DECEMBER 2018 Issue 248 £5.95
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HS2 – the megaproject With great power comes great responsibility
THE 21ST RAIL BUSINESS AWARDS Thursday 21 February 2019
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DECEMBER 2018 IssuE 248 £5.95
THE BUSINESS RESOURCE FOR RAIL
HS2 – the megaproject With great power comes great responsibility
THE 21ST RAIL BUSINESS AWARDS Thursday 21 February 2019
Rolling Stock New trains, new technology
Freight Sustainable efficiency
Centre of Excellence
PUBLISHER RAIL PROFESSIONAL LTD Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Telephone: +44 (0)1268 711811 EDITORIAL EDITOR SAM SHERWOOD-HALE firstname.lastname@example.org DISPLAY ADVERTISING CHRISTIAN WILES email@example.com BEN WARING firstname.lastname@example.org ADAM OVERALL email@example.com JOHN MORTLOCK firstname.lastname@example.org RECRUITMENT ADVERTISING email@example.com MARKETING MANAGER AITANA BRETON firstname.lastname@example.org SUBSCRIPTIONS email@example.com ADMINISTRATION CHERIE NUGENT firstname.lastname@example.org LISA ETHERINGTON email@example.com GILL DUNN firstname.lastname@example.org KIRSTY CARTER email@example.com DESIGN & PRODUCTION MILES JOHNSTONE firstname.lastname@example.org Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail Professional will be taken as permission for it to be published in the magazine and online. ISSN 1476-2196 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.
ongratulations everyone on making it through this year. It feels like the Christmas break can’t come soon enough. We have all been on tenterhooks throughout the year’s Brexit discussions and of course our industry has a huge amount riding on the particulars of the deal that is agreed. The question of how the deal will impact the supply chain being just one of the uncertainties that have dominated the discussion in Government. More than a few people I have spoken to have suggested that all of the good news about HS2 has been drowned out as a result, giving way for criticism of the project built on a lack of a coherent message. Luckily, we have a platform here to spread that good news and in this issue we have a feature from Martin Theaker, Risk Manager within HS2’s Infrastructure Directorate who positions HS2 alongside the pioneers of nuclear energy in the 1950s. All of the major concerns for modern society; connectivity, decentralisation, green energy make up the key considerations for HS2 and in parallel with this I spoke to Steve Hollis who was recently appointed Chair of the HS2 Growth Delivery Board. Steve points out the palpable excitement for HS2 in the West Midlands and it is his view that there needs to be a clear narrative that sets out a compelling macro case for HS2 that can then be distilled down to the micro benefits. As we look ahead to 2019, we can see that some of the names at the top of the rail ladder in the UK have changed. With Jo Johnson recently stepping down as Rail Minister and being succeeded by Andrew Jones and Andrew Haines taking up the post of Chief Executive at Network Rail earlier in the year. We will also have the results of the Rail Review by Keith Williams to pore over alongside Network Rail publishing its final plan for Control Period Six in March next year. It’s been a very rewarding year for me personally as I have enjoyed the constant learning process that this position has involved. I credit our many columnists and contributors throughout the year for making that process so interesting and I look forward to continuing my rail education in 2019. I would also like to remind our readers that Rail Professional’s Industry Reference Book and Supply Chain Directory for 2019 will be available in January. This is our most comprehensive annual Directory to date covering every angle of the rail industry, to pre-order your copy go to: https://www.railpro.co.uk/ product/rail-professional-industry-reference-book-supply-chaindirectory-2019. Sam Sherwood-Hale Editor
| CONTENTS / ISSUE 248 / DECEMBER 2018
Change of delivery date for Nova 3 trains, Network Rail secures £2.2 billion to provide a better railway for passengers in East Anglia, Network Rail significantly changes Bescot sleeper facility plans following public feedback, Network Rail is recruiting apprentices in Peterborough, The leading supplier of on-train monitoring systems has set up a UK base to support its customers, Siemens Celebrates First UK RISAS Certification
In the passenger seat
The latest railway Public Performance Measure (PPM) figures from the Office of Rail and Road have appeared
Women in Rail
Adeline Ginn, General Counsel at Angel Trains and Founder and Chair of Women in Rail looks ahead to the Women in Rail Conference
The Rail Sector Deal – what does it mean to you? The Rail Supply Group (RSG) is pushing Government to commit to the specific needs of the sector through the rail sector deal
Laying down the law
In September, the UK hosted the world’s first Zero Emission Vehicle (ZEV) Summit in Birmingham and Bedford
The Cheek of it
Chris Cheek looks at the shifts in the pattern of ticket sales on the railways, and ponders what this might mean for the future
The Institution of Occupational Safety and Health’s (IOSH) Railway Group Chair David Porter discusses the winning entries to its annual awards which recognise excellence in worker protection
Rail Professional Interview
Sam Sherwood-Hale talks to Steve Hollis, the recently appointed Chair of the HS2 Growth Delivery Board about what the megaproject means to the West Midlands
Ben Wilson, Associate Director at SNC-Lavalin Atkins Transport Consulting & Advisory explains why he believes it’s currently an interesting situation for passenger rolling stock within the UK
CONTENTS / ISSUE 248 / DECEMBER 2018 |
The HS2 Growth Strategy has a budget of more than £4 billion and that is dwarfed by the HS2 budget of £56 billion. This is a once in a lifetime project
INTERVIEW - Page 41
Philippa Edmunds, Freight on Rail Manager explains how Government should align its rail freight policies with comparative industries
Ian Clarke, Director, Global Infrastructure at KPMG, argues the case for rail freight’s contribution to productivity and national competitiveness
Martin Theaker, Risk Manager within HS2’s Infrastructure Directorate describes the parallels that the megaproject has with nuclear innovation in years gone by
Fiona Piercy, Programme Director of the Midlands Engine describes the variety of initiatives underway in the Midlands
Ian McConnell, Greater Anglia Franchise and Programmes Director gives us the details on the TOC’s new Stadler bi-mode trains
Simon Iwnicki, Joao Pombo, Pedro Antunes, Adam Bevan and David Crosbee of the Institute of Railway Research at the University of Huddersfield explain the goals of The Centre of Excellence in Rolling Stock
John Roberts, Adjunct Professor of Practice Rail Technology & Crash Safety at Kasetsart University Bangkok goes into detail on the specifics of interior passive safety
Chris Swan, Head of Rail at Tarmac looks at how policy can have a positive impact on rail freight
Dave Hodgson, elected Mayor of the borough of Bedford and Chair of England Economic Heartland’s Strategic Transport Forum describes the region’s potential for growth
Nathan Garnett, UK Construction Week Event Director, rounds up all the activity from the event
Chris Jones, Consultant in Odgers Interim’s Industrial Practice discusses the William’s Review and what it means for the rail industry
Relec, Rail Business Awards 2019, Morris Site Machinery, Furrer+Frey, Reznor Nortek, TVS Supply Chain Solutions, Yara, Star Fasteners, AB Hoses, Arrow Solutions, Russell Logistics, CCL Universal Rail, Kier, Majorlift
Andrew Jones MP, Ken Russell, Neil Sime, Ian Pigden-Bennett, Caroline Fawcett, Paul Marchant, Ashley Stower
Lucy Prior looks at the narrative around the value of rail freight and why it still matters
News in brief... Porterbrook signs-up to UKRRIN Porterbrook has joined the UK Railway Research and Innovation Network (UKRRIN). UKRRIN is a unique organisation that promotes closer collaboration between industry and academia. Porterbrook’s membership of UKRRIN, which was announced at the organisation’s Annual Conference, builds on the company’s existing links with the University of Birmingham. Network Rail reaping the benefit of green initiatives at King’s Cross railway station Network Rail is seeing tangible benefits from a range of eco-friendly initiatives it introduced at London King’s Cross railway station. During a major refurbishment at the station, which took place between 2006 and 2012, Network Rail introduced a range of measures to make the station more sustainable including rainwater harvesting, water saving taps, extra insulation and 2,300 square metres of solar panels.
Change of delivery date for Nova 3 trains TransPennine Express (TPE) announced on 12th November that the first of the brand-new Nova 3 trains will now enter service slightly later than planned. CAF, the train manufacturer, recently made TPE aware of a technical issue with a key onboard system and they are working hard to ensure this is addressed as soon as possible prior to delivery of the trains to TPE. TPE are confident that customers will start to see new trains in service by Spring next year and the issue does not affect the other two new Nova fleets, Nova 2 and 1, which customers will also experience next year. All three fleets of new trains are still on track to be delivered by 2020. Leo Goodwin, TPE Managing Director, said: ‘While we are keen to start the roll out of the Nova 3s as soon as possible, it is important that we allow CAF to address the issue identified during the train testing process. It was hoped that our customers would start to experience these new trains before the end of the year, but we will all now have to wait until the New Year.’ Richard Garner, UK Director for CAF, said: ‘We are working closely with TPE to resolve the technical issue. Our trains undergo thorough, detailed testing in order to ensure that when they enter service, they provide the customer with a reliable, comfortable and high-quality service.’ Once in service, the Nova 3 trains will operate on the route between Liverpool, Manchester, Huddersfield, Leeds, York, Scarborough and Middlesbrough. TPE is delivering an investment of £500 million in the next two years in more services, extra seats and brand-new trains for customers across the North and into Scotland.
Enclosures from the smallest to the largest. ENCLOSURES
News in brief... ScotRail Living Wage commitment contributes £800 million to economy ScotRail has contributed £800 million to the country’s economy since becoming one of the largest organisations in Scotland to receive Living Wage accreditation. In addition to the benefits to ScotRail’s 5,000 employees, £250 million is also spent each year on the extended supply chain, with all major contracts requiring companies to pay their employees the Living Wage. Local HS2 growth plans show almost half a million jobs at HS2 station sites Nearly 90,000 new homes are to be built around HS2 stations including new garden villages. Opportunities to better local transport connections facilitated by HS2 for both work and leisure. Sir Terry Morgan, Chair of HS2 Ltd stated how locally led growth strategies are the key to unlocking
Network Rail secures £2.2 billion to provide a better railway for passengers in East Anglia Network Rail has secured a budget of more than £2 billion to provide a safe and high performing railway for passengers in Cambridge, Norfolk, Suffolk, Essex and East London. The money will be spent between 2019 and 2024 across the region and will be focused on renewing and maintaining existing infrastructure, meaning fewer delays and improved reliability for the growing number of passengers. The settlement represents more than a 20 per cent increase on the existing five-year budget. Meliha Duymaz, Network Rail’s Route Managing Director for Anglia said: ‘This investment will make a real difference to the rail network in the Anglia region. We have seen a huge growth in passengers over recent years and our track, signals, structures and equipment are under more pressure than ever. ‘We have set out plans to use this funding to improve and renew our network to support growing demand and deliver a safe and high performing railway for our customers over the next five years.’ The budget has been set out in the Office of Road and Rail’s (ORR) final determination. This confirms what Network Rail will spend to provide a safe, reliable and efficient railway. The work will involve replacing ageing infrastructure, installing smarter technology, and improving the resilience of the railway. • • •
The funding is split as follows: £950 million to maintain and operate the network £400 million to renew or refurbish nearly a quarter of the track £350 million to improve signalling and level crossings, including major works in Clacton and Cambridge • £250 million to renew or repair bridges, embankments, cuttings and structures, including refurbishing the roof at London Liverpool Street station • And £200 million to complete renewals of overhead line equipment on the southern end of the Great Eastern main line and undertake similar works across the line out of Fenchurch Street.
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News in brief... HS2’s potential at the HS2 Economic Growth Conference. Existing plans show almost 500,000 jobs and nearly 90,000 new homes and improved connectivity across the country. Network Rail secures £2.4 billion funding to provide a better railway between London Paddington and the west Network Rail has secured a budget of more than £2.4billion to provide a safer and more reliable railway for passengers travelling from London Paddington to the west. The money will be spent on maintaining and running the railway between 2019 and 2024 across the Western route, which runs out of London Paddington to Thames Valley, Wiltshire, Gloucestershire, Worcestershire, Bristol, Somerset, Devon and Cornwall.
Network Rail significantly changes Bescot sleeper facility plans following public feedback Network Rail has significantly changed its plans for a new sleeper facility in Bescot following feedback from local people. After extensive engagement with residents, councillors and MPs – including those whose properties back directly onto the rail yard – the design has been changed to minimise the impact on local people. The new proposal addresses the main areas of concern raised including closeness to residential properties, visual impact and traffic levels. Plans are currently being developed and a further round of engagement will take place ahead of a formal planning application to Sandwell Metropolitan Borough Council in 2019. The new plans include: • Relocating the facility east of the original site towards Sandy Lane and Tame Bridge Parkway station, 500 metres further away from houses on Westmore Way • Building a new link road that will take traffic to the facility direct from the A4031, to avoid passing any houses on Sandy Lane • Directing vehicle movements to the site from Junction one of the M5, while vehicles leaving the site will use the original route back to Junction nine of the M6. Network Rail will carry out a further Environmental Impact Assessment before a planning application is submitted to the local authority. Bescot remains the preferred site for the sleeper facility because of its location at the heart of the rail network. This makes it quicker, greener and more cost efficient to transport the sleepers to help maintain and develop the network as part of our Railway Upgrade Plan. A further public information event will take place in early 2019.
Porterbrook locks in fresh financing to sustain investment in trains Train leasing company Porterbrook has announced the successful refinancing of its £250 million 2019 bond maturity. The bond has been refinanced in the private placement market with a new £250 million facility raised from
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Network Rail is recruiting apprentices in Peterborough
News in brief... a group of US, UK, Canadian and Swiss institutional investors with a significantly improved coupon. TfL and Bosch launch partnership to tackle transport problems of the future Small businesses and start-ups will have the opportunity to work with renowned experts and use cuttingedge data to develop innovative transport solutions in a new collaboration between Transport for London (TfL) and Bosch. More journeys for customers on iconic West Highland Line ScotRail has announced a trial to boost services on the popular West Highland Line. Starting in March 2019, an all-yearround Sunday timetable will be introduced, giving customers more opportunity throughout the year to travel on one of the world’s most scenic rail journeys.
You are never too old to start a new career thanks to a Network Rail apprenticeship and the organisation is now recruiting. Network Rail has six vacancies in Peterborough for would-be apprentices and welcomes applications from school leavers to those looking to switch career. The award-winning scheme offers opportunities in many different disciplines such as signalling, telecoms and track, as well as exciting new opportunities in cyber security and digital railway as it seeks to recruit and train people in the skills needed to meet the changing face of a modern railway. As well as the Advanced Apprenticeship Scheme, Network Rail is also set to increase the number and range of business apprenticeships that it offers. In addition to the rail technician apprenticeships, the company offers apprenticeships in corporate functions such as accounting, HR, project management and commercial surveying all leading to professional qualifications. One person that is reaping the benefits of Network Rail’s Advanced Apprenticeship Scheme is Hudson Keen, who is in his second year of a three-year rail technician apprenticeship. Hudson, 21, from Peterborough, chose the Network Rail apprentice route after A Levels, as he wanted an alternative to university. For the first five months of the scheme, he was on a residential training course in Coventry before joining a depot. He now gets on-the-job training which is complemented by regular theoretical input every two to three weeks. He said: ‘The Network Rail Apprentice scheme is a fantastic opportunity. It’s the start of your career, where you can learn a huge amount and make friends for life. I like the variety of the work and having the opportunity to learn at some fantastic training facilities. Network Rail is a great employer who looks after you at every stage of your career, even from your application.’
Ashton Metrolink to double service frequency Metrolink trams on the Ashton line currently run every 12 minutes, from next year the trams will run every six minutes.
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News in brief...
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Rail events in Stratford upon Avon and Nuneaton put rail tech and supply chain in the spotlight Coventry and Warwickshire’s booming rail sector were profiled at two events hosted by Warwickshire County Council at Nuneaton and Long Marston, near Stratford upon Avon in November. Office of Rail and Road Final Determination On the final day of October, the rail regulator Office of Rail and Road (ORR) published its Final Determination, approving Network Rail’s funding for the next five yearly funding cycle, known as Control Period 6. ORR consults on wide-ranging proposals to make the railway more accessible for all The Office of Rail and Road (ORR) has published proposals significantly revising guidance for train and station operators to make the railway more accessible for all. The wide-ranging reforms to the Disabled People’s Protection Policy (DPPP) are designed to bring greater quality, consistency and reliability to Assisted Travel for disabled passengers.
