM12) project (M6 between junctions 4 and 5, and M6 between junctions 8 and 10A) was successfully completed on schedule at the end of March 2011. The final phase of the project was the opening of hard shoulder running on a 6.7 mile section of the M6 between junctions 8 and 10A on 22 March. The hard shoulder on the 2.4 mile stretch between the slip roads at J10 has also been converted into a full-time running lane in both directions, which is a first. On the same day a three-year safety report into the M42 scheme was published, with separate research from short-term monitoring also announced, which found that road users believe that the stretches on the M40 and M6 (Birmingham Box) that are using hard shoulder running have improved. WIDER ROLLOUT Work to extend Managed Motorways to Junctions 5 to 8 of the M6 near Birmingham is expected to start in 2012/13, subject to completion of statutory processes. In the next few years the Highways Agency is expected to start work on introducing Managed Motorways to other sections of motorway, including the M60, M62, M1 and the M25. Peek is proud to be an integral part of a transport project such as this, delivering benefits to the travelling public. We are looking forward to making use of the skills and experience we have gained on BBMM12 in the wider roll-out of Managed Motorway schemes that are planned for start of works 2011-2015. L FOR MORE INFORMATION

About ARTSM Peek is a proud member of the Association for Road Traffic Safety and Management (ARTSM). ARTSM is an informed and influential force in the highways and transportation area. The Association seeks to benefit members through its representative role thus seeking to influence technological developments to improve standards in traffic engineering and operations.



Driving seat° Our Transport & Logistics team provides pragmatic, commercial legal solutions. Our multi-disciplinary team is fully integrated and draws on experience of handling legal and commercial issues to provide exceptional advice to those involved in transport management and service delivery in a constantly changing marketplace. We have considerable experience in acting for transport companies and those involved in fleet management, especially in the areas of corporate and general financing, mergers and acquisitions, commercial contracts, regulatory compliance advice, real estate and employment. For more information please contact Matthew on 0113 261 6047 or email

DWF LLP Voted ‘National Law Firm of the Year’ in the Legal Business Awards 2011.

Office locations: Leeds / Liverpool / London / Manchester / Newcastle / Preston ©DWF LLP 2011. DWF LLP is a limited partnership registered in England and Wales with registered number OC328794.



Vehicle Recovery


The modular approach to training has been recognised as the effective way for companies and technicians alike to train and maintain the highest standards demanded by the industry, explains Terry Crampton, training, assessment and quality manager at the Institute of Vehicle Recovery The roadside and recovery industry in the UK is one of the very few industries that has managed to develop a training programme that is both self developed and self regulating. In addition to this the resulting training standards are now being taken as a benchmark by many external authorities. Organisations from outside the recovery industry are currently sending their technicians to be trained to these standards, as many see that the only way to do this is via the VR modules. In 2006 the Institute of Vehicle Recovery (IVR) was designated as caretaker administrator of the National Training Scheme (NTS) for the rescue and recovery industry by the National Highways Sector Scheme NHSS17. In this role the IVR, with its partners in the industry serving on the management board, continues to develop and implement a national policy standard for the training and certification of recovery operators and technicians working on the UK’s road network. To help the quality of the training the IVR also works with the Independent Training Standards Scheme and Register (ITSSAR) which is the official body that monitors training and safety within the commercial operation of lift trucks in order to maintain and improve training standards. ITSSAR has also been the catalyst for the IVR developing a high quality training programme enabling instructors to deliver the training for the industry. ADVANTAGES OF TRAINING The VR module training has provided the industry with a distinct advantage, very similar to those discovered by other industries that adopted a new personnel development programme: • it will help to retain staff • it can reduce damage claims by the increase in skills • it improves the perception of the industry by the public • it can reduce external claims by offering proof of professional competence • it provides proof of Continuing Professional Development • provides a career path for roadside assistance and recovery technicians Within the structure of the IVR the training providers are authorised to deliver training and, working with the Rescue Recovery Trainers Association (RRTA), spend a great deal of time in the development of future courses. The approved training providers not only deliver training but also maintain

Technicians from BJG Solutions and McAllisters Recovery on the job that earned them the Bill Jackson Award for Professional Excellence

current VR modules and develop the range of new modules to fulfil any growing need that will benefit the industry. Two recent examples of this have been the VR19 Preservation of Evidence and VR20 Rotator courses. The VR19 course, originally developed by the IVR in cooperation with both Northamptonshire and Thames Valley Police Forces, has now been updated by Matt Ayling, of the RRTA, and is a perfect example of how training providers and the IVR work together to continually improve the training on offer to the industry. The VR20 Rotator course has been developed by Nick Ovenden of Ashford Recovery, and Mick Goodley, of Ashbourne Accident Repair Centre, on behalf of the IVR with Peter Martin of Peter Martin Support Services, developing the manual for the module. Both Mick and Peter feel that the VR modules are raising both the professionalism and the way in which customers view the industry. Mick Goodley commented: "I have noticed a difference since the course content was changed to include Skills Assessment as the assessment ensures that the courses do not award certificates for just attending and that those who attend have to individually demonstrate their level of knowledge and skills at the end of the course. The Skills Assessment has helped to deliver a much deeper level of knowledge transfer and gives the attendees, and their employers, more value for their money."

IMPROVED PROFESSIONALISM Roger Dawson of Rogers Rescue, Kidderminster has seen the VR modules develop and has used them for all his staff, he has seen the professionalism improve as a result. A VR20 course, run at Kidderminster, proved particularly useful as when Roger first acquired a rotator there were no courses that addressed the needs of the recovery operator. As a result he had to go out to a crane training company for his first course. Now the IVR has developed the VR20, Roger is delighted with the result but believes that advanced courses, such as VR20, may require at least five years' experience of recovery operations plus mechanical experience before a technician is asked to begin operating an advanced machine such as a rotator. THE VALUE OF THE VR MODULES The VR modules are increasingly being used as part of the rationale for awarding contracts. Roger King of CMG Training confirmed that the police contracts were increasingly asking for proof of the level of training, as were FMG and many others. Generally the increased level of professionalism is benefitting the industry. The emphasis on duty of care within health and safety, and corporate manslaughter legislation has meant that many outside the immediate industry are now anxious to ensure their staff receive the best available training to help and protect them in their working lives. E




Do you and your employees work within temporary traffic management schemes? Recieve the highest level of training and assessment with UTS With the ever increasing pressure on individuals or businesses to ensure that they or their employees receive suitable and sufficient information, instruction and training in order to complete their job safely and competently, finding the right training provider can prove to be a job in itself. Up to Speed Training & Assessment Ltd offers individuals and businesses working on or around highways suitable training and assessments in order to comply with the current HA requirements and National Highways Sector Scheme 12A/B,C & D, and NRSWA signing, lighting and guarding requirements and associated health and safety training, including first aid, manual handling, fire awareness. As an accredited Lantra Awards and City & Guilds training/assessment centre, our trainers and assessors have extensive experience of all aspects of sector scheme 12 and NRSWA signing, lighting and guarding requirements. The UTS training & assessing team pride themselves on delivering the highest level of training with a view to continuously improving the standard within the high risk

temporary traffic management industry. We recognise that all individuals’ and businesses’ needs are different, from as little as completing a one day training course to extensive training and assessments programs for all sector schemes, and signing, lighting and guarding, through consultation. Up to Speed Training & Assessments Ltd can provide tailored training and assessment solutions

best suited to the individual or business needs to ensure maximum effectiveness and efficiency. Courses can be delivered at any suitable premises around the UK or at our training centre in Birmingham, West Midlands. For course schedules and rates visit our website, and follow us on twitter @utstraining for updates on open course dates. Discounts are offered on multiple bookings, please contact us to discuss how we can assist you or your business. Additionally, Up to Speed Training & Assessment Ltd offers consultancy to any business seeking advise on sector scheme 12 or NRSWA signing, lighting and guarding compliance, and assists in achievement of Sector scheme certification. Keep your skills refreshed, current and fulfil your legal obligations. FOR MORE INFORMATION Tel: 0121 3268696

Temporary Traffic Management Training National Highways Sector Scheme 12a, b, c & d and NRSWA Signing, Lighting & Guarding Unit 002/010 training & assessments and all units of street works reassessments, nationwide coverage. Quick respsonse time to accommodate the changing circumstances of the industry, from 2 hours locally to 24 hours nationally. Consultancy work undertaken

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STANDARDS & CERTIFICATION E This has meant that organisations as diverse as local councils, car dealers and tyre companies have adopted some, or all, of the basic modules to assist in roadside safety for their roadside technicians. Others have opted for the core modules and those who deal with moving vehicles with a light transporter have added the VR6 course. Mark Hartell of Recoverysafe Training said; "We have noticed the increase in non-recovery organisations requiring basic roadside training. It is becoming part of the package offered by the employer and most understand the benefits of the training being offered." The training programme and associated certification is becoming a vital part of the industry and the means by which its members are recognised by outside bodies and contract providers. Above all, the training will be fundamental in providing rescue and recovery operators with the necessary knowledge and skills to improve standards of operation and safety throughout the industry. Having the training within the industry has many advantages, not least of which is the much reduced cost compared to other industries. For example, in the bodyshop industry the rates for PAS125 training will be in the region of £600 a day. The recovery industry will cost about half of that figure, achieving a significant saving.

PROFESSIONAL EXCELLENCE Training to these exacting standards reaps many benefits; at this year’s IVR AGM the Bill Jackson Award for Professional Excellence was presented, for the first time in its history, to two companies, McAllisters Recovery and BJG Solutions. The recovery that secured this award was not only difficult but also dangerous due to the highly toxic content of the tanktainer, which had fallen off a gantry crane onto its side, damaging the frame. Mark McAllister, MD of McAllister Recovery, explained: “I have run major incident scenes for over a decade yet still the odd job causes that little nag of doubt. The incident in question was one such job where the responsibility worried me from start to finish. Not because of concerns with the team, the kit or our recovery plan but simply the risk associated consequences had the slightest unforeseen event occurred. Thankfully the recovery was handled perfectly due to the skill, training and professionalism of those on the ground and I thank them all for the their hard work and dedication throughout the very long and tiring day. “In particular I was extremely pleased to have shared the award jointly with the team from BJG Solutions as it shows that with positive partnerships across the industry we can achieve so much. I hope that this incident

shows what our independent industry is capable of achieving through a desire to be the best, combined with real investment in our people, equipment and working practices.” Darren Donoghue, director of BJG Solutions, added: “We work in sometimes very difficult and often dangerous situations, not just big, high profile jobs like the one in question but on a day to day basis, loading a vehicle on the hard shoulder for example. Because we do it all of the time we can sometimes take for granted the risks involved. This job is a testament to the professionalism and pride in the job that our staff demonstrated during very difficult circumstances – a job well done by true recovery men. "I have seen quite a few comments made on the various forums by recovery people who suggested ‘rather you than me’, well these guys turned up, got suited up in full charcoal lined kit wearing respirators and just got on and done the job. Not even a suggestion that they were not willing to carry out this recovery, because that is what they do." Professional and safe recoveries of this nature show what is achievable through high quality training and development of staff. L

