Rail Scotland: Exploring Future Opportunities from the Supply Chain

RAIL SCOTLAND

Exploring Future Opportunities from the Supply Chain

FOREWORD FOREWORD

In the ongoing mission to encourage a modal shift to rail, Scotland is maintaining momentum as it strives to deliver a rail network that both the industry at large and its passengers can be proud of.

Through the combined efforts of the government and wider supply chain, Scotland’s rail sector has enjoyed encouraging successes to date, but remains dedicated to unlocking further progress.

In this Rail Scotland eMagazine, we build a picture of the current landscape of rail in Scotland, as the country continues in its mission to decarbonise operations ahead of its climate targets.

With particular efforts into strengthening rail freight capabilities, bolstering the workforce and enticing new recruits, improving digital connectivity, and fostering a collaborative approach, the Scottish rail sector continues to collectively drive the sector forwards.

With exclusive insights from some of the industry’s leading rail professionals, Peloton unpacks the progress currently underway, and shines a light on the advancements still to be made.

Floyd March Editor f.march@peloton-events.co.uk

Hannah Wintle Multi Media Journalist

Lev Staveley Graphic Designer

Page 06 - 09

Scottish Freight: How to Utilise Established Practices Across the Network

Page 10 - 13

Understanding the Decarbonisation Discourse in Scotland

Page 14 - 17

From GSM-R to FRMCS: Improving Rail Connectivity via Satellite

Page 18 - 21

SPL Powerlines: Rejuvenating the Rail Workforce

Page 22 - 25

Why Scotlands Railway is the Most Collaborative in the UK

Scottish

How to Utilise Established Practices Across the Network

While most will never directly interact with rail freight, its impact is felt across the whole of Scotland through clothes worn, cars driven and fuelled, and fully stocked supermarket shelves.

Certainly, in the public consciousness, passenger services dominate the rail landscape, but behind the scenes, rail freight continues to uplift the Scottish economy all while promoting sustainability.

As the sector at large navigates a new control period, Peloton spoke to Fiona Hesling, Rail Freight and Cross-Border Policy Team Leader at Transport Scotland, to hear her insights into the current freight landscape in Scotland, and what the future might bring.

RAIL FREIGHT IS AN INCREASINGLY POWERFUL GREEN TOOL

In Scotland, there are around 50 rail freight trains that operate on a daily basis, but Fiona expressed the disproportionately positive impact this can have on the environment, economy, and wider society.

As Scotland increasingly turns its attention to decarbonisation, with a goal to meet net zero by 2045, five years sooner than the UK government’s target of 2050, rail freight proves itself as an increasingly valuable resource.

“Millions of tonnes of goods are moved by rail,” Fiona explained, adding: “Thousands of lorry movements and lorry miles are avoided, and that translates through to social and user benefits, and it translates to hundreds and thousands of tonnes of carbon savings as well.”

In fact, according to Transport Scotland’s Rail Freight Strategy, which was published in 2016, per tonne of cargo, rail freight produces 76% less carbon dioxide than road freight.

That same statistic is still echoed in the recent Rail Partners publication ‘Freight Britain’, which also states that in the wider UK, a single freight journey can remove up to 129 HGV movements.

“We know that it's a hugely powerful green tool for the movement of goods over longer distances.”

Furthermore, approximately 50% of rail freight kilometres in Scotland run on electric traction, which reflects the busier, central belt rail freight terminals, which connect to the west and east coast main lines.

While infrastructure for electrified journeys is concentrated on these busier routes, with more northern services running on diesel, there is scope to address this to decarbonise rail freight further and reap the positive impacts on the wider sector.

Freight:

Fiona said: “There's certainly an opportunity, in terms of the medium to longer term, for further electrification of our core routes. You could see hybrid locomotives operating or potentially maybe more fully electric journeys.

“It's ultimately the best solution because you can go faster, you can pull more, and you've got less of an issue on the capacity of the network.