UK base to support its customers On Train Monitoring Recorders (OTMRs) are a legal requirement for trains in the UK, recording the movements of trains and who is driving them. They are therefore a critical safety feature, providing valuable insight in the unfortunate event an accident should occur. But they can also provide useful insights into how trains are being driven, with implications in, for example, energy usage. HaslerRail is the leading UK supplier of OTMR equipment, with around 3,000 units in service in the UK and 50,000 worldwide ‘The last major order we didn’t get was the Thameslink contract’ reports Michael Healy, HaslerRail’s UK Sales Manager. He explains that in the last five years the company’s business has taken off, and it has changed its approach to accommodate this growth. HaslerRail, which is headquartered in Bern in Switzerland, didn’t have a UK sales base until 2015 and was represented by an agent. The company decided it wanted its own sales presence to get closer to its customers and to have greater control. ‘2017 was our best year in the UK yet – it overtook China as the biggest market’ reports Mr Healy, although he notes this situation is unlikely to persist. The company is now the sole supplier to companies including Bombardier, CAF, Hitachi, Linsinger, Mitsubishi, Stadler and Thales. With this substantial growth in mind, Hasler now has a servicing base in Chadderton, north of Manchester, to support its UK customers. This was initially set up three years ago as a design facility for sister company Secheron, and the location was chosen to exploit the skill base in the area. The site has a purpose-built electrostatic discharge (ESD) room, where the entire room is ESD protected to facilitate safe working on sensitive electronic equipment.‘Before we had this, parts would have to be sent back to Switzerland by courier for servicing’ explains Mr Healy. ‘Having a repair base closer to our customers means we can fix any issues more quickly.’ Hasler supplies new customers with warranty spares, which can be sent by courier, ensuring trains don’t have to be taken out of service. The general aim in the case of a repair is for a turnaround of a week; most consist of routine matters such as battery changes.
Siemens Celebrates First UK RISAS Certification Siemens has received its first UK RISAS certification for running gear and traction equipment for its facility in Lincoln. The certificate, granted following an inspection in August 2018, covers M01 wheelset, bogey and suspension components. RISAS is the GB railway’s cross-industry assurance scheme for suppliers of critical products and services for the overhaul of rolling stock. Run by RSSB for and on behalf of the industry, and approved by the ORR, RISAS delivers significant economies of scale by reducing duplication of auditing and assessment. More news at www.railpro.co.uk
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In the passenger seat David Sidebottom
Public Performance Measurement figures The latest railway Public Performance Measure (PPM) figures from the Office of Rail and Road have appeared
hese cover performance up to 13th October 2018. W hy is this important to passengers? Well, from all the research that Transport Focus undertakes with rail passengers, we know that a punctual and reliable service is the foundation for delivering satisfaction with services and building or preserving trust in the reputation and reliability of an operator. This latest report offers up some eyecatching results: It’s interesting to see how services are recovering after this summer’s timetable crisis. On Govia Thameslink Railway, Southern (mainline and metro) continues to improve, Thameslink has now stabilised, but on Great Northern and Gatwick Express, average punctuality performance has fallen
How does Transport Focus use performance data like these latest results to ensure that the views and experiences of passengers are heard by the rail industry?
noticeably. Services in the north are also yet to recover with both Northern and TransPennine Express’s average punctuality continuing to fall. Long-distance punctuality continues to be a concern and we can see a steady decline over the past year: CrossCountry, London North Eastern Railway, Virgin (especially Scottish services) and Great Western Railway’s high-speed services all show a negative trend. South Western Railway’s punctuality continues its decline – most noticeably on their mainline services.
It is not all bad news, however, with c2c, Merseyrail, Chiltern and London Overground continuing to record punctuality levels over 90 per cent. Disruptive engineering work to electrify the Manchester to Preston line via Bolton has also been completed this month, permitting the first weekend trains scheduled since January on 10th November. Electric trains are due to begin operation on these routes early in 2019. All of this provides what can – at best – be called a mixed set of results, with significantly more work to do in many
areas for Network Rail and train operators. And it’s worth remembering these are the PPM figures – not the ‘right time’ measure by which passengers judge the railway. Everyone needs to establish and maintain a keen focus on the relentless daily task of delivering a more consistently punctual and reliable service. How does Transport Focus use performance data like these latest results to ensure that the views and experiences of passengers are heard by the rail industry? Over the past couple of years, the Board of Transport Focus has held special public meetings with Network Rail and trains operators where they seek to hold senior managers in the rail industry to account on 24/05/2012 10:30 matters such as poor performance. They also press them to set out their recovery plans. These sessions have involved South Western Railway, Northern and TransPennine Express. On 13th November the Transport Focus Board met in public in Manchester to hear from all the key players across the transport sector in the North of England. We asked what they see to be the challenges and opportunities ahead for moving people across the North of England to access jobs, education and leisure opportunities. Within
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this Transport Focus has a particular focus on the recent performance of both Northern and TransPennine Express. Passengers across many parts of the North continue to face very poor dayto-day punctuality and reliability with ‘structural issues’ in the timetable offering little prospect of performance improving substantially before amendments to the timetable take effect in December. On Northern, performance in terms of PPM remains very poor. However, the level of delays that are 30 minutes or more have fallen, along with cancellations, and both have stabilised, since the peak disruption that unfolded during the initial stages of the timetable crisis in May. Alongside poor train performance Northern passengers have also faced severe disruption due to RMT strike action every Saturday since 25th August. Transport Focus recently published the findings of a Transport User Panel survey asking Northern passengers how they have been affected and about their views on the dispute. TransPennine Express’s monthly performance reached a low-point in July when more than one in eight trains were cancelled or at least 30 minutes late.
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Performance in October was only marginally better. Passengers on TPE’s ‘North’ route (from Liverpool and Manchester to the North East and Yorkshire and Humber) have remained by far the worst affected since the timetable changes in May. In December some changes will be made to TPE’s timetable intended to improve performance: • Splitting the Manchester to Leeds ‘stopping’ service into two, a Manchester to Huddersfield and a Huddersfield to Leeds train service • Increasing ‘turnaround’ time for services at Manchester Airport Transport Focus will be watching closely to see if improvements are delivered for many long-suffering passengers.
David Sidebottom is Passenger Director at
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VIEWPOINT FEATURE |
Women in rail
The importance of leadership Adeline Ginn, General Counsel at Angel Trains and Founder and Chair of Women in Rail looks ahead to the Women in Rail Conference
n Wednesday 5th December, Women in Rail will welcome professionals from across the industry at its fourth annual Women in Rail Conference. Discussions will focus on ‘The Power of Great Leadership’, addressing how we can not only successfully lead ourselves, but also ensure we can positively and effectively empower others. Held at global law firm Bryan Cave Leighton Paisner in London, inspirational leaders from a broad spectrum of backgrounds and sectors will share their experiences. Dame Inga Beale, former Chief Executive Officer of Lloyd’s of London, will be the conference’s keynote speaker, leading delegates through a journey of her own leadership experiences, from her early days at Prudential through to her most recent role with Lloyd’s. Other inspirational speakers will include Rob Brighouse from East West Railways Company; Staynton Brown from Transport for London; Dyan Crowther from High Speed 1; Polly Payne from the Department for Transport, Rail Group and Nicola Shaw CBE, author of the Shaw Report and currently at National Grid. The conference will also explore, through a presentation from Deborah Hulme from Minerva Engagement, the latest insights from neuroscience, shedding light on how we can enhance our personal leadership practice. As a charity, we work with our partners
in the rail industry to bridge the skills gap and redress diversity imbalance. Key to this is providing the right tools and support to men and women in our sector and support the development of the talent we have within our industry. Strong and effective leadership is instrumental in shaping this development and closely interlinks with the launch of Women in Rail’s repowered mentoring programme, a powerful tool to further strengthen, nurture and grow our talented workforce, industry-wide partnerships and professional learning. At the conference, we will also acknowledge and recognise some of the achievements made by Women in Rail and those individuals and groups in the sector. The inaugural Women in Rail Awards
ceremony took place in April and provided an opportunity to recognise and celebrate all those who have worked tirelessly to improve gender balance, diversity and inclusion in UK rail in the last few years. We very much look forward to repeating these awards in 2019 to celebrate even more inspirational achievements. As we head into 2019, we look forward to another exciting year, as we continue to work towards a more diverse workforce for UK rail and work hard to help bridge the skills gap in our industry. The Women in Rail Annual Conference, sponsored by Bryan Cave Leighton Paisner, takes place on Wednesday 5th December from 10.30am, at Adelaide House, London Bridge, EC4R 9HA. Rail Professional
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VIEWPOINT FEATURE |
The Rail Sector Deal – what does it mean to you? The Rail Supply Group (RSG) is pushing Government to commit to the specific needs of the sector through the rail sector deal
aving previously explained the role of the Rail Supply Group (RSG) and why it exists as the voice of the UK rail supply chain, this time I want to take the opportunity to focus on the Rail Sector Deal and present the facts and information as it stands. A few weeks ago I attended the Department for Transport’s ‘Rail Industry Day’ where we heard from key players in the DfT’s Rail Group and the wider rail
As part of the Industrial Strategy, the Government is working with industries in a number of sectors to reach agreements with business on ‘sector deals’
industry including former Rail Minister Jo Johnson, the newly appointed CEO of Network Rail Andrew Haines and the Chair of the Rail Review Keith Williams. We also heard from Shamit Gaiger (Rail Industry Competitiveness, DfT) and Anna Delvecchio (Commercial Account Director, Amey) who presented on the Rail sector Deal. What is a Sector Deal? There is an explanation on the RSG website which succinctly outlines the Sector Deal: ‘As part of the Industrial Strategy, the Government is working with industries in a number of sectors to reach agreements with business on ‘sector deals’. These deals will be many and varied in form but are intended to be agreements that help each sector meet its key challenges and allow business to invest and grow accordingly. What it is: Partnership between Government and industry on sector specific issues that can create significant opportunities to transform sectors to boost productivity, innovation and skills. What it isn’t: • Commitment to engage in a contract • Favouring individual suppliers • Offer that may pre-empt or prejudice a contract
‘This is an important opportunity for the rail sector to champion the substantial contribution we make to the UK economy, and to push for the necessary support to drive forward the UK rail supply chain. ‘The Rail Supply Group (RSG), in partnership with the Rail Delivery Group (RDG) has been working with Government to develop an industry leading and transformative Rail Sector Deal proposal. The Sector Deal for rail can enable new businesses, collaborating with other complementary industrial sectors, to sell innovative products and services to rail in both the UK and export markets. It is an opportunity to transform our railway and enable the UK’s supply chain to become truly world-leading. ‘A successful proposal for the sector can be game-changing and transformative for Britain’s rail network, the markets, communities and customers it serves. The RSG hopes that its offer will persuade the Government to prioritise the sector and help unlock its future potential.’ As Anna explained in her presentation, work on the Sector Deal to get it to where it is today has been the result of an intense 17-month programme coordinated via the RSG and RDG and has required crossindustry commitment and support, extensive stakeholder consultation and engagement with HS2, Network Rail, RSG/ RDG, trade associations and a wide range of supply chain organisations and businesses. The outcome it seems has been a positive
engagement across the sectors working collaboratively to support the deal – but it is not a done deal yet! However, it is getting closer to the end goal and all that is left is for BEIS and the DfT to approve and from there it would be up to the wider Government to make its final decision – the timescale for this to happen is unknown and could still be several months away. Roots of the Sector Deal As with many things, to fully appreciate what exists today we need to go back in time and look at the path and events that have paved the way to what we now understand as the Rail Sector Deal. In 2013 a Supply Chain Capability Route Mapping study was commissioned by the Enabling Innovation Team (EIT – subsequently known as the FutureRailway) to route map the development of UK rail supply chain capabilities including heavy and light rail, tram and metro. The project required the development of detailed route maps and an assessment of the capability and capacity of UK suppliers to deliver innovation in these areas. Route mapping is the development of the railway and associated capability to achieve the strategy and plans for the railway and to better serve international markets, in particular understanding: • Where UK rail supply chain capability is already world-class and where there is potential to offer similar capability • Domestic and international market opportunities • Responding to the RTS, CP5 plans and Shift2Rail.
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advantages for UK industry from the global shift to clean growth • Future of mobility – becoming a world leader in shaping the future of mobility. So, what does this have to do with the rail sector? Well, it is all of these things with digital, technology and data at the heart of it all. One railway digitally connecting the nation The overriding objective of the Rail Sector Deal is to position the UK as a world leader in digital railway which would provide the rich and fertile environment to enable a better railway, more exports and increased economic prosperity in the form of the following: • Increased supply chain productivity and efficient delivery projects (skills legacy and innovation culture) • Increased content in domestic contracts • Better UK penetration into international contracts and markets • Encourage new entrants to the rail market • Rebalancing the economy via investment from supply chain. Desired outcomes of the study included a measurable increase in the safety, reliability, cost efficiency and carbon performance of the GB railway system. International uptake of UK rail products and services in the capability was also identified in the study. The scope of the study included: • Capabilities in business, process or operations as well as technology • Supporting skills and relevant science base • Both domestic and international market opportunities • Sectors beyond rail which could have relevant capabilities • Both heavy rail and metro/light rail/ tram. This fed into a further programme of work and led to the launch of the RSG’s ‘Fast Track to the Future’ strategy in February 2016 and the subsequent Transport Skills Assessment or the transportation and storage sector in 2017 – which aimed to provide labour market intelligence to inform the development of skills policy across the UK. The outputs of all of this work provided a spring board for the creation of an Industrial Strategy for the GB rail sector. What has the Industrial Strategy got to do with the Rail Sector Deal? A white paper setting out a long-term plan to boost the productivity and earning power of people throughout the UK was published by BEIS (Business Energy and Industrial Strategy) in November 2017 – this was the Rail Professional
UK’s Industrial Strategy: building a Britain fit for the future. Its purpose was to boost productivity by backing businesses to create good jobs and increase the earning power of people throughout the UK with investment in skills, industries and infrastructure to strengthen the foundations of productivity. The paper identified five fundamentals to support a skilled, innovative, geographicallybalanced economy: • Ideas – encouraging the UK to be the world’s most innovative economy • People – ensuring good jobs and greater earning power for all • Infrastructure – driving a major upgrade to the UK’s infrastructure • Business environment – guaranteeing the best place to start and grow a business • Places – creating prosperous communities across the UK. Another key element of the industrial strategy is to take on the ‘Grand Challenges’ – defined as the society-changing opportunities and industries of the future, where the UK can build on emerging and established strengths to become a world leader. The first four Grand Challenges are focused on global trends to transform the future: • AI and data – putting the UK at the forefront of the AI and data revolution • Ageing society – harnessing the power of innovation to meet the needs of an ageing society • Clean growth – maximising the
As a result of the research undertaken by the RSG while putting together the sector deal, it clearly identified that the UK has specific digital world-class skills which would deliver sustained growth in demand for digital railway systems, vastly improved customer experience from real-time passenger information and a sustainable supply of labour. The digital railway has been pinpointed as the overarching theme for the entire rail sector deal and seen as pivotal as an enabler
Desired outcomes of the study included a measurable increase in the safety, reliability, cost efficiency and carbon performance of the GB railway system
allow industry to flow as one and in the same direction with the five strategic pillars (ideas, people, infrastructure, business environment and places) at the centre of business operations.
to meet the targets identified in the UK industrial strategy.
One vision, one railway, one nation If industry and business work together to create the solid foundation on which to pave the way to stability and growth on a global platform, this could be the answer to positioning the UK firmly as a leader in railway innovation and systems – which would ultimately bolster the UK’s industrial strategy with knock-on benefits for the entire UK economy, prosperity and development. The Sector Deal is needed to encourage stability and confidence so that industry investment is made in digital and technology. What the sector deal needs now is commitment from Government which will then allow industry to do their bit. Chart below taken from Shamit and Anna’s presentation at the Railway Industry Day – 25.10.18
Is the rail sector deal important? This is all big picture stuff and absolutely needs to be viewed this way. It is probably best to describe the Rail Sector Deal as the glue which binds the Industrial Strategy to the Railway – it is a high level strategic vision. Objective: Objective: It may at first glance appear not to be relevant to the supply chain unless you are one of the top tiers directly involved through Transformation through Transformation digitalisation digitalisation in delivering the digital railway – however, if the bigger picture is understood and embraced by the entire supply chain this will
sector deal means to them. If you would like to know more or have your say, please contact Anna Delvecchio email: anna. firstname.lastname@example.org. The Rail Alliance The Rail Alliance is one of the supporting organisations and also one of the founding members of the Rail Supply Group. As a trade association with a membership base that spans the entire rail supply chain it is a responsibility that we place on ourselves to have our finger firmly on the pulse on what’s happening in the sector that either directly affects the supply chain or potentially impacts the future of the organisations supplying in the rail sector. The Rail Alliance is certainly not politically biased and does not involve itself in steering Government policy or undertaking lobbyist activity – we recognise that there are other associations far better placed for this activity than us. What we do provide however is a solid foundation on which we help businesses ‘do business in rail’, whether that is for new entrants coming into the rail sector or for established businesses who are looking for more opportunities to grow. Our adage ‘Network, Innovate, Collaborate and Thrive’ is as relevant today as it was eleven years ago when the Rail Alliance first started.
