Rail Director March 2022 by RBD Media

March 2022

EXCLUSIVELY FOR RAIL INDUSTRY LEADERS March 2022

Crossrail Taking a ride on the unopened railway Lord McLoughlin Delivering a transport system that the North needs David Castlo The latest technology preserving Victorian railway tunnels Aine Finlayson Embracing the challenges of today’s world collectively

LAURA SHOAF

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Introduction

Renewal and regeneration A

very warm welcome to the latest edition of Rail Director. Spring is on its way – the season of rejuvenation and regrowth and the time of the year when we see a noticeable difference in daytime length – and already it feels like the rail industry is building on a new era of collaboration. Things are certainly opening up as we all strive to put COVID-19 behind us. The recent Institution of Mechanical Engineers’ Railway Division Annual Luncheon was attended by some 1,000 people, all grabbing a welcome opportunity to network as well as to listen to Anit Chandarana from the GBR Transition Team. The Railway Industry Association held a Parliamentary Reception attended by 140 railway executives, and 400 attended the recent Railway Industry Networking event in London, at which 75 exhibitors displayed their latest products and services. Having a resilient supply chain, one that’s both diverse and sustainable, drives both efficiency and value. I recently spoke at an Achilles seminar exploring how supply chain risk needs to be assessed and measured and how best to position companies. We should never underestimate the importance of the rail industry. No more so has this been highlighted than during the atrocities in Ukraine. My heart goes out to the people of Ukraine and particularly those working on Ukrainian Railways. As I write this, they have been playing a vital role in the evacuation of civilians with an astounding 100,000 people evacuated in a single day by the railway. But they are not alone, with international train companies also offering their assistance in helping to get people to a place of safety.

It gives me an enormous sense of pride in the importance of the rail industry and the willingness of our people to do everything they can to help those in need. This month’s Rail Director highlights some of the amazing individuals we have in our industry, with exclusive interviews from the decision makers in the rail industry. Among the features is our report on a trip along the Elizabeth line, set to open in the coming months, as well as a chat with Transport for London’s Andy Lord and Crossrail’s Mark Wild. We’ve also been speaking with the new chair of Transport for the North Lord McLoughlin and chief executive of the West Midlands Combined Authority (WMCA) Laura Shoaf CBE. Alongside these interviews, we’ve taken a look at the new technologies being developed to help preserve Victorian railway tunnels with Network Rail’s David Castlo, and discussed the fascinating Transpennine Route Upgrade with Joao Barbeiro from Jacobs. I hope you enjoy the latest edition of our magazine and, as always, if there’s anything we can do to help you and your business thrive, please don’t hesitate to get in touch.

My heart goes out to the people of Ukraine and particularly those working on Ukrainian Railways

Best wishes

Da vid

David McLoughlin Chief Executive Business Daily Group (incorporating: RBD Publications and railbusinessdaily.com)

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March 2022 | 3

Contents

Elizabeth line on schedule, but will open as three separate railways

Rail Director’s Nigel Wordsworth rides on the unopened railway that will improve journey times and ease congestion under London

News

RAIB releases report on fatal derailment near Stonehaven

The Rail Accident Investigation Branch has released its report into the fatal derailment of a passenger train near Stonehaven, Aberdeenshire, in August 2020

Preserving the past for the railway of the future

Network Rail’s David Castlo talks about the technology being developed to help preserve Victorian railway tunnels

Shipping Corollas to Europe

DB Cargo UK is now exporting British-made vehicles into Europe from a new facility in the East Midlands.

42 towns and cities bid to become home for Great British Railways

The opportunities for UK-Swiss rail industry trade

Transport secretary Grant Shapps says it is now full steam ahead with building a short list for the public vote

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The Prime Minister’s Trade Envoy to Switzerland and Liechtenstein MP Stephen Timms writes about the importance of the rail sector to the UK-Swiss trading relationship

Editor Nigel Wordsworth nigel@rbdpublications.com

Recognition for CARE project role

£84 million investment will improve journeys in the North West

Network Rail investing £83 million over Easter to improve services

HS2 tunnelling machines reach Chalfont St Peter ventilation shaft

Siggy’s rail innings continues with second Lifetime Achievement Award

UKTram’s managing director James Hammett talks about a growing optimism for the future of the light rail sector

International news

Influencing the solution and seeing projects through to completion

HS2 reveals new design for Euston high-speed terminal

Working towards a world-class system 24 The West Midlands is currently enjoying a ‘rail renaissance’ but the journey to a totally integrated, iconic transport network is ongoing

Levenmouth Rail Link project under way 28

Alex Hynes, the managing director of Scotland’s Railway, says the project has the potential to improve social and economic conditions

Delivering a transport system that the North needs and deserves

Celebrating 50 years of innovation

Former Transport Secretary Lord McLoughlin is the new Chair of Transport for the North. He’s spoken with Rail Director about the challenge ahead The Birmingham Centre for Railway Research and Education has gone gold

Leading the way on digital technology for the railways

The Transpennine Route Upgrade’s passenger-focused benefits will be realised via a boundary-pushing digital ecosystem embraced by project teams

Landmark year ahead for light rail

Milla Mazilu, passionate project professional and recent recipient of a British Empire Medal, praises colleagues for creating impact and change

Works will deliver trackside upgrades, platform extensions for longer trains and bigger depots across the region

Network Rail is carrying out 530 upgrade projects worth £83 million to upgrade railway for passengers over the Easter bank holiday weekend

HS2’s two 2,000 tonne tunnelling machines digging the tunnels under the Chilterns have completed the first stage, up to the ventilation shaft at Chalfont St Peter

The inspirational approach of Thameslink’s oldest employee makes him a deserving winner of a Heart of Gold

Rail Director meets Gary Robson, Spencer Group’s new engineering manager with responsibility for rail project design

HS2 has revealed the updated design for a new high-speed railway terminus station at London Euston

Embracing the challenges of today’s world collectively

Movers and Shakers

Picture perfect

Aine Finlayson has been appointed the first female President of Scottish Engineering. She has spoken with Rail Director about the challenges ahead

Winners of inaugural Young Railway Photographer of the Year competition announced

Writers Danny Longhorn Dave Windass Designer/Production Manager Chris Cassidy Director of Marketing Rachael Dean Subscriptions Anthony Swindells Advertising Team Christian Wiles – chris@rbdpublications.com Freddie Neal – freddie@rbdpublications.com Elliot Gates – elliot@rbdpublications.com Amy Hudson – amy@rbdpublications.com Published by RBD Publications Ltd., Suite 37, Philpot House, Station Road, Rayleigh, Essex, SS6 7HH. Printed by Stephens & George © 2022 All rights reserved. Reproduction of the contents of this magazine in any manner whatsoever is prohibited without prior consent from the publisher. For subscription enquiries and to make sure you get your copy of RailDirector please ring 0800 046 7320 or email subscriptions@rbdpublications.com The views expressed in the articles reflect the author’s opinions and do not necessarily reflect the views of the publisher and editor. The published material, adverts, editorials and all other content is published in good faith.

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Crossrail

Elizabeth line on schedule, but will open as three separate railways Rail Director’s Nigel Wordsworth rides on the unopened railway that will improve journey times and ease congestion under London he central section of London’s new Elizabeth line is on schedule to open by the end of June. Transport for London’s chief operating officer Andy Lord was upbeat when he gave Rail Director that news. He wouldn’t be drawn on an actual date, as he said that he wanted to make sure the railway was completely reliable before he opened it. However, he did say that April would be too soon, so it looks like a May or June date. Opening the central section won’t be the end of it. On opening day, the services currently running as TfL Rail from Paddington to Heathrow and Reading in the west, and from Liverpool Street to Shenfield in the east, will be rebranded Elizabeth line. However, the Elizabeth line will actually be run as three separate railways for the time being, with 12 trains an hour running from Paddington to Abbey Wood. Passengers wishing to reach Heathrow or Reading will have to change trains at Paddington, those wishing to go to Essex will change at Liverpool Street. Integration A few months later, trains will start running from Abbey Wood all the way to the West, and trains to and from Shenfield will be integrated into the system in Spring 2023. The Elizabeth line service will be delivered by MTR under a concession arrangement. Paddington station will be operated by MTR, while the other central stations – Bond Street,

Image: TfL

Evacuating a disabled passenger to an access shaft as part of ‘trial operations’.

Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel – will be operated by London Underground, though there will be MTR train despatchers on the platforms. The story so far The Elizabeth line is a new railway that runs across and under London from west to east. The underground section runs from just west

of Paddington station to Whitechapel, where the route splits. One ‘leg’ goes up into Essex, eventually reaching Shenfield. The other terminates at Abbey Wood in southeast London. The project is being delivered by Transport for London subsidiary Crossrail Ltd. The name ‘Elizabeth line’ was announced by then London Mayor Boris Johnson during a visit to the project by Her Majesty in 2016.

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March 2022 | 5

However, unlike the Victoria line, also named after a monarch, this is no ‘underground’ or ‘tube’ line. The Elizabeth line will be running full-sized main line trains – each made up of nine cars and 200-metres long – through the new twin-bore tunnels. Digging those tunnels began in May 2012 and ended at Farringdon in May 2015. Eight 1,000-tonne tunnelling boring machines (TBMs) created 42km (26 miles) of new, 6.2-metrediameter rail tunnels under London, up to 40 metres deep. The tunnels were lined as they were dug, using 200,000 concrete segments weighing three tonnes each. In addition, further excavations created ‘boxes’ for three of the the eight new underground stations and for crossovers, where trains can change from one tunnel bore to another if needed. Over eight million tonnes of earth were excavated during the construction of the new rail, station and platform tunnels. Much of the excavated material was used to create a wetland habitat for birds in Essex.

The Elizabeth line station at Paddington is built in a box – a massive open space that was excavated from the surface downwards final estimate is lower than TfL requested but higher than the government has agreed to pay. Negotiations continue… The two biggest challenges faced by the project were integrating and testing the signalling system and completing fitout of the stations, particularly Bond Street and, to a lesser extent, Whitechapel, which is now completed.

Signalling integration is a challenge as trains will have to run under three different signalling systems, all of which have to talk with each other. In the central tunnels, a bespoke metrostyle computer-based train control (CBTC) system, developed by Siemens Mobility at its UK headquarters in Chippenham, will be responsible for the safe running of services. This style of signalling was adopted because, to get the frequency of service, trains will have to follow each other very closely. Once services are fully open, the central section will have a 24-trains-per-hour service in the peak in each direction. In the east, trains will split evenly with 12 trains per hour serving Stratford and all stations on the Shenfield line and 12 trains per hour heading southeast through Canary Wharf to Custom House, Woolwich and Abbey Wood.

Image: TfL

Turning tunnels into a railway Once the tunnels were complete, the focus of the work changed to installing the railway systems and fitting out the stations. This proved to be a complex task, with many more ramifications than had been expected and, as a result, costs escalated and the completion date slipped from December 2018 to June 2022. London Underground boss Mark Wild was drafted in to head up the team and get the project back on track. Negotiations between Transport for London, the London Mayor’s office and the Department for Transport released extra funding so the new line could be completed. Costs are still not completely under control, the

Crossrail CEO Mark Wild explains the current status of the Elizabeth line project.

Image: TfL

Crossrail

6 | March 2022

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Crossrail

The Elizabeth line platforms at Paddington

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The concourse and gateline at Paddington

has to be seamless. This is the reason the new line will open in stages. The two ‘open air’ sections are already running – from London Paddington to Heathrow using ETCS and to Reading using TPWS, and from Liverpool Street to Shenfield, again on TPWS. The underground central section uses CBTC, and that is being extensively tested to ensure it is safe to open. ‘Dynamic testing’, undertaken as part of the construction phase, proved that the railway had been constructed as planned and that trains could safely run through the tunnels from one end to the other while being detected and controlled by the signalling system. Individual trains were run backwards and forwards through the tunnels to check gauge clearances, platform clearances, communications, signalling interfaces, platform edge door locations and controls and a myriad of other features. Once trial running was completed, the final phase of testing – ‘trial operations’ – commenced on 20 November 2021. This

Image: Paul Bigland

Increased transport flow Off-peak services will be 16 trains per hour in the central section, with eight trains per hour to each of Shenfield and Abbey Wood in the east. To the west, four trains per hour will run to Heathrow, two to Maidenhead and two to Reading. In the west, some trains do not call at all stations, so while busier stations receive up to 10 trains per hour, smaller stations generally have a minimum of four trains per hour. The CBTC signalling system will be extended out of the tunnels into Abbey Wood station, the terminus in the southeast, as that lies only a mile or so from the tunnel portal at Plumstead. In Essex, once Elizabeth line trains emerge at Pudding Mill Lane, they will switch to traditional Network Rail TPWS (train protection and warning system) signalling with lineside signals. So, trains have to be fitted with TPWS as well as CBTC, and they need to switch seamlessly from one to the other. On the other side of London, near Paddington, there are two systems. Trains for Heathrow will now be using ETCS – the European Train Control System – which is a pan-European system of in-cab digital signalling that allows interchangeability between different manufacturers. There are aspirations to upgrade the whole of the Great Western main line to this system but, for now, just the spur off to Heathrow has been so equipped. The rest of the Great Western out to Reading also uses Network Rail TPWS, but from a different control centre to the eastern section, so again the transition from one system to another

Image: Paul Bigland

In the west, the plan has 10 trains per hour west of Paddington in the peak, four trains to Heathrow (Terminals 2/3 and 4), and two trains per hour to each of West Drayton, Maidenhead and Reading. The other eight will terminate at Paddington.

simulated the operation of a real railway as closely as possible, involving over 150 scenarios in which volunteers helped to validate the emergency evacuation processes in trains, tunnels, shafts and stations. Staff also practised getting disabled passengers on and off trains, seeing what effect that had on station dwell times, as well as disembarking and boarding full trainloads of passengers. Much of the trial operations phase has already been successfully completed. A train full of passengers – a mix of volunteers and TfL employees – was evacuated at Farringdon station on 19 February. One week later, on 26 February, a train was evacuated up the Limmo Peninsular escape shaft near Canning Town in East London. This was followed by a simulated train failure just short of Canary Wharf station on Saturday 6 March. Passengers were disembarked in a controlled manner and walked a few yards to another train, which then took them to ‘safety’. The following week, Rail Director was given the opportunity to travel on an Elizabeth line train from Paddington ‘Low Level’ to Liverpool Street ‘Low Level’ through the central section in the company of TfL chief operating officer Andy Lord and Crossrail chief executive Mark Wild. The Elizabeth line experience The ‘Low Level’ designation is in quotes as TfL hasn’t yet decided how to name these new stations and to differentiate them from the main line stations above. Paddington Elizabeth line station is accessed down escalators situated alongside the main line station’s Platform 1. These take passengers to a concourse level, from which further escalators take them down to the platform level once they have passed through the gateline. March 2022 | 7

Enhancements Mark Wild pointed out that, although the new station is impressive enough, the ‘back of house’ offices and control centre – 500 rooms in total – actually occupy 20 percent more space than the front of house passenger areas. Andy Lord was keen to show off a side tunnel one floor below the platform level. Coated in clean white tiles, this accesses the Bakerloo line platforms. It was an addition to the station’s design – originally, it was anticipated that passengers would ascend to the main line station, cross its concourse, and then descend to the Bakerloo line. However, as this was thought

The train slows as it enters Farringdon station

Much of the trial operations phase has already been successfully completed to inconvenience passengers too much, an engineers’ access tunnel was enlarged and enhanced to make it into a passenger route – the only one between an Elizabeth line station and an Underground station in the central section.

Andy Lord describing how passengers for Shenfield will have to change trains at Liverpool Street until Spring 2023

8 | March 2022

Image: Paul Bigland

The Elizabeth line station at Paddington is built in a box – a massive open space that was excavated from the surface downwards. The two platforms, each 208 metres long, lie 23 metres below the surface. The box had to be built without disturbing several historical structures in the area. Brunel’s Paddington station is a Grade 1 listed building, while MacMillan House and the Hilton Hotel, which run along Departures Road, are also Grade 1 listed. In addition, the historic Osbourne Tunnel (once a postal route) passes under the western end of Departures Road, adjacent to Network Rail’s plant rooms. Built by a Costain Skanska joint venture to a design by architect Weston Williamson and consulting engineer AECOM, the concourse area is covered by a glass canopy 120 metres long by 23 metres wide. This incorporates ‘Cloud Index’, an art installation by Spencer Fitch that creates a picture of the sky that changes according to the light, the position of the sun and the time of day. The canopy allows natural light to flood the station down to the open platform level.