“If you can get your rail freight trains going a bit faster, then maybe they don't impact so much on other passenger trains, or they're not having to be looped as often, so it has a ripple impact as well out into how the actual rail infrastructure is used.”

POLICY SUPPORT WILL ACCELERATE OPTIMISATION

On the approach to CP7, Transport Scotland published their High Level Output Specification (HLOS), which calls for the growth of the rail freight sector by ‘8.7% net tonne kilometres in rail freight on the Scottish network, within the existing capability of the rail network without further enhancements.’

Fiona explained that some routes can be optimised without a noticeable impact on passenger services: “What’s really important in terms of capacity and efficiency is trying to maximise the very best use of what we currently have.

“If there's a freight path, is there any reason why it's not being used more routinely? If it's loaded going north into Scotland, but it's just empty containers being pulled back down south, is there a way of looking to see how that could run south loaded? That wouldn't then have a direct impact on the passenger timetable.”

Additionally, in December last year, the UK government set a target to grow rail freight by 75% by 2050. As well as demonstrating confidence and policy support for the sector, this target works with Transport Scotland’s to reinforce one another, which Fiona pointed out is particularly beneficial where cross-border freight is concerned.

This policy support will work alongside the goals of individual businesses to decarbonise their operations, which is increasingly including Scope 3 emissions.

Fiona said: “I think we're going to come to a place where there's a perfect storm where the government is pushing and the industry are interested as well.

“But I think you'll get the tip over as well from businesses who also see that rail freight could offer really significant Scope 3 emissions reductions depending on how the business is structured and depending on how many of their emissions come from transport.”

“We do know about Scope 3 emissions. We know about net zero. We know about targets. We know they’re a lot more in people's minds and businesses’ minds now than it was once upon a time.”

As CP7 dawns, Scottish rail freight looks to overcome challenges and meet new targets. With more industries looking at rail freight to decarbonise their operations, Scotland’s rail freight sector could be a key solution to the nation's wider climate goals.

Understanding the Decarbonisation Discourse in Scotland

With a pledge to remove diesel passenger trains from the Scottish rail network by 2035, the route to decarbonise the nation’s railway is varied and complex.

Transport Scotland’s Rail Services Decarbonisation Action Plan outlines this pathway, as well as emphasising the potential impact a modal shift to rail could have on wider transport emissions, and how this should be encouraged.

As the industry prepares to enter a new control period, there are numerous key focus areas when it comes to decarbonising Scotland’s rail network, as well as mitigating against existing climate impacts.

Peloton Events spoke to Ben Ackroyd of Porterbrook to gain an insight into the decarbonisation efforts currently underway in the industry.

DECARBONISATION IS HIGH ON PORTERBROOK’S

AGENDA

As one of the original rolling stock companies for the UK railway, Porterbrook have been operating within Scotland’s railway for nearly 25 years, since August 1999 when their first Turbostar entered passenger service.

Today, Porterbrook’s trains with ScotRail travel on average double the length of mainland Scotland every day, covering the far north highlands to the lowland borders and all eight cities.

In terms of the company’s decarbonisation efforts, at the end of last year, it was confirmed that Porterbrook was chosen as the financier of a brand-new fleet of 10 tri-mode trains for LNER, which will operate on some of Scotland’s routes in the coming years.

The fleet, which marks the first new build rolling stock order in the UK since 2019, will run on electric, battery, or diesel modes, with battery power reducing the need to switch to diesel in areas where overhead powerlines are unavailable.

As well as reducing emissions, the trains will advance with the development of new technology, with upgrades expected to increase their range and performance.

Our talented engineers are leading some of the most ambitious projects taking place in the railway today, and we’ve invested over £73m in the last five years on new traction innovation, such as the development of hydrogen and hybrid powered trains.

Within this sizeable investment, Porterbrook have re-engineered and refurbished mid-life rolling stock to introduce bi-mode trains on several routes across England and Wales.

With the ability to switch between electric and diesel traction, these trains are able to travel on any line while maximising the benefits of electrification schemes and delivering immediate improvements to air quality.