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Asset renewal roadmap A group of major suppliers A group of major supp concluded that the costs ofconcluded that the cos deploying digital technology deploying digital techn could be reduced by between could be reduced by b ten to 30 per cent if the railten to 30 per cent if th industry radically changes the industry radically chan way it works with the supply way it works with the s chain. chain.
The rail sector is central to all Champion role of supporting Development of a shar Establishing a data sharingEstablishing a data sharing Champion role of supporting Development of a shared data platform development of data portaldevelopment portalof data portal platform portal industrial advancement rail certainty inplan the Productivity plan a sustainable UK rail Increasing certainty in the Increasing Productivity and continues Developing to a sustainable UKDeveloping sector supply chain and creating supply chain Doubling exports sector and creating Doubling exports meaningful engagement inmeaningful the Shared apprenticeship engagement in the pilotShared apprenticeship supply chain supply chain push the boundaries of digitalisation and So, as a final comment, I would say it is business as usual but armed with the technology and in turn knowledge and understanding of what Eli Rees-King is Marketing Communications the strategic vision is that underpins UK Director at the Rail Alliance industry and all the benefits that come with provides a wealth of this. For more information on: The rail sector is central to all industrial Rail Alliance: business opportunity advancement and continues to push the www.railalliance.co.uk boundaries of digitalisation and technology twitter: @therailalliance and in turn provides a wealth of business that is there to be opportunity that is there to be leveraged. Rail Supply Group go to It is now time for business and industry www.railsupplygroup.org leveraged to draw its own conclusions on what the twitter: @RailSupplyGrp Rail Professional
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VIEWPOINT FEATURE |
Laying down the law
Cleanliness is Coming… In September, the UK hosted the world’s first Zero Emission Vehicle (ZEV) Summit in Birmingham and Bedford
he Summit brought together representatives from across the globe to support and collaborate on a zero-emission future for transport around the world. Within the rail sector there has been a clear move towards electric and battery powered traction for its trains, but there are a significant number of road vehicles that support maintenance operations, be it trains or infrastructure, which are diesel powered with resulting dirty emissions. Zero emissions The UK Government has made it clear that zero emission requirements will not arrive overnight, but it has fired a warning shot that ZEVs will be part of the future of transport and this will include all vehicles in the logistics chain, not just those in the public eye. Prime Minister Theresa May told the conference that she wanted to see Britain ‘leading from the front and working with industries and countries around the world to spearhead change’. At the ZEV Summit a number of commitments were made. These included: • A Clean Air Commitment from 16 of the UK’s largest van fleet operators to have
nearly 2,400 ZEV vans by 2020 and to go completely zero emission in cities by 2028 • Integration of zero emission infrastructure into town planning • Planning for future electric vehicle uptake and ensuring the energy system can meet future demand in an efficient and sustainable way. At present the commitments are voluntary but following on from the establishment of low emission zones in London and other cities in the UK it is likely that pressure will slowly be applied to all industries with a high vehicle usage to move towards ZEVs. Green number plates Alongside the commitment to reducing emissions made at the ZEV Summit, the Department for Transport has issued a consultation on the use of green number plates to identify ZEV and ultra-low emission vehicles.
The special plates, which are already used in countries like Canada, China and Norway could be placed on low or no emission vehicles to raise awareness and encourage take up of such vehicles amongst users. The Government is also considering whether the green number plate could be used to help support local initiatives for more ZEV and ultra-low emission vehicles. These could include providing access to bus or low emission vehicle lanes, electric charging bays or ultra-low emission zones. Access to faster running vehicle lanes or providing the ability to pass through an ultralow emission zone could have the potential to save business many thousands of pounds in wasted fuel costs as well as workers’ productive time. Given that the railways run through town and city centres, which are likely to become the subject of ultra-low emission zones, the effects of green number plates and the benefits that they could provide is likely to
be of interest to a significant part of the rail community. Emissions cheat devices While there is a focus on reducing emissions, there is also an acknowledgement that not everyone using road vehicles is looking to reduce emissions in a fair manner or to actually reduce them at all! The Driver and Vehicle Standards Agency (DVSA) is particularly concerned about the use of ‘cheat devices’ which lower the emissions readings for those vehicles on which they are fitted. Since 1st September, DVSA enforcement staff have been specifically checking vehicles during roadside checks for emissions cheat devices. This follows a successful pilot scheme in five locations in the UK which found 449
vehicles fitted with such devices. If a cheat device is found on a vehicle during a roadside check, the DVSA will give the driver ten days within which to remove the device and repair their emissions system. If the driver continues to use a device or fails to repair their system, they can be fined and have their vehicle taken off the road. The DVSA will also carry out a followup investigation with the vehicle operator and can refer the issue to the Traffic Commissioners. If the vehicle operator’s conduct is considered sufficiently bad, the Traffic Commissioners can revoke the company’s licence to operate vehicles. This is a particularly draconian measure but reflects the seriousness of the offence. It is important that the environmental and health damage caused by such devices is addressed. It has been estimated that cheat devices can under-record emission by as much as 20 times. Readers should also be aware that the DVSA has established a confidential hotline for reporting drivers or vehicle operators who are suspected of using emission cheat devices to provide a greater chance of such devices being found and cleaner vehicles being enforced. Martin has recently moved to Addleshaw Goddard, where he has joined the firm’s Transport practice.
What are cheat devices? Cheat devices cut the cost of operating by often bypassing emissions control systems or giving false emissions readings. Methods include: • Using devices designed to stop emissions control systems from working • Removing the diesel particulate filter or trap • Using cheap, fake emission reduction devices or diesel exhaust fluid • Using illegal engine modifications which result in excessive emissions • Removing or bypassing the exhaust gas recirculation valve.
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VIEWPOINT FEATURE |
The Cheek of it
A Ticketing Revolution? Chris Cheek looks at the shifts in the pattern of ticket sales on the railways, and ponders what this might mean for the future
n addition to the headline numbers on overall patronage levels, the regular statistics on rail demand published by the Office of Rail and Road contain a whole range of fascinating information about passengers. For example, about individual station patronage, a matrix showing changing patterns of inter-regional demand and details of which tickets they’re buying. Earlier in the year, when demand appeared to be falling rapidly, several commentators, including me, highlighted some shifts in ticket types sold – and particularly a fall in season ticket sales. As I noted last month, though, the most recent quarter of the year confounded us all by showing an upturn in demand on the network, including a rise in the number of
By 2010/11, the proportion of travel by season ticket holders had fallen to 44.1 per cent of the total, making 573 million journeys during the year. This left 703 million journeys to be taken by individual ticket holders
journeys made on season tickets – a 5.1 per cent increase was recorded, representing 7.8 million more trips. Mind you, this still left season ticket demand some eleven million journeys below the 2016 peak for the June quarter, when 171.6 million trips were recorded. On a rolling annual basis, numbers during the year to 30th June were also slightly up, with 1,723 million journeys representing a 0.3 per cent increase on the previous period. This remains around six million short of the 2016 peak of 1,729 million. However, these comparatively minor changes have to be viewed in the context of the huge growth that we have seen over the last 20 years. Thus, the number of journeys taken by season ticket holders more than doubled between 1987 and 2016, falling back since, but in 2017/18, the number is still 91.3 per cent higher than the late 1980s. That said,
it is also clear from the statistics that the proportion of total demand represented by season ticket holders is falling – though this has been a long-term trend, driven as much as anything by overall increase patronage for leisure and other non-work purposes. Just before the recession, the proportion of journeys taken by season ticket holders had risen as high as 48 per cent. Then in 2010/11, ORR started to publish more comprehensive statistics on the types of ticket being purchased by customers, giving us the ability to look in more detail at the trends they reveal. By 2010/11, the proportion of travel by season ticket holders had fallen to 44.1 per cent of the total, making 573 million journeys during the year. This left 703 million journeys to be taken by individual ticket holders. By 2017/18, season ticket journeys had grown by 5.9 per cent to 607 million, having Rail Professional
peaked as high as 713 million in 2016. At the same time, however, the number of ordinary ticket holders had risen to over 1.1 billion, an increase of 58.8 per cent. The most popular class of fare is the off-peak ticket, which now accounts for some 600 million passenger journeys (35 per cent of the total), up from just over 30 per cent a decade ago. This would be consistent with the trend towards home working. Even if people only work from home for one or two days a week, a season ticket ceases to be a viable option. At the same time, we are seeing greater flexibility of hours, whilst increasingly people only attend the office for specific appointments. All these changes mean that staff can avoid the need for peak travel and can take advantage of off-peak fares. At the same time, anytime/peak ticket sales are also growing. Over the period since 2010/11, there was a significant 38.8 per cent increase in journeys taken, taking the 2017/18 total to 407 million – 24 per cent of all sales. Meanwhile, it is also interesting to note that advance booking – one of the easiest ways to reduce the cost of rail travel – still accounts for a relatively small proportion of the total. A decade ago, some 42 million journeys a year were using advance booking
facilities – accounting for just 3.1 per cent of the total. There has been growth since, taking the total to 73 million in 2017/18, taking the proportion to 4.2 per cent. However, since advance fares are primarily sold to longer distance, inter-urban or inter-city passengers the 73 million figure starts to look a lot more significant against the 144 million or so passenger journeys made on the long-distance sector. Looking ahead, then, we can see the importance of season ticket holders to the network continuing to decline steadily. It is reasonable to expect home working to continue to grow: one expert thinks it will do so sharply and rapidly – accounting for as much as 50 per cent of the workforce over the next few years. Increased automation and mechanisation are expected to reduce the demand for labour substantially over the next ten or fifteen years, which will reinforce and amplify the loss of commuters on the rail network. This will place a premium on the TOCs’ efforts to attract off-peak and leisure passengers onto their networks This can help, but you need an awful lot of occasional leisure passengers to replace the people who make regular journeys, travelling five days a
week, for 46 or 48 weeks a year. The central message of these figures, though, is that rail demand is on the shift. We cannot assume that it will continue to grow at the pace we have seen since the late 1990s. Nor can we assume that the majority of rail passengers in future will be prosperous well-heeled commuters from the Surrey, Suffolk or Sussex countryside heading into town every day. For these reasons, ORR’s recent announcement of another huge tranche of money to upgrade and expand the rail network over the next five years could yet prove to be an expensive mistake, providing extra capacity just at a time when it is no longer needed. Having said that, I am old enough to remember the doom mongers and naysayers who thought that London’s Victoria Line would be a white elephant. And we all know how well that prediction turned out.
In addition to this work as an analyst and consultant in the passenger transport industry, Chris is now a published novelist. His latest book, A Year of Awakening, was published on 27th October. For more information, see www.chrischeek.me
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VIEWPOINT FEATURE |
The IOSH awards The Institution of Occupational Safety and Health’s (IOSH) Railway Group Chair David Porter discusses the winning entries to its annual awards which recognise excellence in worker protection
here are many health and safety risks posed by the rail industry. Around the world, much great work has been done to manage these risks. You only have to look at respective countries’ fatality figures for an example of this. In the UK, the 2017-18 figures show reductions in passenger fatalities, workforce injuries on the mainline, train accidents, potentially high-risk train accidents and passenger injuries on trams and metros. However, two workers were killed in that year. This is a much-reduced figure from previous years – but it is still two too many. This is two people losing their lives and two families suffering the pain of a lost loved one. On top of this, there are large numbers of people getting injured in safety-related incidents, while many more are becoming ill
I would like to showcase the three award winners in this column, but also recognise that we had four other excellent entries, all showing a real desire to enhance health and safety
because of exposure to harmful substances. Let’s also remember the mental health issues, fatigue and musculoskeletal disorders (MSDs), all of which are prevalent in our industry. With this in mind, organisations involved in the industry must continually search for new ways of protecting workers, as well as passengers. Every year, IOSH holds its annual International Railway Group Award to recognise improvements that have been made to health and safety. The 2018 awards were presented in Manchester on 20th November to three very worthy winners. These winners and all other award entries provided proof of the great innovative work that is being done to protect workers. Organisations are clearly recognising the importance of protecting workers and the public. I would like to showcase the three award winners in this column, but also recognise that we had four other excellent entries, all showing a real desire to enhance health and safety. SMRT Trains (first prize) The Singapore rail operator introduced a laser track trolley to enhance the monitoring of the tracks for wear and tear. This has allowed it to better plan its critical rail asset replacement programme. This trolley is much more user friendly and has helped to lower the health and safety risks of operatives who conduct track testing. It weighs about 30kg, can be transported by two people and can be pushed continuously with minimal effort, and so eliminates the risk of MSDs such as back and knee strains, and also safety risks such as slips and trips. While the cost of implementing this
project was €129,000 (£115,000), it has significantly lowered the amount of working hours required to conduct track testing – a productivity improvement of at least 100 times – and, significantly, reduced the risk of employees suffering from injuries and ill health.