Image: Paul Bigland

Crossrail

At platform level, the full-height platform screen doors are immediately apparent. These aren’t solely for passenger safety, they also help manage airflow, cut down on the piston-effect created by trains running into the tunnels, and control smoke in the event of a fire. The trains and stations are also cooled, and the platform screens prevent expensive cooled air disappearing down the tunnels. Contemplation of the platform’s design was interrupted by the arrival of a nine-car Class 345 Aventra train, built in Derby by Bombardier Transportation, now Alstom, that was to take our party to Liverpool Street. On departure, the train stopped at Bond Street, Tottenham Court Road and Farringdon stations, where the doors opened and closed as part of the ‘trial operations’ testing, before arriving at Liverpool Street just 12 minutes later. It was a smooth and comfortable ride – a product of the semi-resilient floating slab track that was used in the line’s construction. Liverpool Street Alighting at Liverpool Street, it has a very different appearance from Paddington. The station was built by mining, not by excavating a box, so the passages and concourse have rounded ‘tunnel’ cross-sections. One quirk is that, if passengers leave the front of the train and head for the nearest exit, they find themselves in Network Rail’s Liverpool Street station – no surprise there. However, if they leave the rear of the train and head for the nearest exit, they find themselves in Network Rail’s Moorgate station! The Elizabeth line platforms span the gap between the two overground stations. railbusinessdaily.com

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Preserving history Archaeologists were called in as it was known that the site of the new station took in the Bedlam burial grounds, established in 1569 outside London’s city walls to ease the growing overcrowding of local cemeteries. 10,000 people were thought to have been buried there, but no one was expecting 3,300 of them to be recovered by Crossrail workers. The remains were reburied at The Willows cemetery on Canvey Island. This delayed the programme, but Laing O’Rourke and its subcontractors caught up the lost time and completed the station as planned. Bond Street is the only station that won’t be ready for the line’s opening ‘by the end of June’. Construction had to be halted during the COVID pandemic as it was simply impossible for the 900 workers employed by Costain Skanska and its contractors to socially distance.

Bedlam plaque

Once the whole line is in full operation, 24 trains per hour will be running through the central section The contractor did nothing wrong, but its construction methods weren’t compatible with a global pandemic. TfL took the project in house and, although now nearing completion, it won’t be ready for service until about September. Once the whole line is in full operation, 24 trains per hour will be running through the central section, giving an anticipated capacity

The concourse at Liverpool Street with, at the far end, the escalators to Moorgate station.

10 | March 2022

of 200 million passengers per year. If this proves to be inadequate, there are two ways to increase capacity still further. Easing congestion The central section has been built to cope with 30 trains per hour, a 25 per cent increase, and the nine-car trains can be increased to 11 cars, another 22 per cent increase. Intermediate carriages can be ordered from Alstom in Derby and incorporated into existing trains in London – a process that has already increased a number of the original TfL Rail seven-car sets to nine cars. Once the Elizabeth line is in full operation, it will ease congestion on the Underground’s Central line and, to some extent, the Jubilee line. How everything will pan out as Londoners start to return to the capital and their workplaces following the COVID-19 pandemic is unclear, but travelling will certainly be quicker and more convenient for decades to come.

Image: Paul Bigland

This can lead to two problems. One is that passengers can easily find themselves in the wrong main line station. The other is that passengers at Moorgate, knowing they want to catch an Elizabeth line train at Liverpool Street, might walk, take a taxi or even catch an Underground train (Hammersmith & City, Circle or Metropolitan lines) to Liverpool Street, not knowing they just need to go down the escalators and catch the Elizabeth line train right there. TfL is still considering the best signage to make this obvious. Built by Laing O’Rourke to a design by architect Williamson Eyre and engineer Mott MacDonald, space was at a premium. This meant that there was nowhere to position a conventional lift shaft, so an inclined lift had to be installed alongside the escalators.

Image: Paul Bigland

Crossrail

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IAnddvuesrttroyr iSapl o t l i g h t

Siemens Mobility: Playing a vital part in The Elizabeth line Rob Morris, managing director for rail infrastructure at Siemens Mobility, says integration and collaboration have been the key to the success

he Elizabeth line is one of the biggest railway infrastructure projects in Europe and has involved an incredible 26 miles of new rail tunnels in London. Such a vital rail link, it will come as no surprise that Rob Morris, managing director for rail infrastructure at Siemens Mobility, is delighted to have been involved. “There are only so many large and transformational projects that come along in a working lifetime, so I’m immensely proud to have been involved in the Crossrail project,” he said. “Having also been personally involved in the infrastructure programme for the London 2012 Olympics, the scale and challenges of the Elizabeth line were quite similar in many ways. “The spirit, commitment and skill of the whole team has been exceptional and the sense of achievement in delivering one of Europe’s largest infrastructure projects is just as rewarding.” Massive achievement The systems delivered by Siemens Mobility include the signalling and train control for the central section of the Elizabeth line, together with the communications and control systems for this area. That involves approximately 15,000 assets being monitored at the Central Management System (CMS) with 30,000 data points, for example CCTV and tunnel ventilation, and bringing data from them all onto one platform which the operator can easily access and control. “The programme is a massive achievement for all the talented individuals working on it,” said Rob. The work at hand Siemens Mobility has two direct contracts with Crossrail. Under the first contract (C620), the company has designed, manufactured, installed, tested and commissioned the communicationsbased train control (CBTC) signalling and control system for the central section of the programme. The signalling and train control enables high-frequency and automated operation 12 | March 2022

for the central section of the Elizabeth line. Beyond that, trains will operate over existing Network Rail tracks and infrastructure, and under the control of Network Rail signalling and control systems (the European Train Control System, ETCS, and Train Protection Warning System (TPWS). The system has a large number of complex

“We knew that testing and integrating off site would be crucial, however the global pandemic brought this into even sharper focus” interfaces with other parts of the infrastructure and the new Crossrail trains. The interfaces between the mass transit CBTC system and the main line railway on either side of the central section were particularly important in order to Advertorial

enable a smooth transition of trains from Network Rail operation in the outer sections where mainline systems are used, to the mass transit system CBTC in the central section. These required particular testing and development. Optimum performance In the central section trains are driven and controlled automatically by the CBTC system. While there is a driver in the cab, trains are usually driven by an on-board computer which precisely controls speed so that energy use is optimised and optimum capacity achieved. This also ensures that every train stops in exactly the right place to align with the platform edge doors at central section not underground stations as CUS is above ground. There are no lineside signals, all the information that the on-board system – or the driver in the event of a failure – needs is sent via a radio system to the cab. These trackside signalling elements will communicate with the on-board system and with the automatic train supervision (ATS) systems at a new control centre at Romford. In the control room, operators will oversee the running of the railway. railbusinessdaily.com

I n d u s t rAydSv pe rottol irgi ahlt

The second contract (C660) has seen Siemens Mobility delivering the station management systems, including CCTV, public address systems, passenger information systems, help points, rail and station SCADA (supervisory control and data acquisition) systems, local station and central control, and radio systems. Such functionality is critically important to ensure that the railway delivers a safe, pleasant and comfortable experience for all passengers, by ensuring that staff and travellers have constant access to the information they need. This also allows stations to be managed efficiently, identifying and avoiding crowding, responding to incidents swiftly and optimally, and ensuring that the railway delivers its promises to its stakeholders “A project of this scale demands a huge amount of input from our teams not just across the UK, but worldwide,” added Rob. “We drew on the expertise and experience of colleagues from the UK – in London, Chippenham and Ashby – Germany, France, Slovakia, India, Spain, with the support of our UK supply chain all playing a crucial role in turning this project from concept to reality. “I’m incredibly proud to see the Siemens Mobility team working as one with the wider client and partners to deliver this iconic railway for London.” Response to the global pandemic Rob said: “We knew that testing and integrating off site would be crucial, however the global pandemic brought this into even sharper focus.” When the UK lockdown to try and reduce the spread of the coronavirus was announced in March 2020, the Crossrail Integration Facility

“With a true ‘one-team’ approach and mindset, the whole team has leaned in to make the whole programme work” (CIF) played an important part in keeping things running. Rob said: “For me, integration of the many complex computer-based control systems has also been vital to success. “Based on our previous experience with the Victoria line and Thameslink, the CIF was created and set up in Chippenham early on as an offsite testing facility where multiple software and systems would be tested before going to a live railway. This, combined with our testing facility in

Braunschweig, Germany, has allowed the project to progress safely and efficiently and has kept the railway a railway rather than a test track.” “With a true ‘one-team’ approach and mindset, the whole team has leaned in to make the whole programme work.” With lockdown the emphasis turned to assurance and documentation activities that could be progressed at home and off-site testing, maintaining a dynamic test programme, ensuring that not only did the work continue, but our teams were kept safe. The rig was used to progress testing, assess system reliability and test software script rehearsals ahead of actual dynamic testing where trains are tested on the line physically. The teams made best use of technology to facilitate 24/7 access by test experts from all parties and locations. Time on the CIF has enabled issues to be identified and resolved before they have reached the physical railway. Rob said: “We have certainly learned from our reaction to the pandemic. We learned that our integration systems were robust, but we also learned where else we could stretch ourselves to get even more benefit from technology.” The final straight With the new Elizabeth line due to open in the first half of this year, Rob is positive about the final stages. He concluded: “It has taken a huge effort to get this far, from across the UK and further afield, with even more complexities than predicted, but we’re now in the final straight and the teams across all the partners will be delighted to see this landmark project open. “We will look back on our work with great pride and there’s a real sense of excitement as we reach the final stages of commissioning. It really has been a ground-breaking digital project.”

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March 2022 | 13

News

fourth extraordinary funding settlement worth £200 million has been agreed between the government and Transport for London (TfL). It will run until June 24 to help the network recover from the pandemic and continues to work towards long-term financial sustainability. The new deal also includes the potential for a longer-term capital investment settlement for TfL. The government says this would be agreed ahead of the next financial year and will be dependent on the Mayor and TfL’s co-operation with the government, including providing sufficient information regarding its capital investment plans and meeting conditions set out in the previous settlement. Transport Secretary Grant Shapps said: “Over the past two years, the government has repeatedly shown its commitment to London and the transport network it depends on, by providing close to £5 billion in emergency funding.” In this funding settlement, the Mayor will consult on the options he believes will raise between £500 million and £1 billion of additional yearly revenue from 2023. He will also be outlining options to achieve operating cost savings of up to £400 million in 2022 to 2023 and delivering against TfL’s accelerated modernisation plan while making significant progress in moving the pension fund into a financially sustainable position. Andy Byford, London’s transport commissioner, said: “There is no UK recovery from the pandemic without a London recovery and there is no London recovery without a properly funded transport network in the capital.” 14 | March 2022

he final new station for the Northumberland line rail scheme has been approved by planners, with construction due to get under way this summer. Newsham in Blyth is the sixth to be granted approval as part of a project that includes the delivery of 18 miles of upgraded track, access improvements and new signal locations. The half-hourly service between Newcastle and Ashington will have an anticipated journey time between Blyth and Newcastle of around 25 minutes. It is expected to deliver economic benefits of up to £470 million and is due to open in December 2023. Newsham station, on land south of the A1061 South Newsham Road, will include two platforms, pedestrian lifts, road junction improvements and parking for buses, cars, electric vehicles, motorcycles, cycles, and taxis. There’ll also be a range of lighting

Image: Northumberland County Council

Green light given for all new Northumberland line stations

and landscaping improvements. Neil Blagburn, Northumberland line programme delivery director, said: “This is another major milestone for the project and paves the way for the main construction work to start in the coming months. “Work to replace the track started on the line last year and

other preparations, such as clearing vegetation and mining remediation are getting under way on parts of the line ahead of the main construction starting on this transformational project, which will bring about new opportunities for work, education and leisure in this part of the county and the wider region.”

Hitachi Rail’s digital sensors to spot track faults, cut rail disruption and improve safety

itachi Rail and its subsidiary, Perpetuum, have been awarded a contract by Network Rail to develop the first real-time digital solution that monitors, and eventually predicts, sections of track that affect ride quality and require maintenance. The monitoring equipment is currently installed on trains across Scotland’s networks including the North Clyde line, The Borders, and Fife Circle. By fitting digital sensors to trains, the pilot offers major benefits to the railway. Jim Brewin, head of UK and Ireland, Hitachi Rail, said: “Introducing in-service monitoring technology to improve ride quality

Image: Hitachi Rail

£200 million deal to keep TfL services running

demonstrates how Hitachi Rail can use digital solutions that support track maintenance. This ability to bring train and track together can solve issues for both passengers and train operators. “Hitachi Rail is committed to constantly pioneering and

championing new technology to make our railways safer and more reliable.” Network Rail launched a halfmillion-pound competition to develop and introduce new technology to improve track maintenance in the next control period (mid-2024). railbusinessdaily.com

I n sFue raat nu cr e

Advice for Railway Companies – monthly feature by Jobson James Rail – The Rail Broker

Commercial Support from RIN Events T

he Jobson James Rail team provides networking opportunities and commercial support at its Rail Infrastructure Networking (RIN) events. These events were created to help infrastructure supply chain companies market themselves at a not-for-profit event to showcase their services to major buyers. With the sounds of enthusiastic networking at RIN London (10 March) still ringing in air, the RIN team at Jobson James Rail is already confirming bookings for the next event in the Rail Infrastructure Networking calendar – RIN Derby. Derby is famous for its historic development of the railway network as we know it today, making the city a fitting destination for RIN. After an enforced year off due to COVID-19 restrictions, RIN Derby will take place on Thursday 8 September 2022.

Antoinette Stevenson, sales and marketing Manager at Jobson James Rail

Hosted at Derby Arena, RIN Derby will provide a huge platform for infrastructure companies to launch new products and services, maximise their opportunities, strengthen partnerships and build new relationships. The exhibition will be an opportunity for businesses of all sizes to showcase themselves and speak with some of the biggest names in infrastructure. RIN events boast an impressive attendee list – an expected footfall of 400-500 and the continued

support from Tier 1 principal contractors and major buyers demonstrates the value of this event. As demand for rail infrastructure work increases over the next few years, the need for rail businesses to work together is significant. RIN is aiming for its biggest show yet, with more exhibitors, longer networking times and greater opportunities. To facilitate this growth, I joined the Jobson James Rail team as marketing manager at the beginning Of this year to help raise the company profile further within the rail sector and to develop the Rail Infrastructure Networking events. Keven Parker, head of rail at JJ Rail, commented: “Antoinette’s boundless enthusiasm, creative ideas and attention to detail make her the ideal person to push RIN forwards, developing the events to increase exhibitor and visitor numbers, offering additional

benefits and new opportunities for infrastructure companies UK-wide.” The success of RIN is clearly down to the industry professionals who support it, coming together from far and wide to share genuine opportunities. It is important to me that the friendly, supportive, and collaborative culture of this event is maintained as it grows. Attending RIN London was a fabulous introduction to RIN; it was great to meet so many clients and contacts and gain valuable insight as to the needs of the market. I am very much looking forward to drawing upon this experience and rising to the challenge of making Derby the jewel in the RIN crown for 2022! See full details at rinevents.co.uk

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March 2022 | 15

Stonehaven

RAIB releases report on fatal derailment near Stonehaven

Image: RAIB

The Rail Accident Investigation Branch has released its report into the fatal derailment of a passenger train near Stonehaven, Aberdeenshire, in August 2020

“T

here are fundamental lessons to be learnt by Network Rail and the wider industry.” That’s the message from Network Rail’s chief executive Andrew Haines following the publication of the Rail Accident Investigation Branch (RAIB) report into the fatal derailment near Stonehaven, Scotland, on August 12, 2020. Brett McCullough, Donald Dinnie and Christopher Stuchbury all lost their lives after a landslip onto the railway line caused a ScotRail train to derail. Six other people were injured. On the morning of the accident there was near-continuous heavy rain at the site of the accident between 6am and 9am, with the 51.5mm of rain that fell close to the average rainfall for the whole month of August in this part of Scotland. The report says civil work sent rainwater down into a trench and washed debris into the track. No warning had been given to the train driver to proceed more slowly because there was no written process for it. RAIB says “‘route controllers’ (who were responsible for 16 | March 2022

the operational management of Scotland’s railway network) had not been given the information, procedures or training that they needed to effectively manage complex situations of the type encountered on the morning of 12 August 2020.”