Vehicle Recovery



High quality, high tech vehicle test equipment V L Test Systems Ltd (VLT) is a private company that has been in business for over 53 years. The company designs, manufactures, sells and installs, and offers a second to none aftersales worldwide for its range of high quality, high tech vehicle test equipment. They are best known in the UK for their range of Roller Brake Testers and supply of VOSA ATF Lanes (previously known as Designated Test Lanes). The UK office is based in Buckingham with the main production factory based at Etten Leur in Holland. They also have sister VLT companies based in Singapore, Malaysia, France, Belgium and other locations worldwide. In the UK they are the biggest supplier of brake testers to VOSA GVTS stations and also have a major contract to supply brake testers and headlight testers to the Ministry of Defence worldwide with installation on military bases spread from the Falkland Islands to Canada, including Afghanistan, Cyprus, Gibraltar, Kenya, Germany. Also in the public sector VLT supplies numerous councils throughout the UK. In the private sector they supply major bus companies such as Stagecoach, First Bus, Go Ahead Group, Metroline as well as

private operators and coach companies. In the truck industry they supply main dealers such as Volvo, Scania, MAN, DAF as well as private workshops and well known hauliers and rental companies such as Ryder and Fraikin. They also have various installations in waste and recycling operators such as Biffa, S I T A,

and many private waste operators. They also specialise in building brake testers to suit specific projects such as Ainscough Craines, Heanor Haulage, Allelys. They are completely independent and ensure all aspects of installation, after sales and long term care of customers is carried out in house, and do not use third parties or agents at all. This way they can control the level of service offered which is extremely important especially for customers that have independent test lanes. Their engineers are located across the UK and VLT can offer a 24 hour response service on the UK mainland south of Inverness/Aberdeen. For customers who are interested in opening a VOSA test lane the company also offers a complete free of charge project package including planning, lay out, VOSA plans and help with the application. They can also assist with test lanes for all other types of vehicles, from motorcycles and caravans, to cars and vans. FOR MORE INFORMATION Tel: 01280 827809



Fleet Management



BEYOND THE BUDGET John Lewis, chief executive of the British Vehicle Rental and Leasing Association, discusses the budget and highlights further efficiencies that can benefit both government and taxpayers many it will be more important than all the other tax announcements put together. Most motoring organisations have welcomed the move, although many road users have dismissed it as nothing more than a token, which is only returning a portion of the extra fuel duty revenue taken from road users since VAT was increased in January. The 1p cut will save motorists around £400 million this year, which shows how even the smallest change in the rate of fuel duty can have a massive impact on tax revenues. Hence the need for the chancellor to balance out any duty cut with an extra tax take from North Sea oil and gas producers. Petrol retailers have been accused of not passing the cut fully onto customers. The government has had to come out publically and say that it will be watching fuel companies to ensure that they do pass the tax increases down the supply chain to their customers. Despite this close supervision, surely it is about time we saw the introduction of an independent fuel regulator that could protect consumers and ensure greater transparency on pricing?

In its March budget, the government finally started delivering on its promise of developing a simpler, fairer tax system. Meanwhile, it may not have abandoned the war on the motorist, but at least we have a ceasefire. The most high-profile announcement centred on fuel duty, where the government was expected to act following a high-profile Fair Fuel UK Campaign which garnered widespread support from businesses and the public. So it came as no shock when the chancellor abandoned the 1p per litre increase in fuel duty due for April, but then he surprised everyone by reducing it by 1p. Furthermore he announced that he would defer the planned inflationary increase until January 2012. The most interesting announcement was



the introduction of a fair fuel stabiliser. This will increase fuel duty by the rate of Retail Price Index (RPI) inflation when oil prices are high. However, in years when the oil price falls below a set trigger level (US$75 per barrel has been suggested) on a sustained basis, the government will increase fuel duty by RPI plus 1p per litre. It proposes to make up any resultant shortfall in revenue by increasing the tax on profits from UK oil and gas production. FINANCIAL IMPACT Whether you are a haulier, a fleet manager, a commuter or a just someone trying to keep your family car on the road, this imaginative tax measure will have had an instant impact on your weekly cash flow. For

THE FUTURE The amount raised by fuel duty has long since borne any resemblance to what is actually spent on UK road infrastructure. It is a cash cow – one of the government’s top five fiscal revenue sources – with British motorists contributing more than £26 billion to government coffers in the last financial year. Whitehall earns more from fuel duty than it does from taxing wine, beer, tobacco, gambling, air travel and house purchases put together – you can throw in the climate change levy as well. But alarm bells should be ringing at HM Revenue & Customs about the long term security of this revenue. After the budget, the Office for Budget Responsibility adjusted its estimates for fuel duty revenues, partly to take into account the chancellor’s fuel duty measures, but also because people are buying more fuelefficient cars and not driving as much as expected. Due to the latter two factors, the OBR expects the Treasury to earn around £3.9bn less from fuel duty over the next five years than previously expected. So what does all this mean? What are the implications if the market for electric vehicles really does take off, hitting fuel duty revenues even further? Will fuel duty have to rise inexorably, leaving petrol and diesel-engine vehicle drivers to subsidise the road E

E use of those whizzing around in a Nissan Leaf, Renault Fluence or Vauxhall Ampera? At the moment, fuel duty is a very democratic, pay-as-you-go form of tax that charges a motorist according to the amount of road they use and the pollution they emit. But the automotive world is changing and the government needs to explore a fairer pay-asyou go way of taxing road use that also takes into account another major issue facing the UK’s over-crowded road network – congestion. The answer has been there for a while – road pricing. The government needs to bite the bullet and explore ways in which a nationwide road pricing system could be introduced that takes into account both the emissions that a vehicle produces but also where and when it is travelling. OTHER BUDGET MEASURES Company car (Benefit-in-kind) tax will change. From April 2013, the appropriate percentages for all vehicles with carbon dioxide emissions between 95g and 220g per kilometre will be increased by one percentage point. This means a freeze in rates for cars emitting less than 95g per kilometre. These changes are a natural downward progression that will maintain the incentive for fleets and company vehicle users to make greener choices. However, the British

Vehicle Rental and Leasing Association (BVRLA) would like to see a return to the three-year forward view on the bands, which is essential for organisations in providing certainty and stability for fleet planning. The recommended Approved mileage allowance payment (AMAPs) rate rose to 45 pence per mile for the first 10,000 miles and 25 pence per mile thereafter. In addition to claiming AMAPs rates, an allowance for passenger payments currently in place for business employees, at five pence per passenger mile, was extended to volunteers. This increase in AMAPs is a back-door pay increase for public-sector and other grey-fleet users that will appease unions worried about job cuts and salary freezes. If the price of fuel has such an impact on vehicle running costs, the BVRLA would ask why we are not seeing a bigger rise in Advisory Fuel Rates (AFR), which are paid to people using company vehicles who don’t get their fuel paid for. Vehicle Excise Duty (VED) rose for all vehicles emitting more than 120g/km of CO2. Rising in line with inflation, it meant a £5 per year increase for vehicles emitting 121-150g/km and a £10 per year increase for those emitting 151-200g/km. Cars below 225g/km will face a £15 increase while its £20 and £25 increases for the two highest bands. First-year VED is up for cars over 130g/km,

with everything below that exempt from this showroom tax. The increases rise from £5 for models up to 150g/km to £50 for cars over 255g/km. The government provided a welcome boost for hauliers and vehicle manufacturers by freezing VED rates for heavy goods vehicles at their current level for 2011-12. In addition, discount rates for Euro VI Reduce Pollution Certificates (RPCs) of £500 will remain the same as for previous Euro standards. RPCs will be available for Euro VI standard vehicles from 1 January 2012 until 31 December 2016, when the new standard will become mandatory. The RPC will also be backdated for any eligible vehicles purchased before 1 January 2012. The fuel benefit charge mulitiplier, which is used to calculate the tax paid by employees who are given free fuel for their company car by their employer, has risen from £18,000 to £18,800. This figure is multiplied by the appropriate percentage for each company car (based on its CO2. emissions), using benefit-in-kind company car rates. The van fuel benefit charge has been frozen at £500 for 2011-2012. L

Fleet Management



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However you are involved in the vehicle rental market and whatever your vehicle rental needs, Nexus has propositions and systems solutions designed specifically to add value to what you do Nexus provides rental supply, rental management and software to both large and small business users. Customers range from fleet companies across the spectrum that are using rental strategically, to end users from the private and public sector utilising rental services tactically to support staff mobility and travel requirements. We believe that managing the use of daily rental needs to be a transparent process. Our class leading IRIS rental management suite of applications enables our customers to transact rental efficiently knowing that each transaction is placed with the

a reduction in the number of companies operating in the sector – and the commercial pressures facing every organisation – we are focusing even more on customer service. There has also been a real commitment to continued investment in the right technology and systems to deliver great customer service as cost-effectively as possible. AT THE HEART OF INNOVATION Companies like Nexus are at the heart of that innovation. We are facilitators – working with rental companies and our customers – which means we can focus on our customers’

Our customers are unique. Each has their own requirements and preferences, which we recognise and support. The one thing our customers have in common is access to our huge supply chain, which ensures we can provide the right vehicle at the right time at the right price. appropriate supplier and that the open system is providing all the monitoring and data necessary to support good decision making and maximum control over service and cost. THE RIGHT VEHICLE AT THE RIGHT TIME AT THE RIGHT PRICE Our customers are unique. Each has their own requirements and preferences, which we recognise and support. The one thing our customers have in common is access to our huge supply chain, which ensures we can provide the right vehicle at the right time at the right price. From the mundane to the bizarre, Nexus provides. Readers may be unfamiliar with our type of business; we are not a traditional car rental company but we work for fleet managers and help them get the best arrangements from rental companies. How exactly does that work? The UK daily rental industry has created the processes and systems to provide highly effective customer support. With

requirements without having to spend time or resources managing fleets or locations. We work with a myriad of suppliers – from the biggest to the smallest – which means we can offer customers the widest possible choice. No one company can match what an organisation like ours provides. Of vital importance is the relationship between facilitators such as Nexus and the operational rental companies. COMPREHENSIVE SUPPLY CHAIN Buyers need to be sure that they have secure access to a genuinely comprehensive supply chain offering a wide choice of vehicles. This requires a combination of international, national, regional and vehicle specific rental companies. Customers need to secure the right vehicle, the right service, the right location at an agreed rate. Increasingly this means having access to a multiple supplier platform that is easy to access and manage. For example, at Nexus we work in partnership with all the major rental

companies in the UK as well as more than 80 local, regional and specialist providers. This means we have access to a UK fleet in excess of 400,000 vehicles including over 80,000 commercial vehicles, to meet all the vehicle rental needs – no matter how bizarre they may be – of our customers, from one-day-one-way to 90-day plus. This is another important facet of organisations like ours. Because we have access to the majority of rental vehicles from national and local suppliers across the country, we aren’t afraid to have some vehicles tied up for long periods of time. For businesses that is vital – they need to know that if they need vehicles for extended periods there won’t be any penalties. ONE-STOP-SHOP Great choice and service has to be backed up by effective online tools for reservation management. Certainly working with facilitators like Nexus means businesses don’t have to shop around to find the right vehicle for their needs, in the right location – and at the best rate. It can all be done from the desktop, and there’s usually a high level of control in terms of managing rental usage, tracking the activity of individual renters and keeping a close eye on costs. COST BENEFITS Cost always matters. Customers should look for a rental management and supply business that can deliver advanced service propositions, no transaction charges and cost benefits through its greater purchasing power with the rental industry. The best solution for clients will be providers that deliver great systems combined with human expertise. You always need both so it is best to source from one provider. It’s a compelling proposition and one that more and more organisations are turning to in preference to using a single supplier. L FOR MORE INFORMATION Tel: 0871 9841947 Fax: 0871 9841944



Shell out less. Are you helping your business and the environment by driving smarter to cut your fuel bills? We know time is of the essence, but how many of your drivers appreciate that accelerating too quickly can burn up costly fuel as well as being harmful to the environment? Our Ecolution and Fuel Wise programmes are just two of the ways we can help your fleet drive smarter, reduce costs and improve your green credentials. There’s no one better suited to help you minimise your environmental impact. IAM Drive & Survive - Naturally better risk management.

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take a moment to consider the wider issue of occupational road risk.

In the UK it is estimated that between a quarter and a third of all road crashes involve a person and/or a vehicle driving for work at the time.