While our railways are much safer than in years past, there are still many risks present. So, it is crucial that we continue to strive for improving health and safety systems to prevent accidents and instances of ill health. I congratulate our award winners and applaud all those who submitted entries to the awards UE G W! LO O TA E N A C L EE LAB R F AI AV
VolkerFitzpatrick The organisation sought to reduce the safety risks posed to pedestrians and operatives who were in the vicinity of a mobile plant. It overhauled its ‘Working with Plant’ procedure, as well as introducing new technology and conducting awareness training. This included introducing a new standardised traffic management plan to address areas including: site entry and public interface; site pedestrian segregation and crossing points; speed limits; signage; compounds and storage areas; and reversing. The company also introduced a behavioural change programme called PALS. This stands for Plan (we think before we act), Attitude (your choice), Lead (we are an example to others), Share (we help others get it right). The organisation says it’s too soon to measure the full impact of these actions, but initial anecdotal evidence indicates there have been improvements. Network Rail The organisation wanted to tackle the issue of trespassing among 11 to 18-year-olds, an age group where it had been identified as being particularly prevalent. It introduced a number of measures in the summer of 2018 and a new public
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campaign, called You versus the Train. This was a one-minute video with associated material which featured the true story of someone who was electrocuted on the railway. A huge amount of coverage was obtained across traditional media and social media, reaching an audience of millions. While the organisation says it’s too early for a full assessment, early data shows a decrease in trespassing. What do the awards show? It is clear from the entries that organisations are using the latest technology innovatively to enhance the ways they protect workers and the public. While our railways are much safer than in years past, there are still many risks present. So, it is crucial that we continue to strive for improving health and safety systems to prevent accidents and instances of ill health. I congratulate our award winners and applaud all those who submitted entries to the awards and commend their dedication and commitment. I would also encourage others to follow their example. David Porter is Railway Group Chair at the Institution of Occupational Safety and Health (IOSH)
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The difference in this role, is in the sheer scale of the project. The HS2 Growth Strategy has a budget of more than £4 billion and that is dwarfed by the HS2 budget of £56 billion. This is a once in a lifetime project, which will not only transform our intercity transport but will be a key component of the ongoing transformation of the West Midlands into a leading 21st Century region
n 18th September Steve Hollis was appointed the Chair of the HS2 Growth Delivery Board. Steve is well-known across the West Midlands, as the former Chairman of Aston Villa, and the current Chairman of Birmingham Metropolitan College Corporation and the University of Birmingham Business School Advisory Board. He is also the former Midlands regional Chairman of financial services firm KPMG and Vice-Chairman of the Greater Birmingham and Solihull Local Enterprise Partnership. The HS2 Growth Strategy was created to ensure that the West Midlands was well placed to capitalise on the opportunities being generated by the high-speed rail project. As Chair of the Growth Delivery Board, Steve will oversee the £4.4 billion budget Your career and business experience is bound up in the story of the West Midlands, how important is that experience to this position? One of the central roles for the Chair of the Growth Delivery Board (GDB) is to bring the key stakeholders in the private and public sector together and my experience working in the West Midlands will hopefully be put to good use. My experience in various roles in the region, gives me great insight to the people, the businesses and the region itself. How is this position different to your previous positions at Aston Villa and your current position at the University of Birmingham? These positions have more things in common than differences. In my view a good Chairman is one who must have the respect of fellow Board members and can bring together the best talent to create an environment in which all stakeholders have the opportunity to exceed their expectations. The difference in this role, is in the sheer scale of the project. The HS2 Growth Strategy has a budget of more than £4 billion and that is dwarfed by the HS2 budget of £56 billion. This is a once in a lifetime project, which will not only transform our intercity transport but will be a key component of the ongoing transformation of the West Midlands into a leading 21st Century region. Rail Professional
Steve Hollis Sam Sherwood-Hale talks to Steve Hollis, the recently appointed Chair of the HS2 Growth Delivery Board about what the megaproject means to the West Midlands
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Have you worked in a rail related business before? No but I see this as an advantage for this role. If the GDB is going to be successful we are going to have to think outside the box and I would hope my experience and networks in the UK and overseas will help in this. Since taking on this position what new things have you learned about HS2? It is easy to be distracted by the incredible engineering aspects of the HS2, and the benefits of high-speed rail â€“ improved capacity and travel times. What I have learnt is that these benefits are almost incidental, the programme is beyond building a railway, the benefits are much wider than the trainline and the potential opportunities presented by this programme truly make it a catalyst for growth as has been recognised by both HS2 Ltd and Government. What is the most important benefit you expect to come out of HS2? I see the benefits for the West Midlands and the UK. The West Midlands is enjoying a resurgence, culturally and economically, and this would be happening with or without HS2. However, the benefit is that this resurgence has been supercharged by HS2, allowing the region to develop at an even faster pace, creating new jobs and opportunities, transforming Birmingham City centre and surrounding areas, such as the new Interchange station at UK Central in Solihull, and updating and improving transport connections across the whole region, via train and the proposed new stations, tram extensions that run across the region from Brierley Hill to the Interchange site on Solihull, bus and Sprint services that will also stretch across the region. For the UK, whatever the landscape looks like post Brexit we need a country that can
demonstrate ambition and confidence if we are going to attract inward investment. Having the largest infrastructure project in Europe is a massive statement of intent and will put the UK and the West Midlands firmly on the global map. What does the work of the HS2 Growth Delivery Board involve? Our Growth Strategy responds to the recommendations of the HS2 Growth Task Force and the challenge for local areas to demonstrate how they are going to build upon the opportunities presented by HS2. The HS2 Growth Taskforce was set up to identify the work that must be done in advance of HS2 arriving in order to capture its full benefits, particularly via the regeneration of local areas. This Growth Strategy focuses on getting our people, our businesses and our places ready to drive economic growth for the benefit of both current and future generations. Getting the Midlands ready will require focused long-term planning and investment with prioritised and phased delivery. The approach will look at what needs to
be done in the period leading up to the commencement of construction of HS2, during construction and then into the long term once services start running. With the programme we have created here in the West Midlands we are focused on the areas of people, business and place with a range of actions, partnerships and investments that are being put in place to maximise the outcomes. Which industries and areas of the West Midlands do you most expect to benefit from HS2? Frankly, improved transport infrastructure will benefit all sectors. The Growth Strategy targets key sectors for which the Midlands is renowned, including advanced manufacturing and engineering, life science and health, digital and creative industries, education, finance and professional services, construction, the visitor economy, low carbon and enabling technologies and R&D. I am pleased to see that the benefit plans are not just Birmingham and a key part of the role out is focussed on how all parts of the region can benefit from HS2. >>> Rail Professional
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How can the WMCA help to bring those benefits to fruition? We already have a robust inward investment strategy designed to both attract new businesses to the region and retain existing and, by articulating a compelling rationale for targeted sectors/industries to move to the region, we will accelerate additional future economic growth. We are strengthening the supply base within the Midlands to maximise the opportunities for companies to grow and support job creation. This includes packages designed to sustain business growth; invest in innovation, new products and infrastructure; improve access to finance; address skills shortages and access to knowledge; enhance competitiveness; and generate jobs accessible by local residents. By providing access to finance and emerging technologies to companies in the rail sector there is a huge opportunity for business development. Do you think the Government is doing a good enough job of explaining the benefits of HS2 to the public? This really is a tough one. The Government agenda has understandably been dominated by Brexit. That said I have seen at first hand the Government working hard to communicate the benefits to the public, including the direct and indirect benefits that it will deliver. However, this is not an easy job as many people across the UK and the West Midlands, will find it difficult to envisage how HS2 will directly benefit them considering the first train is still eight years away. The challenge as I see it is that there needs to be a clear narrative that sets out a compelling macro case for HS2 that can then be distilled down to the micro benefits. In any large infrastructure project it is inevitable that the public will focus on the short term pain but the job of the GDB is to work with key stakeholders to clearly articulate the long term gain. This is no easy job, but it is critical to the success of HS2. How positive are people in the West Midlands about the project? Right now, we are seeing the excitement ramp up across the region as HS2 starts to become real. The metro extensions, the release of the station designs, and the start of the enabling works have allowed people to see the differences that HS2 is making. With construction scheduled to start in 2019, I expect the positivity will increase further as people and businesses become directly involved in the HS2 project. You’re overseeing a £4.4 billion budget, what are you prioritising at this stage? The simple answer is construction. However, this includes ensuring that we have the jobs and skills that HS2 will need to build the stations, the depot at Washwood Heath, and the track itself. It includes providing the support to businesses across the West
Midlands to put them in the strongest position to become part of the supply chain that the construction will require. And it includes the construction of the vast amount of improvements to the region’s transport systems. Can you tell us more about the Devolution Deal WMCA has an agreed with the Government? The HS2 Growth Strategy is key component of the Devolution Deal that was agreed with Government in November 2015. This is to ensure that the wider region will benefit from radically improved national and international connectivity, securing 104,000 jobs, extra £14 billion GVA, a skills boost to 36 per cent of the local population qualified to NVQ Level 4+, 2,000 apprenticeships, support for 700 businesses and improved transport access with over two million people connected to HS2. What sort of relationship do you have with HS2 Ltd? I have excellent working relationships with the senior executives within HS2 Ltd as we all see opportunities that this presents and share a common goal of making sure that the West Midlands, which will be at the heart of the new high-speed rail network, maximises the benefits that are presented both now and in the future. What impact do you expect Brexit to have on the supply chain for the project’s construction? Before Brexit the single biggest supply chain issue was construction and having the necessary resources and capacity for a project the scale of HS2. The construction industry has well publicised concerns on the impact of Brexit on its labour force. What these exact impacts will be, awaits to be seen, if the construction industry sees a reduction due to foreign workers leaving
Britain, it could result in increased costs and delays to some elements of the project, although the overall project should not be affected. The West Midlands Combined Authority has created a dedicated team to ensure that the skills and people the region needs for HS2, and wider construction projects, are available and for residents of the West Midlands this may result in more opportunities and increased earning potential. Do you have some wider considerations about Brexit you would like to share? Let’s just get on and make the best of whatever Brexit looks like. There will inevitably be change, disruption and uncertainty but there will also be huge opportunities. I just hope the focus moves more to the opportunities as Brexit unfolds. How does the East-West Metro with Metro light rail extensions to Dudley/ Brierley Hill and through to North Solihull and the HS2 Interchange station factor into your work? The Metro extensions are key elements in the overall connectivity improvements that will facilitate access to the HS2 hubs for workers, residents and businesses. They also open up opportunities to unlock and regenerate areas across the Midlands that have been in decline for many years and we are looking at how we can design the metro routes to maximise the use of brownfield sites that can then be brought forward for development. The provision of connectivity to both Curzon and Interchange stations is a fundamental part of realising the full economic benefits of HS2, ensuring that those needing to access the two stations, and the opportunities on offer by their associated developments, can do so within an acceptable journey time. Rail Professional
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What does the future hold for rolling stock? Ben Wilson, Associate Director at SNC-Lavalin Atkins Transport Consulting & Advisory explains why he believes it’s currently an interesting situation for passenger rolling stock within the UK
t is hard to believe but it is currently better financial value to buy new stock than it is to upgrade existing stock. In fact, during 2016 to 2017 over £2 billion was committed by leasing companies; the rental for this represents a significant proportion of the train operating companies’ (TOCs) overall expenditure. The reasoning for this is the availability of relatively cheap funding of the stock and the Government’s desire to increase the quality of the fleets. With over 6,000 vehicles having been, or due to be, delivered by 2021 and the laborious nature of procurement, the situation looks to continue for some time. However, it only takes a change in the economic landscape post-Brexit or an increased interest rate to see these large
With over 6,000 vehicles having been, or due to be, delivered by 2021 and the laborious nature of procurement, the situation looks to continue for some time. However, it only takes a change in the economic landscape postBrexit or an increased interest rate to see these large scale orders drying up
scale orders drying up. The result being a surplus of rolling stock and a change in the funding balance on the horizon. One of the drivers behind the buying spree has been the growing expectations of passengers on what the train experience should include. There is a move towards ease
and usability – it is a given that trains will have air conditioning and onboard Wi-Fi to provide a quality experience for passengers travelling by train. Of course, metros are looking for maximum capacity so that there is more standing and less seating, helping to Rail Professional
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improve dwell times on platforms and increase loading times. The new stock provides open wide gangways to help mass movement of passengers. This is in contrast to the intercity trains which are designed with seating and comfort in mind to provide a high standard of ride quality. This boom in new rolling stock appears to be confined to just the UK though; within Europe the private sector is much smaller which means the turnover of rolling stock is lower. Even those liberalised areas such as Germany where around 25 per cent of the network is not run by Deutsche Bahn, do not have the volume to create a vibrant investment opportunity. Within Europe the state incumbents tend to dominate, the exceptions still don’t allow for a private sector. Sweden has a public benefit company that franchises out the network as a cooperative between themselves and the local authorities. Italy has a small element of contracts which are leased out, however it is too small to generate private sector involvement as we see in the UK. Could there be change? The European Union 4th Railway Package could be the trigger for change. The regulations specified within this clearly state how the market and technical opportunities
should be carried out. Within the Market Pillar it includes public tendering of the running of the trains as the way to manage the market. To date track and train running have been predominantly integrated across the globe. However, a move to public tendering may well see a greater vertical separation of track and train across Europe. The benefits of this include growth in demand, improvements in safety and improved customer experiences. Why are we seeing the churn of stock in the UK? One of the key reasons we are seeing a churn of new stock is down to the actual owners of the trains. The bulk of the rolling stock on the railways are owned by only three rolling stock companies (ROSCOs) Angel, Eversholt and Porterbrook. These ROSCOs lease the rolling stock to the train operating companies (TOCs) who then use it. The reason we are seeing a churn is that around 3,000 new carriages being delivered between 2014 and 2021 are being built in Britain. This, and the other 3,000 carriages committed for delivery will increase the size and capacity of the national fleet by around 20 per cent, in response to growing demand for the railway. In fact, our train fleet is predicted to
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increase by almost 90 per cent over 30 years, while the average age of the trains is set to fall from 21 years to 15 years. All of this reflects the growing demand for travelling by rail and the higher expectations of the customer experience. The investment into new rolling stock is fuelled by three main elements: • The growing demand for travelling by railway means either longer trains or more frequent services from additional trains • The client expectations for trains to match the journey (i.e. open wide gangways for metros, quality seating and ride experience for intercity trains) • The availability of cheap financing to purchase stock is more cost advantageous that maintaining and upgrading older stock. It is impossible to predict how long the current situation will remain; however, it only takes a levelling off of demand or an increase in borrowing to occur and suddenly the situation changes resulting in a slowing of the churn of rolling stock and a return to upgrading and maintaining older stock. Ben Wilson is Associate Director at SNC-Lavalin Atkins Transport Consulting & Advisory
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ROLLING STOCK |
New trains: new technology Ian McConnell, Greater Anglia Franchise and Programmes Director gives us the details on the TOC’s new Stadler bi-mode trains
t’s incredible to think that 30 years ago, mail required stamps and post boxes, phones were wired in and how far you could walk with them depended on how long the wire was, and computers were very basic – quite literally. The advances in technology have been astounding in the last few decades – and this applies to the railway as well. Take Greater Anglia, for instance. Most of our existing trains were built in the late 1980s and 1990s. They’ve served us well, and our amazing engineers have worked wonders making them amongst the most reliable trains of their type in the country, but the technology we’re getting with our brand new trains is a complete leap ahead, both in terms of power, fuel economy, environmental features and what we are
Take Greater Anglia, for instance. Most of our existing trains were built in the late 1980s and 1990s. They’ve served us well, and our amazing engineers have worked wonders making them amongst the most reliable trains of their type in the country
able to offer to customers to improve their comfort and enjoyment of their journeys. In November our first Stadler bi-mode trains came to East Anglia to begin their UK testing schedule. We’re getting 38 bimode trains, a total of 24-four carriage and 14 three-carriage bi-mode trains, which are from the Swiss manufacturer’s FLIRT range. They are also making us ten electric 12-carriage Intercity trains and ten electric 12-carriage airport trains, from the same range. The bi-mode trains, which are replacing our Class 153, 156 and 170 diesel trains, can switch between electric and diesel power. The power pack for the train, with four V8 diesel engines in the four-carriage and two V8 diesel engines in the three-carriage bi-mode, sits in the middle of the train, separated from adjacent carriages by sliding glass doors. Passengers will be able to walk through the powerpack to get from one end of the train to the other. When the bi-mode trains are running underneath an electric line, they can switch Rail Professional
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to electricity mode and take advantage of electric energy rather than diesel, with a pantograph lifted up to connect with the overhead wire. As with other modern electric trains, energy created when braking under an electric line is put back into the overhead wires to be used by other trains to accelerate – further helping to save energy. Even in diesel mode, the trains can brake electrically by using a ‘brake resistor’, which means there are less brake pads used so less dust is produced and released into the environment. When running in diesel mode, the engines generate electricity for the motors enabling the train to accelerate more powerfully and smoothly. Obviously, the trains are all fitted in the factory with features you would expect in a modern train to improve the reliability and smooth running of the railway, such as wheel slide protection so trains can brake smoothly and efficiently in all weathers and remote condition monitoring, providing upto-the-minute reports on the health of the train systems. Inside the train, passengers will benefit from a host of technological improvements to enable them to use their tech gadgets on the go. Every pair of seats has a plug socket and USB point, with seat-back tables designed by our Project Manager Steve Mitchell with special grooves so they can Rail Professional
prop up their tablets. Fast and free Wi-Fi is being fitted to every single train, but if passengers want to use their own mobile data, there’s a special mesh in the large picture windows to maximise mobile phone signal. Passenger information screens in each carriage give a range of information and are a huge improvement on the ticker-tape style screens in some of our current trains, which are only able to give destination details. Using passenger load monitoring, the screens indicate seat availability across the train and this information is also shared with platform information screens, so that customers can stand in the right place in order to board the train at the right place to get seat. The onboard screens give information about onward travel, the weather and, of course, journey details for the train. The seats we have chosen for all of our new trains have not been used in any other UK trains. Using the latest technology, including 3D CGI modelling, the seats were designed to maximise comfort, whilst also complying with new stringent fire safety regulations. The seats are moulded to give lumbar support to the passenger sitting in it, as well as providing the best possible leg room for the passenger sitting behind. FISA ‘LEAN’
seats are going into our Stadler trains, with adjustments made to the shape of the base cushions and head rests. All of the Stadler trains have low access floors – a considerable help for passengers in wheelchairs or with pushchairs and small children. This is a feature which is made possible by putting the workings of the train in the powerpack and on top of the train, rather than underneath it. Each train will have controlled emission toilets, including an accessible toilet on every train, with the largest possible tanks so that toilets can go as far as possible before running out of water for the flush or hand basin or filling with waste from the toilet. As we prepare for our trains entering into service on our network from the middle of next year, we’re also using the latest technology to get stations ready for them. We’re using Mission Room 360 degree immersive media and display equipment to measure platforms to plan CET points, and ensure signage and accessible and bicycle entrance points are not blocked by platform furniture. It’s exciting times here at Greater Anglia, bringing the railway in East Anglia into the 21st Century. Ian McConnell is Greater Anglia Franchise and Programmes Director
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We also manufacture Modular Equipment Housings (MEH’s) Specialist Housings, Fire Rated Cabins, Blast Resistant Units, Welfare Units, Shower Blocks, Toilet Blocks, Canteen/Mess Units, Secure Stores, Changing Rooms, Modular Buildings, Sleeper Unit and Portable Accommodation, all the above can be manufactured to our standard specification or your own corporate specifications. We are an accredited ISO 9001;2008 company and RISQS approved for the supply of REB’s & MEH’s to the Rail Sector.