The tragedy at Carmont is a reminder of just how disruptive and potentially dangerous Britain’s volatile weather can be Simon French, the chief inspector of rail accidents, said: “This was a tragedy that devastated the lives of the three families who

lost their loved ones and brought terror and injury to six other people on the morning of 12 August 2020. “Our thoughts are with them all. Nothing can undo this event, but we owe it to everybody who was affected by it to strive to learn safety lessons for the future.” Dangerous reminder He added: “Although railway safety in the UK has been steadily improving over recent decades, the tragedy at Carmont is a reminder of just how disruptive and potentially dangerous Britain’s volatile weather can be. The railway industry needs to get even smarter about the way it counters this threat, and to better exploit remarkable modern technology that enables the prediction and tracking of extreme weather events such as summer convective storms. “There’s also an urgent need for the railway to provide real-time decision-makers with the information, procedures and training they need to manage complex and widespread weatherrelated events across the rail network.” railbusinessdaily.com

Stonehaven

Recommendations from the RAIB report As a consequence of this accident, RAIB has made 20 recommendations for the improvement of railway safety. The areas covered include: B etter management of civil engineering construction activities by Network Rail and its contractors;

Image: RAIB

Additional standards and guidance on the safe design of drainage systems; Improved operational response to extreme rainfall events, exploiting the full capability of modern technology, and based on a detailed understanding of the risk associated with extreme rainfall; Enhancing the capability of route control offices to effectively manage complex events; Extending Network Rail’s assurance regime to encompass route control offices; Addressing the obstacles to effective implementation of lessons learnt from the investigation of accidents and incidents; Measures to prevent derailed trains from deviating too far from the track (equipment fitted to track and/or trains); Addressing train design issues identified by the investigation and better understanding the additional risk associated with the operation of older trains.

lessons to be learnt by Network Rail and the wider industry. As well as expressing our deep sorrow and regret at the loss of the lives of Christopher Stuchbury, Donald Dinnie and Brett McCullough, it’s important that we acknowledge it should not have taken this tragic accident to highlight those lessons. We must do better and we are utterly committed to that. “In the 18 months since the accident, we

have inspected similar locations and drainage systems across the length and breadth of the country and the added insight the RAIB has provided today will help us in our efforts. “We also commissioned two independent taskforces led by world-class experts to help us better understand extreme rainfall events and how to better manage our cuttings, embankments and their drainage systems. “We have invested tens of millions of pounds towards improving the general resilience of our railway and how we predict and respond to such events. But this remains a multi-generational challenge and there is still much to do.” The Office of Rail and Road’s joint investigation with Police Scotland and British Transport is said to be making good progress, with the handing over of the final report to the Crown Office and Procurator Fiscal Service expected in the coming months.

Image: RAIB

Responding to the report, Andrew Haines, chief executive at Network Rail, said: “This report makes clear that there are fundamental

We have invested tens of millions of pounds towards improving the general resilience of our railway and how we predict and respond to such events

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March 2022 | 17

Heritage

Preserving the past for the railway of the future

Image: Network Rail

Network Rail’s David Castlo talks about the latest technology being developed to help preserve Victorian railway tunnels

Penge tunnel

ailway tunnels are an incredible feat of engineering, with many dating back to the Victorian era and created using techniques long resigned to the history books. Looking after almost 700 of the country’s structures though is a privilege offset by the challenges that they present, with track access availability decreasing and possessions to complete tunnel examination and maintenance at a premium. “It is a great privilege to have oversight of these fantastic feats of engineering, architecture and sheer grit and effort from the navvies and all the people who helped form them through the hills and under the rivers,” said David Castlo, Network Rail’s network technical head (mining and tunnels). 18 | March 2022

It is a great privilege to have oversight of these fantastic feats of engineering “I just marvel at what the Victorians achieved with the limited skills and technology that they had at the time and that the tunnels are largely still standing perfectly well today.

“You look at the tunnels built today with all the laser guided tunnel boring machines and compare that to one of our brick-lined structures, which were just dug by hand through a hill, and they all joined together and looked fantastic.” Keeping an eye on the network Network Rail’s asset teams monitor 30,000 bridges, tunnels and viaducts, checking structural aspects, assessing whether they can accommodate new electric trains and those carrying freight, and also carry out repairs as required. David is responsible for leading the development of policies, standards and innovation of tunnels stretching more than 335km throughout the network. railbusinessdaily.com

Heritage

“Across the tunnel portfolio we’re fortunate that the majority of them don’t cause significant problems and trains can pass through them safely every day,” he said. “Some are a little more troublesome and need fairly constant care, usually because of all the groundwater or the geology moving around them. “Thankfully that’s a smaller chunk of the portfolio and our challenge now is understanding which ones are becoming more troublesome and understanding how we can fix them quickly and efficiently.” Current repair methods and access arrangements are not appropriate for the forecast demands of the railway. An annual event Examinations are typically carried out once a year with a team of examiners walking through the tunnel recording defects and tapping away at the surface to check for hollow spots and potential concerns behind the brickwork. David said: “A lot of our processes at the moment are still down to the human eye and ear so we’re reliant on a fairly small but enthusiastic pool of examiners carrying out checks in the dark, cold, environment of our tunnels.

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“We’re looking to help those people and to complement their skills with technology, so we’ve got several research and development initiatives that are live at the moment. “One trial that is coming to an end is looking at how we can automate our tunnel examinations. This involves high definition cameras along

with laser or other technologies to recall defects on the surface. They pass through at walking speed and detect defects either within or behind the lining to allow us to understand any sort of significant gaps behind the lining but also as to whether or not the tunnel is moving, which is hard to detect with the human eye.”

March 2022 | 19

Not as simple as it sounds Although replacing a few loose bricks might sound simple, it takes one evening possession for the preparation of an area and replacement, with a further possession to remove all of the temporary works once the bricks and all the mortar are set in place. David, who has been in his current role at Network Rail for three and a half years, said:

Cowburn Tunnel

20 | March 2022

Salisbury

We’re reliant on a fairly small but enthusiastic pool of examiners carrying out checks in the dark, cold, environment “We are trialling using different products that effectively have the same strength as bricks, but which involve injecting a fluid material through a flexible plate along the surface of the tunnel lining.

“It sets very quickly, and usually within an hour it is all set and can be removed, allowing us to move on to another area. That’s a huge opportunity to really transform how we do that kind of work. “That’s only proof of concept at the moment and the next stage of the project is starting to test it and make sure it is safe and durable. We’re doing trials on a disused tunnel before we roll it out on to the network.” David has praised the many organisations that have been in touch with ideas following Network Rail’s challenge statements looking for solutions for patch repairs in tunnels, capability assessment tools for tunnel masonry linings, and high output tunnel repairs and enlargement.

Image: Network Rail

Using technology like this won’t just make the process much faster and efficient but will also allow examiners, carrying out walkthroughs on all the tunnels, to focus on areas that are of more concern. “We’re really excited by what we’re seeing but after the trial it will take a while to evaluate and test to make sure that it’s working properly before we can roll it out,” David added. “This could be a huge step forward for us and it will mean that our examiners won’t be working at height up on the scaffolds to get to the crown of the tunnel. It will allow us more opportunity to use their skills to interpret and understand what the technology is telling us. “It would be a huge improvement allowing for other works to be carried out in the tunnel quicker, because it won’t be closed for as long for the examinations.” The trials come at an important time as the rise in passenger and freight traffic means reduced access time for the inspection and repair of tunnels.

Image: Network Rail

Heritage

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There was also a huge response to a competition with Innovate UK in 2019 to support the development and demonstration of new capability in automated tunnel examination. “It has been fantastic how many people have been interested and have had ideas that can help with the challenges we’ve got,” he said. “The competition with Innovate UK worked incredibly well with more than 150 organisations coming to the briefing day. I was overwhelmed that so many people who we wouldn’t normally have contact with had an interest and a belief that they could help solve the problem for us and put in an entry to the competition. “It just shows our infrastructure has a place in lots of people’s hearts and raised awareness to us of the people who perhaps we don’t recognise very often. It’s allowed us to form some quite exciting consortia that are now on the brink of releasing their technologies to us for evaluation.” New horizons Last summer, UK-based tech start-up company hyperTunnel was awarded a contract to work with Network Rail on trialling new methods of repairing and enlarging tunnels that it is hoped could lead to reduced tunnel closures.

Image: Network Rail

Heritage

Severn Tunnel

“They are working on a mid-size demonstrator for me at the moment that should be complete by the end of March which creates a proof of concept,” said David. “It also shows that their methodology functions, and we will then be assuring that and working on the next steps into how we can move that forward and use it on our rail infrastructure.

“That is an example of what can be done. They are someone completely outside of the railway industry; they have an idea, thoughts about how they can carry out tunnel repairs and enlargement quicker and in a less disruptive way, so we sat down and listened to them. They are working really hard on it and it is looking promising.

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March 2022 | 21

Heritage

“There is quite a way to go, but from what they’ve achieved and how quickly they’ve done it, it looks fantastic and even small elements of their solution could be used and probably more quickly than their full aspiration of replacing all the tunnels.” Despite the challenges ahead for David and the tunnels team, it is a future they will enter full of optimism and excitement and one in which they hope businesses large and small will collaborate in helping them to overcoming the challenges of preserving the past for the railway of the future.

Over the next 12 months I hope we’ll be introducing some pretty significant changes that customers will never see

Rowley Regis 22 | March 2022

One of the technologies being trialled for the Automated Tunnel Examination project

the moment, there’s so many different strands happening in terms of the technological advances and they all seem to be coming together almost at once, which is fantastic. They are all starting to interlink and align with our goal of reducing our access demands in the tunnel.

“Over the next 12 months I hope we’ll be introducing some pretty significant changes that customers will never see, but their trains will less likely be disrupted by closures. Implementing just one of these changes on a small portion of the tunnel portfolio will be a significant improvement on what we do now.”

Image: Network Rail

“We’re always in listening mode and if people come up with an idea that we haven’t considered this may not be something we can act on immediately, but it’s something that we will always keep stored on the list and hopefully be able to test as a prototype or maybe even develop as a new way of working,” he said. “With access to the railway reducing over time we need to do things differently and to be more creative in keeping the asset in a safe condition, carrying out examinations and maintenance far quicker than we have been. “It is a really exciting time to be in this role at

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People

Working towards a world-class system The West Midlands is currently enjoying a ‘rail renaissance’ but the journey to a totally integrated, iconic transport network is ongoing

Laura Shoaf CBE, chief executive of the West Midlands Combined Authority (WMCA)

hief executive of the West Midlands Combined Authority (WMCA), Laura Shoaf CBE is a recognised expert in transport and regeneration policy and has secured unprecedented investment in transport for the West Midlands. In addition to her chief executive role, Laura chairs the Urban Transport Group and is also on the Board of Trustees for the Severn Valley Railway charitable trust and was, ahead of her WMCA appointment, managing director for Transport for West Midlands.

I am so proud of the work we have all done, and continue to do, to make the West Midlands a betterconnected region

Laura may well have an Investiture to look forward to (while ceremonies have restarted there is a huge backlog for those people yet to receive honours in person) but, with the Commonwealth Games and its athletes, global dignitaries and visitors heading to Birmingham in July, and the region being in the middle of a ‘rail renaissance’ thanks to HS2, huge infrastructure projects, upgrades, redevelopments and the construction of new stations, her attention and focus remains on improving transport, connectivity, capacity and accessibility.

Making her home Laura, who hails from New Jersey, was recognised for her work in the Queen’s New Year’s Honours List published in January, but told Rail Director that she accepted the honour on behalf of the teams that she has worked with since she made the West Midlands her home in 2002. She said: “The honour is really a testimony to the fantastic people and the amazing teams that I have worked with, especially those at TfWM who have delivered. I am honoured on their behalf.

“I have been fortunate to work with amazing people in my career, and it is only because of them that I am being recognised. The passion of my colleagues is what has helped drive the investment in transport systems and regeneration in the West Midlands, connecting people to jobs, to schools, and universities, to their families and connecting communities to each other. I am so proud of the work we have all done, and continue to do, to make the West Midlands a better-connected region.”

Big opportunity HS2 clearly presents a big opportunity for the whole region. As a result, there are two new stations – Birmingham Interchange in Solihull, near the airport, and Curzon Street, in Birmingham city centre. There will also be a new train maintenance depot in Washwood Heath. Perry Barr Station, which opened in 1837 and is one of the oldest continuously operated railway station sites in the world, is being redeveloped ready for the Birmingham 2022 Commonwealth Games.

24 | March 2022

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People

View from Arley Station on The Severn Valley Railway

While University Station, with the University of Birmingham playing host to hockey and squash, is being redeveloped into a larger and modern station able to handle 7.2 million passengers a year. In addition, there are ambitious plans for five more rail stations, with three on the Camp Hill line, which lies between Kings Norton on the Cross-City Line and Birmingham New Street via Grand Junction on the main lines from Derby and Coventry, as well as stations in Darlaston and Willenhall that open the corridor between Wolverhampton and Walsall. Seizing on the opportunity, the end goal, outlined in WMCA’s HS2 Growth Strategy, is for the West Midlands to have a world-class transport system. £5 billion is being invested in nearly 200 transport projects between now and 2026.

Our cities have survived war and disease and other upheaval and continue to thrive, so we have to think long term Laura said: “Five years ago, almost jokingly, I said that the West Midlands was going to undergo a rail renaissance, and now I’m proud to say that we’re right in the middle of it. What we’re bringing about is the reintroduction of services and new services for our urban conurbation.

“The West Midlands has a good rail service but the challenge that we need to crack through investment in the WM Rail Hub, which will transform east-west rail connectivity, is capacity. We want to move as many people as we can by rail and our rail patronage has been growing over the past decade. There is a reason that urban places have succeeded over hundreds of years, and while I know we have a ‘COVID blip’ at the moment and there is a lot of discussion around what that means, ultimately our cities have survived war and disease and other upheaval and continue to thrive, so we have to think long term. If we’re going to meet our climate change objectives we really need to look at the role rail plays in that. “Anything in rail takes a long time but the impact of HS2 and the improvements to north-south connectivity, new stations, station redevelopment, our longer-term ambitions and getting the Rail Hub right, and the related investment all of that will drive, will bring tremendous benefits to the region.” Transform connectivity Key to all of this, Laura said, is further devolved powers to the regions. While she recognises that the Williams-Shapps Plan for Rail and the Levelling Up White Paper are both steps in the right direction. Laura has a sense they stop short by keeping power in the centre, away from local government, when there’s a genuine opportunity to go further. She said: “There’s definitely some intent about the way things will work going forward and I am optimistic we will see that come to fruition.

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People

“I believe wholeheartedly in devolution because ultimately we know in our region what we need and I would argue that we will always know that better than anyone in Whitehall. I take the train every single day and I know what the service is like, what the service needs, I know what passengers want and need, because I am one. So for that reason I will continue to be an advocate for greater devolution. “A London-style transport system is our ambition. It’s a light-hearted take but we will know we’ve been successful if we can sell a tea towel with our network on it like our colleagues in London can. “Imagine being able to have a totally integrated, iconic network. That’s the dream and that’s what we’d like to have. We want a system that’s intuitive, affordable, that is reliable, safe and properly integrated so that we don’t have different transport modes competing with each other for passengers. That’s how we will do the best by people.” Pricing is another area where Laura wants to see greater strides made. Against a backdrop that this month will see a train fare rise of almost double consumer prices index inflation, based on pre-COVID price structures designed to cope with capacity issues, there’s an urgent need to attract passengers via lower fares. Price structure Laura added: “Affordability and ticketing is absolutely critical and we will have to measure that against integrated ticketing and price structures in cities like London. I would love to see us make some progress on integrated ticketing, and that’s not just here, it’s a national issue. How do we do better on ticketing, how do we get the back offices to genuinely talk to each other and get sensible pricing and ticketing options for people? “Pricing is one of the biggest challenges in getting people to return to rail and we need to

make it competitive. Different modes shouldn’t be differently priced or difficult to move between. Making progress on this is about being part of the conversation, continuing to lobby and continuing to present the evidence to influence policy. “We’re seeing positive signs that passengers will return but when they do it will be different.