HEALTH & SAFETY Here at the Royal Society for the Prevention of Accidents (RoSPA), we have promoted the importance of “managing occupational road risk” (MORR) for 15 years, campaigning for organisations and regulators to address work-related road risk as a mainstream health and safety issue. As part of this ongoing campaign, we strive to raise awareness of the legal, business and moral reasons for taking seriously the safety of employees on the road, as well as the safety of all those on the road around them. RoSPA believes that when companies manage occupational road risk effectively, they play a vital part in road casualty reduction. There is some concern that the training is simply seen as a tick-box exercise, however, this is a waste of its true potential. Continuous improvement is a key part of driving careers (whether professional or private) and the Driver CPC scheme provides a framework for ongoing and regular training, enabling individuals to keep their skills fresh.

the UK alone. The figures will be much, much higher when the rest of Europe is included. Work-related road risk is therefore both a major road safety and occupational safety issue affecting not only vocational drivers – people, such as bus and coach drivers, whose job is driving – but also the vast range of workers who cannot do their job without travelling on the road at some point. The introduction of Driver CPC (Certificate of Professional Competence) a couple

COST SAVINGS As well as the obvious ethical reasons for preventing road accidents, having an effective approach to managing occupational road risk can also bring significant cost savings. Accidents are hugely costly, including in terms of lost business, administration, legal fees and rising insurance premiums. Research by the Health and Safety Executive (HSE) has suggested that for every £1 recovered through insurance after an accident at work, E

Employers are well placed to make a valuable input towards reducing death and injury on our roads, says Rick Wood, training and quality assurance manager for road safety at RoSPA Driving is the most dangerous activity that most people do in the course of their working lives. In fact, in the UK it is estimated that between a quarter and a third of all road crashes involve a person and/or a vehicle driving for work at the time. This means that every week about 200 people are killed or seriously injured in “at-work” crashes. And this is in

of years ago was one of a series of changes to the transport industry aimed at making the roads safer for everyone. Safer driving is a key focus of the Driver CPC scheme, and as well as the obvious benefits that this brings for drivers, their families and other road users, it is also hoped that businesses – particularly smaller

firms – will experience the financial cost savings that stem from fewer accidents. With a significant overlap between safer driving and environmentally-friendly driving (also known as eco-driving), Driver CPC should also lead to a reduction in fuel consumption – good for businesses keen to demonstrate they are doing their bit for the environment, while saving them money as well. We will look at Driver CPC in more detail later in this article, but let’s

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Driver Training


E between £8 and £36 may be lost through uninsured costs. Accidents can also impact negatively on worker morale, and, particularly when they involve liveried vehicles, can adversely affect corporate reputation. Preventing accidents, therefore, makes good business sense. If firms, and particularly SMEs, are worried about the cost of prevention – and in the current difficult economic climate, this is entirely understandable – consideration should be given to the substantial savings that will arise from fewer accidents, and also from driving more fuel efficiently. When options for protecting the bottom line by increasing sales and turnover are limited, avoiding the losses caused by accidents becomes all the more important. LEGAL ISSUES There are also legal prompts for taking work-related road risk seriously. Guidance from the HSE makes it clear that employers have a duty under health and safety law to manage the risks faced by their employees on the road. The police also look at work-related factors when road crashes are investigated, and we have previously seen company directors successfully prosecuted for manslaughter after crashes that could be linked back to working practices, including where drivers had been allowed to spend excessively long hours at the wheel. With April 2008 marking the implementation of the Corporate Manslaughter and Corporate Homicide Act, there has also been a great deal of speculation about if and when we will see this revised law used in relation to work-related road deaths. MANAGING RISK To effectively address occupational road risk, RoSPA advocates that organisations need a robust management system, rather than a series of disjointed one-off interventions. Training is an important part of this system and risk assessment, preferably on a driverby-driver basis, will identify specific training needs, meaning scarce resources can be directed to where action is really needed. There has been concern that training itself has simply been seen as a tick-box exercise by some organisations. However, this is a waste of its true potential. Continuous improvement is a key part of driving careers (whether professional or private) and training – and specifically the Driver CPC scheme, which provides a framework for ongoing and regular training – enables individuals to keep their skills fresh. HOW DOES DRIVER CPC WORK? Driver CPC was introduced for professional bus and coach (PCV) drivers in September 2008 and was extended to cover professional lorry (LGV) drivers in September 2009. Professional drivers of lorries of 3.5 tonnes and upwards and passenger-carrying vehicles with nine seats or more are covered by the Driver CPC arrangements

Employers of all kinds are well placed to make a valuable input towards reducing the tragic toll of death and injury on our roads. If they lead by example, we could see road safety becoming a greater priority throughout society in general. and just holding a vocational licence is no longer enough for someone to work as a professional bus, coach or lorry driver. Those who gain their Driver CPC are issued with a Driver Qualification Card (DQC), and it will be mandatory for a driver to carry this while driving. Drivers must complete 35 hours of periodic training in seven-hour blocks every five years to maintain their Driver CPC. Those who are new to the driving profession can acquire their Driver CPC at the same time as their vocational licence. After this initial acquisition, these new professional drivers will need to meet periodic training requirements. Existing professional drivers do not have to pass the initial qualification, but they are subject to the periodic training requirements and must complete their first 35 hours by 9 September 2013 (PCV) or 9 September 2014 (LGV). Among the subjects on the Driver CPC syllabus are safe and fuel-efficient driving, tacograph and drivers’ hours rules, customer service and dealing with emergencies. There are penalties for professional PCV or LGV drivers who drive without a Driver CPC and for those who are not carrying their DQC while they are driving. There are also penalties for operators who cause or permit a driver to drive without a Driver CPC or DQC. Any EU enforcement body, including the police, VOSA and the DVLA, are able to ask drivers for proof of their Driver CPC – so it makes sense to ensure your organisation is compliant.

TAKE THE OPPORTUNITY From its outset, the Driver CPC scheme has offered a real opportunity for the professional driving industries to enhance their role in respect of road safety. RoSPA is delighted to be playing a part in this – by being an approved training centre, offering a range of solutions to help organisations and individuals comply with the regulations. The challenge remains to raise the profile of managing occupational road risk among organisations that do not employ professional drivers in the traditional sense, but which have, for example, fleets of sales reps, managers who drive to meetings or workers who travel between sites. Please be assured that RoSPA will continue its work to encourage these firms to take road safety seriously, recognising that the passenger transport and haulage industries are not the only ones that have a road safety role to play. Employers of all kinds are well placed to make a valuable input towards reducing the tragic toll of death and injury on our roads. If they lead by example, we could see road safety becoming a greater priority throughout society in general. L FOR MORE INFORMATION For more information about Driver CPC and how you can ensure your organisation is compliant, visit default.aspx or call RoSPA’s training team on 0121 2482233.



Fuel Management




With operating costs on the up and fuel price playing a large part, this highly important issue must be addressed as a matter of extreme urgency, says the Road Haulage Association Last November the Road Haulage Association reported that the cost of running a truck had increased by 4.9 per cent. This information was supplied by members for the annual cost movement report, each year this covers the period October until the following October. However, it was from October that fuel started spiralling upwards due to large gains in the price of oil – in fact over the next six months fuel went up 16.6 per cent using our bulk weekly fuel survey as the marker. As a result, the RHA undertook a snap survey of its members, looking at all costs associated with truck operations. The results showed that hauliers’ costs have increased by another 7 per cent in that short space of time with 5.2 per cent of that being due to fuel costs. That alone means an increase of £6,890 per year per truck but there were also notable increases for vehicle insurance (+5.6 per cent), repairs and maintenance

prices rise dramatically from a turn of the year price of 89.92ppl (excl. VAT) increase to the giddy height (at the time) of 108.64ppl then fall back to 82.65ppl by year end. As there was no fuel mechanism in place the company had to swallow the increased costs of nearly £50k. The following year one of its main customers lost their work, which in effect halved the transport firms business. Vehicles were taken off the road and drivers made redundant in an effort to reduce costs, however, by 2010 with work now picking up again the firm decided it was time to upgrade the fleet meaning better economies and lower maintenance costs. With the work doing well and the better vehicles saving some costs it looked as if events had been turned around but then the terrible weather towards the end of 2010 took hold. In effect this meant the collected goods could not be delivered due

The Road Haulage Association has been working flat out to get a fair deal on fuel It is encouraging that by collaborating with the Freight Transport Association, the RAC and industry campaigners, we have already made a difference. (+6.17 per cent) and tyres (+4.57 per cent). We’ve not seen the end of tyre increases either owing to global natural rubber costs, which doubled in 2010 and continue to rise. THE REALITY This of course will not be news to operators; rather a confirmation of cold hard-faced reality where major expenditure is up front with a typically (and increasing) time delay before invoices are settled. Indeed the transport press carries examples of companies failing in the current climate virtually every week. Many examples of this are available, however, a recent one to us shows how a once profitable business can start to decline and then be consumed by events leading all the more often to demise. The company in question, a small family concern in a specialist sector, had been trading for years and had been quite comfortable. The company set its prices annually with a couple of key customers, but critically, did not have any adjustment mechanism in place for fuel. 2008 saw fuel



to roads that were impossible to use, this resulted in only 50 per cent of possible working time actually being used. Cash flow was by now becoming a problem but orders were coming in, and due to fewer own trucks work was subbed out. The firm was using invoice factoring and as they now only had one major customer they quickly hit their limit on available cash from invoices. Other customers were also getting slower at paying and eventually they could not meet their overheads and the time to call it a day arrived. Is there a moral to the story? It’s more a case of being ever ready to change with the times, use fuel adjustment mechanisms as no company can survive relentless upwards pricing pressures, yet many operators still do not use them. It’s doubtful if the price fuel will go down significantly for the rest of this year. Where possible, all your eggs should not be in one basket where customers are concerned although this can sometimes be very difficult, problems get worse if they happen to be a late payer too. Was it a good time to invest in new vehicles if it meant

no reserves were then available especially if coinciding with later and later incoming payments? If nothing else, it proves the point that hindsight is, indeed, a wonderful thing! THE FUEL AGENDA Despite the ever increasing levels of legislation and regulation surrounding the UK road freight industry, fuel continues, and will always be top of the agenda – for the economy, for the general public regardless of whether or not they drive and in particular for British hauliers. To that end, the Road Haulage Association has been working flat out to get a fair deal on fuel and to keep the issue at the top of the political as well as the industry agenda. It is encouraging E

Fuel Management


therefore adding another 2.19ppl and a total duty figure of 63.16ppl. For every penny increase, either on the price of fuel or on fuel duty, adds £424 a year to a truck's operating costs; since October 2010 that has meant an increase of £6,542 per truck per year relating to fuel. In simple weekly terms it means that companies now have to pay £125 a week more than back in October 2010. Fuel usage in the UK currently amounts to 49 billion litres annually (24bn petrol + 25bn diesel). Her Majesty’s Revenue and Customs estimates this to be £26.9bn (excl. VAT) for the 2011-12 tax year rising to £28.5bn for 2012-13. UK hauliers are walking a financial tightrope at the best of times. In the past 18 months, as a result of duty and oil price rises, the cost of a litre of diesel has risen by 20.6 per cent or 23 per cent at the pump for the ordinary motorist. Road hauliers have, and will always be regarded as a reliable source of income through direct and immediate tax. This industry provides an essential link in today’s supply chain network yet it seems we are being penalised for operating in a cost effective, economically viable and environmentally friendly manner. Yes, we were encouraged that the fuel duty escalator was scrapped and were equally encouraged at the plans to introduce a fair fuel stabiliser although this has yet to materialise. This is an industry that needs incentive and encouragement – two things that are desperately needed if the industry upon which UK plc is so totally reliant is to stand any chance of both short and long term survival. If these issues are not tackled as a matter of extreme urgency, the future prospects for the UK economy and its hauliers, at best, look depressing indeed. L FOR MORE INFORMATION