ROLLING STOCK |
The UKRRIN Centre of Excellence in Rolling Stock Simon Iwnicki, Joao Pombo, Pedro Antunes, Adam Bevan and David Crosbee of the Institute of Railway Research at the University of Huddersfield explain the goals of The Centre of Excellence in Rolling Stock
he Centre of Excellence in Rolling Stock (CERS) aims to meet the current and future demands of the GB rail industry for research and innovation to support the development of the next generation of railway vehicles. The Centre will build on the expertise of the internationally recognised teams at Huddersfield, Newcastle and Loughborough Universities and will provide high quality research and world-class testing facilities. It will link with other centres in the UK Railway Research and Innovation Network (UKRRIN) to provide a ‘one stop shop’ for all rolling stock development. Some examples of current work are given here. Pantograph development Electric traction can provide an economical,
environmentally benign and safe means of transportation, but the associated energy collection systems represent a crucial aspect for reliable operation. As higher speeds are demanded both the pantograph and the overhead contact line are subject to tight functional requirements in order to deliver a continuous supply of electrical energy to power the train. Failure in this system results not only in a rapid deterioration of the equipment, with a direct impact on their maintenance periods, but also in an increased risk of failure. Incidents, such as pantograph strikes on the catenary or de-wirements, not only cause service disruptions but also usually imply unplanned repair works that are costly and require closing railway transport operations. The Centre of Excellence in Rolling Stock
aims to tackle these challenges by developing reliable and validated computational tools to carry out simulations to predict the quality of the contact and to evaluate the impact of design changes or failure modes in a much faster and less costly manner than the physical implementation and test of those changes in real prototypes. The CERS has also planned the construction of an advanced pantograph test rig, including hardware in the loop capabilities to mimic the catenary
The Centre of Excellence in Rolling Stock is leading research into ‘smart maintenance’ for rolling stock. Through an EU-funded Shift2Rail research programme ‘Smart Maintenance and the Rail Traveller Experience’ (SMaRTE) Rail Professional
UKRRIN aims to revolutionise rail innovation, accelerating new technologies and products from research to market applications globally
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interaction. These tools will permit the establishment of a platform for faster prototyping and analysis of pantographcatenary systems which will increase the competitiveness of the railway transport. Novel solutions will be investigated that will enable a better understanding of the dynamic interaction between the pantograph and the overhead line and will allow virtual homologation and authorisation of new designs. The ability to understand and control the current collection systems and assure the quality of current collection without the need of expensive line tests will be a significant benefit to the railway. Smart Maintenance The Centre of Excellence in Rolling Stock is leading research into ‘smart maintenance’ for rolling stock. Through an EU-funded Shift2Rail research programme ‘Smart Maintenance and the Rail Traveller Experience’ (SMaRTE), the Institute of Railway Research is investigating the use of a Condition-based Maintenance (CBM) approach to develop the most suitable solutions for predictive and corrective maintenance in railway vehicles. The conventional approach to rolling stock maintenance is to carry out scheduled (interval-based) maintenance, which includes visual inspection to check the condition of components. However, new technologies are increasingly becoming available and adopted which allow maintainers/operators to continuously monitor the condition of systems and components. This technology can provide data to predict the onset of problems, leading to early intervention and more effective rolling stock maintenance. Gains from this ‘smart maintenance’ include cost savings
and vehicle availability, due to the fact that rail vehicles spend less time out of service. This effectively means that the capacity of the rail service can be increased, leading to improvements in passenger satisfaction. This research will build on experiences and knowledge of the application CBM techniques from other industry sectors and includes intelligent data analytics to identify trends and predict component degradation/ failures. The developed approaches are being applied to a range of vehicle components using real in-service data acquired from industrial partners. Through a Siemens sponsored PhD research programme, the Institute of Railway Research is also investigating how vehicle maintainers can use digital technologies to improve safety, increase availability and the reliability of rolling stock. This research will support the development of a ‘Smart Depot’ which incorporates autonomous intelligent systems in the decision-making, control, planning and optimisation of rolling stock maintenance activities, in order to make effective use of rolling stock and depot resources. Longer term, the research will link automated inspection and remote condition monitoring systems, remaining life prediction algorithms and robotics, to revolutionise rail vehicle maintenance, delivering a smart maintenance depot with autonomous support from inspection to completed maintenance. Use of novel materials in bogies In several ongoing projects members of the Centre of Excellence in Rolling stock are looking at the use of novel materials and manufacturing methods. In a project funded by RSSB and
The project team is designing and manufacturing a prototype bogie for a passenger vehicle. The bogie is being constructed by Magma Structures using recycled carbon fibres from ELG Composites and will then be tested on the full size roller rig at the University of Huddersfield supported by Alstom the use of recycled carbon fibres is being investigated as an alternative to steel. This has the potential to reduce bogie frame mass by 50 per cent and consequent reduced track wear and maintenance. High-volume manufacturing techniques are being investigated to reduce the overall cost of the composite solution. The project team is designing and manufacturing a prototype bogie for a passenger vehicle. The bogie is being constructed by Magma Structures using recycled carbon fibres from ELG Composites and will then be tested on the full size roller rig at the University of Huddersfield. The tests will include a fatigue test consisting of ten million simulated load cycles and is the first time that recycled fibres have been used in a bogie frame. Other potential benefits of carbon fibre are also being investigated and the University of Birmingham will be installing fibre optic strain and temperature sensors into the carbon fibre structure of the bogie, providing embedded condition monitoring. Conclusion The work of the Centre will support the ‘Four Cs’ of the Rail Technical Strategy and cover rolling stock of all types including passenger, freight, light rail, metro, highspeed. In particular, the research will accelerate innovations that will reduce cost and carbon emissions using emerging technologies including alternative materials, manufacturing methods, energy technologies and applied digital solutions for design, operation and maintenance. Rail Professional
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Interior passive safety John Roberts, Adjunct Professor of Practice Rail Technology & Crash Safety at Kasetsart University Bangkok goes into detail on the specifics of interior passive safety
he principles of interior passive safety define a framework for the development of rail vehicle interiors, taking into account current standards and best practice in the railway industry, regulations and customer requirements that compete to define vehicle interior configurations. The statistics of occupant injuries from railway accidents are studied in order to clearly identify the gap that needs to be filled. These global objectives are split into partial objectives, to which the different subtasks are associated. In this manner a framework for improving occupant protection in rail vehicles is defined in terms of providing: • Flexibility – appropriate level for the train and operating environment • Guidance – assisting designers/ engineers on how to select and assess the appropriate level of safety • Education – increasing awareness and techniques for improving occupant protection • Evolution – supplementing and incorporating safety standards • Changes – dependent on increasing levels of safety and standards/legislation. What is interior passive safety? It is a means of maintaining the integrity of a rail vehicle’s interior features by controlling the loss of occupant survival space due to structural and interior feature deformation.
Maintaining occupants in specified zones so enabling the minimising of occupant travel and flailing reducing impact velocities and extremity injuries and occupant entrapment. Minimising occupant’s potential of becoming entrapped in and under interior features to stop injuries and is essential in aiding egress. The picture above shows a typical train interior layout with bay seats and single seats. Occupants are varied and in different seating positions. This view shows that the bicycles are placed in storage racks and passenger stands. Also seen are folding seats.
European project SafeInteriors defined the technical requirements to facilitate these objectives and is regarded as the stateof-the-art in terms of reducing occupant injury due to the performance of the vehicle structure and interiors in the event of an incident. To ignore the requirements during the development of a new rail vehicle platform could lead to litigation should occupants be injured as a result of an incident. Further examples of different occupant types are wheelchair users, mothers with children in a buggy and so on. >>>
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Comparison of automotive vs rail When a comparison is made between road and rail transport the differences can be identified as: • Occupant restraints • Occupant fixed position • Airbags and seat belt pretensioners • Occupant replicated by ATD (Anthropomorphic Test Device) • Containment of items such as baggage, bicycles and buggies. It is not possible to provide occupant restraints for rail passengers as many are standing and most are ‘out of position’, for the automotive industry and occupant injury validation an ATD is legislated. As this is not the case in the rail industry the use of human analysis model can be employed. The interior of trains contain many items not normally seen within cars. Assessment techniques The techniques are designed in order to identify and modify areas in order to reduce the severity and number of injuries produced in the initial impact/acceleration (primary impact) and any subsequent impacts (secondary impacts). Rail occupants often suffer multiple injuries for which even the minor injuries can affect their overall condition. It is also imperative to maximise the ability of all occupants to make rapid and unaided egress from the rail coach following an incident by minimising occupant injuries and interior fixture deformation and rail coach intrusion. Rail Professional
This requires that for a vehicle project the following need to be carried out: • Define all the locations and types of impacts on occupants • Identify injury causation mechanisms and injury criterion • Use these in actual rail vehicle occupant locations • Evaluate the total injury level on the occupant • Use all their potential injuries. Assessment methods utilise a degree of informed knowledge and the use of a Perspex manikin to identify impact zones and potential body part injuries. Validation of the design Once the vehicle development has reached this stage the interior may be validated
by using physical or computer analysis techniques or a combination of both. The Bombardier Spacium series was the first to adopt the vehicle platform to utilise the guidance provided by the findings of the SafeInteriors project and those legislated in UK GMRT 2100. Changes necessary resulted in minimal on-cost for production with one of costs for the validation methods. The methodology was included within the company’s validation and testing procedures. John Roberts is Professor of Practice Rail Technology & Crash Safety at Newcastle University
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Material considerations: recognising the potential of rail freight Chris Swan, Head of Rail at Tarmac looks at how policy can have a positive impact on rail freight
hile we’re happy to wonder how Neolithic builders could transport four-tonne boulders over 20 miles, for many, the ubiquity of modern construction apparatus has made querying the logistics of our own built environment seem redundant. However, the question of how we get construction materials to the right place at the right time is anything but, and is also a pressing issue for our cities and regions. Rail freight is already a vital part of the UK construction supply chain, helping to move more than 20 million tonnes of cement and aggregates each year. These materials support critical new infrastructure and development projects across the country, contributing to efficient project
Transporting materials by rail produces 70 per cent less carbon dioxide per tonne compared with the equivalent road journey, relieving pressure on road networks and reducing emissions
delivery and the move towards a low-carbon supply chain. What’s more, these impressive tonnages are on the rise. There has been a 43 per cent increase in material moved by rail in the last five years alone, with that number rising to 52 per cent when considering London in isolation. During a summer of highly public and politicised disruption, we shouldn’t forget that the headline-grabbing timetable chaos also negatively impacted freight operators. While fewer votes are carried on our trains, rail freight’s alignment with the political agenda should be recognised through its inclusion in the Rail Review. Transporting materials by rail produces 70 per cent less carbon dioxide per tonne compared with the equivalent road journey, relieving pressure on road networks and reducing emissions. It is important that we guard against rail freight becoming victim to a tradeoff for passenger services and remember that disruption impacts many businesses around the country. It was encouraging to hear Keith Williams recognise rail freight’s importance when speaking at the recent Department for Transport Rail Industry Day, including assurances that his review on the future of the industry will factor this in.
Forward thinking Rail freight can and must play an important role in the ‘decarbonisation task force’ assessing the impacts of eliminating dieselonly traction on the rail network by 2040 in response to a challenge set by former Rail Minister Jo Johnson. Further reducing emissions is especially important for construction freight operators, who are also striving to meet the Government’s target to halve the sector’s carbon output by 2025. However, capitalising on these
sustainability benefits to create a greener built environment requires advance planning and protections to allow for the realisation of rail freight’s potential. Policymakers should consider how optimised land use planning and the protection of strategic rail freight sites from inappropriate adjacent development can drive a greener built environment. The availability of railhead sites is a pressing concern, particularly in urban locations where demand for more terminals to support construction traffic is acute. Railhead locations must therefore be carefully identified and safeguarded. There’s also an opportunity for the planning system to support the consideration of rail freight and encourage modal shift. Transport for London (TfL) is, as an example, developing toolkits to promote the use of rail for the movement of construction materials to Borough Planners, with initiatives to encourage developers to explain how they can maximise the use of rail while building in the capital. TfL is not alone in its increasing recognition of the role of rail freight, with Transport Scotland and Transport for the North also among those illustrating that devolution of powers to regional authorities and the development of focused freight strategies is spurring some positive changes. Most recently it was pleasing to see Midlands Connect’s Rail Hub strategy give due consideration to balancing freight and passenger needs, as well as recognising the
importance of a clear local plan that has regard for cross-regional benefits. The subnational transport body, whose partners include local authorities, LEPs and regional business groups, estimates that its strategy could shift the equivalent of 4,300 lorries a day from the roads by 2040. Capitalising on construction rail freight’s potential to support regional ambitions such as the Midlands Engine and the Northern Powerhouse, which are heavily reliant on infrastructure development to promote economic growth, is a major step forward. We must be mindful that this political devolution is happening as Network Rail decentralises its own operations further. In order to nourish potential growth, we need to ensure both political and railway devolved bodies work together to deliver capacity and access to terminals. Building confidence Policymaking to support freight has the power to encourage investment at a time when the Department for Transport and Network Rail are also actively promoting this route from freight operators and clients, most of whom are private sector businesses. Many, like Tarmac, are already developing capabilities with new equipment and terminals. We recently installed the UK’s first Liebherr LH80C Gantry Materials Handler at our Battersea concrete plant. The ‘Supergrab’ enables faster offloading, improves stock control. This, as well as new wagon developments such as purpose-built HRA wagons from DB Cargo and investment in box wagons by Freightliner, has allowed us to significantly increase our delivery capability. This is the kind of third-party investment that authorities can encourage by creating certainty. Crucial to this will be demonstrating that rail freight’s needs will be considered as passengers and freight compete for network capacity. It’s also vital that the freight operators, in partnership with Network Rail, continue to focus on delivering the right levels of customer service, which is fundamental to realising
ambitions for growth. Another key to unlocking freight’s potential is embracing digitisation and using data as an asset, which is why it’s great to see this emerging as a cornerstone of the developing Rail Sector deal. Digital transformation not only allows stakeholders to become better connected to the network but can also have major benefits for productivity and costs. From our own experiences we know that the financial implications of creating new connections to quarries and other infrastructure can often be substantial. These infrastructure costs could be significantly reduced with the use of digital signalling systems and future growth will continue be determined by the ability to create access to new terminals. In a similar vein, improvements in operational performance and service enhancements can also be achieved by trialling new digital technologies. For example, our partnerships with VTG and Ermewa will see GPS tracker systems used on freight wagons, giving real-time visibility of their position on the network and provide automated arrival notifications. The productivity benefits in planning terms will be immediate. Whether through improving sustainability, embracing devolution or adopting new technology, there is a desire across the construction industry to do more to enhance the sector. Although there will continue to be challenges, now is the time for the forward planning that will allow sufficient capacity for growth. Positive progress is being made, but to ensure we can build on these successes, it’s time for policymakers, materials suppliers and the wider industry to step up the case for rail freight. Chris Swan is Head of Rail at Tarmac
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Re-Rewind I was never a fan of the song Re-Rewind by the Artful Dodger, but it is one of those songs that can easily lodge itself as an earworm for an inordinate amount of time
bout 19 years in my case. This particular earworm is exacerbated by the fact that music often triggers memories of past experiences. I much prefer the songs that take me back to family holidays or student days…. But that BoSelecta song featuring Craig David* takes me back to about this time of year in 1999. My first job after graduating had me working as a clerk at a logistics park. I rotated across various contracts, from stock-checking pharmaceuticals and starch products (as an aside these carefully controlled food powders were logged in quantities from container loads down to 1kg batches; I was not a fan of that particular stock check) to running the goods in/out on a satellite-warehousing contract for one of the major supermarkets. Just. Before. Christmas. It was a busy job; I needed the radio on perma-play to keep me going, hence the earworm.
Fast forward a decade, and a couple of job changes later. I remember reading in The Caterer magazine that Stobart Rail was launching its first refrigerated service running from Valencia into Dagenham. It was estimated that each trip would remove
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*Decimal fraction of hours used Source: Network Rail Working Timetables
the equivalent of 30 lorries off the roads between the south of Spain and London, representing in one year a reduction of circa 8,600 tonnes of carbon from being pumped into the atmosphere. Next stop on my career reminisce: Dunbar Cement Works. I am now a good few years into my railway career, and my Engineering Director and I are visiting the works to come up with a bespoke jacking solution for the freight wagons that are maintained on site. I do not have a musical reference here, but I vividly remember making sure I got my new hi-vis suitably smeared on a coupler. Kudos and all.