We don’t just want people to be able to get on and off trains at stations but capitalise on the associated benefits those stations will bring We’ve been talking as an industry for years about spreading the peak, getting the most out of the capacity we have and a change to flexible working is beneficial and presents an opportunity, which is actually a great outcome from what has been a challenging two years during the pandemic.

“We have a connectivity strategy we published years ago that is based around the principle that every person in this region should be able to access our main stations within 45 minutes by public transport. The schemes we are investing in and building, whether Bus Rapid Transit, rail or our Metro system, are about achieving just that. “We don’t just want people to be able to get on and off trains at stations but capitalise on the associated benefits those stations will bring to the region in terms of employment opportunities in and around those stations, and for those stations to be destinations in their own right. “Connectivity is hugely important and it is really important that people can access that. Equality of access is vital, as is encouraging people to travel sustainably. Public transport is social justice – we can’t have one without the other and we need to make sure our systems are there for those who rely on them. “You know when it works, when you’re in a city where the system works because it’s simple, seamless, affordable and reliable. In the West Midlands we have a world-class region but we don’t yet have a world-class system. But we’re working on it.” TRANSFORMING

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March 2022 | 27

Infrastructure

Levenmouth Rail Link project gets under way

Alex Hynes, the managing director of Scotland’s Railway, says the project has the potential to improve social and economic conditions

Impoved transport package Bill added: “Our experience from the highly successful Borders Railway project makes clear the maximum benefits of the railway investment are realised where they are delivered as a package of improved transport measures and underpinned with community initiatives and projects. That is exactly what we are doing at Levenmouth as we work towards our decarbonisation and net zero targets. “It will give people the opportunity to travel to and from Levenmouth more sustainably and by including active travel links, we can encourage greener end-to-end journeys.” By utilising much of the existing double track bed it allows a cost-effective delivery of capacity for passenger, charter and freight service growth and a step change in new journey opportunities across the wider economic area to places of education, work and leisure. The first services to run on the line will be diesel operated before conversion to electric operation at the earliest opportunity. Electrification now, as part of the Scottish Government’s decarbonisation action plan, will enable the earliest possible transition to electric services minimising future passenger disruption and ensuring work is delivered at the most efficient cost. 28 | March 2022

Leven compound set up

Two new fully accessible stations will be constructed at Cameron Bridge and Leven, both benefiting from active travel access infrastructure linking local communities and places.

It will give people the opportunity to travel to and from Levenmouth more sustainably The programme will also explore the potential opportunities for freight and tourist/charter train operations to maximise the value this transformational investment can bring to the Levenmouth area.

Image: Network Rail

onstruction of the £116.6 million Levenmouth Rail Link is under way. The work includes the removal of the old track bed and other route preparation activities in advance of the reinstatement of a double track railway and passenger services to Leven. Bill Reeve, director of rail, Transport Scotland, said: “The Levenmouth Rail Link demonstrates our ambition not just for improving and investing in Scotland’s Railway, but also our commitment to communities as new rail links bring many additional benefits such as connectivity to the wider economic area to allow new journeys for work, education and leisure.”

Alex Hynes, managing director of Scotland’s Railway, said: “Scotland’s Railway has a great record of opening new stations and new lines, which help to drive further investment in communities and create new opportunities for local people.” Transport hub Bill added: “Construction of the new Levenmouth Rail Link is a major step towards transforming travel in the local area by creating new transport hubs connected to communities by active travel routes to enhance connectivity. “But more than this, it has the potential to improve social and economic conditions and deliver opportunities for jobs, education, recreation and tourism and make a real difference to people’s lives. “We are committed to working alongside the Scottish Government to open up our railway to as many communities as possible across Scotland and look forward to adding this new line onto the rail network.” railbusinessdaily.com

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People

Delivering a transport system that the North needs and deserves Former Transport Secretary Lord McLoughlin is the new Chair of Transport for the North. He’s spoken with Rail Director about the challenge ahead

rom colliery to cabinet Lord McLoughlin has never been one to shy away from the hard graft. He is also no stranger to controversy, breaking ranks to continue working during the 1984 miners’ strike. A councillor at Cannock Chase District Council, he left the mines to pursue a career in politics when he was elected as the Member of Parliament for Derbyshire Dales between 1986 and 2019. It was an extensive career in UK politics which saw him hold high-profile roles including the Chief Whip, Chairman of the Conservative Party, Chancellor to the Duchy of Lancaster and Secretary of State for Transport. Feeling proud It was his role in the latter that whet his appetite in successfully applying to take on the role of Chair at Transport for the North (TfN), the statutory body which advises ministers on the North’s rail, roads and bus requirements. “I really enjoyed my time as Secretary of State for Transport and it was one of the most 30 | March 2022

I really enjoyed my time as Secretary of State for Transport and it was one of the most rewarding parts of my time in Parliament rewarding parts of my time in Parliament, a fascinating four years, so to have the opportunity of being involved in something which I got a lot out of is very, very exciting,” he said. “I feel very proud to have been selected as the Chair of Transport for the North. I believe firmly in the potential of the North of England and know from my personal experience and professional career just how vital reliable, cost effective and sustainable transport is to people and business.”

It will be no easy ride for the Conservative grandee who took his seat in the House of Lords in 2020. He joins as the regional sub-national transport body has been highly critical of the government’s Integrated Rail Plan describing it as “woefully inadequate”. Uncertain funding The organisation has been stripped of key powers over the development of the Northern Powerhouse Rail project – designed to provide effective and efficient rail connectivity between the North’s major economic centres. There is also uncertainty as to the level of funding TfN will receive from the government, potentially putting jobs at risk. But the challenges don’t faze Lord McLoughlin, who within days of becoming Secretary of State for Transport nearly six years ago had to handle some of the biggest political issues facing the coalition government, including HS2 and the failed West Coast Rail franchise. railbusinessdaily.com

People

Lord McLoughlin said: “A key focus for the TfN board remains the need to press the case as to why its preferred approach to Northern Powerhouse Rail remains fundamental to securing the long-term economic future of the North. “The government’s IRP goes against the best interests of people in the North and fails to deliver the step change in rail services that is the only sustainable, long-term solution. But it is a focus in terms of future investment, and we need to ensure the changes are delivered and then look to enhance and build on them.” Enable the North TfN became England’s first sub-national transport body in April 2018, with a board made up of its region’s 20 Local Transport Authorities (LTA) and 11 Local Enterprise Partnerships. It aims to enable the North to speak with one voice on the transport infrastructure investment needed to drive transformational growth and rebalance the UK economy, working with Network Rail, Highways England, HS2 and central government. “Initially my priority is to get on top of the transport brief again as quite a number of things have happened since I was Secretary of State

for Transport,” said Lord McLoughlin. “One thing that has certainly gone so much more up the political agenda is carbon neutral and the railway has a vitally important role to play in achieving that.

Sometimes the economic case might be questioned, but we’ve got to make sure we get the message across “It is absolutely essential that we move to smarter ticket purchasing, collection and understandability because at the moment you can have a double degree in rail tickets and ticket pricing and still not be able to understand it completely. It’s an area we’ve got to work on, and I want to be a part of that work along with TfN. “One thing I was pleased about with the IRP was the reference to the department

talking very proudly about getting rid of the Pacer trains. When I was Secretary of State the advice was not to get rid of them as there wasn’t a business case. I overrode that advice, with the support of the Prime Minister and the Chancellor, and I issued the direction that they had to go.” Economic benefit Lord McLoughlin added: “Sometimes the economic case might be questioned, but we’ve got to make sure we get the message across as to what the overall economic case is, which can be life-enhancing, it can be skill enhancing, or it can be just for the general benefit of the area.” One topic Lord McLoughlin is no stranger to is HS2. During his time as Transport Secretary he was tasked with making the case as to why it was the right project to go forward with. The Prime Minister at the time, David Cameron, was fully signed up to it, and the hybrid bill for HS2 Phase 1 passed through Parliament. The plan has however changed with the IRP saying the Western Leg of the high-speed rail project should proceed to Manchester, but its Eastern Leg curtailed to now terminate at East Midlands Parkway.

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People

A cross-country passenger train passing under electrification infrastructure being installed on the York-Leeds railway

Instead of building 60 miles of HS2 to Leeds, IRP has earmarked £100 million to look at the most effective way to run HS2 trains to the city, and upgrades of the East Coast main line to deliver benefits earlier. “It is vitally important for the long-term future of the overall region that we get our big cities served by HS2 and I will work along with the government and TfN to see how we can deliver what the government says it wants to deliver in the IRP document,” he said. “The government has said it wants to see HS2 go to Leeds and has put some money aside to try to investigate how you get to Leeds. It is a plan that’s got to evolve. Things can change and I remember when high-speed rail wasn’t going to go to Sheffield city centre and that there was going to be a Meadowhall Station. Sheffield made a very strong case as to why it should go in the city centre and the plans were changed.” Transport coverage Lord McLoughlin succeeds John Cridland, the former CBI Director-General who stepped down as Chair last year. Councillor Louise Gittins was Interim Chair until his arrival. “We cover from Cheshire, Sheffield and then everything up to Scotland, and the key is to ensure we have a co-ordinated approach so that we’re speaking with one voice,” he said. “Interconnectivity is an important part of what the Northern Powerhouse is about. “Unlike Transport for London, whose Chair is the Mayor of London, at TfN we’ve got several Metro Mayors, county councils, city council, so it is quite a different sphere. We need to bring everyone together and make sure we’re talking about what benefits the whole area transportwise. 32 | March 2022

The only way we will make a success of what we want to do in transport and economic policy is working with, and not against, the government “We stand the best chance to get change with a collective voice. There are always going to be differences and different priorities, but we need to try to get everybody roughly singing off the same hymn sheet right across the political spectrum. That will give us a better chance of succeeding and hopefully I can help bring that about.” Lord McLoughlin took up his post in January, and will chair his first board meeting in March.

As part of his first few weeks in the job, he has been out and about visiting councillors and businesses in the North of England, to find out the priorities and ensure everyone is working together. He said: “The only way we will make a success of what we want to do in transport and economic policy is working with, and not against, the government. It doesn’t matter who the government is, what I want to do is get the best for transport in the area. “There’s always going to be pressure on public finances, we understand that, we’ve got to show the government that we’ve got a value to them and value to transport infrastructure. It is something we’re working on and will continue to work on, but I am confident there’s a good future for TfN and northern transport.” Effective resources Lord McLoughlin added: “In terms of claims that the North has been short changed when it comes to investment, I’ve never come across a mayor in any region who hasn’t made the case for more resources. What we’ve got to do is to make sure the resources we get are spent most effectively, and I want to work with the mayors and council leaders to make sure that happens. “If we can win extra resources and if we can also see where infrastructure brings improved values, then we should be looking at getting some of that value back into the infrastructure as well. Where private development benefits from infrastructure spending, we should be looking for a contribution from the private sector as well. “Overall I have followed the work of TfN since the start – I was Transport Secretary when it was set up – and so I am delighted to be the new Chair of this passionate, dedicated and visionary organisation. I look forward to the challenges and opportunities ahead.”

Pacer trains rest overnight at York station

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Innovation

Celebrating 50 years of innovation The Birmingham Centre for Railway Research and Education has gone gold

urope’s largest academic research group driving UK and global rail research, education and innovation has marked its 50th anniversary. Birmingham Centre for Railway Research and Education (BCRRE) was founded in 1972 with an early research focus on the potential for train track to be used in automatic train-control systems to transmit command data. Over the intervening years, it has grown to become an internationally recognised centre with world-leading expertise in areas including railway control systems, cyber security, power systems, climate resilience, sustainable traction systems and aerodynamics, while its flagship hydrogen train project was showcased at the COP26 global summit last year. Significant milestone Professor Clive Roberts, director of the BCRRE and head of the School of Engineering at the University of Birmingham, said: “50 years is a significant milestone for BCRRE and we’re proud of how the Centre has grown, in terms of the research and education we deliver and our links and engagement with the global rail industry, with companies of all shapes and sizes. “BCRRE is looking forward to playing an important role in leading innovation and supporting recovery as we start to take stock of post-pandemic priorities for the sector.” 34 | March 2022

BCRRE has grown to employ more than 180 staff and establish collaborations across the globe with research taking place in all non-arctic continents.

The new knowledge delivered particularly in these areas has been extremely influential in shaping progress in GB and beyond This year, BCRRE is co-hosting the World Congress on Railway Research (WCRR) – the largest global event in the field – focusing on the theme of ‘Reshaping our railways postpandemic’. With a long and established pedigree, the Congress was established in 1994 and brings together the global railway community to champion technical development, advocate collaboration and inspire the next generation of rail professionals. BCRRE plays a key part in that global network. Its international partnerships with both academia and industry include work to simulate new metro systems in Chinese cities to optimise their operations to using its expertise with hydrogen and battery systems to develop new

traction power systems for railways in low and middle-income countries. Closer to home, BCRRE has recently partnered with UK-based company Rock Rail to accelerate research into cyber security through BCRRE’s Centre of Excellence in Digital Systems. It also works closely with partners Siemens Mobility, and a project is under way to deliver a multi-million-pound rail research and innovation facility at Siemens Mobility’s manufacturing site in Goole. Working together Luisa Moisio, director of research and development at Rail Safety and Standards Board (RSSB), said: “Over the years RSSB and BCRRE have successfully worked together on a wide range of research topics, including the future of traffic operations, modelling decarbonisation options, and condition monitoring. “The new knowledge delivered particularly in these areas has been extremely influential in shaping progress in GB and beyond. “At present the RSSB and BCRRE teams are working very closely on all the preparatory work needed to co-host the 13th World Congress on Rail Research, taking place in Birmingham in June 2022. This will provide to our two organisations and the rest of the GB research and innovation community the best platform to showcase capabilities and to learn from others.” railbusinessdaily.com

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Te c h n o l o g y

Leading the way on digital technology for the railways The groundbreaking Transpennine Route Upgrade’s passenger-focused benefits will be realised via a boundary-pushing digital ecosystem embraced by project teams

ngineers at Jacobs are embracing digital technology on the delivery of the Transpennine Route Upgrade (TRU), the multi-billion-pound programme that aims to deliver passenger-focused benefits across the TransPennine main line, between York and Manchester via Leeds and Huddersfield. The 100km Transpennine route, which links Manchester and Leeds and also connects Newcastle, Hull and Liverpool, serves 23 stations, crosses over and dips under 285 bridges and viaducts, passes through six miles of tunnels, and 29 level crossings. Global technical professional services business Jacobs along with Network Rail, lead the technical design authority on the TRU programme. TRU has used Bentley Systems’ digital twin technology to create a 3D digital representation of the entire route, for use in design, construction, and with long-term benefits for future maintenance of assets. Bringing together large volumes of data, this digital ecosystem is connecting project teams 36 | March 2022

and more than 1,300 staff, and has saved 20,000 hours in its first six months of use worth an estimated £1 million.

We absolutely feel the responsibility to deliver TRU for the people who will use it Joao Barbeiro is the digital delivery-digital innovation consultant for transportation at Jacobs, where he has worked for three years. A building information modeling (BIM) specialist who hails from Portugal and now lives close to Warrington, Joao’s role spans rail, highways, and aviation. Joao is the digital engineering and information

management lead on TRU. In addition to working with delivery partners and acting as the point of contact, he has spearheaded the project’s digital strategy, improving existing digital processes, ensuring actions made today do not prevent technological developments in the future, and has identified areas that will be pioneering in the digital space. Driving forward Joao said: “Our key aim on this project is to achieve the critical link between digital and physical assets on infrastructure. We can have any data from a physical asset captured and fed into a digital twin that will allow us to do analytics, gain insights, explore design options and explore different possible outcomes that allow us to get the best out of that asset and intervene if required. “What this does is empower key decision makers by providing the best access to data and intelligence to enable them to make the best decisions to improve infrastructure and to analyse budget spend.” railbusinessdaily.com

Te c h n o l o g y

Digital twinning and having a wealth of data at your fingertips is clearly an exciting prospect and one that reaps enormous benefits for a multi-billion-pound programme of work, but ensuring that the entire team access and use this information is crucial to the successful

implementation of TRU’s digital ecosystem. Joao said: “From a strategic perspective we have built a team that can support and maintain that ecosystem. We have been very focused on people in order to train and bring the different project teams on board and allow them to be

involved and part of the development of the digital space. We also have put a lot of effort in around the branding and communication aspects related to the digital ecosystem as it is very important to ensure that people realise that they can access data.