For every penny increase, either on the price of fuel or on fuel duty, adds £424 a year to a truck's operating costs; since October 2010 that has meant an increase of £6,542 per truck per year relating to fuel. In simple weekly terms it means that companies now have to pay £125 a week more than in October 2010. E that by collaborating with the Freight Transport Association, the RAC and industry campaigners’, we have already made a difference. The proposed 1 penny per litre fuel duty increase, due to come into effect following this year’s spring budget, quite simply, could not be allowed to happen. The campaign group renewed its efforts to have it abandoned as the surge in inflation meant that the rise would be even worse than anticipated. As the chancellor’s commitment was to a 1ppl rise on top of inflation, it meant that the price at the pumps could easily have risen by a massive 5p per litre; nearly 23p per gallon! EFFECT ON OPERATING COSTS Thankfully, the relentless campaigning paid off and we saw a duty freeze. But there is no room for complacency. Another 3.02ppl rise is due to come into effect on 1 January 2012, bringing fuel duty up to 60.97ppl and in August it will rise yet again by the RPI rate in place at next year’s budget. The current forecast is that RPI will be 3.6 per cent,




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Volume 22 | TRANSPORT BUSINESS INTERNATIONAL 19/03/2011 09:38:11



Transport Security


Transport Security Expo focuses on mass transit in the run up to next year's Oympic Games Transport Security Expo, the annual gathering of professionals at the sharp end in delivering protective security measures across transportation networks, returns to London Olympia 13-14 September. This year’s event brings sharp and timely focus to the challenges faced by those tasked with securing and protecting public transport systems as the capital gears up to host the 2012 Olympic Games. POTENT REMINDER London is no stranger to attack on its transport networks. The suicide terrorist strike on underground and bus services in 2005, in which 52 people died and over 700 were injured, remains etched in the mind. These almost simultaneous attacks serve as a potent reminder that mass transport systems are extremely vulnerable to those with intent to do harm.

Train, underground and bus networks have a pivotal role to play in transporting an estimated third of a million visitors a day to the various Olympic venues around London and elsewhere across the country. The task of delivering utmost security and crime prevention across this diverse and dispersed transport network, has presented substantial challenges to planners and required innovative thinking. VALUABLE INSIGHT Delegates attending the 'Securing & Protecting Public Transport Systems' conference will be given valuable insight into the challenges faced in securing such open and accessible transport systems, as well as an overview of the preparations being made for the Olympic Games, in two keynote presentations by Niki Tompkinson, security consultant and former director of TRANSEC, and Stephen

Thomas QPM, assistant chief constable - operations, British Transport Police. History has shown that global events such as the Olympics are considered high value targets. Being held against a backdrop of increasing instability across the world and the potential that such unrest may give rise to further terrorist activity, it is hardly surprising that vast sums are being invested in ensuring the Games remains open and accessible but safe and secure. TECHNOLOGY & INNOVATION Delegates attending this vitally important conference will discover that lessons learned in preparing transport networks for their pivotal role in the 2012 Games have significant legacy benefits in the years to come. Richard Harris, director - Intelligent Transport Systems, Logica, will outline how technology and innovation is the key to strengthening E




SER . M U -








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EVENT PREVIEW recorded 349 truck thefts in the first quarter alone. Many of these trucks were probably stripped down for their components as well.

London is no stranger to attack on its transport networks. The suicide terrorist strike on underground and bus services in 2005, in which 52 people died and over 700 were injured, remains etched in the mind. E public transport security and how this might be applied in the years to come. An enquiry conducted by the London Assembly as well as findings from coroners' inquests have laid bare failings by emergency services and others in the intervening years since terrorists struck on the capital’s transport network. Responding to such a devastating and near simultaneous sequence of events presents significant challenges. Paul Dadge, senior consultant, PC Paramedic Solutions Limited, and deputy assistant commissioner Bernie Higgins, head of special operations group, London Fire Brigade, will deliver insightful commentary on what was done well and what could have been done better. They will also comment on the complexities and complications facing emergency first responders to such horrific events. Transport Security Expo’s 'Securing & Protecting Public Transport Systems' conference brings clarity to the present day challenges imposed across the mass transit networks. FOCUS ON FREIGHT Transported Asset Protection Association (TAPA), the multinational agency with a sharp focus on mitigating supply chain losses, has joined forces with Transport Security Expo to drive home the message that such losses are reaching unsustainable proportion.

Theft of in motion high value products within the European supply chain remains lucrative business for criminals. A four year old report commissioned by the European Union estimated the cost to business to be in excess of €8.2bn (£7.2bn) a year and there is every reason to expect this figure has risen substantively in the intervening period. TAPA will focus attention toward intelligence, auditing and insurance issues and deliver key insight into the threats faced within the UK operational theatre in consort with TruckPol. TAPA is a unique forum that unites global manufacturers, logistics providers, freight carriers, law enforcement agencies, and other stakeholders with the common aim of reducing losses from international supply chains. Its membership includes many of the world’s leading manufacturing brands as well as their logistics and transport providers with combined annual sales of over US$900 billion (£560bn). TAPA security requirements are recognised as the industry standard for cargo facility and transport security globally. The organisation’s Incident Information Service (IIS) captures and shares data, enabling its members to use the latest cargo crime intelligence to avoid incident hot spots, protect goods in transit and, if required, report and trace stolen property. Statistics show that the United Kingdom has topped the European league table for truck crime for the entirety of the year. TruckPol

Transport Security


DANGEROUS OCCUPATION The crime is also becoming increasingly violent. The death of a Polish lorry driver in the UK seven months ago, highlighted the dangers that drivers of high value loads are exposed to when on the road. Bogdan Bartczak's lorry was found minus its load of televisions. Six men and a teenager will go on trial in the UK this month faced with charges including kidnap and robbery in relation to this theft. Police say his death was mostly likely due to a heart attack. Elsewhere in Europe, drivers have been incapacitated with pepper spray and severely injured by criminals armed with knives, within the first five months of this year. Many of these attacks are carried out by organised criminal gangs. Although police forces across Europe are having some success in countering this crime, much more needs to be done. A recent Europol coordinated international operation in France, Hungary and Romania resulted in the arrest of a 22 member strong gang who had been targeting vehicles across the EU. Spain’s Civil Guard arrested 10 Romanians suspected of involvement in cargo thefts from trucks in motion earlier in the year. The gang is accused of carrying out at least 50 cargo thefts on national roads in several provinces, including Zaragoza, Valencia, Madrid and Alicante. They specifically targeted vehicles carrying electronics, mobile phones and perfumes. TAPA and Truckpol clearly have an important message to deliver within their conference at Transport Security Expo. KEY CALENDAR EVENT Transport Security Expo also focuses in on security issues in the aviation and maritime sectors. Aviation has been on the terrorist radar again in the past couple of years. The industry is battling to find methods to identify hard to detect and highly innovative improvised explosive devices implicated in several attempts to down passenger and cargo aircraft inflight. Maritime is still struggling to address the issue of piracy within the vital sea lanes around the Horn of Africa and Indian Ocean. Despite a significant naval presence within the region, Somali pirates continue to seize and hold vessels, crew and high value cargos for ransom. A significant number of vessels and hundreds of crew members remain in captivity. L FOR MORE INFORMATION Please contact Nicola Greenaway-Fuller Tel: +44 (0)20 85429090



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The association of European Rail Infrastructure Managers (EIM) says the recast of the First Railway Package is crucial to the future of an effective rail network across Europe The association of European Rail Infrastructure Managers (EIM) believes that the recast of the First Railway Package currently under discussion by EU institutions is a great opportunity to boost rail and turn it into a more competitive mode of transport. This can be done by establishing a clear framework for the sustainable financing of the European rail network, clarifying rules for infrastructure charging, enhancing the independency of infrastructure managers and reinforcing the powers and competences of national regulatory bodies. WHAT IS THE FIRST RAILWAY PACKAGE? The First Railway Package is a set of EU directives adopted in 2001, which was designed, amongst other things, to liberalise

rail freight, to establish a transparent regulatory framework for the allocation of capacity and charging for access to rail infrastructure across the EU, and to create a framework for the licensing of train operators in each member state. Notwithstanding its ambitious goals, for various reasons, the First Railway Package failed to sufficiently achieve its declared objective of market opening. In 2008 the European Commission reported the following shortcomings: • A lack of independence of some

Rail Policy


infrastructure managers • A failure in some member states to set up an independent regulatory body with the necessary powers • Discrimination in the provision of rail related services, such as fuelling, shunting, or services in stations • Insufficient implementation of the provisions on track access charging, such as the absence of a performance regime • A lack of stable financing for infrastructure managers enabling them to adequately maintain rail infrastructure, reduce costs and deliver a high performing rail network. To tackle these and other key problem areas, in September 2010, the Commission published its long waited proposal for amending the First Railway Package (recast). EIM welcomes this proposal of the Commission as well as its objectives to promote the development of an effective rail infrastructure network, to establish an attractive and genuinely open rail market, to remove administrative and technical barriers and to ensure a level playing field with other transport modes. CONTENTS OF THE PROPOSAL The Commission’s proposal provides for a farreaching revision and covers a particularly E

New framework conditions and instruments are urgently needed to ensure a sound and sustainable financing of the European rail network.





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INFRASTRUCTURE E wide range of issues. Therefore, it is important to have a clear overview of the contents of the proposal to understand what is at stake. The recast sets out a number of new obligations for EU member states and Iinfrastructure managers, including the obligation for infrastructure managers to balance accounts over a period of no more than three years, and accounting separation for transport services by railway undertakings and management of railway infrastructure, and for rail passenger and freight services. Further, it includes the obligation for infrastructure managers to develop a business plan incorporating investment and financial programs; and a detailed list of information to be published in the network statement including information on access and charging in relation to both infrastructure and service facilities; the network statement is to be published in at least two official EU languages. The recast also proposes the obligation for infrastructure managers to develop and maintain an inventory of assets with their current valuation as well as details of expenditure on renewal and upgrading of infrastructure; and the obligation for infrastructure managers to publish regulatory accounts. Lastly, member states will have to publish a rail development strategy covering a period of five years; and member states must also conclude contractual agreements with infrastructure managers providing for state funding over a period of no less than five years. The proposal of the Commission sets out a detailed list of the basic principles and parameters of such contractual agreements among which (i) a set of user-oriented performance targets and (ii) a mechanism that ensures that cost reductions are passed on to users. CHARGES AND COMPETITION The recast proposal also focuses considerably on charging for rail infrastructure. While the fundamental principle of cost-based charging is not altered, the Commission provides an explicit list of costs categories (e.g. network-wide overhead costs or capital costs) which shall not be taken into account by infrastructure managers when levying infrastructure charges. The proposal also contains several additional measures, including the possibility for infrastructure managers to levy mark-ups if the market can bear it and in accordance with specific criteria, the requirement to internalise the costs of railway traffic noise, the requirement to grant trains equipped with ETCS running on lines equipped with national systems a temporary reduction of infrastructure charges. Additionally, the recast covers competition related issues, such as rights of access to infrastructure for freight and international passengers and the rights of access to

rail related services. It also reinforces the independence of the essential functions of infrastructure managers. Last but not least, the recast also includes measures reinforcing the independence, competences, and powers of regulatory bodies. Of all the issues listed above, charging and financing are of particular importance to infrastructure managers. THE IMPORTANCE OF CHARGING FOR RAIL INFRASTRUCTURE Infrastructure charges are a key factor determining the competitive position of rail in relation to other modes of transport. Infrastructure charges should be set according to harmonised principles set out in EU legislation but should not be at the same level in every member state, owing to the differences existing in national policies. In order to ensure the competitiveness of rail, charges should be predictable and could