We needed a new narrative to demonstrate the value of rail freight and why it still matters Rail Professional
Then just earlier this year, I was visiting Drax power station and was simply blown away by the care and attention that Graham Backhouse and the team put into developing their local through to international supply chain for biomass production and delivery. I was also staggered to learn just how very long it takes for Drax’s freight wagons to move from the ports in the west to the power station in the east (the table below illustrates rail freight journey time examples). Furthermore, the sheer volumes of biomass being moved mean that road freight is a completely unviable option. Rail freight is essential to power generation but is at the mercy of many external factors. More recently I visited the iPort in Doncaster to attend a Rail Alliance networking event themed around rail freight. The iPort offers state of the art facilities with a current capacity to take up to six trains per day and a storage capacity for 1,500 TEUs (20’ containers). Steve Freeman, MD of iPort Rail explained at the event that developers, Verdion are expecting to double the length of the handling sidings and to provide a second reception siding. This will mean double the train handling capacity and it will also mean that the iPort Rail will be
able to accommodate circa 3,000 TEUs. To re-visit the Re-Rewind reference, Steve’s presentation places me six miles and 19 years away from that graduate job I describe above. But these statistics could also represent an awful lot of pallets-worth of Christmas aisle goodies that are not stuck on HGVs and therefore not adding to road congestion or air pollution, whilst creating further jobs within the facility. Why was I compelled to write about this? Because freight, and specifically the importance of rail freight has punctuated my working life without my even realising for the best part of two decades. We need to see more forwarders adopting rail freight and making use of the opportunities that multimodal sites such as iPort Rail offer. The eco-credentials of shifting freight from road to rail do not even need spelling out. Having said that, I will; the Rail Delivery Group (RDG) has calculated that: Each train removes up to 76 lorries from Britain’s roads, resulting in 1.6 billion fewer HGV kilometres a year Each tonne transferred by rail rather than road cuts carbon emissions by up to 76 per cent. The Rail Delivery Group’s Freight Board,
working with Network Rail, to develop and deliver upon the DfT’s Rail Freight Strategy (published September 2016) is working hard to ‘tell the story of rail freight’. As explained by Jonathan Chatfield, Head of Policy at the RDG at the same event we need to perhaps rewind the message so far, in fact: ‘We needed a new narrative to demonstrate the value of rail freight and why it still matters.’
Lucy Prior MBE is the Business Development Director of RTS Solutions, a specialist transportation software engineering company delivering stable and resilient, web-based, realtime safety critical applications. RTS’ software supports the railways, metros and road network infrastructures to meet the ever-growing operational demands for increases in capacity, reliability and availability of their networks by providing a suite of products and applications. Lucy was awarded an MBE for services to rail exports in this year’s Birthday Honours, the nominations for which also cited her work in support of the YRP and encouraging EDI within rail. She also has two young children who hear an awful lot about just how cool the rail sector is.
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Rail freight is more efficient and sustainable Philippa Edmunds, Freight on Rail Manager explains how Government should align its rail freight policies with comparative industries
he Committee on Climate Change (CCC) report, issued on 28th June, paints a damning picture of the Government’s environmental record on transport, which is now the largest emitting sector of the UK economy. Transport is the only sector which grew between 2012 and 2017 and is responsible for 28 per cent of overall UK carbon dioxide emissions. In 2017, HGVs were responsible for 17 per cent of emissions whilst only accounting for five per cent of miles driven. The CCC stated that the Department for Transport (DfT) Freight Carbon Review identified ‘little concrete action’ and that the Government should reduce emissions from freight by shifting freight from road to rail. But it’s not just carbon emissions, we must also reduce road freight’s effect on congestion, and rail is well placed to offer a safer, cleaner long-distance alternative which reduces road congestion for both consumer traffic as well as the traditional bulk cargoes. Inrix, which specialises in transport analytics, estimated that road congestion cost the UK £30 billion in 2016, with the UK ranked the fourth most congested developed country and third most congested in Europe. Building more roads will not solve the problems as it creates new traffic, because when a new road is built, new traffic will divert onto it, a well-known and longestablished effect called ‘induced traffic’. The Freight Transport Association (FTA) stated that it costs around £1 a minute to run a 44-tonne truck, so congestion has a considerable financial impact on operations; transferring more freight to rail, helps make road operations more reliable. There is suppressed demand for both consumer and construction rail freight services because of the limitations of the rail network. For example, each free rail path out of our two major container ports, Felixstowe and Southampton, can be filled immediately.
Continuing to upgrade the Strategic Rail Freight Network through the enhancement programme will open up more badly needed capacity, and that’s why we are urging the Government to carry on supporting these schemes as part of Network Rail’s Control Period Six. Government incentives The Government must also fund revised road and rail comparative carbon dioxide emissions and air quality measurements to inform the reductions debate and targets. We believe that the lack of alignment between Government policies for heavy goods vehicles (HGVs) and rail freight disadvantages the latter. This lack of consistency is apparent in Government policy towards the environment. Both road and rail freight have to deal with the power to weight issues when considering the use of alternative fuels to diesel. The Government has banned diesel-only traction for freight locomotives from 2040 but has not banned diesel HGVs. This is damaging to rail freight because the Government has also halted rail electrification, which offers the proven
technology and the best solution for increasing capacity, lowering maintenance costs, reducing air pollution and cutting carbon dioxide emissions, when there is no alternative fuel in the pipeline to match it. The Government needs to recognise the importance of investing in further rail electrification and support the rail freight industry in researching new alternative fuels and measures to reduce emissions from existing locomotives. Earlier in the year Julian Worth, a rail freight expert, made the case for a modest re-wiring of around 320 key miles of track over a 30-year period which could see two thirds of rail freight moved by electric traction. The strong benefit-cost ratio for freight enhancements, typically between 4:1 and 8:1 as highlighted in the latest Network Rail Route Strategic Plan, should be factored into investment planning. Targeted rail freight upgrades work; the gauge upgrades out of Southampton Port increased rail’s market share from 29 to 36 per cent within a year and had a benefit-cost ratio of 5:1. The rail freight grants, known as Mode Shift Revenue Support (MSRS), are only
paid by the DfT for actual traffic removed from roads and deliver an average benefitcost ratio of more than 5:1. These have been incredibly effective at moving freight from road to rail since 2004/05 with container volumes doubling. Through the grant system, the Government acknowledges that this market distortion makes it difficult for the sustainable modes to compete on price because of the lack of a level playing field. The current Government subsidy to HGVs is around £6 billion per annum as HGVs only pay around a third of their road congestion, road infrastructure damage, collisions and pollution costs. The rail freight grants, which currently have a budget of £15 million, are paid by the Government in recognition of the economic, safety and pollution benefits of removing trucks from our roads but are only funded until March 2020. These should be continued. Building the country The latest quarterly Office of Rail and Road (ORR) rail freight statistics issued in September, show record expansion in construction traffic (up seven per cent) demonstrating the industry’s key role in building our infrastructure and housing. Almost half of building materials are brought into London by rail. Projects such as Heathrow Terminal 5, HS1, the Olympic Park and the construction of Crossrail have benefitted from the reliability, competitiveness and capability of rail freight. The new aggregates terminal at Cricklewood in North London, for example, will service the £4.5 billion Brent Cross housing regeneration scheme. Each train in and out of the terminal will remove up to 85 HGVs from the strategic road network and carry enough materials to build 30 houses. Significant investments from rail freight operators and Government, as well as ports, terminals and other customers, have helped to improve the productivity, efficiency and performance of rail freight since 1994. The biggest driver of freight efficiency has been running longer trains, and since 2003 the number of freight trains on the network has
fallen by almost half (46 per cent), yet the amount of freight moved on each train has increased by over three quarters. In the last three years freight operators have relinquished more than half of their freight paths, freeing up capacity for passenger services and other freight services to run. Rail freight operators and Network Rail are continuing to work together to enable longer trains to operate. As part of the Great North Rail project, Network Rail has invested £18 million to lengthen a freight siding at Buxton to allow trains to carry almost 50 per cent more construction materials coming out of nearby quarries. The granting of planning permission for the extension of freight sidings at Redbridge, Southampton, which unlocks a pinch point on the railway, will allow for longer freight trains which can further reduce air pollution and road congestion, both locally and on the whole A34 corridor to the West Midlands and beyond. This scheme will help Southampton City Council, which has announced plans for a Clean Air Zone, reduce its air pollution. The development means that the existing 20 daily consumer freight trains in and out of Southampton, which already remove around 1,600 HGVs per day, will be capable of removing an additional 728 HGVs per day as part of a wider scheme to allow 775 metre trains out of Southampton port. Transfer points New developments and services on the network show the vital importance of ports and terminals to rail freight and more rail/road transfer points are needed if rail freight is to play its full role in reducing road congestion and carrying freight in a safer more sustainable way. Terminals reduce the transhipment costs between the modes and let both modes play to their strengths. The latest rail freight interchange at IPort is the first inland strategic rail freight interchange (SRFI) built in the past ten years and despatched its first train service from Doncaster to Southampton in mid-September. IPort, which is a state-of-the-art multimodal rail terminal and can handle six trains a day, connects to the East Coast Mainline, is located next to the M18 and is within two hours of the East Coast’s deep-
water ports. The proposed Four Ashes Strategic Rail Freight Terminal, near Wolverhampton, is proceeding through the planning system. Crucially, it is adjacent to junction 12 of the M6 with direct access to the West Coast Mainline which has the capability to carry the larger containers. Eddie Stobart has launched a new consumer products service linking London ports to central Scotland by rail with its first train service connecting the port of Tilbury to Tesco’s site at Daventry for onward rail connection to Mossend in Scotland. There is also a new rail freight terminal at Anglesey, which can handle six trains a day to cater for the ten daily ferries to and from Ireland. Teesport already has a daily rail freight container service to Scotland. Network Rail and Tees Valley Combined Authority are undertaking a £1 million study to investigate ways at improving the region’s rail freight network, including expanding the rail freight capability to and from Teesport, with the aim of allowing freight to use more direct routes and carry more containers on each train. The relative safety costs of the different freight modes also need to be taken into account in the freight debate. Government figures show that HGV involvement in fatalities on urban roads (39 deaths per billion vehicle miles travelled by HGV) is more than six times that of cars (6.4 deaths per billion vehicle miles travelled), with the DfT valuing the prevention of each road death at £2.1 million. It is crucial that rail, which supports port and shipping operators, manufacturers, retailers and construction companies across the country, is not overlooked by the Government; we need a rail network that works for both passengers and freight. The rail freight industry needs to highlight all the socio-economic benefits of rail freight, which can help the Government achieve its objectives to make freight more efficient and sustainable, in the lead up to the Government Spending Review next year. Philippa Edmunds is Freight on Rail Manager and part of the Campaign for Better Transport. Members of Freight on Rail are Campaign for Better Transport, DB Cargo UK, Freightliner, GB Railfreight, Direct Rail Services, Colas Rail, Rail Freight Group, ASLEF, RMT and TSSA Rail Professional
Britain’s got telent: taking asset management to the next level The daily operation of the London Underground and UK rail network relies heavily on telent to maintain and support assets and systems, both in the station and trackside
s a leading provider of technology and network services to many of the UK and Ireland’s largest and most mission-critical operational systems, telent goes above and beyond, every day, to ensure it delivers when it matters most. Innovation, collaboration and transformation underpin telent’s activities. Individually these key strengths are highly effective, combined they deliver optimum results for telent’s diverse customer base – reducing costs, improving safety and ensuring reliability. telent’s long and proven track record is testament to its continual development of new and improved systems that are tailored to the customer’s specific requirements. This is evident in its many successful projects, including: • Developing and implementing a remote CCTV status monitoring solution for TfL’s CCTV camera estate • Installing a Passenger Lift Asset Condition Monitoring system to provide 100% availability. Automated, proactive CCTV monitoring A staggering 1.37 billion passengers use the London Underground every year. Their safety and security is ensured via 14,000 CCTV cameras managed by Transport for London (TfL). Ensuring every station’s camera system is working effectively is therefore vital, particularly as passenger numbers are predicted to grow along with an increase in litigations. Yet the monitoring, maintenance and assurance of these assets is complex, costly and time-consuming. CCTV cameras are operationally critical assets, so they typically demand a rapid fix time of four hours. Any delay in fault reporting reduces integrity and availability – both of which are crucial in
today’s heightened security environment. However, with large camera estates it is not always easy to identify image deterioration or camera failures across diverse CCTV systems; which can result in delays in reporting issues. Having engineers on stand by and then rushing to fix a camera that has been offline for several days is expensive; however, costs can be significantly reduced if the cause of failure is known before an engineer attends site. telent identified a significant opportunity to improve system assurance and maintenance efficiency of TfL’s CCTV estate through automated status monitoring. We developed an advanced software solution, called Arbitex, that enables remote identification of cameras that are out of focus, misaligned or faulty – without having to wait for station staff to report problems. One of the challenges that telent had to overcome was that Arbitex needed to work seamlessly alongside existing maintenance operations and both IP and legacy analogue cameras from multiple vendors. In addition, commercial and operational pressures
meant that Arbitex had to be quick and easy to deploy; require minimal additional equipment and upgrades; operate on low bandwidth to mitigate the impact on network performance; and provide a positive ROI in year one. All of this was achieved and much more. telent’s automated and proactive approach to camera monitoring significantly reduced cost while improving system assurance and increasing camera availability. In fact, the benefits were so significant that the project implementation was totally funded by the savings in maintenance costs. So a clear win-win scenario. Demonstrating technical Acumen A different type of asset monitoring system proved itself across the London Underground network during the 2012 Olympics. Prior to the games starting, telent installed its Asset Condition Monitoring system, Acumen, on key lifts on the underground network. This enabled London Underground Limited (LUL) and its lift maintenance providers to predict and
prevent any faults, thus delivering a 100% reliable service during the games. Acumen checks the status of each asset with red, amber and green traffic light style alerts displayed through a simple web-based dashboard to advise of impending issues; alerts can also be sent via text message. The customised web interface is compatible with any web browser via PCs, tablets or smartphones – enabling data to be viewed in real-time and on the move. It is widely accepted that prevention is more cost-effective than cure. By using Acumen to remotely monitor an asset’s critical components, telent provides early warning of any issues and potential failures. The costs and delays associated with service disruption, maintenance and repairs are therefore reduced, providing savings and a system that has paid for itself in a relatively short period of time. This was certainly the case with LUL. Since its introduction, telent’s Acumen system has been in use on 30 lifts across the London Underground network. The low installation and overall system costs allowed for a quick return on investment, with further cost savings in the longer term. Following on from this success, the system was further developed to monitor escalators, platform temperatures and communications equipment rooms. Acumen can also be deployed across a wide asset base including pumps and fans, toilets, baggage handling, heating and ventilation. Whole life asset management Maintaining and supporting assets is not a short-term requirement but an ongoing need. telent has adopted a whole life approach to asset management that seeks to optimise the primary components of costs: the cost of failure, running costs and capital costs. By managing an asset throughout the whole of its life, telent can deliver significant reductions in total costs.