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Te c h n o l o g y

“The key challenge of a digital environment is always this people aspect. “We have technology, we can establish good processes but we are talking about a workforce of more than 1,300, comprising different project teams, people from different backgrounds and with different mindsets, and we need to bind these into this digital ecosystem.” The digital replica of the Transpennine Route that has been built includes all aspects of the design for the upgrade, all the data that sits below that design, such as volume and quantities, and also embeds important health and safety aspects. Insight Information regarding how people are interacting with this digital ecosystem has been captured in order to provide insights on usage and to measure its success. Joao explained that usage information has been overwhelmingly positive. He added: “We’ve now got a really robust data set in order for us to make further cases for the exploration of specific digital workflows. This makes sure it is relevant to people and the work they are delivering rather than just a tool or a

38 | March 2022

platform that sits there with no connection to the business or the reality of delivering TRU. “We are delivering a network that is enabled, that is created with the best decisions behind it. Our fundamentals are access to good information and data and good asset

management, while accessibility to that data is our key focus. Anyone on the project can access this through a digital replica of the route and is able to visualise assets that are existing or proposed and make design changes to improve those assets.

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Te c h n o l o g y

“All of this helps to futureproof the programme of work. In simple terms, we have this three dimensional view of the route where we are testing the different options and can play with configurations in the initial stages of the design, but at the same time we can look at the lifecycle of the project and how we can evolve detailed design, construction and operations. In a way we are almost planning what is going to happen before it happens.” Bridging the generations Joao was born in Castelo Branco, Portugal and his father, now retired, was a bridge engineer who worked internationally. Following in his father’s footsteps, Joao studied at Portugal’s historic University of Coimbra. He has a Master of Science in civil engineering, specialising in spatial planning, highways, and transportation. Prior to joining Jacobs, he worked on several large infrastructure projects, which include working on the Mersey Gateway Bridge and as the BIM lead on HS2. Joao said: “I have taken the passion for engineering from my father but went on to explore the links between engineering and the digital space at university. I didn’t fully realise the

scale of it and the ‘why’. As I grow into that, it is becoming clear to me why it is important to make decisions associated to data rather than just relying on experience. That’s what this digital ecosystem empowers – we can allow decisions to be made that can deliver a best-in-class railway.” The work of Joao and his colleagues to create TRU’s digital ecosystem was acknowledged at Bentley’s 2021 Doing Digital in Infrastructure online events, winning the Rail and Transit category.

When we describe our journey on TRU we talk about it not in terms of being a revolution but an evolution Despite being at the cutting edge of innovation, Joao is aware of the importance of the Transpennine Route to the passengers that use it and this people-focused approach to rail drives his digital desires.

He explained: “We absolutely feel the responsibility to deliver TRU for the people who will use it. This is a very important route, and by unlocking its potential through the delivery of this world-class programme it will be a really important step forward in terms of the connectivity of the North. The work we are doing in the digital space is aims to make the programme as successful as possible. “We are allowed to push the boundaries of what is possible. We understand the boundaries that exist but we also understand how we can go to the next step and improve workflows and bring about new ways of thinking. When we describe our journey on TRU we talk about it not in terms of being a revolution but an evolution. “We already have this digital replica of the route but now we are building the foundations to make the digital twin a reality in the years to come. We are working with the end users to understand their needs and see what can be passed on to support more efficient operations and maintenance of the railway. “We have already got to a place where people understand where to find data and how it can be used but there is more to do and more to improve.”

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March 2022 | 39

Tr a m s

Landmark year ahead for light rail UKTram’s managing director James Hammett talks about a growing optimism for the future of the light rail sector

ith government funding for new and existing transport systems, and the publication of a bold strategy for the future of light rail in the UK, 2022 is already looking set to prove a seminal year for the sector. Growing calls for further action to tackle climate change and the emergence of innovative new technology will also boost the case for a mode of transport that has already proved its value to key cities across the UK. Leading the way In 2022, UKTram will remain at the forefront of what promises to be a landmark year for the sector, and its managing director James Hammett believes the organisation is well placed to lead light rail into a new era. “COVID-19 has undoubtedly had a major impact on our tramways and similar transit systems, and we still face a significant challenge in rebuilding patronage to pre-pandemic levels, but there is a sense of growing optimism for the future of the sector,” James said. “The recent announcement of £830 million to develop an integrated transport system in West Yorkshire – plans which include options for light rapid transit – and a further £100 million for the renewal of Sheffield Supertram show that our calls for fresh investment in light rail are being listened to by government. As the details of these major projects take shape, our Centre of Excellence will be on hand to offer advice and support. Drawing on experience and expertise from across the sector, the Centre is also exploring ways to overcome barriers to the growth of light rail in other cities and large towns, including helping

promoters of proposed schemes to find the most cost-effective ways to improve connectivity while navigating the complex legislative process. “This is backed by support for research into new technology and tramway design, including the setting up of a new ‘taskforce’ to exploit the potential of Very Light Rail to help drive down the cost and complexity of future systems. “Together with colleagues from the Light Rail Safety and Standards Board we have also held

talks with academics and researchers from the University of Huddersfield’s Institute of Railway Research, which have the potential to unlock a wealth of opportunities for future collaboration. “In fact, partnership working will play an essential role in driving our future plans, and it is already delivering measurable results with a range of innovative projects now set to benefit the sector and the cities that rely on tramways, metros and similar transit systems.

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Tr a m s

“For example, a pioneering ‘Authority to Work’ system designed specifically for the light rail sector is now available to operators across the country following successful trials in Edinburgh.” Developed by UKTram in partnership with Edinburgh Trams and software firm Metrotech, PERMIT+ aims to speed up and simplify a critical safety process by utilising an advanced website portal and associated mobile app. These aim to replace existing paper-based systems that can be limiting in terms of functionality and very time-consuming. The project was initiated as work continues on the Trams to Newhaven scheme that will see the opening of a 4.69km extension to the popular network in 2023. This ambitious project is just one of a series of landmark light rail projects currently under way across the UK. Reaching further Over the coming months, the UK’s light rail sector also expects to celebrate the opening of tram extensions to Edgbaston and Wolverhampton Station in the West Midlands. Further good news has come from government with the announcement of funding for the expansion of the network to Brierley Hill as part of a £1.05 billion transport improvement programme for the region. While these exciting projects take shape, UKTram will continue its work to enhance training and professional standards within the sector, encouraging the development of the next generation of light rail professionals and closing a widely recognised skills gap. These include the development of a series of National Occupational Standards (NOS) that aim to set out the skills, knowledge and understanding required to undertake a particular task or job role to a nationally recognised level of competence.

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The most recent NOS is for tram driver trainers (available to download from the UK Standards database at www.ukstandards.org. uk), and is founded on a comprehensive analysis of the main functions of the role, and the skills needed to fulfil them. Other NOS published to date cover tram and tramway engineering, and work continues on a range of other standards to formalise sector-wide job descriptions and the core skills they require, including for traction and rolling stock technicians.

Fresh challenges lie ahead as the country emerges from the pandemic They can then be used as a valuable resource in a wide range of HR and training functions, including the development of in-house training schemes, vocational qualifications and apprenticeships. By providing a competency benchmark, NOS can also be used to support career and performance development, performance assessment and to establish formal job descriptions. James added: “This drive towards enhanced training and professional standards will be crucial to the future growth of the sector, alongside other initiatives aimed at enhancing operational performance. “Through a series of working groups set up by UKTram involving leading light rail professionals, we are also actively identifying other areas where we can support the sector as it looks to the future following the uncertainty of the past two years.

“Clearly fresh challenges lie ahead as the country emerges from the pandemic. However, 2022 also presents numerous opportunities to enhance the reputation of tramways as a safe, reliable and environmentally friendly mode of public transport with a proven track record of driving regeneration and economic growth. “We will also build on our strong links with both the UK and Scottish Governments, which have already helped to secure more than £250 million in COVID-support during the pandemic. This figure is set to be further boosted with news that light rail will have a share of a further £150 million of funding for essential bus and tram services, announced in March by the government. “These close working relationships are being further cemented with the participation of senior Department for Transport officials in our Executive Group meetings, which offers sector leaders direct access to key decision makers.” Looking ahead James added: “Just as significant, however, is our strategy for the future of light rail, which has been developed with help from colleagues from across the sector and is due to be officially launched in the spring with the backing of the DfT.” An initial draft of the bold vision to help drive the expansion of light rail in the UK was first unveiled at the organisation’s Light Rail Summit in September last year, where it received a warm welcome from delegates at the event in Edinburgh. James said: “The strategy builds a compelling case for future investment in light rail and looks at ways to remove barriers to the expansion of existing systems and the building of new networks. “Crucially, it highlights the many economic, environmental and social benefits of putting tramways and similar transit systems at the heart of future integrated urban transport networks.”

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People

Influencing the solution and seeing projects through to completion Rail Director meets Gary Robson, Spencer Group’s new engineering manager with specific responsibility for rail project design

nnovation is a word Spencer Group lives by – guiding its decision making in everything the organisation does and shaping how it approaches every project it works on. This is particularly relevant for its work in the rail industry, and its success in this sector is thanks to a journey of constant innovation and engineering excellence tackling challenges others have struggled with. Ensuring this continues long into the future is Gary Robson, an experienced lead appointed to drive forward the growth of its in-house rail design capabilities. He takes on the role of engineering manager with specific responsibility for rail project design. “I’m extremely proud to have joined Spencer Group in such an important role as I know from first-hand experience what a fantastic company it is,” he said. Vast experience He brings significant expertise and experience to the role, having held numerous senior civil engineering consultancy positions throughout his 30-year career, which includes 20 years working in the rail sector. Gary, a Fellow of the Institution of Civil Engineers (FICE), will oversee the continued development of Spencer Group’s rail design capabilities to further enhance the company’s delivery of multi-disciplinary rail projects.

“I’ve worked as a consultant throughout my career, so I have often been distanced from the final construction of the projects I’ve helped design,” said Gary, who has worked collaboratively with the company in a consultancy capacity in previous roles for more than 20 years.

“I’m therefore really looking forward to having a direct influence on the solution and seeing projects through from brief to completion. “This is an excellent opportunity and I’m very excited to be given responsibility to drive forward this growing area of the business.”

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Spencer Group has a proven history of innovation and excellence in the delivery of a broad range of station and interchange projects and the team firmly believes it is perfectly poised to play its part in the rail infrastructure revolution. Most recently, Spencer Group completed major capacity enhancement works on the Stevenage rail project a year ahead of schedule. Work included the construction of a 130m-long platform, complete with approximately two kilometres of new electrified track and signalling. Completion of the project enables longdistance trains to use the Hertford Loop to connect Stevenage Station without using existing timetable space on the East Coast main line, which, in turn, allows for two additional services into London.

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I’m very excited to be given responsibility to drive forward this growing area of the business Gary, who has held previous positions at COWI, Arcadis and White Young Green, said: “I understand the rail client and have a great deal of experience in managing multidisciplinary projects in the rail sector. I’m now looking forward to bringing all of that to Spencer Group’s already excellent team.”

Hull-based Spencer Group delivers innovative engineering and construction solutions in the transport, infrastructure, materials handling, energy and industrial sectors, from design through to construction. It is a principal infrastructure contractor for Network Rail, operating nationally on complex rail infrastructure projects, both directly and for a number of train operating companies. Spencer Group also specialises in the delivery of tailored upgrade and renewal solutions at depot facilities across the UK. For further information about Spencer Group’s extensive rail project capabilities, visit thespencergroup.co.uk/ our-work/rail/

March 2022 | 43

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Embracing the challenges of today’s world collectively Aine Finlayson has been appointed the first female President of Scottish Engineering. She has spoken with Rail Director about the challenges ahead

or the first time in its 150-year history, Scottish Engineering has appointed a female President. Aine Finlayson, director of manufacturing at Aggreko, will lead the industry membership association for engineering and manufacturing in Scotland for the next two years. With a heritage dating back to 1865, Scottish Engineering connects and supports member organisations accounting for more than one third of all employment in engineering and manufacturing in the country. “It does mean a lot to be the first female but I wouldn’t want to be just labelled as that, I believe I offer the credentials to represent the organisation because of my experience, knowledge and my passion,” said Aine, who has been part of the executive committee for more than a decade. “I’m looking forward to continuing the good work that has been achieved, embracing the 44 | March 2022

challenges of today’s world and the transition to a low carbon economy, moreover, acting as a role model to encourage more diversity across the Scottish engineering industry.”

This capability is essential, and collaboration is critical as we respond to challenges of faster transition to net zero Aine becomes President at a time when the pace of change in both the challenge and opportunity in engineering has never been

more rapid. Lockdown measures might be lifting, but the industry still faces the challenges of overcoming the aftermath of Brexit, a skills shortage, and an important role to play in the climate emergency. Managing negative impacts “There isn’t anyone who hasn’t been impacted by what has happened during the pandemic and at Scottish Engineering, as well as managing those negative impacts, it has also had a catalytic effect on our collective impact and how we can support each other,” she said. “The COVID situation has accelerated the platform for collaboration. We think more collectively about the obstacles that sit ahead of us. “This capability is essential, and collaboration is critical as we respond to challenges of faster transition to net zero and to the skills shortage. Being part of that is so energising for me.” railbusinessdaily.com

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The climate emergency remains the single biggest long-term challenge with the topic of decarbonisation, one that has really captured the imagination of Scottish engineers with work under way to be net zero carbon by 2045. Scottish Engineering recently launched its Net Zero Skills Support programme, modelled on Skills Development Scotland’s Climate Emergency Skills Action Plan, which aims to help ensure that SMEs are ready to play a role in the country’s green recovery.

A potential cause for headache in the months and years ahead is the skills shortage. There is currently a shortfall of more than 173,000 workers in the science, technology, engineering and maths (STEM) sector, an average of 10 unfilled roles per business in the UK according to the Institution of Engineering and Technology (IET). The IET’s ‘Addressing the STEM skills shortage challenge’ report from last year revealed that only six per cent of the UK engineering workforce is female.

Business support The 12-month programme, funded by Skills Development Scotland, with support open to all Scottish engineering and manufacturing sector SMEs, is being developed through a series of online workshops and one-to-one sessions. Aine said: “Taking one insight back into our workplace, every time we meet, in itself creates such a positive impact around the group. I really feel we’re in a new phase of being able to lean on each other a lot more. “Within our businesses, we have to look at products and services and think about them differently, pivot our innovation efforts to address the low carbon world, while also hearing how other sectors and customers are responding to the challenge. “Secondly, we need to look at our people and ensure they adapt to any new and essential additional skills, especially with some of the new technology or ways of working changes. Equally, we are experiencing employees also having a higher expectation that organisations will think green.”

Engineering has been a very rewarding career and like any career in rail and engineering, you don’t get anywhere without commitment

46 | March 2022

Keen to address this, Aine hopes she can be a role model to encourage more diversity across the Scottish engineering industry. “The benefit of diversity is that quite often innovation progress comes from just having different thinkers in the room,” she said. “Diversity is really important and its success depends on creating the right environment to allow people to grow and learn from each other. For me, diversity and inclusion come hand in hand. Diversity is only successful if you create that really inclusive and supportive environment.”