Such solutions are encouraging when looking towards the future of Scotland’s rail industry, as Ben concluded: “Together with our customers and supply chain partners, we can ensure that the right mix of rolling stock solutions – new and existing –can be found to support Scotland’s plans for growth and deliver a more reliable and cost-effective railway that is fit for a net zero future.”

WHERE DOES HYDROGEN FIT INTO SCOTLAND’S RAILWAY?

While electric traction can often dominate discourse when it comes to decarbonising the rail industry, conversations around hydrogen powered trains are slowly starting to attract more attention.

several key milestones in the last year, including becoming the first hydrogen train to reach 90mph on the UK mainline, and providing a shuttle service for over 1000 visitors to Rail Live.

The company have invested over £12 million in the development of this technology, and the train was built and extensively tested at their Long Marston Rail Innovation Centre in Warwickshire.

Hydrogen trains like HydroFLEX are likely to continue making waves within the sector, with the decarbonisation action plan alluding to the possibility of hydrogen energy, along with battery power, being a mature enough technology to play a significant role in the decarbonisation of Scotland’s railway.

Whether hydrogen trains have the potential to overtake electric as the most viable solution going into the long term remains to be seen, as the

measure on the route to full electrification of the Scottish railway.

BEING CLIMATE READY IS A KEY PRIORITY AS THE INDUSTRY ENTERS CP7

As well as introducing these measures, which are designed to decarbonise the industry and meet net zero, Scotland has a unique requirement to build a more climate-resilient railway.

Speaking at the Rail Scotland Conference in Glasgow earlier this year, Alex Hynes, the then Managing Director of Scotland’s Railway, said: “The impact of weather is growing. We have had more named storms this winter than ever before, and it's clear to me that we need to double down on this investment to make our rail network more resilient.

Every other conversation I have with colleagues at ScotRail and Network Rail, is about climate change right now, and Scotland is being affected more by climate change than the other three nations in the UK.

The need to prepare for weather events and storms is reflected in Scotland’s Railway’s Strategic Business Plan for CP7, through the Climate Ready Plan for Scotland’s Railway (2024-2029), which sets out the actions to be taken during CP7 to improve the resilience of Scotland’s rail network against physical changes in the climate.

Through two key workstreams, direct intervention of existing assets such as drainage will improve climate resilience, such as the ability to handle greater volumes of water, as well as the enhancement of internal climate science and adaptation capabilities, which will enable wellevidenced, appropriate adaptation decisions to be made going forward.

Alex, who was recently appointed Director General for Rail Services by DfT, added: “Climate trends are changing incredibly fast. My favourite statistic right now: mean rainfall in Scotland in the last ten years has increased by 8%.

“So how wet is the climate going to be in 30 years’ time? And if that happens, which of course it will unless the world starts taking action to stop it happening, how often will assets need to be closed due to flooding?

“It’s a massive part of our agenda and you'll see that reflected in our investment program, backed up by Scottish government.”

The conversation around climate change must therefore acknowledge all angles of this nuanced topic, including the need to protect against current complications and mitigate against future risk by continuing in the strive to reach net zero.

Whether through fortifying assets to cope with weather events, electrifying the railway and introducing hydrogen into the mix, or continuing to promote rail in the public consciousness and encourage a modal shift, the Scottish rail industry is entering CP7 with a multifaceted approach to creating a greener railway and transport sector.

From GSM-R to FRMCS:

Improving Rail Connectivity via Satellite

In an increasingly digital world, more of the systems that contribute to the smooth operation of our society rely on good connectivity to properly function. As digital technology evolves, so must the rail sector, and it is the ongoing innovation in this area that promises to upgrade rail both in terms of operations and passenger experience.

After more than 15 years of rail communications being delivered through the Global System for Mobile CommunicationsRailway (GSM-R), since Network Rail phased it into Britain's rail network between 2007 and 2014, the future of connectivity is looking to 5G.