Development of telent’s lifecycle asset management model enables informed decisions on whether to refresh, upgrade or continue to maintain an asset – based on inputs from asset performance and maintenance activity. Through asset condition monitoring combined with other metrics such as fault data, reliability, performance, condition and supportability, telent predicts how long an asset will last or when it will fail. telent’s lifecycle asset management model and asset monitoring system provides accurate assessment of operating costs and risks, such as obsolescence and asset life cycle, enabling these to be weighed against potential capital expenditure or the performance benefits of replacement. If replacement is the best option, telent not only optimises the design to produce the best ratio of capital to operating spend but will also develop strategies to optimise replacement cost and minimise any
operational impact. Replacing obsolete systems can be expensive and difficult, often introducing new operational and performance risks. Besides, why replace something that is working perfectly well? So telent provides obsolescence management services for assets, systems and software when there is no longer any support available from the original equipment manufacturer. The in-depth knowledge and expertise of telent’s engineers and industry specialists mean it is trusted to maintain system performance, often extending well beyond the intended lifetime. telent’s proven history in the rail sector has enabled it to witness first-hand the development and evolution of a vast number of different systems. As a result, it can repair, reverse engineer, redesign, re-manufacture and integrate with more modern systems – negating the need for expensive upgrades. telent’s whole life approach was born out of an initial contract awarded by TfL in 2005 for the design, installation and ongoing asset management of all station communication and control systems on 100 London Underground stations. Under the contract, which runs until the end of 2019, telent took on full responsibility for the assets, meaning any replacement or performance failures are at its cost. This led to a review of the way telent deploys and delivers its services, including: system design; staff training; service desk; remote asset monitoring; fault analysis; performance analysis; spares logistics; obsolescence management and asset life extension. So, if you want to talk to a company that understands asset management in the rail industry, talk to telent. Tel: 01926 693000 Email: firstname.lastname@example.org Visit: www.telent.com Rail Professional
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Keeping rail freight on track Ian Clarke, Director, Global Infrastructure at KPMG, argues the case for rail freight’s contribution to productivity and national competitiveness
he UK rail network has played a central part in shaping the pattern of trade across the country since the early days of the railways right through to today, and it will go on doing so in future. By moving goods and people, the rail industry contributes more than £36 billion to the UK economy every year, according to figures from the Railway Industry Association. Passenger services are typically the ‘public face’ of the rail industry, and sometimes the importance of rail freight can be overlooked. But in fact, 17 billion net tonne kilometres of freight were transported on our railways in FY18, according to the Office of Rail and Road. Goods worth more than £30 billion are transported by rail each year, including UK-made goods for export, like cars and Scotch. The UK rail freight industry has had a tough time in recent years with a huge dropoff in traditional coal volumes, in line with global trends and significantly impacting industry revenues. Global demand for coal has dropped by 4.2 per cent since 2014, according to the International Energy Agency, as renewable energy capacity continues to come on stream. Rail freight volumes are, though, showing some tentative and very early signs of recovery, with net tonne kilometres slightly increasing in the first quarter of FY18 compared with a year earlier. Successive Network Rail studies have demonstrated the significant potential for long-term growth in the UK rail freight sector. Rail freight’s contribution to productivity Productivity is a topic that is high on the Government agenda – it is key to our longterm prosperity. The way we move goods around the country – and beyond – plays a major part in determining the efficiency of our economy. Part of the original rationale for building
the railways in the 19th Century was to transport goods quickly, cheaply and reliably. That rationale remains a sound one today. Goods that move by rail usually do so because it is cheaper than the road alternative. These cost savings add up. Our analysis of rail industry statistics estimated this to be worth £1.2 billion in lower transport costs to UK Plc in 2016, more than double the £500 million per annum of environmental and congestion-related gains from rail freight. Optimising the balance between freight and passenger The balance between freight and passenger trains – i.e. how we allocate scarce rail network capacity – needs to be carefully struck. While peak rail network capacity clearly needs to be geared towards passenger trains (running more freight trains near our major rail passenger terminals at 8.30 in the morning clearly isn’t the answer!), freight should remain a key consideration as we plan off-peak railway timetables. The rail freight industry has invested in longer trains in recent years. A Rail Delivery Group 2014 report indicates that the average freight train was carrying over 50 per cent more cargo than it did ten years earlier. This uses the railway more effectively and, other things being equal, reduces the number of trains on the network. We should look for further opportunities to invest in rail infrastructure to maximise freight capacity and lower rail freight transport costs, building on recent rail network and rolling stock improvements that have already been undertaken. When we identify and evaluate the business cases for rail freight investment opportunities, their impacts on national productivity – through lower freight transport costs – should be a key consideration. Smaller scale investments in rail infrastructure
can also help to maximise the ability for freight trains to be accommodated alongside passenger services. Rail freight and trade relationships Brexit negotiations are in the process of being finalised and in the coming years there might be new opportunities for international trade deals. As our international trade relationships are being re-evaluated, it is worth remembering that rail freight has an important role to play, by supporting access for UK companies to overseas markets, for example. In fact, more than a third of the containers that enter and exit the UK’s deepsea container ports are transported by rail to terminals spread throughout the country, according to Network Rail. If our future goods trade relationships were to disrupt the flow of rail freight, or make it otherwise more expensive, then the costs could include impacts on the productivity of UK Plc. Rail freight clearly makes a significant contribution to the productivity of the country, as well as to the environment and to the reduction of road congestion. The sector has strong growth potential as consecutive market studies for Network Rail have identified. As it grows, the productivity gains the sector delivers for the country will continue to increase. We can support that growth with targeted investments on a range of scales. These investments should demonstrably increase the price competitiveness of rail transport, as well as helping to accommodate freight trains and passenger services more easily alongside each other.
Ian Clarke is Director, Global Infrastructure at KPMG Rail Professional
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Learning lessons from the Nuclear Industry Martin Theaker, Risk Manager within HS2’s Infrastructure Directorate describes the parallels that the megaproject has with nuclear innovation in years gone by
n 17th October 1956, the world’s first civil nuclear power station was opened at Calder Hall in Cumbria. The plant had taken three years and cost £35 million (£830 million today) to build. The introduction of nuclear power was designed to revolutionise the UK’s energy supply, with planners aiming to use the new technology to generate 25 per cent of Britain’s total power output by 1970. These plans were seen as heralding a brave new world of cheap and sustainable power supply, with some commentators even predicting ‘electricity too cheap to meter’. Today, we are engaged in a similarly ambitious transformation of the UK’s rail network, with the introduction of HS2 set
With nuclear energy and highspeed rail both enjoying a new lease of life in 21st Century Britain, now is undoubtedly a good time for rail engineers to draw some lessons from outside their sector
to hugely increase capacity and connectivity between our major cities. And just like the early British nuclear pioneers, we need to look to the future and plan for the long term. As Christopher Hinton, Director of the Atomic Energy Authority’s Industrial Group (and a former GWR apprentice), said at the time: ‘What we are doing today will look as clumsy and costly in a hundred years’ time as Watt’s early steam engines look to us, but we may well be opening the door to similarly important advances.’ With nuclear energy and high-speed rail both enjoying a new lease of life in 21st Century Britain, now is undoubtedly a good time for rail engineers to draw some lessons from outside their sector. Superficially, this seems quite easy: after all, both endeavours are large public infrastructure projects that require resources to be marshalled on a national level. Below the surface, however, there are also some very significant differences. Environmental responsibilities Perhaps most important, is the fact that nuclear engineers initially did little to consider the environment, whereas HS2 has had ecological responsibility, our commitment to zero biodiversity net loss, and our ‘green corridor’, planned into it from day one. So, what can HS2 learn from Britain’s nuclear experience? Looking first at the need for the project, Britain’s civil atomic programme began because Government forecasters were predicting an energy gap during the 1960s that coal simply could not fill. In response, British planners immediately commissioned an exhausting crash installation programme of Magnox reactors, locking themselves in to the first system that had proved commercially feasible.
The result was that design flaws had to be resolved by incremental modifications on a case-by-case basis during installation, leading to each generating station having unique (and expensive) build differences. As such, the lesson here is to avoid ‘technological lock-in’ by future-proofing designs to anticipate and incorporate potential improvements where possible. From track to rolling stock, HS2 needs to make sure that its railway is flexible enough to accommodate the challenges of both today and tomorrow. Skills shortages Turning next to the skills agenda, Britain’s nuclear project only exacerbated its acute post-war shortage of scientists and engineers. This in turn forced a significant expansion of places at universities and technical colleges, while access was also broadened for students from both home and abroad. Britain’s civil nuclear lead allowed its laboratory at Harwell to become the centre of global nuclear training. It also gave the UK a lucrative line in potential exports, in turn granting it huge influence over foreign nuclear activities in countries that chose to buy British. Moving to 2018, it is clear that HS2 is also operating in a sector experiencing a generational skills gap which needs to be filled by recruiting graduates, apprentices, and other early career talent. If this is done, when HS2 is completed, there will be a body of highly-skilled experts and a well-prepared UK supply chain that can help to complete projects abroad. It will also have driven engineering innovations that need to be captured and commercialised, once more emphasising the whole-life benefits of the project. Another clear learning point from the nuclear world is that power stations are incredibly capital-heavy but generate Rail Professional
electricity cheaply when compared to conventional alternatives. If managed correctly, these assets can be made to work very hard: Calder Hall was originally designed to operate for 20 years but eventually ran for 47, closing only in 2003. In the same way, HS2 must continue to present itself as a project that will bring repeated economic benefits over the next century. Megaproject equals mega-responsibility Britain’s nuclear industry was built up during a period of severe austerity, and HS2’s headline figure of £55.7 billion certainly brings with it a great deal of responsibility and pressure during the ongoing squeeze on public finances. However, it is also important to communicate that the whole-life economic case for a new high-speed rail line more than justifies this initial investment and will bring benefits for decades to come. Environmental considerations also play an important role in any major infrastructure project. The original nuclear planners did not give green issues the same consideration as we would today, driven as they were to find sites where nuclear installations could be built with extremely limited resources. Interestingly, much of the early debate centred instead on aesthetics, with
councillors and industrialists even arguing during the construction of the nuclear plant at Trawsfynydd that ‘it was possible that people who came to see the power station might stay in the national park to enjoy the natural beauties’. There was also a steep learning curve regarding safety, and the 1957 fire at Windscale. 60 years on, it is fair to say that both the nuclear and rail industries have made great strides in their ecological efforts. As a new project, HS2 has both the opportunity to learn from previous mistakes and the responsibility to make sure that the materials used on the railway are as environmentally friendly as possible. Disposal and decommissioning costs must be factored in well in advance and everything possible will be done to minimise disruption to local habitats. It is also important that communication with the public is as clear and transparent as possible – something the early nuclear planners took several years to learn. Finally, it is worth noting the regional benefits of major infrastructure projects. Because of their design, nuclear stations consume large quantities of water as a coolant, leading to most of them being built on the coast. This factor has brought employment to remote areas of the UK (North Wales, Suffolk, Cumbria, northern Scotland), in
turn driving substantial local support for the nuclear industry. HS2’s depots programme and the National College for High Speed Rail now have a similar opportunity to win local goodwill by bringing employment to areas away from the new stations HS2 will build. There are also plans to connect major cities like Liverpool and Glasgow to HS2 by connecting the new line with existing routes in the North. In turn, this will hopefully further build public support for rail investment and drive confidence in future high-speed rail projects. Nuclear energy, like the rail industry, has had its ups and downs and is currently enjoying something of a resurgence. None of the lessons proposed here are necessarily easy, but by benchmarking against, and learning from, industries outside the rail sector we can ensure that we maximise the benefit of our collective experience. Who knows, perhaps in ten years’ time, we’ll be reading about the lessons that the UK’s next generation of cutting-edge green energy technology can learn from HS2!
Martin Theaker is a Risk Manager within HS2’s Infrastructure Directorate, and the author of Britain, Europe and Civil Nuclear Energy, 1945-62: Power Politics.
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MIDLANDS ENGINE |
Powering the Midlands Engine with rail Fiona Piercy, Programme Director of the Midlands Engine describes the variety of initiatives underway in the Midlands
ll over the world, the rail industry is synonymous with big business. There are few better examples of this truism than the Midlands – employing more than 40,000 people and contributing billions of pounds to the regional economy each year. At last count, the national rail infrastructure pipeline was worth £88 billion, the greatest sector investment in over a century. The UK rail supply chain is perfectly placed to reap the rewards of this extraordinary investment. However, while high demand presents a great opportunity for businesses, challenges lie ahead if Midlands manufacturers and innovators are to outperform rivals. We must continue to foster partnerships between the public and private sector, encourage cross-industry collaboration and leverage inward investment to cement the region’s status as a global rail leader. The railways have always been part of the industrial fabric of the Midlands. Our engineers have been building trains and railways for 200 years. Today, with new technologies changing the fundamentals of rail travel, the region is a hotbed of research and development in transport innovation. Our rail supply chain includes expertise in rolling stock design, development and manufacture, infrastructure and consultancy
services, systems and signalling and light rail technologies. Derby-based Bombardier is an undisputed world-leading manufacturer. Its long-standing Midlands presence has supported the emergence of a slick network of consultants, technologists and component manufacturers, unified by their reputation for engineering excellence.
It is time now for these networks and the pool of skills they require to widen even further. UK rail operators are looking to procure £35 billion of new equipment and services over the next 15 years. To meet that level of demand, current estimates suggest the supply chain must grow by 140 per cent. Skills The UK’s 21st century rail revolution can only maintain momentum with the help of a small army of well-trained industry professionals. Promoting the skills agenda and closing skills gaps are vital to the industry’s future success. The Midlands is the heart of the UK’s future high-speed rail network and being home to HS2 ensures commitment to skills. New chair, Sir Terry Morgan, says HS2 will be responsible for directly or indirectly training 5,000 apprentices. This will be delivered both through private business placements and at Birmingham and Doncaster’s National College for High Speed Rail, purposebuilt facilities created to nurture the next generation of engineers and rail industry experts. The Midlands also boasts The Rail Professional
| MIDLANDS ENGINE
University of Birmingham’s Centre for Railway Research and Education (UBCRRE), the largest university-based centre for railway research and education in Europe. Technology and innovation While skills play a huge part in strengthening a region’s industrial credentials, there must also be the right climate, and appetite, for innovation. There is already a great deal of research and development happening in the Midlands. We are the test-bed for introducing new systems and technologies like 5G and Connected and Autonomous Vehicles (CAVs) which will shape the future of transport. Birmingham’s Westside Metro Extension, running from Birmingham’s Broad Street to Edgbaston, will be the first tramline in the UK to run on battery power. Not only will this remove the need to fix electric wires to listed buildings, but it will also reduce the aesthetic and environmental footprint of the project.
Earlier this year, UBCRRE also achieved a UK first, exhibiting its ‘hydrogen hero’, an operational hydrogen fuel cell passenger train. It has now signed a memorandum of understanding with Porterbrook, another Derby-based rolling stock provider, to create a hydrogen-powered commercial
train – demonstrating how this fuel of the future might be deployed across the UK’s rail network. Encouragingly, the Midlands is also home to UBCRRE’s Quinton Rail Technology Centre, as well as no fewer than five mainline connected rail test sites at Tuxford, Melton, Long Marston, Loughborough and Barrowhill, where these revolutionary developments can be trialled. Cross-industry collaboration Beyond rail, it is vital we apply best practice in other areas of advanced manufacturing to foster cross-industry collaboration. A consortium of organisations including the University of Warwick, the West Midlands Combined Authority, Horiba MIRA and Transport for West Midlands are working together to test CAVs on 50 miles of the road network in Coventry and Birmingham. This enhanced connectivity is also being used to improve transport data analysis and security, with CCTV live streamed from buses to police control centres to help prevent anti-social behaviour. Being the first part of the UK with access to 5G offers a huge advantage to the rail industry and technology supply chain. Those able to adapt and apply automotive industry innovation to systems used in rail could derive a significant competitive advantage. This principle is equally relevant to Coventry’s UK Battery Industrialisation Centre. While its primary aim is to foster world-leading design and development of batteries for the automotive industry, the associated knowledge base and innovative momentum can also be leveraged to develop the lithium ion cells needed for trams or next generation commuter trains. The benefits of cross-industry collaboration are long established. Bombardier works closely with its aerospace division to share expertise in acoustics, aerodynamics and reliability, a practice that was instrumental in it becoming the first company in Europe to develop and apply a lightweight aluminium car for high speed trains. As a global centre for advanced manufacturing, the Midlands is perfectly placed to become characterised by cross-industry collaboration.
MIDLANDS ENGINE |
Support for SMEs Mobilising the full breadth of components needed to cement the Midlands’ status as a rail industry hub relies heavily upon our diverse community of SMEs. Smaller firms form an essential part of the supply chain and often face a different set of challenges to those experienced by larger, established businesses – namely access to markets and external finance. Linking up these organisations with support from industry bodies such as Rail Forum Midlands and EEF (formerly the Engineering Employers Federation) can prove vital. Encouraging interaction with buyers is instrumental in helping businesses to secure game-changing contract opportunities. This is something HS2 is engendering to great effect. At one of its recent ‘Meet the Contractor’ events, 73 per cent of the 440 registered attendees were from micro, small and medium sized businesses. Similarly, the Midlands Engine Investment Fund, a £250 million pot of
finance for the region’s SME community is now distributing loans and equity investment to those looking to grow or develop their service offerings. Inward investment The ultimate aim of regional rail strategy is not only encouraging organic growth, but also attracting inward investment from international organisations. Chesterfield beat off competition from 30 other UK sites to reach the last two in the shortlisting process for Spanish train manufacturer Talgo’s plans its first British factory. Although Longannet in Scotland was ultimately chosen, Talgo intends to build a £9 million Innovation Centre in Chesterfield, and the bid has led to interest from other manufacturers keen to invest in new facilities in the town. Undoubtedly, Derbyshire’s established rail supply network is helping to encourage this interest from investors.