Aine’s interest in engineering started from a young age with an interest in the sciences. It was during work experience in the engineering sector that fully lit the flame of engineering. She achieved a Master’s degree in mechanical and manufacturing engineering at Queen’s University in Belfast, and has since gone on to work for Hyster-Yale, ClydeUnion, and SPX Flow, before joining Aggreko in 2016. She said: “I have always been quite organised, resourceful and results focused, and if you asked my friends from school they’d probably say I enjoyed solving problems, something engineering is all about.” Rewarding opportunities Aine added: “Engineering has been a very rewarding career and like any career in rail and engineering, you don’t get anywhere without commitment and hard work. I’ve had a really positive experience, but that’s been as a result also of being adaptable. I’ve always said yes to opportunities to learn, yes to adapting to change and new challenges. “It has been very rewarding because I’ve been afforded those opportunities. There have been many really good ventures, and some not so good ones, but I have learnt from both.” As Aine’s career continues to go from strength to strength, she is keen to do what she can to inspire the next generation of workers, using her own experiences to fly the flag for engineering and help those looking to pursue a career in the industry. “Engineering is a very interesting career. There is a real purpose to it and you can make a real difference and that’s always been something that has appealed to me,” she said. “It’s just problem solving, lots and lots of problem solving, in many diverse environments and teams, and if this appeals to you I think it’s a great career. It is also one of so much opportunity when you think of the range of engineering types and products, its global presence, and challenges in the different sectors for innovative solutions. There is just so much choice in this arena. “If you’re a young person and you’re not quite sure about what to do, I’d recommend engineering for the diversity the industry offers. It is not restrictive, so many around me have moved into more technical roles or used their technical background in areas like sales, business development, procurement or lecturing to name a few. “The industry is very open to adapting. Personally, I find it hugely satisfying and continue to be impressed every day by the people around me and the output of their thinking, commitment and passion for engineering and manufacturing.” railbusinessdaily.com

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Freight

Shipping Corollas to Europe DB Cargo UK is now exporting British-made vehicles into Europe from a new facility in the East Midlands. Nigel Wordsworth finds out more

oyota is no longer a Japanese car manufacturer – it is a global producer of motor vehicles with factories all over the world. In Europe, the company makes cars in France, the Czech Republic, Russia (production halted on 4 March 2022), Turkey and the UK. It also produces engines in the UK and Poland and has research and development operations in Belgium, Germany and France. Each factory only makes part of the Toyota range, so good logistics between factories and national sales operations are crucial. In the UK, the factory at Burnaston near Derby opened in December 1992 and has since produced Carina E, Avensis, Corolla and Auris models. The production lines are now making the latest Corolla, a popular hybrid vehicle that is in great demand. In 2019, Burnaston made more than 148,000 of them, not all destined for the UK. Which raises the problem of shipping cars over to the continent. Unlike the Valenciennes plant on the Franco-Belgian border, Burnaston is not rail connected. That means the entire production has to leave the Derby plant by road – not the most economical way nor the greenest. 48 | March 2022

Toyota investigated the feasibility and cost of bringing the railway into the factory, but it wasn’t viable. The best solution was to build a completely new car transfer facility close to an existing railhead.

Freight belongs on rail, and this is a really exciting collaboration between DB Cargo UK, Groupe CAT and Toyota To do this, Toyota contracted with Groupe CAT, one of Europe’s independent leaders in transport and vehicle logistics that has more than 9,000 staff working in 27 countries around the world. Groupe CAT has a British subsidiary, STVA UK, which worked with DB Cargo UK to construct a £2.6 million automotive

transfer facility at Toton, on the border of Nottinghamshire and Derbyshire, 16 miles from the Toyota factory. In addition, Groupe CAT spent another £3 million refurbishing a fleet of double-deck car wagons to use for the service. Transfer facility The Toton site is immense, stretching from Sandiacre in Derbyshire at the northern end to Toton in Nottinghamshire to the south. Part of it was earmarked for the proposed Toton HS2 station, but the new car transfer facility is located on a formerly semi-derelict area at the Sandiacre end. Alex Gibson of construction consultancy William Saunders explained that the site included old track, birch trees, and an area known as the ‘play pen’ where re-railing and accident-recovery training could take place. Three sidings had built-in defects including extreme cant and were fitted with a mock-up of overhead electrification, so that teams could practice for eventualities that they would find while making a recovery on the main line. railbusinessdaily.com

Freight

This area was relocated and ground and measurement surveys were undertaken in conjunction with Network Rail. A planning application was submitted in May 2021 and permission was granted in August. Interestingly, the remains of old railway roundhouses were found as part of this work – they now reside under the car parking area but are still intact. Construction work Construction was entrusted to Britcon (UK) and involved the import of some 11,000 tonnes of construction material. Work started in late September 2021 and was completed in February 2022. More than 800 metres of new track has been laid alongside the extensive storage facility by specialist contractor KGJ Price and 1,100 metres of road has either been newly constructed or widened to accommodate the car transporters now taking the Toyota vehicles to and from site. The new vehicle storage compound has a permeable surface to allow rainwater to drain away naturally. It covers around 4.25 acres, can accommodate up to 700 vehicles and is

It covers around 4.25 acres, can accommodate up to 700 vehicles and is surrounded by 900 metres of security fence surrounded by 900 metres of security fence – as cars are imported and exported here, it is a secure customs area, complete with on-site CCTV and lighting. Alongside it are the two railway sidings used for loading and unloading the wagons – in total 800 metres of new track were installed and the sidings are completely straight with a gradient of 1:1,000, so that cars can be unloaded easily and safely. Cars are transported from Burnaston to Toton by road using a fleet of four car transporters working double shifts. On arrival at Toton the cars are unloaded and parked in the secure area to wait for the next train.

When a train arrives from Valenciennes at around 10am, fully laden with 260 Toyota Aygo, Yaris and Yaris+ vehicles, it is reversed into one of the two sidings. It is then split in the middle, and the front half is pulled away and then reversed into the other siding alongside it. A ramp is pushed into position and the top deck of one half of the train is unloaded by a team of drivers. Once that deck is empty, the ramp is repositioned, the top deck is raised to give more clearance, and the vehicles on the bottom deck are driven off into the storage area. Some go straight onto road transporters waiting to take them to the Burnaston site. Exportation process UK-manufactured Corollas are then loaded onto the empty wagons ready for export to France. When that set of wagons is full, attention moves to the other half of the train, where the process is repeated. Once loading is complete, the full train is reassembled and departs for the continent the following morning. This 24-hour turnaround gives a theoretical capacity of seven trains a week. Currently, two trains a week are in operation to Valenciennes.

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March 2022 | 49

Freight

than £3 million to refurbish our wagons, taking the opportunity to redesign key aspects of them to ensure they could deliver the next generation of cars and match Toyota’s quality expectations. “Without this investment and innovation, it would not have been possible to deliver the targeted environmental and lead-time benefits. “We should also recognise publicly the excellent support and contribution to this project from Eurotunnel, Border Force and the DFT, who have all really worked hard to make this project happen.”

At the beginning of April, this will be stepped up to three trains a week and they will run, via Valenciennes, all the way to Kolin in the Czech Republic, where the Yaris is manufactured. Transit time will be one day, as opposed to five days by road. Commenting on the opening of the new facility, Steve Reynolds, managing director of STVA UK, said: “This project is the culmination of four years’ work, from conception through to implementation. It is a very exciting project for Groupe CAT, requiring resources from road, rail and terminals both here in the UK and in Europe too.

Without this investment and innovation, it would not have been possible to deliver the targeted environmental and lead-time benefits “To facilitate the project, we have signed a long-term lease with DB Cargo UK for the Toton rail terminal and have invested more

Win, win, win In response, DB Cargo UK’s chief sales officer Roger Neary said the commencement of the services was a significant milestone after months of collaboration and construction by all parties involved. “Freight belongs on rail, and this is a really exciting collaboration between DB Cargo UK, Groupe CAT and Toyota. It’s a win-win-win for all those involved and will see us deliver an efficient and environmentally friendly rail logistics solution for one of the world’s biggest automotive manufacturers. “Each train will carry the equivalent load of around 29 road transporters. The rail solution will not only reduce congestion on the UK’s road network but will also generate significantly less CO2 emissions than if they were taken by road.”

Cars are loaded and unloaded at Toton by a team of drivers

50 | March 2022

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Infrastructure

42 towns and cities bid to become home for Great British Railways Transport secretary Grant Shapps says it is now full steam ahead with building a short list for the public vote

orty-two towns and cities across the length and breadth of the country have thrown their hat into the ring to become the new home of Great British Railways (GBR). It follows the launch of a search in February for locations across the country with strong historical links to the railway to apply to be the HQ of the organisation which aims to integrate the railways and deliver simpler, cheaper, passenger-focused travel. The Great British Railways Transition Team (GBRTT), which is leading the design of the future GBR, will now review each expression of interest before publishing a shortlist in May. Online voting The public will then have their say with an online vote forming part of the criteria to help identify the new home for GBR. The winner will be revealed this summer. Transport secretary, Grant Shapps said: “It is brilliant to see so many places across the country come forward to be the new home of GBR. “All the entries show just how proud we should be as a nation of our long railway history. “Now it’s full steam ahead with building a short list for the public vote, as we unlock all the energy and enthusiasm British people have for trains, to find the home of GBR.” As part of the Government’s commitment to level-up the UK, and following the publication of the Levelling Up white paper, the new GBR headquarters will be based outside of London and bring a number of high-skilled jobs to the winning location. Local economies will be further boosted by a number of new regional GBR headquarters across the country, putting decision-making and investment at the heart of the communities that use those railways day-to-day. Leader of GBRTT, Andrew Haines, said: “We are going to make the railway simpler and better for everyone in Great Britain and to do that we must get closer to the communities we serve. “This competition has clearly captured the imagination of people across the country who have a passion for the role trains play in their area. I’m excited to see what each town and city can bring as the HQ of GBR.” railbusinessdaily.com

Full list of entrants: Barrow in Furness Birmingham Bishops Stortford Bolton Camborne Carlisle Carnforth Coventry Crewe Darlington Derby Didcot Doncaster Dundee Durham City

Eastleigh Edinburgh Fife Gloucester Grantham Greater Manchester (ex Bolton and Rochdale) Heywood Hull Liverpool City Region Milton Keynes Motherwell Newcastle Northampton Nuneaton

Perth Peterborough Preston Southampton Stockton on Tees Swindon Tamworth Tonbridge Wakefield Wellingborough est of England combined W authority (including Bristol and Bath) Worcester York

March 2022 | 51

People

The opportunities for UK-Swiss rail industry trade The Prime Minister’s Trade Envoy to Switzerland and Liechtenstein MP Stephen Timms writes about the importance of the rail sector to the UK-Swiss trading relationship

he Trade Envoy programme was launched by David Cameron in 2012 and has more than doubled in size since Theresa May became Prime Minister in 2016. There are currently 34 envoys, all serving parliamentarians in the House of Commons or House of Lords, covering 72 markets. Each is appointed by the Prime Minister as a personal representative to a market or markets having a high commercial priority to the UK. The envoy’s mission is to promote trade to the market, and investment into the UK from it. The appointments are unpaid and are reviewed at each general election and when there is a change of Prime Minister. Government work I was a Minister in the Labour Governments from 1998 to 2010, including serving in the Cabinet as Chief Secretary to HM Treasury in 2006-7, and have been Labour MP for East Ham since 1994. I currently chair the Work and Pensions Select Committee in the House of Commons. The Trade Envoy Programme has been all-party in character since its inception, though the only other Labour MP is my colleague Rushanara Ali, Labour MP for Bethnal Green and Bow, who has been Trade Envoy to Bangladesh since 2016. It strikes some as odd for an opposition MP to have a role like this. I campaigned against Brexit, and have long been worried about the impact of leaving the European Union on UK trade and jobs. However, it has happened now and we need to make the most of the new circumstances in which we find ourselves. Trading agreement Switzerland is the UK’s fourth largest trading partner, after the European Union, the United States and China. The importance of UK-Swiss trade has been recognised by the commitment to review our current trading arrangements with an eye to modernising, building on the continuity agreement put in place before the UK left the EU. That agreement was necessarily limited – for example, it has little to say about services – and the aim is to work towards a much more comprehensive deal. 52 | March 2022

MP Stephen Timms Trade Envoy to Switzerland

The importance of UK-Swiss trade has been recognised by the commitment to review our current trading arrangements I paid my first visit to Switzerland as trade envoy in November. It struck me how much the two countries have in common. We have close, historic ties, and the CBI and its Swiss counterpart, Economiesuisse, are launching a UK-Swiss Business Council next month. Both countries are major financial services centres – a ground-breaking mutual recognition agreement for financial services between the two countries is due to be concluded by the end of this year.

Both countries place a strong emphasis on research and innovation, and, on one measure, nine of the 10 best universities in Europe are either in the UK or Switzerland. And there are difficulties in Switzerland’s relationship with the European Union, as there are in the UK’s. Securing orders Wascosa AG, a family-run business founded in 1964 and headquartered in Lucerne, is focused on the European-wide leasing and management of freight cars for rail traffic. One of the first people to get in touch with me after my appointment was Mick Tinsley, Wascosa’s agent in the UK. He had secured Wascosa’s first UK order from Network Rail for 570 rail wagons to be used in maintaining and renewing its network. At Mick’s invitation, I attended the Rail Freight Group Annual Christmas Lunch in December. The wagons are being built in Romania and Poland. The first were delivered to Network Rail before Christmas, and all will have been delivered by November of this year. railbusinessdaily.com

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Faster freight He argues that the UK should manage its rail system to enable freight trains to travel much faster than they do at present – at more like the speeds of passenger trains – in order to increase UK rail freight capacity and efficiency. He welcomes plans for the High Potential Opportunity Rail Hub in Doncaster, being built to connect businesses to the rail operators who plan to invest £35 billion in new equipment and services over the next 15 years.

Image: Wascosa

A 10-year maintenance deal has been agreed with GB Railfreight, with maintenance being carried out by Wabtec Rail Ltd of Doncaster. Wascosa wants to triple its wagon fleet in the UK over the next decade. Mick Tinsley draws attention to the large scale of the intermodal and rail freight market opportunity in the UK, as the imperative of decarbonisation drives freight onto rail. The construction sector is also making heavy demands on rail freight. He emphasises that he is not making a speculative future prediction – there is an acute shortage of freight rolling stock in the UK at present, and Wascosa is committed to helping to tackle it, in partnership with existing UK firms.

I had the opportunity last month to meet Andreas Haas, chief executive designate of Swissrail, counterpart to our Railway Industry Association. He will move in August from his current role as head of sales and marketing at Stadler Signalling, but has long been involved with Swissrail.

Mr Haas points out that Switzerland’s rail supply industry is largely characterised by medium-sized firms. Some have embarked on exporting as suppliers to larger firms like Stadler, but others have enjoyed long periods of export success under their own steam, and can make excellent partners for UK firms.

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At present, Swiss firms are developing impressive solutions – and take a keen interest in the latest trends – in three areas in particular: decarbonisation and clean tech, reflecting the fact that the state-owned Swiss railways system is almost entirely electrified and draws 90 per cent of its power from hydro-electricity; digitalisation; and autonomous driving. Mr Haas brings to his new role a conviction that Europe’s rail industries need to move more closely together. Across Europe, the sector is fragmented with different standards, sizes, and systems, causing unnecessary complications for exporters and for technical approvals, and for international cargo and passenger services.

The trains are proving popular with my constituents using Greater Anglia services Its push into Britain started in 2012 with an order from Transport for London for trams for Croydon ahead of the London 2012 Olympic and Paralympic Games. The success of that project encouraged it to press further, with Mr Warwel – who has lived and worked in the UK, and who has family here – taking the lead. He has been pleased and surprised by the speed at which their efforts have borne fruit.

Image: Wascosa

Export markets I also had the opportunity in February to meet Ralf Warwel, marketing and sales director United Kingdom and Ireland for Stadler Rail, Switzerland’s largest rail rolling stock manufacturer. The company has its roots in an engineering office set up by Ernst Stadler in 1942. It expanded rapidly into export markets in the 1990s, but for a long time avoided the UK

market because of its complicated structure, difficult and idiosyncratic technical standards and complexities arising from demands of the banks.