Rail Policy


a long journey to travel until it translates into concrete measures at national level. At the time of writing, the EU Council of Transport Ministers has just adopted a “general approach”, based on a political compromise proposed by the Hungarian EU Presidency, which entails downplaying somewhat the Commission’s ambition to increase the commitment of member states to reform the railway sector and to create a truly European railway area. Notably, the Council agreed that MACs shall cover a period of three years rather than five as proposed by the Commission. Besides, Rail Infrastructure Development Strategies shall be merely indicative and limited to the maintenance, renewal and development of infrastructure. In EIM’s view, this represents a truly disappointing outcome. Discussions in the European Parliament are also not progressing as expected. Initially foreseen for July, the vote in the Transport

Infrastructure charges should be set according to harmonised principles set out in EU legislation but should not be at the same level in every member state, owing to the differences existing in national policies. take into account environmental factors so as to meet the challenge of climate change by ensuring a sustainable mobility. Charging and financing are two sides of the same coin. The level of infrastructure charges depends on the funding that infrastructure managers receive from their member state. Infrastructure managers can afford to set lower charges if they receive a proportionate amount of funding. TOWARDS SUSTAINABLE FINANCING EIM sees financing as currently the most critical problem for many infrastructure managers. Imbalances between costs and funding generated indebtedness, with growing historical debts and increased deficits. The current public financial constraints are progressively worsening the situation. New framework conditions and instruments are urgently needed to ensure a sound and sustainable financing of the European rail network. EIM has long argued that multi-annual contracts or agreements (MACs), along the lines of the Commission proposal, are a key tool for infrastructure managers to develop a long-term vision and strategic planning, and can help in building a win-win situation between governments and infrastructure managers. As well as ensuring the long term financial stability of infrastructure managers, they increase cost efficiency and predictability. The European Commission proposal to recast the First Railway Package still has

Committee was recently postponed to October. Ms Serrachiani, the member of the European Parliament responsible for this dossier, described the proposal of the Commission as insufficiently ambitious and is pushing for full ownership unbundling, stronger commitment from member states (e.g. MACs to cover a period of seven years), enhanced levels of independency of regulatory bodies, and clear rules on track access charging. According to the new timetable, the European Parliament is due to finalise the first reading of the recast at a plenary meeting in November. This will be followed by a second reading by both institutions, which may well take up another year or more, especially if a conciliation procedure is required to close the gap between the European Parliament and the Council. IN CONCLUSION EIM firmly believes that an ambitious recast is crucial to the future of Europe’s rail network. Currently the position of the European Parliament seems to be on a clear collision course with the position agreed by the Council. Reconciling both positions in a second reading will therefore be a challenging task. EIM will continue to feed into the political debate in order to ensure the adoption of a regulatory framework which best contributes for the creation of a true single European railway area. L FOR MORE INFORMATION






OPPORTUNITIES FOR EFFICIENCY With forecast population and job growth in the UK capital, the case for continued investment in London's rail transport system is stong, argues Geoff Hobbs, head of planning at TfL London Rail Last year in these same pages, Ian Brown wrote about the vital services National Rail provides to London, how London drives the UK economy, and so the UK’s future economic recovery, and how prosperity depends heavily on continued investment in London’s rail transport. That call was a time of great uncertainty for the rail industry in general and indeed Transport for London specifically in the run-up to the autumn’s comprehensive spending review. The article then formed part of a strategy to set out a strategic justification not to cut investment, as then seemed possible. One year later and some of the clouds are clearing, even as others are forming. For example, TfL took a 21 per cent reduction in its funding as a result of the comprehensive spending review, but has managed to protect

extra anticipated capacity. Secondly, the rail industry has a new challenge, that is to earn its "licence to grow" through bearing down substantially on its absolute and unit costs, the phrase drawn straight from the recent McNulty rail value for money report, entitled 'Realising the Potential of GB Rail'. STRATEGIC PLANNING For these reasons, the months through to July 2012 are important ones for the strategic planning of the railways. This is because this is when the DfT will publish the high level output specification (HLOS) for the period 2014-19. In simple language this will set out what outputs the government wants to buy from the rail industry. These plans will determine the level and nature of investment in London’s railways.

The 2011 budget announced £200 million for additional projects such as the Ordsall curve in Manchester and redoubling of the Swindon to Kemble route in the West Country. Electrification projects are also confirmed on the Great Western to Cardiff and in the North West of England, worth well over £1 billion. A £100m fund has been established for commercial station projects. many of its Tube upgrade programmes and famously the Crossrail project remains not just committed but substantially underway, albeit with some extension to timescales. Similarly, the expansion in National Rail capacity is largely still in place, Thameslink programme included. For those planning the successful future for the capital, this is a major achievement and is testament to the great efforts made in evidencing the case for this investment. FURTHER CHALLENGES This is of course far from being the end of the story. Firstly, it is not the case that all is well once the current programme of investment is completed. Demand has surpassed its pre-recessionary level, and crowding remains in prospect despite the



This matters not just because railways carry so many people; Londoners make six times as many trips per head compared to any other area in England for a subsidy of 4.8 pence per kilometre travelled compared to 16.6 pence for the rest of the country (source: McNulty report). Rather, investment in the capital’s transport makes a crucial contribution to the realisation of the government’s economic growth strategies for the UK as a whole. It is the quality and quantity of rail transport that enables the UK’s biggest agglomeration of its most productive and highvalue industries in central London. One outcome of this is that London and the South East provides 43 per cent of all tax revenues in the UK. In 2007/08 it is estimated that the capital contributed between £14bn and £19bn to the rest of



the country via a tax export, a figure that is forecast to rise to £27bn by 2015/16. The importance of transport to the economy is now widely appreciated. The East London railway and the Docklands Light Railway (DLR) have both been extended recently – these projects are ready for the London 2012 Olympic and Paralympic Games. Transport for London (TfL) is delivering a wholesale upgrade of the London Underground (LU) system. Crossrail is now under construction. INCREASING CAPACITY This investment, together with the DfT-funded Thameslink Programme and improvements to National Rail through the current high level output specification, will increase the capacity of the city’s rail system by nearly a third. It will also help enable London to retain its position as the pre-eminent world city for international financial services, retail and the creative industries. Crossrail and the Tube upgrades add £78bn to the UK’s wealth, an overwhelming long-term economic case for investment in London’s transport. Continuing planned investment in London’s transport network will ensure that the UK is not at a global competitive disadvantage and will support the economic recovery. By 2031 there will be 1.25 million more Londoners and 750,000 new jobs in the capital. Alongside population growth outside London, this is forecast to result in a significant increase in rail demand of 67 per cent by 2031. Without ongoing investment in rail capacity London will not be able to cope. The impact on passenger crowding is obvious, but the volume of passenger numbers will adversely affect reliability and journey times, ultimately affecting the business efficiency of central London. PEAK PRICING Nor would larger and/or more extensive use of peak pricing solve the problem. There is already a degree of peak pricing built into the fares structure, for example with Oyster pay-asyou-go. Research shows that its extension to season tickets could make a further contribution but that the premium would have to be large. Average fares would need to be 25 per cent greater in the peak to reduce demand by just 4 per cent, that is just two year’s growth. Technology such as tele-working also offers opportunities for people to work more flexibly, and TfL’s programme of targeted smart measures should reduce pressures on public transport to some degree. However, none provide a panacea, and TfL estimate that growth in the peaks will still be substantial. THE NEXT HLOS The next high level output specification therefore faces a series of challenges in the medium term, following the current investment in the transport network by DfT and TfL. In line with the policies set out in the Mayor’s Transport Strategy, TfL E


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million per annum over the five years 201419. The benefit cost ratio of the package as a whole is over 4 to 1, higher still if one includes the £1.6 billion of wider economic benefits, that is not just transport benefits but also those that feed through to Gross Domestic Product, the measure of economic prosperity. The schemes also fit with the shared strategic objectives of both Mayor and DfT as set out in the London Plan, Mayor’s Transport Strategy and DfT business plan. POWER TO THE MAYOR Naturally, as the McNulty report has pointed out, it is more necessary than ever for the rail industry to make the most of the available investment. TfL believes this can more readily be met by giving the Mayor greater powers of integration in order to maximise revenues and reduce whole (public transport) industry costs. For example, a simpler customer proposition in terms of facilities, fares and ticketing has time and again been shown to lead to more demand and higher revenues. A budget to operate London’s rail network would enable the Mayor to balance London’s transport needs and service standards across the capital. It would also enable a more cost effective means to procure rail services for urban areas, with gross cost contracts. This is because the drivers of revenue risk are beyond the control of private sector train operating companies, so they necessarily charge a substantial risk premium. The net savings from gross costs contracts could more than offset the cost of improved service levels, enabling London railways to deliver more for less (see figure).

Recent developments are more positive than anyone could have dared think this time last year. The 2011 budget announced £200 million for additional projects such as the Ordsall curve in Manchester and redoubling of the Swindon to Kemble route in the West Country. E believes that the focus for investment and indeed management resources in the period 2014-19 should be on a series of ‘in-fill’ schemes that would complement the major projects set out above: • Targeted additional passenger capacity • Freight capacity and capability, to reduce mutual capacity conflicts • Station congestion relief and improved interchange between the transport

networks in London • Station accessibility schemes, to improve equality of opportunity for all • Improving the railway’s level of service quality, to provide a more consistent customer proposition across the transport networks • Reduction in carbon emissions TfL’s initial analysis shows this is anticipated to require an investment of around £250

UK DEVELOPMENTS Recent developments are more positive than anyone could have dared think this time last year. The 2011 budget announced £200 million for additional projects such as the Ordsall curve in Manchester and redoubling of the Swindon to Kemble route in the West Country. Electrification projects are also confirmed on the Great Western to Cardiff and in the North West of England, worth well over £1 billion. A £100m fund has been established for commercial station projects. There has even been a new call for access for all step-free access projects. All these are additional to the schemes in the 20092014 high level output specification. Against the back-drop of austerity, the coalition government has delivered against its May 2010 agreement: “The government believes that a modern transport infrastructure is essential for a dynamic and entrepreneurial economy.” TfL will continue to make the case on behalf of the UK economy as a whole in the next 12 months for the less glamorous but high value London rail investments to complement Crossrail and the Thameslink programme. L Images © TfL



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Bring passenger load data into focus with a DILAX passenger counting system…… Our systems already count tens of millions of passenger journeys every year on the UK transport network and we continue to work closely with manufacturers and operating companies alike to provide complete passenger counting systems from the doorway sensor through to the data management software. Call us today for advice and information about all aspects of automatic passenger counting systems. DILAX Systems UK Limited Unit 3, Calico House, Plantation Wharf, LONDON SW11 3TN Tel: +44 207 223 8822 Email: Web:

As a company that prides itself on its quality of service our Test and Laboratory accreditation to BS EN ISO/IEC 17025:2005 through UKAS is at the core of our business. Our temperature controlled facilities cover an area in excess of 2500ft² and include the most up to date measuring equipment and software available; this ensures we can offer solutions to our customer’s specific requirements.