As the rail industry looks to evolve in tandem with communications technology through GSM-R’s successor Future Railway Mobile Communication System (FRMCS), bringing the latest 5G connection to rail services presents certain challenges.

Peloton spoke to Robert Gardner, Associate Director at Scottish Futures Trust (SFT), to understand the mission to improve digital connectivity for both operations and passengers, and what environmental implications this may have.

INTRODUCING 5G TO THE RAIL NETWORK REQUIRES INNOVATION

Currently, to support GSM-R, there are trackside masts installed around 10km apart. Upgrading this infrastructure to support 5G would require masts every kilometre at a cost billions.

Even without considering the necessary maintenance works that this infrastructure would require, as well as the speed at which technology evolves, this upgrade is a costly endeavour.

Robert explained: “Railway infrastructure tends to be expensive and it has to last a long time, and yet we're in this world where the telecoms keeps wanting to move on and people have ever greater demand.”

An alternative solution that maintains connection even in sparsely populated areas would therefore be preferable, and arguably more logical than spending such a huge amount of money on infrastructure people will only use for ten seconds as they hurtle through the countryside.

“That's where new age satellite connectivity could [provide a solution]. It certainly looks very promising to solve a lot of different issues of connectivity in sparsely populated areas.”

SFT ARE PARTICIPATING IN A NUMBER OF SATELLITE PROJECTS

Low Earth Orbit (LEO) satellites, which communicate with electronically-steered flat panel antennas here on earth, are the focus of several SFT projects. One involves a major intercity rail operator delivering high speed internet into the train via satellite.

The project, which started in 2022, is due for completion in the coming months. Robert said: “This is just the start of the effort to put good connectivity onto trains.”

In the north of Scotland, SFT are also funding a project which, over the course of 6-12 months, trials digital connectivity via LEO satellites on ferries.

In time, the project aims to enable deeper understanding into how the system works at high latitudes, in harsh environments such as at sea, and how it is affected by the weather.

A final project, in collaboration with a major train operator in Scotland and funded by the Scottish Government, seeks to roll out the technology to a fleet of trains later this year.

“The idea is that, for the first time, we will see high speed digital connectivity to trains from space. That will enable a whole raft of new applications, passenger Wi-Fi just being one of them.

“All the train operators have a raft of applications that they need to serve as well, emergency staff communications, on board retail systems, train diagnostic systems, et cetera.”

Looking to the future, strides are already being made to innovate global digital connectivity even further. Direct to device (D2D) uses satellites to communicate directly with mobile phones.

I think there’s a growing realisation that this sort of connectivity could be a very, very valuable part of that ecosystem to connect to trains, especially in sparsely populated areas.

The technology, which is currently undergoing testing by Space X and AST SpaceMobile, could make its way to the UK by around 2026-27.

“It's a matter of scaling all those operations up,” Robert said. “Currently, there's only a handful of satellites in the sky that are capable of doing that. Once enough of them in the sky are capable of doing it, you will have global service.”

GOOD DIGITAL CONNECTIVITY COULD BREED POSITIVE ENVIRONMENTAL IMPACTS

While it’s difficult to ascertain to what extent good digital connectivity could impact the environment, there are certain aspects which are thought to have a positive effect. For example, as Scotland seeks to facilitate a modal shift to rail, improving the passenger experience could be an important factor in encouraging people to make the switch from car to train.

If passengers can expect good digital connectivity on board, suddenly their commute is productive or more entertaining than sitting behind the steering wheel, as Robert pointed out: “It's about improving the passenger experience.

“Can you make that long train journey, or even a short trip, part of your daily work? Can you make it part of your commute? Because that makes rail travel far more attractive than sitting in your car, which is effectively dead time.

“People need to be able to move around and if they can use that as a productive part of their day as well, then that can make a big difference in people's lives.”

As well as the on-board benefits, the possibility of more reliable journey planning and transport updates could ease the transition from road to rail.