54 | March 2022

Stadler quickly secured a £610 million order from Abellio Greater Anglia for 378 vehicles in its FLIRT family (Fast Light Innovative Regional Train), out of which 24 units are operating bimodally with both diesel and electric power. The trains are proving popular with my constituents using Greater Anglia services. Further orders have followed, including Glasgow Subway’s order for 17 trains, with an automated driverless system; a major order from Merseytravel for electric trains; one from Transport for Wales for trimodal (bimodal with battery backup) FLIRT trains; orders for further Citylink trams and various custommade locomotives; and, most recently, a major order from North East operator Nexus for the new Tyne and Wear Metro, for which Stadler is committed to buying substantial local – UK and specifically, North-East – content. Envoys of trade Mr Warwel describes the UK market as “welcoming but complex”. Stadler Rail Service UK has established bases across the UK to service its trains, in Norwich, Glasgow, Newcastle and Liverpool, and in Wales. Trade envoys are expected to visit their markets at least twice per year, and I plan to visit Switzerland again in May. It is already clear that the rail business will be an important focus for my work. I will welcome opportunities to support readers of Rail Business Daily to access opportunities in the Swiss market – for example, by linking firms up with the specialist expertise provided by the Department of International Trade through its impressive, Swiss-based team. The contact for rail at DIT in Switzerland is: Daniela Schild, tel: +41 79 285 74 39, daniela.schild@fcdo.gov.uk railbusinessdaily.com

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People

Recognition for CARE project role Milla Mazilu, passionate project professional and recent recipient of a British Empire Medal, praises colleagues for creating impact and change

illa Mazilu, principal programme controls manager at Network Rail and deputy chairman of the Association for Project Management, was awarded the British Empire Medal (BEM) in the New Year’s Honours List for her vital work during the COVID-19 pandemic. Milla volunteered with the Royal Academy of Engineering on an 18-month project called COVID-19 African Rapid Entrepreneurs (CARE). The project supported African engineering entrepreneurs to make and supply personal protective equipment (PPE) which has been effectively used in hospitals and clinics in subSaharan Africa. Closer to home, Milla’s BEM award also recognised activities carried out for Network Rail, which included supporting colleagues with the rollout of collaboration tools to enable remote working at the start of the pandemic; twice-weekly skills sessions supporting continued professional development for colleagues; and weekly morale-boosting events during the first year of COVID-19. Unexpected award Milla, who works in Network Rail’s Wales & Western Region and leads on initiatives in project data analytics across the regional portfolio, was surprised by the news that she would be a recipient of the BEM. She said: “It was the most unexpected thing to turn up in my inbox, and I’m not sure it has really sunk in yet. I appreciated the fact that somebody had gone through the process to put me forward for consideration. “I’d like to thank all of those involved in project CARE as well as my colleagues and line management from Network Rail. I couldn’t have done any of this without their support and camaraderie. Together, we were able to create real impact and change for the better.” An impact report on project CARE, published in January 2022, highlights the importance and legacy of this project. Between March 2020 and November 2021, the Royal Academy of Engineering leveraged its networks and influence to mobilise over 50 expert volunteers. Together, the volunteers supported more than 50 engineering entrepreneurs from the Africa Prize for Engineering Innovation and Leaders in innovation Fellowships programmes. 56 | March 2022

The entrepreneurs came from 11 African countries and worked to address the consequences and impacts of COVID-19. The project supported more than 40 entrepreneurs to produce PPE, scale their business operations, and build their technical capacity in 3D printing and manufacturing. The project was able to do this with support from the Ezrah Charitable Trust and the Global Challenges Research Fund, with over £336,000 in funding in addition to materials. A further £120,000 in grants has supported 10 entrepreneurs to pivot their business to increase their chances of business survival. Across both initiatives, entrepreneurs

We selected the most cost-effective tools, and then focused our time on developing and reviewing the schedule collectively generated £244,585 in revenue, helping them create more than 75 jobs and build 28 partnerships to sustain their ventures. Over 800,000 people in Africa were beneficiaries of the project, including 319,000 women and young people. Milla said: “I didn’t fully realise the sheer impact of project CARE until I read the report. “It is wonderful that everyone was able to

make an immediate difference with respect to COVID PPE, and I was happy to read that the local entrepreneurs have also extended the use of the equipment by developing designs for toys, educational resources, and inhalers for children. These are all practical solutions developed at low-cost, which are being used to support the community. It’s incredible.” Good project management Milla was able to take her day-to-day skills and knowledge, acquired over 16 years in the rail industry, to ensure the right systems and controls were in place to maintain budgets and timescales on the CARE project. “We selected the most cost-effective tools, and then focused our time on developing and reviewing the schedule, discussing control methods and the risks the project faced,” she said. “These are the foundations of good project management, and it was great to have the opportunity to share these with others. I’m passionate about using project management skills for good, and I am pleased this work made a positive difference.” There were also subsequent benefits for Network Rail which resulted from project CARE, with innovations being applied back in the Wales & Western Region. Milla explained: “I developed a small add-on for Microsoft Project, the scheduling tool we selected for project CARE, which enabled the project co-ordinator to automatically extract information from the schedule and email it to the activity owners. railbusinessdaily.com

People

“This efficiency was valuable, saving a lot of time and reducing cost, as only one licence was required for the software. I was able to take this innovation back into Network Rail, where we have now also deployed Microsoft Project in Wales & Western, as part of our work to modernise and improve the skills and systems we use in programme controls.” Volunteering Milla’s volunteering was encouraged by Network Rail’s volunteering programme, which gives employees up to five days of volunteer leave per year. It has previously allowed Milla, whose railway career started on the Channel Tunnel Rail Link (HS1), to spend time as a volunteer on the Ffestiniog Railway as part of a Permanent Way gang. She added: “I found volunteering on the Ffestiniog Railway extremely rewarding. Helping a community in a beautiful part of the country, getting out in the fresh air, and doing some hard, physical work – it makes you feel like you’ve earned your dinner and a lovely pint from the local brewery in Porthmadog, the Purple Moose. It is just a superb way to spend time. “I was first drawn to heritage railways by friends

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and kept there by the scenery and steam trains. This country has a long pedigree of railways and innovation, and I enjoy the history and magic of it all. I’ve seen how heritage railways can be captivating for the kids visiting the Ffestiniog, and if just a handful of them are inspired to join the industry, I see that as a very good thing.”

I was first drawn to heritage railways by friends and kept there by the scenery and steam trains Recent honour aside and outside of Network Rail, Milla continues as deputy chairman of the Association for Project Management (APM), the chartered body for the project profession. Founded in 1972, the APM gained its Royal Charter in 2017 and has been able to award chartered status to project professionals since. Milla said: “I became involved as a trustee of the APM in 2016 because I believe in the

power of projects to do good. It has been a very interesting time since I first joined the APM board, and I am thrilled to still be able to support and drive the organisation forward alongside APM colleagues. This year, the Association enjoys its 50th anniversary, and there is a lot of activity planned as part of the celebrations. There is never a dull moment!” Work opportunities Milla added: “The same applies in work. When I entered the rail industry, I imagined it would just be for a year or so. I didn’t really plan the past 16 years, but the rail industry has been so captivating and has given me the opportunity to work on good projects with good people. If I can carry on doing that for the next 16 years, then I’ll be very happy.” Two other Network Rail employees were also recognised in the New Year’s Honours list. Akthar Hussain and Vince James were awarded British Empire Medals for various pieces of work, including crucial volunteer and community work throughout the COVID-19 pandemic, boosting diversity in the rail industry, and helping ex-prisoners get the skills and qualifications they need for a career on the railway.

March 2022 | 57

Infrastructure

£84 million investment will improve journeys in the North West Works will deliver trackside upgrades, platform extensions for longer trains and bigger depots across the region

he government has announced a package of works worth £84 million that it says will cut delays and improve train reliability in the North West. At Manchester Victoria station, Rail Minister Wendy Morton MP pledged a package of infrastructure improvements designed to transform train journeys in the region. The work is part of the Secretary of State’s Manchester Recovery Task Force’s (MRTF) plans to boost service reliability and put the passenger at the heart of the journey. Works are now under way with upgrades to trackside equipment between Manchester and Liverpool and platform extensions on the Cumbrian route. This will support the introduction of longer trains with extra seats and an upcoming timetable change across the region will increase reliability. Further works next year will see additional platform extensions to some of the busiest routes across the North West and West Yorkshire, supporting the rollout of longer electric trains by Northern. Transforming lives Transport Secretary Grant Shapps said: “This £84 million investment will make trains more reliable for the people of Manchester and beyond and kicks off a decade’s worth of improvements across the region. “The Transpennine Route Upgrade, the Integrated Rail Plan and Northern Powerhouse Rail will transform the lives of passengers across the region for generations to come. “As we level up the country, we’re determined to use rail to boost local economies, create greener journeys and changes lives for the better.” The funding will also allow vital development work to continue schemes across Greater Manchester that will benefit passengers across the North West, including: I mproved passenger facilities at Manchester Piccadilly, Victoria, and Manchester International Airport stations. Resignalling along the Castlefield Corridor and remodelling of Manchester Oxford Road station. 58 | March 2022

ork on the Transpennine Route Upgrade W (TRU) also continues with the electrification and resignalling of the line and track renewals all to deliver faster, more frequent, and reliable trains for passengers.

This £84 million investment will make trains more reliable for the people of Manchester and beyond TRU will pave the way for Northern Powerhouse Rail, transforming rail journeys across the North including between Liverpool, Manchester, Leeds and York, delivering on the Government’s levelling up agenda; improving connectivity, supporting economic growth and delivering real benefits for passengers and communities in the North. The next stage of work on the TRU continues with further track and signalling upgrades, following on from works over Christmas and New Year. This work, along with future

electrification, will deliver faster, more frequent, and reliable trains for passengers. All of these improvements are in addition to the Integrated Rail Plan, which is investing £96 billion across the North and Midlands to transform rail services, boost economic growth and prosperity, level up the region and create thousands of jobs up to 10 years quicker than under previous plans. For the passengers Dave Penney, passenger strategy director for Network Rail’s North West and Central region, said: “Improving passenger journeys has been at the heart of the rail industry’s hard work to tackle congestion through Central Manchester and this major government investment will mean fewer delays and add 20 per cent more peak time seats from December 2022.” Matthew Golton, managing director at TransPennine Express, said: “We’re committed to delivering real change for our customers across the North and into Scotland. This multi-million-pound package that enables the development of needed infrastructure capacity will work hand-in-hand with our own investments in new journey opportunities, new trains and station improvements to give customers the modern, reliable and efficient rail service they deserve.” railbusinessdaily.com

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Infrastructure

Network Rail investing £83 million over Easter to improve services Network Rail is carrying out 530 upgrade projects worth £83 million to upgrade railway for passengers over the Easter bank holiday weekend

hile the majority of the network – over 95 per cent – will be unaffected by the engineering works taking place, there will be disruption on some routes, so passengers are urged to plan ahead. The major upgrade projects to be carried out over the Easter bank holiday weekend include: esignalling and switches and crossings R works at Clapham Junction to improve safety. This will mean no Southern trains will operate to/from London Victoria between 15-18 April, and a reduced SWR service will run to/from Vauxhall. P lain line track renewals, switches and crossings and HS2 works at London Euston and Watford North Junction, to improve capacity and provide a safer railway for passengers. As a result, no trains will operate between London Euston and Milton Keynes Central over the Easter weekend. B ridge renewal works at Coventry South Junction and HS2 enabling works at Hampton-in-Arden to improve reliability and future capacity. Services between Coventry and Birmingham will be diverted via Solihull, while there will be bus replacement services between Rugby and Birmingham International, and between Leamington Spa and Nuneaton/Coventry.

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We’re asking vvvvvhvhkv passengers to plan ahead and check their journeys in advance S witches and crossing renewals at Bishops Stortford and station upgrade works at Hertford East to improve performance and station capacity. Bus replacement services will operate between Waltham Cross and Stansted Airport, and between Waltham Cross and Hertford East. S tation enhancement works at Gatwick Airport to improve capacity. Some trains will not stop at Gatwick, with one train per hour running between Redhill and Gatwick Airport.

rack upgrade work in the Llanhilleth area T to improve passenger journeys and boost capacity, as part of the multi-millionpound upgrade of the Ebbw Vale Line. As a result, rail replacement services will run between Cardiff Central and Ebbw Vale Town. Andrew Haines, Network Rail chief executive, said: “The majority of the railway will be open as usual this Easter for people to take a short break or visit loved ones, but some routes will be affected by our upgrade works, so we’re asking passengers to plan ahead and check their journeys in advance. “We’ll be carrying out hundreds of vital projects that will improve passengers’ journeys in future – for example by improving reliability and boosting capacity on the network.”

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HS2

HS2 tunnelling machines reach Chalfont St Peter ventilation shaft HS2’s two 2,000 tonne tunnelling machines digging the tunnels under the Chilterns have completed the first stage, up to the ventilation shaft at Chalfont St Peter his major achievement means that a combined total of over 3.6 miles has now been dug by the two machines – named Florence and Cecilia – since they launched from the southern end of the tunnels last summer. The 78m deep shaft at Chalfont St Peter is the first of five that will provide ventilation and emergency access to the ten-mile-long twin tunnels – which are the longest on the project. Once complete, the shaft will be covered by a headhouse designed to resemble local farm buildings. Designed specifically for the geology of the Chilterns, each tunnel boring machine (TBM) is a 170m long self-contained underground factory, digging the tunnel, lining it with concrete wall segments and grouting them into place as it moves forward. On target The TBMs named ‘Florence’ and ‘Cecilia’ by local school children launched in May and June last year and are expected to break out at the north portal in around two and a half years. Welcoming the progress, HS2 Ltd project client David Emms said: “The Chiltern tunnel will take HS2 underneath the hills and safeguard the woodlands and wildlife habits above ground as well as significantly reducing disruption to communities during construction and operation of the new railway.

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Image: HS2

Florence and Cecilia reaching our first shaft at Chalfont St Peter is a great achievement “It’s great to see how much progress has been made by Florence and Cecilia – and the teams excavating the five ventilation shafts – and I’d like to thank everyone involved in getting us this far.”