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HIGHLIGHTING INNOVATION Railtex – the tenth international exhibition of railway equipment systems and services – provided a showcase for the latest in rail vehicle maintenance products, along with seminars and presentations With some 65 per cent of registered visitors listed as having purchasing authority, Railtex 2011 succeeded in delivering a high quality audience to the 424 exhibitors taking part in the event. Held at Earls Court, London, from 14 to 16 June, this was the tenth in a successful series of Railtex railway technology trade shows organised by Mack Brooks Exhibitions. The decision-making status of rail industry professionals visiting the exhibition was matched by a stimulating range of free drop-in seminars that included presentations by policy-makers shaping the future of Britain’s rail network. Heading the list as part of a programme presented by The Rail Engineer magazine were keynote addresses by Transport

among its exhibitors. New this year – and a success according to companies involved – was the Recruitment Wall, aimed at helping exhibitors to meet their skills needs by alerting show visitors to job opportunities. POSITIVE COMMENTS Expressing his company’s satisfaction with the show, Steve White, rolling stock service director for Siemens said: “Railtex have laid on a fantastic exhibition. Lots of people have said it’s the best they have ever been to.” The Railway Industry Association, representing leading UK suppliers, played a prominent role in Railtex, including partnering ‘Meet the Buyer Sessions’ with UK Trade & Investment. Speaking during the exhibition,

The decision-making status of rail industry professionals visiting the exhibition was matched by a stimulating range of free drop-in seminars that included presentations by policy-makers shaping the future of Britain’s rail network. Secretary Philip Hammond, Network Rail chairman Rick Haythornthwaite and Sir Roy McNulty, author of the much discussed government commissioned study on the value for money of Britain’s rail system. FIRST-HAND UPDATES Also well attended by Railtex visitors was a series of updates on major projects by senior Network Rail managers, providing first-hand insights into significant investment schemes countrywide. This programme also featured a significant presentation by Network Rail’s director, Investment Projects, Simon Kirby on the company’s new approach to supplier engagement. More than 9,200 industry professionals, including leading suppliers, attended the event over its three days. Exhibitor highlights included a strong presence by Network Rail, plus large stands hosting Bombardier Transportation, Faiveley Transport, Invensys Rail, Knorr Bremse, Siemens Mobility and Tata Steel, among many others. More than 30 firms exhibited as part of the Rail Alliance Rail Hub and a group of companies from across the Channel combined to form a French Pavilion. Also featured was the now familiar On Track Display, sponsored by Tata Steel, with Pandrol Track Systems, Rosenqvist Rail, Vortok International, Bance and Semmco

RIA director general Jeremy Candfield remarked: “There’s a real buzz going around here. With so much communication going on, I suspect that companies are recognising more fully that they need to be here to be in this environment. This is leading to the growth in the show, which I very much welcome.” Commenting on the success of the show from the organisers’ perspective, exhibition manager Michael Wilton said: “Feedback from exhibitors during Railtex was very positive indeed, with many companies reporting strong leads for new business and commenting on the upbeat mood in the industry. Visitors to the show were also very appreciative of the wide range of free seminars available. The keynote addresses and Network Rail project updates were mentioned as special highlights.” He added: “Taking great encouragement from everyone’s response to this year’s show, we are now looking ahead. Planning is already well underway for Infrarail at the NEC next May, when we will be aiming to deliver an equally successful meeting place for the rail industry.” Infrarail 2012 will take place 1-3 May at the NEC Birmingham. L FOR MORE INFORMATION




Variable Message Signs – the experts in optical technology and communications networks Applying technology in transportation has always been at the forefront of everything Variable Message Signs Limited manufactures, from standard to bespoke LED signage products. Pegasus – our new range of urban signs – includes dual colour full matrix signs and a new car park guidance type sign, which are the latest products to be designed and built with this philosophy. The sign’s attractive and slim design is especially suited to today’s urban streetscape, where they will deliver driver and pedestrian information. We offer a full range of services to suit individual client requirements from design, manufacture, supply, installation and commissioning of LED driver information systems and driver feedback signs. These include fully UTMC compliant car park guidance systems, vehicle activated speed and warning signs and full matrix dual colour advance warning and information signs. Our car park guidance and information signs advise drivers where the car parks are within a town or city centre, local hospital or school site. The signs will advise on the number of spaces left within each car park or area or in the case of multi-storey car parks the number of spaces left on each floor, providing information and choice for drivers entering the

town or site. With the addition of our TRAMS car park management software package, the operator has control over all the listed car parks, the number of displayed/available spaces as well as providing various management reports. They also help reduce emissions by keeping traffic moving and avoiding queuing. By adding a free text display within the car park guidance sign, clients can enhance their system and have the capability of adding other information to visitors entering the site. Our Safewatch range of driver feedback and warning signs helps provide road and pedestrian safety by advising and reinforcing the speed limits and other hazards, such as pedestrian crossings, side roads, tight bends, car park entrances and exits. The unique environment of roads adjacent to

and within schools, universities and hospitals specifically, our Safewatch range can be programmed to suit varying local and site conditions, by advising permitted speed or alternatively they can display a pictogram i.e. children crossing etc. Our Safewatch range of signs can also be fitted with four corner conspicuity lanterns for added presence. Variable Message Signs Limited is an ISO9001 2000, ISO 14001 and OHSAS 18001 Quality Company and is a member of the British Parking Association (BPA) and UTMC. FOR MORE INFORMATION Mr Glynn J Hutton, sales manager 07717 783134 / 0191 4237070

Applying technology in transportation Applying Technology in Transportation has always been at the forefront of everything Variable Message Signs Limited manufacture, from standard to bespoke LED signage products. Pegasus our new range of urban signs include a range of dual colour full matrix signs and a new car park guidance type sign which are the latest products to be designed and built with this philosophy. The sign’s attractive and slim design is especially suited to today’s urban streetscape, where they will deliver driver and pedestrian information. We offer a full range of services to suit individual client requirements’ from design, manufacture, supply, installation and commissioning of LED driver information systems and driver feedback signs. These include fully UTMC compliant car park guidance systems, vehicle activated speed and warning signs and full matrix dual colour advance warning and information signs. Variable Message Signs Limited is an ISO9001 2000, ISO 14001 and OHSAS 18001 Quality Company and are members of the British Parking Association (BPA) and UTMC.

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Rail Construction


The 18-kilometre Ring Rail Line, with its new stations, will make daily travel easier for tens of thousands of people living, working and visiting Finland's capital Helsinki, when it opens in 2014 The Ring Rail Line is a railway route under construction in the area of the city of Vantaa, in the Greater Helsinki Metropolitan Area of Finland. The new 18-kilometre line will run cross-town from the Vantaankoski line to Hiekkaharju on the main line via the airport. It will connect numerous residential and commercial areas, and significantly improve public transport in the entire region while providing a much-needed rail link to HelsinkiVantaa International Airport. Helsinki is currently in the exceptional position of being one of the few European cities without such a link. This shortcoming will be corrected when the Ring Rail Line goes into operation in 2014. In addition to infrastructure, the project

includes new stations together with street arrangements and park-and-ride facilities, a travel centre in Tikkurila and major road work such as the development of the Hämeenlinna motorway in Kivistö, the centre of the Marja-Vantaa district. The Ring Rail Line took decades to plan.

Currently the main cross-town highway is Ring III, whose traffic jams have stimulated debate as well as frustration for years. The Ring Rail Line will reduce the need for bus and car traffic in Vantaa and allow park-andride services for people coming from farther away. The outcome will be a reduction in E

The new 18-kilometre line will run cross-town from the Vantaankoski line to Hiekkaharju on the main line via the airport. It will connect numerous residential and commercial areas and improve public transport entire region.

Airport station

Vantaanjoki bridge.

Airport station

Kivistö station



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The HI-TRAC Traffic impact Analysis System uses Bluetooth signals to derive Traffic Journey Time information as well as Traffic Movements (Origin and Destination). Bluetooth is an open wireless technology standard using the 2.4–2.485 GHz unlicensed spectrum for exchanging data over short distances from fixed and mobile devices. The HI-TRAC BLUE reads the MAC address of Bluetooth devices that are passing the system. Bluetooth devices include mobile phones, PDA’s, hand-free kits, GPS onboard units, laptops, etc.

The HI-TRAC BLUE provides “invisible detection” for the owner of the detected Bluetooth device. The detection process is unnoticed for the owner. The device information collected by the HI-TRAC BLUE cannot be associated with the devices owner, whose privacy and user information is guaranteed. The received Bluetooth MAC Addresses are truncated and then fully encrypted before transmission. It is expected that by 2013 two out of every three new cars will offer Bluetooth connectivity.

APPLICATIONS n Journey travel times for short

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n Measurements of the time taken to

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n Origin and destination traffic matrix n Traffic management applications n Statistical information

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Rail Construction


CONSTRUCTION Construction of the new line began in May 2009 with the excavation of access tunnels in the Ruskeasanta and Aviapolis districts and at the airport. The line will run part of the way in a tunnel with twin tubes, so excavation proceeded at four points in each contract. When the line is completed, the access shafts will be used for maintenance purposes and serve as emergency exits. The Ring Rail Line tunnel will be eight kilometres long. Tunnelling was divided into four contracts, three of which started in October 2009 and the fourth in 2010. The line will pass beneath Helsinki-Vantaa International Airport, which presents special challenges. Two new stations are being built underground: Airport and Aviapolis. The tunnel will have connecting corridors at intervals of about 200 metres. In an emergency these can be used to access the other tube. Emphasis has been placed on operational safety in planning and implementing the project. TEN KILOMETRES ON THE SURFACE Construction of the surface portion of the line began in autumn 2010 and will last until 2013. Two new stations will be built in the first stage of the project, at Kivistö and Leinelä. Space has also been reserved for four additional stations: Vehkala, Petas, Viinikkala and Ruskeasanta. These will be built at a later stage. A total of 36 bridges and ramps will be constructed in the project, with the biggest bridges crossing the River Vantaa and the main line. With trains running in a loop, rail capacity can be utilised more efficiently. New Sm5 lowfloor commuter trains will operate on the Ring Rail Line, with services at 10-minute intervals in both directions during peak periods. The journey from the centre of Helsinki to the airport will take about half an hour. The line has been designed to allow a maximum speed of 120 km/h. Passengers coming on long-distance trains from the north will be able to change trains in Tikkurila. The journey time from Tikkurila to the airport will be eight minutes. ENVIRONMENTAL ART PLAN When the Ring Rail Line was planned, the City of Vantaa set requirements regarding the use of art along the line. Finland's first environmental art plan was devised for this purpose, with stations as the primary focus. In June 2010 the Committee for the State Art Collection invited entries for a competition that was arranged to procure a work of art for the Airport Station on the Ring Rail Line. The winning entry, which was submitted by Aarne Jämsä, has women's hemlines as its theme. Shortly after the competition

was announced, the artist headed for Paris and no doubt received inspiration from the charming ladies in the French capital. EFFICIENT STATION AND FEEDER TRAFFIC ARRANGEMENTS Station platforms will be 230 metres long, which is big enough for three Sm5 train sets in combination. Surface stations will be accessible using covered stairs and lifts. The Kivistö station will also have escalators. Tunnel stations have been designed for clarity and openness to provide a space where people can move about safely and easily find their way and give directions. Connections to the surface will be via escalators and lifts. Bus terminals are planned for the Vantaankoski and Kivistö stations, and space has been reserved for a terminal in Ruskeasanta as well. The busiest terminal will be in Kivistö, which will have park-and-ride facilities for about 250 cars in the first stage. All in all plans call for the construction of park-and-ride facilities for about 500 cars at stations in the first stage of the project, plus parking for bikes. The number of parking spaces will be increased later on if necessary. Plans call for noise barriers over a distance of about 1.3 kilometres and the

isolation of structure-borne noise over a distance of more than three kilometres. HÄMEENLINNA MOTORWAY Street arrangements around the Kivistö station are being planned in connection with the development of the Hämeenlinna motorway between Ring III and Keimola. Plans include a new interchange, among other things. The old Hämeenlinna road (Vanha Hämeenlinnantie) will be rerouted and will be designed and landscaped to give it a more urban look and reduce speeds. High standard bus stops will be constructed next to the motorway, and noise barriers will reduce environment impacts. The cost estimate for the Ring Rail Line project is s605 million. Financing has been divided between the Finnish state (s419 million) and the City of Vantaa (s186 million). The project will receive about s17.8 million of TEN-T co-financing from the EU. The Ring Rail Line project is being conducted under the direction of the Finnish Transport Agency, with the City of Vantaa and Finavia Corporation as partners. L FOR MORE INFORMATION Tel: +358 2063 7373



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way (track), electrification, signals and telecommunications, and traction and rolling stock – building, inspecting, renewing and maintaining rail assets. Drivers are needed for trains, trams and the many types of on-track plant and machinery used to build and maintain our railways. Network Rail recruits around 250 signallers each year, whose purpose is to regulate the movements of trains ensuring safety, and punctuality. Operations and logistics need people to plan service schedules, control train movements, decide on investment and ensure services are maintained are running smoothly. Customer service personnel help passengers, sell tickets, make announcements and serve food and drink. Leadership, management and training skills are also an essential requirement in all these areas. Because the railway industry is necessarily highly regulated many jobs require introductory training or licenses to work. All track workers require Track Induction and Personal Track Safety (PTS) training and an extensive list of other specialist roles defined by Network Rail or London Underground require introductory and ongoing training and assessment to ensure a common standard across the industry.