“If all the transport can be more coordinated and we know where everything is, and have real-time information coming back from the trains with exactly where they are, one of the benefits that could ensue from that is public transport apps being able to stitch together journeys in real time, which is still a bit of a hard thing to do, especially in sparsely populated areas,” Robert explained.

“If you don't know where the train is because it's always in and out of mobile phone coverage, these apps can't really function because they need a complete picture of where things are.

“So there is an argument for being able to provide a much more seamless public transport experience as well as it just being a bit nicer when you're on board.”

Additionally, achieving a similar level of connectivity with trackside infrastructure would not only be costly, but also hugely carbon intensive due to the amount of structures that would need building.

The number of vehicles involved in transporting materials, and the carbon emissions associated with manufacturing concrete and steel, means that improving digital connectivity in this way isn’t climate friendly.

While it hasn’t yet been determined whether sending a rocket to space to deploy a satellite is less carbon intensive than installing terrestrial infrastructure, Robert is inclined to believe it is, though he acknowledged the need for a study to establish whether or not this is the case.

Ultimately, with benefits for operations, passengers, and potentially the environment, ushering in the new age of FRMCS and satellite connectivity presents an exciting new dawn for the rail industry.

As Robert concluded: “All of this makes sense to me because it is making things better. It's making things more efficient. I think it is going to be greener. I think it's going to make public transport better. And I think humans enjoy being connected more.”

Electronically-steered flat panel antenna

SPL Powerlines:

Rejuvenating the Rail Workforce

As the leading independent overhead line equipment (OHLE) provider for the UK’s railway network, SPL Powerlines is at the forefront of encouraging new talent into the industry.

Lee Pounder, Regional Director – Scotland at SPL Powerlines UK said: “It’s a well-known secret that the general railway workforce has a challenge going forward. There is an ageing demographic which will shortly leave a number of skilled roles open. Without appropriate succession planning, there is a distinct possibility that we will have a skill shortage in the coming years.

“SPL Powerlines, alongside our industry colleagues, has identified, and is actively promoting, the need to invest in recruiting and training the next generation of railway workers.”

He said some of the challenges facing the railway industry are for it to create a more diverse workforce. “Recent studies have shown there are other industries described as being more popular for the younger workforce,” he said. “So the railway industry has a lot to do to regenerate and promote the excellent opportunities that are on offer. The younger workforce requirements are now different to what we are traditionally used to so it’s important that businesses adapt their offerings to continue to attract new talent.”

This ethos is something that SPL Powerlines is embracing. There are multiple entry levels for the railway.

“This is what makes it so exciting,” said Lee. “SPL Powerlines continues to recruit the next generation into the railway through our STEM engagements and longstanding relationships with local schools, colleges and universities across the region. In addition to regular STEM engagement, we also attend career fairs and assist with mock interviews and placements to encourage new recruits.”

SPL Powerlines runs a successful undergraduate scheme which sees engineers and quantity surveyors blend their academic learning alongside

on the job learning. The company has seen a number of its employees graduate from various university courses using this method.

Oliver James is a trainee quantity surveyor at SPL Powerlines. He joined the company as an apprentice to gain valuable work experience whilst also working towards his degree in quantity surveying.

He said: “This will put me in a strong position on completion of my studies, as I will have four years’ work experience to my name. I’m enjoying having the ability to apply my knowledge from the workplace into my university studies and vice versa. I believe it gives me an advantage over full-time students working towards similar degrees.

“I would recommend an apprenticeship to anyone. You can earn money, work experience, and a degree all at the same time which will give you all the tools for a career in your chosen area of interest on completion of your studies.”

SPL Powerlines apprenticeship schemes includes a Trainees Linesperson Programme which is an intensive 16-week course including modules such as PTS (personal track safety) training, OLEC 1 and 2 training, DCCR (DC conductor rail) training, slinger training, MEWP operations, emergency first aid and working at heights.

Each person enrolled onto the programme has access to multiple mentors experienced within the field. Additionally, a buddy system allows each trainee to be partnered with an experienced linesperson to shadow and provide additional support.