These first two TBMs on the HS2 project are operated by Align – a joint venture formed of Bouygues Travaux Publics, Sir Robert McAlpine, and VolkerFitzpatrick. Support team A crew of 17 people on board each machine keep them running, working in shifts and supported by more than 100 people on the surface, managing the logistics and maintaining the smooth progress of the tunnelling operation. Align project director, Daniel Altier said: “Florence and Cecilia reaching our first shaft at Chalfont St Peter is a great achievement for not only the tunnelling team but also construction team involved in excavating and preparing the shaft. “In particular I would like to pay credit to KVJV and Keltbray our supply chain partners, who have been working tirelessly over the last few months to ensure the shaft is ready for the arrival of Florence and Cecilia.” Each of the separate northbound and southbound tunnels will require 56,000 precision engineered, fibre-reinforced concrete wall segments – which are all being made in purpose build factories on site at the south portal, located just inside the M25. During their first 3.6 miles, Florence and Cecilia have combined installed more than 20,000 separate segments, each weighing around 8.5 tonnes. March 2022 | 61

People

Siggy’s rail innings continues with second Lifetime Achievement Award The inspirational approach of Thameslink’s oldest employee makes him a deserving winner of a Heart of Gold

ovia Thameslink’s Elstree & Borehamwood’s 82-year-old station assistant and international cricketer Siggy Cragwell has been honoured with a second Lifetime Achievement Award in recognition of his excellent customer service. Siggy, who has worked in rail for 60 years, was presented with a Railway Benefit Fund (RBF) Heart of Gold Award, sponsored by Abellio Rail Replacement, by 1980s music mogul, rail enthusiast and RBF President Pete Waterman. The latest honour follows a 2020 Lifetime Achievement Award for Siggy in the National Rail Awards. Siggy, whose 20-year tenure at Elstree & Borehamwood is impressive enough, started his journey in rail the day after he landed in England from Barbados as part of the Windrush generation and, six decades on, shows no sign of leaving the railway family. Public recognition Siggy is a hugely popular figure at Elstree & Borehamwood and his adoring public voted for him in droves when he was nominated for the award. This public recognition, along with being handed the award by the man responsible for 22 UK number one hits by the likes of Kylie Minogue, Bananarama and Rick Astley, flanked by the Town Mayor, residents, colleagues and other wellwishers, took Siggy by surprise. Siggy said: “A second Lifetime Achievement Award feels very good and I’m ecstatic. I didn’t expect it to happen and it was a very big surprise when I saw that a lot of people had voted for me. “It was also a very big surprise to see Pete Waterman and all of the other people who turned up. I was very happy with that, and everyone seemed excited. I used to listen to Pete’s music a lot and still hear it, and have some of the records he made on vinyl.” The honour, however, was all Pete Waterman’s, who said he was bowled over by Siggy’s 60 years of service to the railway. Pete said: “Siggy is an inspiration to us all. Everyone at the Railway Benefit Fund is so impressed by his amazing dedication. He is a truly deserving winner of our Heart of Gold Lifetime Achievement Award and it has been an honour to meet him.” 62 | March 2022

80s pop mogul Pete Waterman (far left) joins residents of Elstree & Borehamwood to celebrate Thameslink’s oldest employee, station assistant Siggy Cragwell

Siggy is an inspiration to us all. Everyone at the Railway Benefit Fund is so impressed by his amazing dedication The recognition is, of course, a well-deserved accolade to mark a career of such longevity. Siggy arrived in Southampton on 7 March 1962 after an 11-day voyage and, with a job, flat and uniform waiting for him, started work as a cleaner in Marylebone station the very next day. Over the next 17 years at Marylebone he worked as a fireman, stoking steam engines, and a chargeman, supervising cleaners and the men who shunted the trains around the yard. He was then promoted to supervisor at Cricklewood Yard, where he also shunted trains himself. He was at Bedford when he was poached to be a stores manager at Luton, then someone saw his abilities and stole him again, this time to

Image: Roger Perkins

be a platform supervisor at St Albans, in 1990. He has worked at Elstree & Borehamwood since 2002. Siggy is a master of customer service, renowned for putting a smile on the faces of passengers and station users, many of whom he has known since they were youngsters. So, what’s his secret? People person Siggy said: “I enjoy talking to people and making people happy even if things aren’t going right for them. Meeting people was my thing, right from being a kid myself. I get to interact with people from different parts of the world and I learn from them. You talk, you learn without thinking, then you go away, sit down and think about it. That’s what keeps me going and also, that’s what I say to my colleagues who might find it difficult because dealing with customers can be strenuous. But my logic is that if you keep people happy then everyone is happy.” Siggy’s approach is a hit with residents, passengers, public figures and his colleagues. Borehamwood resident Lisa Minot said: “He’s a local legend, always there, always with a smile on his face and happy to have a chat. He knows what trains are running. I feel everything’s OK when he’s there.” railbusinessdaily.com

People

Town Mayor Councillor Farida Turner said: “Siggy is a true gentleman who has been working at Elstree & Borehamwood for two decades now. In that time our townsfolk have come to know and love him for his supreme customer service. He has his own unofficial fan club and is an inspiration to us all!” Jenny Saunders, customer services director, said: “Siggy is such an inspirational person and a true public servant here at Thameslink. The fact that this latest award was the result of a public vote speaks volumes about how highly he is regarded by his customers and his colleagues. We really are honoured to have him as part of our railway family.” Cricket legend Outside of rail, Siggy is also a legend in the world of cricket. He began playing in the British Railways League before joining Holtwhites Hill, Enfield – now Holtwhites Trinibis – in 1962 and continues to turn out for the club. Siggy was a top-four batsman and first-change bowler for the first XI for Holtwhites. He has also played for Marylebone BRSA, Sunbury CC, London Transport, London University and Magpie CC. An accurate seam bowler, Siggy took 695 wickets for Magpie CC in 10 years of playing and has bagged almost 5,000 wickets over the

years. He has caps with the England Over 70s, touring to Sri Lanka, Singapore and Spain and has travelled the length of Britain playing club cricket. Siggy, who lives in Hampstead, is a magnificent advert for being physically active, maintaining work-life balance and the power of health and wellbeing. In addition to cricket, he keeps himself physically and mentally agile with Tai Chi, Taekwondo and meditation.

Tai Chi, Taekwondo and meditation has helped me a lot He said: “I was a regular for 18 years at a gym at the end of Tottenham Court Road until the pandemic but now I do Tai Chi remotely, on my telephone. Tai Chi, Taekwondo and meditation has helped me a lot. Part of the reason is to keep fit for cricket because it keeps me flexible. I move about a lot and I surprise myself sometimes. “Along with not eating meat, sport is my secret to a long life and I think playing sport is what has

kept me going. I get bored if I’m at home, indoors, so I like to get out. I still get up at four in the morning to be at work for six.” Siggy has, unsurprisingly, seen a lot of changes on the railways. He said: “My big memory from when I first started was working with steam trains, which I loved. I still have strong feelings for steam and in my mind I go back to those days. I never chose to be a driver but I’ve done a lot of things that I’ve liked along the way. I was scared of driving at the time, but I was a young man then and silly. Good things “A lot of things have changed completely. You used to know everyone at work but not so much now. Although Thameslink is a good employer and I see my immediate managers and can tell them how I feel and how I think it’s going. I still enjoy the work, the people at the station, that keeps me happy. When you think about good things, you do much better than when you are frustrated. “I’ll keep going and doing the job until the point comes that I can’t do it anymore. I have no plans to stop because I know that I would get bored – I like moving about and can’t sit still in one place for long and keep quiet!”

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March 2022 | 63

FI ne taetrunrae t i o n a l N e w s

Three businesses appointed on Canada’s biggest infrastructure project

he largest infrastructure programme in Canadian history has appointed Mace, Comtech and SYSTRA as a delivery partner. The three businesses, working as the MCS consortium, have announced the contract to carry out work on the Metrolinx’s GO Expansion programme. The consortium will join forces with Metrolinx as delivery partners to manage a complex programme that includes new stations, electrification of existing lines, installing new rail lines, upgrading existing stations, signalling, and more. The idea behind the 10-year GO Expansion is to greaten the capabilities of the GO Transit rail

Image: Mace

service. Metrolinx will provide increased connections between communities, with a long-term vision of providing two-way, all-day services – every 15 minutes or less – on core segments of its rail network. GO Expansion will support the regional economy through job creation and improved connectivity,

unlocking investment and urban development in the province of Ontario. The combination of cleaner, electric trains and more people using metro-style transit will also, MCS says, significantly improve air quality in the Greater Toronto and Hamilton Area. Jason Millett, chief executive

officer of consultancy, Mace, said: “We are delighted to be awarded the PDP contract with our partners SYSTRA and Comtech. This is a truly transformative program of huge global significance to Mace Consult, as we continue to grow our infrastructure offering in North America in line with our 2026 business strategy. “By combining Mace’s extensive delivery partner expertise with SYSTRA’s local and international rail technical expertise, and Comtech’s in-depth local project and programme management knowledge, we are creating a winning formula for delivering on Metrolinx’s vision. ”

ecaro has announced a major investment in Polish train seating business Growag, a figure it says is in the doubledigit millions. This is the first time in the 116-year history of Germany-headquartered Recaro that the company has expanded into the rail seating industry. The new partnership has been forged to pave the way for new innovation and broaden the scope of expertise at Recaro. It said the

train seating market is expected to see significant growth rates within the next 10 years. “Both companies are focused on “mobile seating” solutions across all major markets. Dr Mark Hiller, CEO of Recaro, said: “I am very proud of this very strategic milestone for Recaro by further expanding our expertise. It continues building on our company’s DNA of long-term sustainability and investing into a business with significant growth on a global level.

From left: Mark Hiller, Rene Dankwerth, Marek Stein, Jan Pollak, Michal Nowicki, Klaus Steinmeyer

“All in all, this investment is a logical continuation of our business

Image: Recaro

Recaro makes major investment in train seating business

expansion, and I warmly welcome Growag to the Recaro family.”

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I n t e r n a t i o nFae la N t uerwe s

tadler says the successful completion of battery trials undertaken on a modified diesel-electric multiple unit built for Arriva Netherlands shows that these trains can run emission-free, without the use of a diesel generator. Tests were completed on the non-electrified lines from Almelo to Hardenberg and Arnhem to Doetinchem, in the east of the Netherlands. This particular train runs with electric energy 1.5kV DC from the overhead line and uses the battery to bridge non-electrified sections. The use of battery power enables trains to run independently on non-

Image: Stadler

named Succesful battery trials on Stadler Knorr-Bremse as systems partner for Alstom train family train for Arriva Netherlands K S

electrified lines and provides a more sustainable alternative to diesel. Batteries are used to power a train and can capture energy while it is braking. They can be charged from electrified lines or at designated charging points on a network.

Battery trains produce fewer carbon emissions than diesel vehicles and are a very attractive alternative to them. They offer a fantastic solution for non-electrified lines, eliminating the need for costly infrastructure upgrades.

More than 28,000 sign up for selection tests for 30 female train drivers for Renfe in Saudi Arabia

ore than 28,000 candidates of Saudi nationality have registered in just one month in the selection tests launched by the Renfe branch in Saudi Arabia, for the hiring of 30 female train drivers, the first in the country’s history to take this profession. The chosen ones will drive the train that connects the holy cities of Mecca and Medina, the first high-speed train to be built in the Middle East. Of those registered, more than

Image: Renfe

half passed the first attitude test, carried out online, in which the academic record and the level of

English were mainly assessed. The candidates range between 22 and 30 years old.

norr-Bremse, the global market leader for braking systems and other rail and commercial vehicle systems, has further strengthened an existing partnership with Alstom that aims to deliver safe, sustainable and efficient rail transportation. Under a recently signed framework contract, KnorrBremse will enjoy a conditional exclusivity until at least 2025 for trains sourced from the high performance, versatile Coradia Stream train family. The contract includes an option for a threeyear extension until 2028. Starting in 2022, Knorr-Bremse will supply braking, entrance and climate control systems for three major regional transportation projects for operators Trenitalia (Italy) and Danske Statsbaner (DSB, Denmark), as well as the Expresskreuz Bremennetwork (LNVG) in Germany. It is anticipated that the work will continue into 2024. Dr Jürgen Wilder, member of the executive board of KnorrBremse AG and responsible for the Rail Vehicle Systems division, said: “The transition to more sustainable modes of transportation means that demand for clean, reliable and available rail transportation in Europe is set to continue unabated.”

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HS2

HS2 reveals new design for Euston high-speed terminal

HS2 has revealed the updated design for a new high-speed railway terminus station at London Euston

More than just a station The intention is for the work in Euston to create something that is a destination rather than just a major transport hub. The work will enable the creation of new homes (including provision for affordable and social housing), businesses and shops, plus improved public realm and open space, which will complement what is already available in Euston. Construction of the HS2 station will also support 3,000 jobs at peak and will offer hundreds of contract opportunities through the supply chain. MDJV recently began a multiyear procurement of packages worth £500 million for work on the HS2 station and the London Underground at Euston and Euston Square that will provide improved connections for passengers. Laurence Whitbourn, Euston area client director at HS2 Ltd, said: “HS2’s London Euston station is one of the most complex parts of the HS2 route, situated in a densely populated residential area and adjacent to a busy operational railway. HS2 Ltd is absolutely committed to getting Euston right, engaging with the local community and stakeholders as we continue to progress our designs. 66 | March 2022

HS2 Euston Station Concept Design – Exterior

This station will not only benefit the local community by enabling the comprehensive redevelopment of the area but will serve as a transport super hub “With the arrival of HS2, Euston is fast becoming one of the largest transport-led regeneration projects of the 21st century. Across a site of more than 60 acres we have the unique opportunity to work with stakeholders and partners to create a new piece of the city creating thousands of jobs, new homes and areas of green public space.” The station will feature a bold geometric roof design to allow natural light to flood into the station concourse.

Image: HS2 Ltd

he designs are an update on ones seen in 2015, and are based on a less complex, more efficient, 10-platform station that can now be built in a single stage. They have been drawn up by a design consortium made up of Arup, WSP and Grimshaw Architects, working into HS2’s Station Construction Partner, Mace Dragados JV (MDJV). HS2 Minister Andrew Stephenson MP said: “The arrival of HS2 at Euston provides a oncein-a-lifetime opportunity to create an iconic destination in the area, that will help us build back better by growing not just the economy of London but that of the UK. “This station will not only benefit the local community by enabling the comprehensive redevelopment of the area but will serve as a transport super hub acting as a gateway to the Midlands and the North – enabling us to deliver better railways across the nation sooner than under previous plans.”

The roof is an identifying feature of the station and emphasises its north-south alignment, and its role as a regional gateway. Elements of the innovative roof can be prefabricated off site, and installed using modular construction techniques, reducing costs, carbon emissions and local disruption. Room to breathe The HS2 station will be set across three levels, with 10 450 metre-long subsurface platforms, which will at peak operation will be used by up to 17 high-speed trains per hour serving destinations in the Midlands and the North. There will be 50,000 high-speed train seats over the three-hour morning peak. The ground-level concourse will be 300 metres long and will allow free movement for both passengers and visitors through the station and will open out onto new public spaces at the north and south. railbusinessdaily.com

HS2

Civic space Declan McCafferty, partner at Grimshaw, said: “The scale of the new HS2 London Euston station means we have the opportunity to create a new truly public civic space for London, a place that responds to transport and passenger needs and becomes part of the existing urban fabric and community. The 300-metre long station hall sits at the heart of this approach, creating a space that is permeable, accessible and open and connects to the local streets and neighbourhoods through green, pedestrian-oriented spaces.” The design reduces the ticketed area of the station by placing platforms and trains below ground, so the station hall can function as a public, sheltered north-south route linking Euston Road and Bloomsbury to Hampstead Road and Camden Town. The north-south route will link with new public east-west routes that will be provided through the HS2 station roof once future regeneration of the Network Rail station is complete.

HS2 Euston Station Concept Design – Interior

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In addition to an enhanced Euston Square Gardens, the station will deliver a major new public green space in the north as well as a community gardens in the west, which will be designed to respond to local community needs. The station design will encourage walking and cycling as part of a sustainable transport strategy, providing new cycle routes and 2,000 cycle parking spaces to encourage a safe and active travel environment.

The scale of the new HS2 London Euston station means we have the opportunity to create a new truly public civic space for London The station will now be built in a single stage, reducing the construction period and the impact for the local community and passengers using the existing conventional railway station at Euston. The station will maintain the capacity to run up to 17 trains per hour. MDJV will carry out the main station construction work. The new station will bring huge improvements for passengers using the London Underground at Euston. There will be a new ticket hall with direct connections to Euston Square station and from HS2 platforms. For the first time, tube passengers will have seamless connections between the

Northern, Victoria, Circle, Hammersmith and City and Metropolitan Lines at Euston. Both the HS2 station and London Underground station will have fully accessible step-free access from street to train. Integration and development Taking account of the recommendations of the independent Oakervee review, the design integrates the HS2 station with the existing Network Rail station and emerging plans for over site development, led by Lendlease. Network Rail is creating plans to redevelop and integrate the existing Euston station, serving the West Coast main line, alongside the HS2 terminus. Together, these two stations will help to unlock much-needed capacity for passenger services, transform passenger experience and offer improved connectivity to the major cities and knowledge centres across the UK. The integration of the stations at Euston will enable the comprehensive transformation of the area by unlocking development above and around the stations and tracks. Lendlease, the government’s appointed Master Development Partner at Euston, has started an 18-month long public consultation to seek the views of the local community about what would be of value to them in the development. The HS2 station is designed to target a ‘BREEAM outstanding’ rating, which is an industry recognised standard for buildings that reduce energy usage and materials waste and minimise impact on the natural environment.

Image: HS2 Ltd

The station hall – 20 per cent larger than Trafalgar Square – will become the largest station concourse in the UK. Retail and station facilities will be available on the ground and first floor, underneath the dramatic top-lit station roof. Located between Coburg Street to the west and the existing Euston Station to the east, there will be entrances to the north, south and west of the station. There will be internal entrances to the Network Rail Station and London Underground Station.

March 2022 | 67

International Exhibition of Railway Equipment, Systems & Services International Railway Infrastructure Exhibition

ON TRACK FOR THE FUTURE

10 – 12 May 2022 | Olympia London For the first time, Railtex / Infrarail takes place at Olympia London, covering all aspects of railway technology, including:

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16/03/2022 11:11:29