Britain's railways need trained professionals with the right skills to ensure a bright future, says Kath D'Archambaud, Policy Support, Association of Railway Training Providers Britain's railway touches almost every community in the country. More than three million journeys are taken every day, helping Britain get to work and school. It's vital for the transport of goods and business and for tourism. And demand is still growing. Demand for passenger services is expected to grow by at least 22 per cent by 2014 and rail freight demand is predicted to grow by 30 per cent over the next decade and up to 140 per cent over 30 years. There is government support for growth with commitment to capital projects including plans for the High Speed 2 rail link from London to Birmingham and the North.

THE DEMAND FOR SKILLS As well as this predicted growth the age profile of the rail industry workforce means that many skilled personnel will leave the industry in the next decade. Add to this the increasing technical complexity of the rail infrastructure and rail rolling stock and it is clear that the demand for skilled personnel now and in the future is enormous. The complexity of the railway industry means the breadth and depth of skill required is vast. Engineers are needed at all levels from technician to senior manager and project engineer. They work on permanent

TRAINING PROVISION Following privatisation of the rail industry in 1994 established British Rail training programmes and career development pathways were fragmented. Factors such as the new commercial focus of rail companies, short term franchises and smaller companies meant less attention and investment was often devoted to training and development. Many skilled people took the opportunity for redundancy packages and left the industry. This included trainers and training managers. Over time many large rail companies have re-established quality provision for their internal staff. Network Rail for example has an engineering conversion programme that takes existing engineers with a range of experience and builds on their skills. They also recruit 250 signallers a year into their training school and 200 engineering apprentices a year into their much praised apprenticeship scheme. Train Operating Companies often have their own training centres (many with high-tech equipment such as simulators similar to those used by pilots) for drivers and customer service personnel. There is, however, also a vibrant private training sector serving the needs of the industry. It fulfils the needs of the rail market where internal training is not available or not cost-effective; for example in niche skill areas and for the many smaller sub-contractors. ACCREDITED TRAINING The Association of Railway Training Providers (ARTP) is an independent trade E



The most important topics in transport, the best-informed speakers, the most animated discussions.


Organised by the Association for European Transport, the European Transport Conference (ETC) is now in its 39th year, and is known for the quality of its papers, length of its discussion sessions and opportunities for networking. The structure of the conference provides a platform for up to 10 seminars to run simultaneously on each day, allowing delegates access to a variety of information and networking opportunities.

Topics include:

Social Networking Activities


Applied Methods in Transport Planning


European Transport Policy & Research


Freight & Logistics


Innovative Transport Infrastructure Funding


Leisure & Tourism Transport


Local Public Transport


Methodological Innovations


Planning for Sustainable Land Use & Transport




Traffic Management, Traffic Engineering & Road Safety


Transport Economics & Appraisal

There will be lots of opportunity for networking and socializing with this year’s social agenda including: l

First Time Delegate’s Reception - Sunday 9th October


Civic Drinks Reception (hosted by Glasgow City Council) - Monday 10th October


Conference Dinner - Tuesday 11th October

For more information, including a full programme and booking form, please visit Contact:

E T +44 20 7348 1970

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E association established shortly after privatisation, currently with over 60 member companies in all parts of the United Kingdom. The Association is committed to quality training provision. It seeks to raise the profile of training and assessment providers, and provide a strategic and member’s lobby within the sector. Many members have gained approval to offer courses that require provider accreditation. Its members employ some of the most experienced and expert trainers in the industry. They may also be able to guide potential recruits to the industry regarding the medical requirements and drugs and alcohol screening required for some positions. Historically private rail training companies focused on the growing number of panindustry licenses to work required by personnel in order to work on the Network Rail or London Underground infrastructure. ARTP has developed a close relationship with Network Rail in order to have input into its training and assessment materials and protocols. There has, however, been an increase in providers now also offering longer academic and skill development programmes which are nationally accredited. Many are City & Guilds approved centres and deliver National Vocational Qualifications in Railway Services and Railway Engineering, including full apprenticeship programmes.

ARTP has supported GoSkills, the Sector Skills Council, in the development of National Occupational Standards and the Apprenticeship Framework for the rail industry. Higher education institutes, in collaboration with employers, are also beginning to be involved in courses specific to rail, including diplomas and degrees in Railway Operational Management, Railway Engineering and Railway Traction and Rolling Stock. THE NATIONAL SKILLS ACADEMY FOR RAILWAY ENGINEERING A major current initiative that has been supported by ARTP since its inception is the National Skills Academy for Railway Engineering (NSARE). Launched in the House of Commons in December 2010 with government funds of up to £2.7 million NSARE also has substantial support and sponsorship from employers and other interested parties. The Academy is needed, in the words of Vince Cable: “to ensure there is a qualified and highly skilled workforce to support current and new challenges in the rail industry. “ A most welcome initiative linked to the launch of NSARE is work to develop a standard for quality training provision that will be used across the industry, both by Network Rail to approve providers for its licenses and other training packages, and by NSARE for providers of its kite marked programmes. All



parties are working together to make this a reality in the shortest possible timescale. In the future purchasers of training will know that providers who have been approved are audited on a regular basis to confirm that their management and quality assurance processes are sound and that their qualified trainers are delivering high quality materials in a consistently professional manner. Apprenticeship to Fellowship is another NSARE initiative responding to the need to develop the rail professionals of the future. NSARE research demonstrates that the railway sector needs to double the number of apprentices it takes on each year from about 500 to 1,000. In order to ensure that they have the opportunity to obtain the qualifications to be able to progress to the very top of their profession NSARE has established a policy group with the Professional Engineering Institutions to develop a common approach to progressing through the various grades of Institution membership right through to Fellowship. The rail industry has finally recognised and is rising to the challenge of its looming skills gap. But in difficult economic times it is essential that both investment and momentum are maintained. L FOR MORE INFORMATION



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Cenpart Address: Twydale Works, Dudley Road West, Tividale, Oldbury West Midlands B69 2PF Tel: 0121 5209400 Fax: 0121 5209211 Cenpart is a leading supplier and installer of Armco and other barrier and handrail systems for the separation and protection of pedestrians and property from vehicles in all non-highway situations. Our large stocks enable a fast turnaround of barriers suitable for car parks, factories, warehouses, service and goods yards. BATTERY SYSTEMS

DMS Technologies Address: Belbins Business Park, Cupernham Lane, Romsey SO51 7JF, Hants. Tel: +44 (0)1794 525400 Fax: +44 (0)1794 525450 Batteries for engine start and on-board or demountable ancillary equipment. Ruggedised battery systems in a case for portable applications. Engine start portable powerpacks from both 12V and 24V vehicles. Battery protection devices, low voltage disconnect for both 12V and 24V systems. CABLE ASSEMBLY MANUFACTURERS


CARSQA Address: PO Box 44908, London N9 9RZ Tel: 020 83601288 Fax: 020 83601008 CARSQA Limited was formed to offer impartial certification and inspection services to the automotive industry as a leading compliance body. CARSQA has built its client base from having a reputation that you can trust. CARSQA assesses and inspects British, international, PAS specifications and organisations' own requirements specifically tailored to your needs. CONSULTANCY SERVICES

Rare Spark Address: 1 Farnham Road, Guildford GU2 4RG, UK Tel: +44 (0)1483 549811 Fax: +44 (0)1483 549100 From transport statements and assessments through detailed appraisals of car parking and traffic-flow, to researching and developing travel plans, clients seek our help in making planning applications, re-designing car parks and traffic flows, surveying employee travel, attitudes and perceptions, and to help them develop their environmental credentials. CONSULTANCY SERVICES

Address: 1 Vernon Mews, Vernon Street, London W14 0RL Tel: 020 73481970 Fax: 020 73481989 PTRC Education and Research Services specialises in enhancing professional development and supporting best practice across the transport industry. We run conferences, training courses and seminars on a wide variety of transport and related topics, as well as offering marketing support and event management services, and encouraging the sharing of best practice across the industry. CUSTOMER CARE, CRM AND ERP SOFTWARE

Concentrix TSG Address: 20 Granite Way, Mountsorrel, Loughborough LE12 7TZ Tel: 01509 410500 Fax: 01509 410501 Concentrix TSG is an independent CRM and ERP software specialist. We also provide IT services. Concentrix TSG uses ‘best in breed’ CRM and ERP solutions to help transport sector organisations improve a wide variety business processes. These include customer care, complaints, compensation management, distribution, logistics, marketing, accounting and much more. DRIVER TRAINING

Gem Cable Solutions Unit 10, The Dencora Centre, Campfield Road, St Albans, Herts AL1 5HN Tel: 01727 845750 Fax: 01727 838780 A specialised business dedicated to offering first-class engineering, manufacturing and project management solutions. With over 20 years of service excellence, product innovation and outstanding reliability, we offer an extensive range of custom-made cable assemblies using Co-Axial, Copper and Fibre Optic cables. Quality assurance to ISO9001:2008 and a preferred partner for many international firms.



Munro Consulting Address: 44c High Street, Chippenham Ely, Cambridgeshire CB7 5PR Tel: 0844 3180138 Munro Consulting provides value management and technical advisory services to the highways sector. We advise on procurement and contracts, and provide dispute resolution services. In addition we act as an independent member of tender panels and undertake contract auditing. We also provide expert witness services.

Highways Driver Training Address: 9 Oak Close, Rishton Blackburn, Lancashire BB1 4JU Tel: 01254 889658/07973 724414 Being a DSA Approved Fleet Driver Trainer I can help organisations and companies with fuel saving programmes, fleet training, and risk assessments. I offer both theory and practical elements, and provide a full written report to the company.




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GreenRoad Stockton Tel: 07811 333588 At Stockton we offer: First-class engineering safety and reliability work for railway projects; Cost effective project support that controls cost and minimises risk to delivery schedules; Highly qualified consultants with broad experience in the UK railway industry; Expertise in risk and RAMS assessment, technical review, process review and technical authoring. ENGINEERING MANAGEMENT

Address: The Podium, 1 Eversholt Street, London NW1 2DN Tel: 020 78860831 Fax: 020 75540702 GreenRoad 360™ provides drivers and fleet managers with real-time feedback to enhance decision-making behind the wheel, backed up by comprehensive online reporting and analysis on their manoeuvres and patterns. We engage drivers on an ongoing basis to deliver lasting improvements to driver and fleet performance. Through safer driving, GreenRoad’s service looks after your drivers, whilst improving performance across fuel consumption, operational efficiency, vehicle wear-and-tear and insurance costs. FUEL & LUBRICANTS

Abbott Risk Consulting

Linton Fuel Oils

Address: 11 Albyn Place, Edinburgh EH2 4N / 10 Greycoat Place, London SW1P 1SB +44 (0)131 2200164 / +44 (0)20 79606087 Fax: +44 (0)131 2202926

Address: Osiers Rd, Wandsworth, London SW18 1NR Tel: 0845 6006583 Fax: 020 88771043

ARC is a leading risk management consultancy with significant experience of all aspects of safety and risk management, assurance and regulation from major rail projects in the UK and abroad. We work closely with our clients using skilled and experienced consultants to help you manage your risks efficiently and effectively. EU PROJECTS AND ITS CONSULTANCY

At Linton Fuel Oils Limited we have been distributing fuel oils in London and the home counties for nearly 40 years. We are also the Channel Partner for Castrol lubricants in the South and East of England, supplying a full range of products for truck, bus, off-highway and agricultural operators. At Linton our customers are always given good products with exceptional service. FUEL MANAGEMENT SYSTEMS

EPN Consulting


Address: Portland House – Stag Place, London SW1E 5RS, UK Tel: +44 (0)20 78698015 Fax: +44 (0)20 78698001

Address: Lang Court, Nuttalls Way, Shadsworth Business Park, Blackburn Lancashire BB1 2JT Tel: 01254 291931 Fax: 01254 291391

EPN Consulting is a threefold professional service: Consultancy, Innovative Network of Professionals and Business Hub. Main consultancy areas regard European projects assistance in any phase from the preparation to the full management; ITS and sustainable transport solutions targeted around the client’s needs; innovation on ideas, methodologies and procedures.