Cameron Strain chose a graduate apprenticeship programme in engineering (design and manufacture).

“The railway remains a hugely exciting industry to be a part of, it’s really important we continue to get this message across.”

Lee Pounder, Regional Director – Scotland at SPL Powerlines UK

Services provided include:

OHLE Design – High, Medium, Low Speed Systems Isolations and Planning OHLE Installation

Testing and Commissioning of OHLE Systems HV Design, installation and commissioning OHLE Training Machine Hire

He said: “I decided to join the graduate apprenticeship scheme at SPL Powerlines as I was interested in the overhead line systems in the Scottish Railway and with my background in electrical engineering, through completion of my HND, I thought this would be a great next step. Another winning factor is that I am able to attend university to complete a bachelor’s degree with honours, whilst getting hands-on experience in engineering. The work experience is really good, I get to learn about how OLE systems work on site whilst also learning the engineering side of OLE desk based.

“I’ve also gained further learning by gaining my PTS, OLEC 1, and OLEC 2. I’m very much enjoying the rail sector, the main thing I like about it is how vast it is and with lots of interesting and different disciplines within the sector. I like how much there is to learn, and I would recommend this course to anyone thinking of doing an apprenticeship, especially with SPL Powerlines as it can give you a great opportunity to work in the sector.”

Lee Pounder concluded: “The Net Zero mandate is a massive part of the railway, so I’d love to see the railway workforce be part of the generational modal shift and leave a legacy for future generations.

“When you join the rail industry in Scotland, you soon learn that it really is one big family. The relationships that you form on day one will last a lifetime. It’s amazing to see how many passionate and committed people there are working on the railway. You may occasionally change your company however the people remain.”

To find out more about a career with SPL Powerlines UK email: jobs@powerlines-group.com

Siemens: Making Scotland’s Railway is the Most Collaborative in the UK

Scotland’s rail services have operated under public ownership for over two years, and collaboration was built into this approach from the start, with an emphasis placed on the Scottish Government’s new ability to work with stakeholders and elected representatives from all parties.

Two years on, Peloton spoke to Campbell Braid, Signalling Programme Director SCP at Siemens Mobility, who praised the culture of collaboration within the Scottish network. He said: “We operate on the ethos that we want the best people to deliver for Scotland’s railway, whether it’s Siemens, or whether it’s Network Rail.

“I think [the collaborative landscape in Scotland] is probably the best in the UK.”

As the UK at large seeks to deliver enhancements throughout the rail network in the mission to encourage a modal shift to rail, sharing best practice across its borders and looking to Scotland’s example might be the key to further growth.

“I think [other nations in the UK] could look at how we've got track and train closer together. I think the ethos is ‘how can we deliver outcomes?’, rather than specifying ‘you will, you will, you will’.

Maintaining the smooth operation of a rail sector that ultimately seeks to encourage people on board requires the players involved to be consistently on the same page.

In Scotland, collaboration is a culture that embodies the industry, and its successes are testament to this approach.

“How do we deliver a benefit for Scotland’s railway? That’s ultimately what everybody is doing, irrespective of what the activity is. We are trying to make it better for the people of Scotland, and for freight in Scotland.”

TRUST SHOULD BE EMBEDDED FROM THE ONSET OF EACH PROJECT

Campbell also outlined the benefits of an integrated rail network when it comes to delivering projects. He said: “When we’re delivering enhancements and delivering work on the railway, because track and train are owned ultimately by the same people, it means we can affect them once and we can have a joined up approach, as to when is the best time to shut the railway, or when is a time that suits passengers and freight so that we can go in and do what we need to do.”

“To get to net zero, we need to just drive effective, efficient solutions, we need innovation, we need technology, and we need the best people to deliver as effectively as we can.”

Campbell Braid, Signalling Programme Director SCP at Siemens Mobility

Throughout various partnerships and projects, Siemens Mobility demonstrates the value of collaboration with industry colleagues, and their approach begins with assuming trust from the start, rather than building it gradually.