Fueltek is a leading manaufacturer, supplier installer and service provider for a complete range of commercial vehicle re-fuelling products. The product range includes fuel storage tanks, fuel management systems, tank contents management systems, fuel pumps and other ancilleries. Fueltek customers are both large and small and include companies from all sectors of the transport industry.

SSL Tel: 01698 841888 Fax: 01698 842333 SSL is a customer focused, innovative engineering company with over 40 years experience in fuel asset management. We are committed to providing cost effective bespoke solutions and high quality products including FUELlink fuel management systems, pumps and tanks. All of which are supplied, installed and serviced under a management system certified to ISO 9001:2008. HIGHWAY VIDEO SURVEILLANCE

IBI Group Address: Morton House, 12 Appleton Gate, Newark, Nottinghamshire NG24 1JY Tel: 01636 675980 Fax: 01636 703981 RouteMapper is IBI group’s flagship highway video surveying system. Our market leading design utilises the latest state of the art cameras and positioning technology. This enables our clients to accurately position, measure and digitise highway related features in an efficient and user friendly environment. LEGAL

DWF Address: Bridgewater Place, Water Lane, Leeds LS11 5DY Tel: 0113 2616047 Fax: 0870 0940939 Extensive experience in transport and logistics, delivering high quality legal services, tailored to meet your needs. We advise on all areas including corporate and general financing, mergers and acquisitions, commercial contracts, regulatory compliance advice, real estate and employment.



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YGT Logistics Address: Jonen House, High Road, Epping, Essex CM16 6LP Tel: 0870 7594410 Fax: 0870 7594420 We are a logistic company based in Epping, dealing with export/import of commercial goods to/from Turkey. We run a minimum of two groupage trailers per week from Turkey and daily groupage trailers to Turkey Monday to Friday. The full-load trailers can be booked within 24 hours in both ways. We provide meticulous service to our customers. MANUFACTURING


Rose Calendars

Tel: 01622 795900 Fax: 01622 882195 RBLI operates a number of social enterprises that produce pallets, fruit bins, kindling, and road and rail signs. We also offer fulfilment and pick and pack facilities as well as printing and mail house services. NATIONAL HAULIER

Denholm Transport Address: PO Box 28, India Buildings Water Street, Liverpool L3 2BW Tel: 0151 2272050 Fax: 0151 2272232 Founded in 1993, Denholm Transport is one of the largest private hauliers in the UK. With a deserved reputation for service delivery, national contracts are managed through one single point of contact, supported by a team of highly trained and experienced staff.




Address: Clough Road, Severalls Park, Colchester, Essex CO4 9QT Tel: 01206 844500

Address: Banner House, Greg Street Reddish, Stockport, Cheshire SK5 7BT Tel: +44 (0)161 4291100 Fax: +44 (0)161 4291101

Rose Calendars has over 100 years experience in helping businesses make the most of their advertising budget as promotional calendars are a highly visible, powerful, targeted and very cost-effective advertising medium. The Rose range of wall, desk, pictorial and shipping calendars contains something to suit any taste, budget and business type, including many transport related titles.

Supplying safety workwear and footwear to thousands of personnel within the transportation industry, Cosalt maintains its reputation as the sector’s leading light through passion, expertise and dedication to workers on the ground. Combining continual product development with constant service improvement, Cosalt keeps workers comfortable, safe and protected.


CL Roadmarkings Royal British Legion Industries


Address: 178 Hempstead Road, Hempstead, Kent ME7 3QG Tel: 01634 230541 Fax: 01634 230541 We are a well established road marking company working in London and the South East, providing a comprehensive range of road markings for both major and minor contractors. All employees hold NVQ Level 2 roadmarking accreditation and CSCS cards. ROAD SAFETY EQUIPMENT


GB Security Group Address: Security House, High Street, Donington, Spalding, Lincolnshire PE11 4TA Tel: 01775 821100 Fax: 01775 821395 Innovation in keeping people and property safe, with a 30 year track record. Our integrated security solutions cut costs and control precious resources. Solutions include CCTV, access control plus guarding services, to keep your site secure and streamline site management with options such as movement control, and staff time and attendance. STAINLESS STEEL STREET FURNITURE


Autocross Euroshel

Address: 92 Milton Park, Abingdon OX14 4RY Tel: 01235 861483 Fax: 01235 835607

Address: Unit S 3-4 EW Hall Hey Business Park, Rawtenstall, Rossendale Lancashire BB4 6HL Tel: 01706 216794 Fax: 01706 230758

Concateno has implemented and runs drug and alcohol testing programmes for companies across the transport industry. We have a range of services including: • Drug and alcohol policy advice • Drug testing and alcohol testing • Worldwide sample collection network • Training and education

Autocross Euroshel manufactures and fits the Euroshel range of modular stainless steel shelter system. Shelters, cycle shelters, smoking shelters, we have a 30 year proven track record in the supply of high quality shelter systems. Big enough to cope and small enough to care, give us a try!




Product Finder


V L Test Systems Address: 3-4 Middle Slade, Buckingham Industrial Park, Buckingham MK18 1WA Tel: 01280822488 V L Test Systems supply high quality, high tech testing equipment for the Transport Industry and can supply from a single item of equipment to a full VOSA Test Lane. We specialise in complete projects regarding the new ATF Test lanes and will plan and install the complete lane including all civil works, assistance with VOSA applications, drawings etc. For friendly accurate advice contact us for the benefit of our 50+ years in the industry. TRAFFIC DATA COLLECTION

Moveright International Address: Dunton Park, Dunton Lane Wishaw B76 9QA Tel: 01675 475590 / 07974 755105 Fax: 01675 4755912 Moveright International specialises in the heavy haulage industry, most specifically with abnormal or indivisible loads, for example railway locomotives, coaches and other equipment. We hold an International Operators Licence so can help plan and deliver goods within the UK, Europe and worldwide. TRANSPORTATION SOLUTIONS

Transsol TDC Systems Address: 30 Lynx Cresent Weston Super Mare Tel: 01934 644299 Fax: 01934 644255 TDC Systems Limited is a leading designer and manufacturer of traffic data collection, traffic monitoring and weigh-in-motion systems. Incorporated in 1998 TDC Systems has supplied high-speed and low-speed weigh-inmotion systems and traffic counter/classifiers all around the world. TRAFFIC MANAGEMENT SOLUTIONS

Variable Message Signs Address: Monkton Business Park, Mill Lane, Hebburn, Tyne & Wear NE31 2JZ Tel: 0191 4237070 Fax: 0191 4237071 Technology is recognised as one of the tools traffic engineers and transport planners in road and rail sectors can use to improve the movement of traffic. Whether it’s managed motorway and ATM on the strategic network, urban car park guidance and park & ride schemes, systems integration and the very latest in rail signalling, we apply technology to produce solutions. VEHICLE STORAGE & REFURBISHMENT

nkl automotive

Address: 2nd floor Hanover House 30 Charlotte Street, Manchester M1 4EX Tel: 07775 893620 Fax: 0870 0525838

Address: Carmen House, New Potter Grange Road, Goole DN14 6BZ Tel: 01405 721400 Fax: 01405 721401

Transsol is an established independent UK based specialist engineering and project management consultancy. It has considerable experience in the railway and power generation environments; this includes areas of technical expertise, project management and the production and implementation of safety management systems, safety (RAMS) analyses and reliability testing.

nkl automotive's web-based navigation service enables our customers to store their vehicles within the nkl storage and refurbishment service. nkl stores, refurbishes and then reallocates to customers. Our webbased timeline service keeps our customers' vehicles usage at an optimum level. For further details of our vehicle movements service, please contact us as above.



Handistep Van Protection Morelock Signs Morelock House, Strawberry Lane, Willenhall, West Midlands WV13 3RS Tel: 01902 637575 Fax: 01902 637576 One of the largest sign manufacturers in the UK offering a comprehensive product portfolio. Specialists in road traffic management, rail signage, variable message and driver feedback signs. Vehicle ECE104 Conspicuity and Livery all to Chapter 8 requirements. In addition we offer a full design service to customise your bespoke requirements.

3a Parkside, Ringwood, Hants BH24 3SG Tel: 01939 260707 Fax: 01939 260422 Regulated ethical H&S solutions help sustainability and savings for UK fleet budgets. Engineered to UK/EU OEM manufacturers’ specifications, and OEM Test/Approvals. New tow bar step. VCA Type Approved EEC 94/20 + TUV/ELVD/EU Directives. Van fleet protection in H&S Duty of Care Bill, and Highway Agency Guidelines. OEM tested and type approved x4 Sensor & Module Buzzer (opt Cab Display). Yellow/black anti-slip polymer treads and strong steel frameworkoutriggers. Reflective tape, bolt kit, warranty, and repair/parts direct manufacturer trade.

MiX Telematics Address: 6180 Knights Court, Birmingham Business Park, Birmingham B37 7YB Tel: 0121 7175385 Fax: 0121 7175399 MiX Telematics is a global provider of vehicle tracking and fleet management solutions to customers in over 100 countries across six continents. The company’s solutions are used to ensure driver and passenger safety, reduce fleet running and fuel costs, comply with industry regulations and improve customer service.



Advertisers Index



The publishers accept no responsibility for errors or omissions in this free service Alcoa Fastening Systems


Fuel Defend



Burnt Tree Vehicle Rental




Rail Manche Finance


Cars QA


Highways Driver Training


SD Instrumentation


CL Road Markings


IAM Drive & Survive


Signs R Us




IBI Group






Lakeside Films


TDC Systems


CS Precision Inspection and Calibration Services


MiX Telematics


Transflo Instruments


Cuthbertson Laird Group


Morelock Signs


Transport Security Expo


Denholm Transport






Dilax Systems


Nexus Vehicle Rental




DMC Group


NKL Automotive




Driving Monitor


Peek Traffic






PRV Engineering

Variable Message Signs




European Transport Conference

VL Test Systems


2 54

FUELink Fuel Management

FUELline 100 Pumps

- Web based fuel management system - Real time data with messaging facility - Upgrades available from existing systems - Wide range of reporting formats

- 50/70/90 litres per minute - Equibright display - High accuracy meters - Various configuration options available

6, 8

Optimum FS Non-Spill Fuelling System - Environmentally friendly - Dry break - Can be retro fitted to existing vehicles - Automatic cut off

Full range of services: Tanks // Tank Gauging // Access Barriers // Automatic Number Plate Recognition // AdBlue & Bio-diesel // Environmental Audit // Installation & Maintenance

Unit 6, Rose Lane Industrial Estate, Lenham Heath, Kent. ME17 2JN Tel: 0844 257 8181 Fax: 01622 895955 E-mail:



4 Fyne Avenue, Righead, Bellshill, ML4 3LJ. tel: 01698 841 888 fax: 01698 842 333 email:

Transport Business Issue 22  

The Transport Sector News and Information Magazine

Transport Business Issue 22  

The Transport Sector News and Information Magazine