This, Campbell explained, was the key to their successes through their Carstairs and Levenmouth projects. The former, a remodelling of the triangular junction at Carstairs including resignalling works, saw Network Rail contract with Siemens Mobility, SPL, and Rail Systems Alliance Scotland.

“We collaborated because that was the right thing to do,” Campbell stated. “There wasn’t a contractual hook. We just had to work together. We could have adjusted that approach, but I decided, ‘let’s go and deliver this in a collaborative manner’, and we did.

“We had a number to deliver that job, and we had access that was quite challenging. But, through Scotland’s Railway, we delivered a £160 million job and we handed back the railway on time and Network Rail are starting to reap the rewards and the benefits for that project.”

Despite the challenges that can have an impact on delivering projects within budget and on time, Campbell emphasised the importance of maintaining communication and having open and honest discussions when challenges arise.

Levenmouth is one such example that has overcome difficulties to deliver a positive result. The project, which sought to build a 9km line and bring rail travel back to the Levenmouth area for the first time since 1969, will mean that the area has a direct connection to Edinburgh and the wider mainline rail network.

Campbell said: “I think it demonstrates that we absolutely can deliver in a collaborative manner, and we can deliver for the budget. It's easy to be

“We didn’t have any contractual mechanism to collaborate, but we did. We just collaborated to deliver.”

collaborative. It's harder to be collaborative and deliver an outcome for a price, and that’s the bit that we need to get better at as an industry.”

Having learned through their successes, Siemens Mobility have identified the benefits of setting out the culture of each project from early on in the project, and establishing a trust that carries through all the way to delivery.

“I think it's about getting everybody on the page early. It's about making sure the culture and the behaviour of trust and transparency is in place to make sure that works because ultimately collaboration is built on trust.

“We go into partnerships on the basis that we trust everybody, rather than we didn’t trust them until we did. We’ve done it the other way around, and that's certainly been a success.”

ACHIEVING LONG-TERM SUCCESSES FOR DECARBONISATION MEANS WORKING TOGETHER IN THE SHORT TERM

Campbell explained that key to Scotland’s success is the ability to look ahead and determine how to deliver the best outcomes with the available resources, as well as bringing in new and innovative solutions to reduce costs and continue delivering.

“Siemens have many solutions,” he said. “We've got an array of technology, and we are happy to share and deliver that technology for what's best for Scotland’s railway. I think maybe we need to widen the lens in the current fiscally-constrained environment and think ‘what can we afford?’ rather than ‘we can't afford this.’”

When it comes to helping in the strive to meet decarbonisation goals, the railway’s role is important but nuanced. Campbell said: “It's a mix rather than

just electrifying everywhere and finding the mix of track and train solutions including bi-mode train.

“So in that short to medium term, you might not electrify everything. That's a massive aspiration and that's fine, but if we can’t afford that, we need to take steps along the way so we can get some incremental benefits.”

Working with the public to create an attractive rail experience is also high on the agenda as Scotland looks to encourage a modal shift. Campbell emphasised the impact this can have as more and more choose to get out of their car, and acknowledged the strides that those leading Network Rail and ScotRail have made in driving this change.

“What Alex Hynes achieved when he was leading Scotland's Railway has been incredible. He's left a legacy and lasting foundations so it should continue. There’s no reason why it shouldn’t.”

Having a rail sector which facilitates communication between decision-makers and industry partners is fundamental for the smooth operation and delivery of a network that strives to achieve for passengers, freight, and Scotland in general.

As Scotland continues to demonstrate the value of nurturing lasting relationships throughout the industry, their rail sector stands out as an example for the strides that can be made when partners work together to the shared goal of lasting, positive outcomes.

Through Siemens Mobility’s partnerships, which prioritise trust and collaboration, Campbell concluded: “We're all in it together and we're all pointing in the same direction, but that doesn't mean it's a fluffy collaboration, it's a kind of tough love collaboration. It's about being honest with each other, and holding ourselves to account.”