Improvements to the rail network For industry excellence to truly be achieved, growth in the Midlands’ rail sector must be matched by investment in the region’s rail network. Rail passenger journeys grew by 5.4 per cent in the West Midlands and 3.4 per cent in the East Midlands in 2016/17, while journey numbers fell 1.1 per cent in London. It’s time that Midlands Connect’s plans to transform East-West connectivity are realised with evidence-based, targeted investment, so that this growing demand for rail travel can be met. The Midlands Rail Hub, a flagship plan to future-proof the rail network for passengers and freight for generations could create space for six million more passenger journeys a year and 36 new freight paths a day, shifting the equivalent of 4,300 lorries a day from the roads. By introducing 24 extra passenger trains per hour and significantly improving journey times, the Midlands Rail Hub project will double the number of hourly services between Birmingham and Hereford,
Worcester, Coventry, Leicester and Nottingham, as well as adding two more to Derby and new direct trains to Lincoln. This would widen access to labour and foster better industry connectivity on both a regional and national level. As HS2 gains pace and industry demand increases, the Midlands is poised to leverage its rail expertise and seize upon this transformative market opportunity. Forging ahead of international and domestic rivals relies on collaboration between industry leaders and technological innovation that stretches the length of the supply chain, with local government, trade organisations, funding partners, large corporates and SMEs all working together to build networks fit for the future. This approach, along with the region’s commitment to the skills agenda, will support growth, diversification and innovation for years to come. Fiona Piercy is Programme Director of the Midlands Engine Rail Professional
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Seizing the moment Dave Hodgson, Chair of England’s Economic Heartland’s Strategic Transport Forum and elected Mayor of the borough of Bedford describes the region’s potential for growth
he Oxford-Milton KeynesCambridge growth corridor has one of the most exciting potentials in Europe: an internationally renowned hub for science, technology and research – a place at the cutting edge of innovation. As political and business leaders we share Government’s ambition to create a global economic heavyweight – one that, crucially, also improves the quality of life of those who already live and work in the region. But, as the National Infrastructure Commission warns, this can only happen with the right investment in infrastructure and services to support what are transformational levels of economic growth. That’s why, in 2016, we launched England’s Economic Heartland’s Strategic Transport Forum – representing communities from Swindon across to Cambridgeshire, and Northamptonshire down to Hertfordshire. As the Sub-national Transport Body for the growth corridor, we are developing an overarching Transport Strategy putting the needs of businesses and individuals at the forefront of investment decisions. Rail has to play a pivotal role in achieving this aim – we must harness the natural inclination our residents have towards train travel. The Rail Review announced by the Secretary of State for Transport provides an opportunity to map out what we need from our rail system. So, what will we be telling Review chairman Keith Williams? Achieving growth First and foremost, we must change our approach to passenger services and accept that our current approach is too fragmented and too focussed on the short-term financial value of an individual franchise. England’s Economic Heartland is commissioning a study which will examine
whether the current rail franchising map is fit for purpose; two contrasting examples illustrate both the challenges of the current approach and potential benefit of an alternative one. First, the recent East Midlands franchising process. By looking at the East Midlands franchise in isolation (the Thameslink services were left untouched) and including a requirement to accelerate services from the East Midlands to London (if only by five or ten minutes), the process led to rail services being downgraded in Bedfordshire and across parts of
Northamptonshire. For example, intercity services from Bedford to London are removed altogether, and Bedford is removed almost entirely from its long-held position on the intercity network. Bedford is at the epicentre of the Heartland but the new franchise will achieve the exact opposite of the ambition promoted by the rest of Government – it will literally disconnect people and businesses from opportunities and services, injuring rather than growing our economy. The franchise also reveals other Rail Professional
inconsistencies. At a time when Government is trying to rebalance the economy and reduce the dominance of London, the focus on reducing journey times from the East Midlands into the capital serves to undermine that thinking. The franchise process was also too slow, with the franchise specification being overtaken by more recent events – not least the National Infrastructure Commission’s identification of the Heartland’s immense economic potential. Contrast this with the Chiltern franchise – awarded on a 20-year basis, giving certainty and confidence to its private sector backers, the franchisee was incentivised to invest in the system for the benefit of the community. We have seen a long-term programme of investment (much of it funded privately), delivering a step change in capacity and providing new travel choices, with a service that is valued by its customers. Connecting people The National Infrastructure Commission identified the importance of improved connectivity in the growth corridor. For England’s Economic Heartland this means both improved east-west and north-south linkages. And the Secretary of State’s championing of the need to deliver East West Rail between Oxford and Cambridge in full by the mid-2020s has brought pace to the delivery of the project. East West Rail cuts across the historical, London-centric grain that shapes so much of the rail sector’s thinking: the recent switch to devolution within Network Rail has been along ‘routes’ which serves to reinforce this pattern. Improved connectivity means we need to focus on linking economic activity with labour markets, housing with services and facilities. It means delivering new infrastructure and introducing new service patterns; ones that better reflect our needs in the 21st Century, rather than perpetuating those of the Victorian era. The added benefit of such an approach is that it also offers the Mayor of London an opportunity to realise his ambition to move long-distance through-freight off the capital’s rail networks in order to increase capacity for passenger services. It’s a principle we support – and means ensuring East West Rail has the capacity and capability to accommodate growth in both people and freight. Strategic Transport Forum England’s Economic Heartland has recently commissioned a major new study which will Rail Professional
examine freight’s impact on rail (and road) networks both now and in the future. Pinchpoints which may benefit from investment will be identified, with special consideration given to East West Rail’s potential for shifting freight from roads onto rail. Our work shows why Sub-national Transport Bodies are critical for the future of long-term infrastructure planning – particularly in regard to rail. We take a long-term view, aided by the tools we have developed. This includes a ground-breaking policy scenario modelling tool which will enable us to look at the relative implications of ‘what if’ scenarios stretching out to 2050. Our Strategic Transport Forum provides the platform on which a single view on strategic priorities can be formed – a single powerful voice for the Heartland speaking to Government and partners across the public and private sectors. Through it we are at long last starting to ‘join up’ strategic infrastructure planning. We will examine how improving the rail offer, coupled with investment in digital investment, might change the nature of investment in the highway network. Earlier this year bus firms across the Heartland came together to form a Bus Operator’s Association. It gives the sector a strong voice at the table, providing them the opportunity to discuss strategic issues and influence the Heartland’s Transport Strategy. We would welcome an equivalent association involving train operating companies. Our work on freight and logistics means we’re already starting to develop an approach with freight operators, but it is crucial we also have passenger operators on board. Only through collaboration can we realise the region’s unique potential.
The Rail Review puts the need for the sector to be thinking of the ‘bigger picture’ into sharper focus. At a time when the public is looking for the integration of public transport, we need to make it easier for a public transport operator to offer improvements to local bus services when bidding for a rail franchise. Yes, we need to be careful not to inadvertently create monopolies that disadvantage the public. But, as we approach the third decade of the 21st Century, the public is left bewildered why it is not possible to integrate services across modes. In its formal response to the National Infrastructure Commission’s final report on the growth corridor, published on Budget Day, the Government said it: ‘will build on learning from successful regional economies…in creating a sustainable and thriving economy that works for people and the environment.’ We absolutely share these sentiments – now is the time to give our residents and businesses the confidence that rhetoric will be turned into reality. That means infrastructure being delivered on time, rail timetables which work for passengers, reliable journey times, seamless interchange with other transport modes, and safe, accessible stations. To borrow the National Infrastructure Commission’s phrase, it is about striving for ‘net betterment’ for our environment and our people. That is England’s Economic Heartland’s overarching aim – please join us for the journey.
Dave Hodgson is elected Mayor of the borough of Bedford and Chair of England’s Economic Heartland’s Strategic Transport Forum.
14th International Exhibition of Railway Equipment, Systems & Services
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am Engineering Ltd - Rail Sector Supplier m Engineering Ltd remains a family run company and preferred supplier to ar, Defence, Rail, Steel, Oil & Gas, Subsea & Power Generation industr m Engineering is an expert in turnkey project management and this uniq ess provides in-house complementary services of CAD/CAM proof machini d fabrication (BSEN ISO 3834-2), medium-heavy (30t – 10m) CNC machini t Welding and complex assembly & testing for batch and one off producti m Engineering Ltd also manufactures `safety critical’ components across rs under a range of qualifications. See www.oldham-eng.com Oldham Engineering Ltd - Rail Sector Supplier Oldham Engineering Ltd remains a family run company and preferred supplier to the Nuclear, Defence, Rail, Steel, Oil & Gas, Subsea & Power Generation industries. Oldham Engineering is an expert in turnkey project management and this unique business provides in-house complementary services of CAD/CAM proof machining, coded fabrication (BSEN ISO 3834-2), medium-heavy (30t – 10m) CNC machining, Robot Welding and complex assembly & testing for batch and one off production. Oldham Engineering Ltd also manufactures `safety critical’ components across all sectors under a range of qualifications. See www.oldham-eng.com
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Oldham Engineering Ltd remains a family run company and preferred supplier to the Nuclear, Defence, Rail, Steel, Oil & Gas, Subsea & Power Generation industries. Oldham Engineering is an expert in turnkey project management and this unique business provides in-house complementary services of CAD/ CAM proof machining, coded fabrication (BSEN ISO 3834-2), medium-heavy (30t – 10m) CNC machining, Robot Welding and complex assembly & testing for batch and one off production. Oldham Engineering Ltd also manufactures `safety critical’ components across all sectors under a range of qualifications.
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Future of infrastructure discussed at UK Construction Week Nathan Garnett, UK Construction Week Event Director, rounds up all the activity from the event
he ‘future of construction’ was the theme for this year’s UK Construction Week (UKCW) and it was truly brought to life across the nine shows all under one roof. Welcoming over 34,000 visitors, 650 exhibitors and over 350 speakers, UKCW was a bustling success. Embracing the future The infrastructure hub thoroughly embraced the futuristic theme with over half the seminars covering the future of construction
Even though construction is behind on investing in digital technology, the seminars pointed out that there are many benefits to be had, especially regarding infrastructure, such as speeding up project delivery and reducing costs
and how technology will bring benefits to the industry. Drones, AI, robots and 3D through to 7D were all covered and encouraged. Even though construction is behind on investing in digital technology, the seminars pointed out that there are many benefits to be had, especially regarding infrastructure, such as speeding up project delivery and reducing costs. Collaboration, supply-chain management and diversity were also discussed as well as a more digitised future for infrastructure.
Conversation pieces With a comprehensive seminar and CPD programme there was plenty to talk about and rail was on the agenda. Harbinder Singh Birdi, Senior Partner, Head of Infrastructure at Hawkins Brown, discussed how BIM and digital software will be used by multi-disciplinary teams to design and coordinate offsite construction, within the challenging constraints of London, to accommodate the new Elizabeth line. Changing the skyline of Birmingham Rail Professional
covered connectivity in Birmingham and the West Midlands. This not only discussed HS2 but the comprehensive extension of the Metro and motorway upgrades. The discussion revolved around how such diverse projects could all work together to ensure suitable future infrastructure. The Greater West (TGW) rail electrification discussed how a single new digital platform was used to reinvent field data collection and reporting. Electrifying one of Britain’s oldest and busiest railways, while providing an eco-friendlier, and more reliable journey is no mean feat. That is why Balfour Beatty wanted to speed up the movement of information between field engineers by using eviFile.
bots, swarm drones and reacting silicon armatures as potential ways to speed work up on construction sites. It certainly sparked the imagination of visitors and fitted perfectly into the future of construction theme.
On the construction front the big topics covered included the repercussions of the Hackitt Review and the Grenfell Tower fire. Other sessions generated calls for more responsive planning and housing policies, more integration across digital construction and software systems, and more consistency and guidance from the Government, especially in procurement and standards. There was a large focus during UKCW on offsite construction and how it could solve the housing crisis. The ‘robotic buildings for all’ seminar took this process one step further by suggesting that the skills crisis could be addressed by automated tooling. It then went on to explore balancing ball
other platforms. ‘We use the show to create an awareness of the Cemex brand along with showcasing and launching new products and services. There is an extremely wide range of people visiting this show and over the three days we see everyone from major contractors, local government through to small builders and self-builders. It is great to see the show growing and evolving every year since the start and we are proud to have UKCW as Cemex’s flagship show.’ Right now the UK is updating the Transpennine route, the Birmingham Spur HS2 line, Dover Docks, Trafford Park Metrolink, M1 motorway and water mains
Positive feedback Rebooking for UKCW is up 40 per cent on last year which is testament to the strength of the show. James Fairclough, European Director of Marketing, Cemex said: ‘UKCW is a fantastic place for us to meet both existing and potential new customers. Where they can experience our products and materials first hand and have a level of interaction that is not possible through
across West Cumbria. It is a time of change for the future and these projects will be carried out to the highest standards to ensure our future infrastructure is ready. 5G is also just around the corner and promises super-fast mobile streaming which will boost data transfer rates. The West Midlands will be the region to develop and
test this new technology. It’s an exciting time for those working in the infrastructure sector and we are pleased we could play a part in it with UKCW’s infrastructure hub. UKCW consists of multiple specialist shows, including the Build Show, headline sponsored by Easy-Trim, Building Tech Live, Timber Expo, Civils Expo, Energy 2019, Plant and Machinery Live, HVAC 2019 and the Surface and Materials Show. Next year’s UKCW will take place between 8th - 10th October 2019 at Birmingham’s NEC. Nathan Garnett is UK Construction Week Event Director
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RAIL REVIEW |
The Williams Review: a catch-22 for the rail industry Chris Jones, Consultant in Odgers Interim’s Industrial Practice discusses the William’s Review and what it means for the rail industry
hris Grayling’s ‘root and branch’ review is being touted as the most significant examination of the rail industry since its privatisation in the mid-1990s. Chaired by former British Airways boss Keith Williams, we can expect the review to tackle many of the UK rail industry’s current pain points, from industrial relations to passenger fares. However, it’s what is frequently referred to as the ‘broken’ franchise model that will take most of the spotlight. It’s this focus, combined with the UK’s exit from the EU and the prospect of a Labour Government that will influence the course of development the rail industry takes over the next twelve months. Whilst success stories certainly exist, the
There is an expectation that taking on hundreds of millions of pounds of debt onto the Government books will magically resolve every problem. Those who make this argument fail to tell passengers that the much-needed investment that is taking place today would be at risk
current system of contracting out operating services is susceptible to overbidding and the promise of unrealistic outcomes. Contracts can sometimes require franchisees to run trains throughout the night on parts of the network, preventing them from carrying out required maintenance. What’s more, the lengths of contracts can vary with some being too short for any serious investment, meaning that franchisees lack any incentive to invest in the future of the network. This is particularly true of the shorter seven-year agreements where there are often no investment requirements, leading franchisees to focus on the short-term, and are risk-averse to any long-term projects. This of course limits the potential to embed much needed innovation and results in the inability to effectively handle and prepare for timetable disruption and intermittent performance.
It is unsurprising then that an overhaul of the model is very much on the cards. There is however, uncertainty about how much power the review will have and how it will change the franchise model. At the same time, whispers of devolved powers to regional authorities to take greater ownership of networks have created even more ambiguity. Lacking clarity on the scope of the review places companies in limbo. The industry is understandably hesitant about any serious investment over the next 12 months and is holding back on long-term planning until concrete details emerge. It means we can expect to see a freeze on franchise bidding; no company will want to put forward a £5£15 million bid for a new franchise if the playing field is likely to change. As a result, the much-needed investment on certain beleaguered lines is unlikely to materialise. Those lines that are currently Rail Professional
| RAIL REVIEW
facing serious performance issues are therefore likely to continue to be beset with problems. Renationalisation The 2022 general election will only add to the potential torpidity within the industry. In his speech to the House of Commons in October, Chris Grayling quashed the idea of renationalisation, saying: ‘There is an expectation that taking on hundreds of millions of pounds of debt onto the Government books will magically resolve every problem. Those who make this argument fail to tell passengers that the much-needed investment that is taking place today would be at risk.’ The statement is unequivocal; the Conservative Party’s position in power however, is not. Labour has confirmed their plans to renationalise the railways if they win the 2022 election, which will cast more doubt on the rail industry’s thoughts of investment and improvement. Whilst on the one hand rail companies will be hesitant to invest in franchises that they may at some point no longer have full control over, on the other hand they will not want to be found wanting in the report published in 2019. The rail industry is nothing if not competitive and with the review looming over them, a number of
rail companies are likely to consider the improvements that can be made to the lines they operate as a way of demonstrating their efforts to the review’s panel members. It’s a catch-22 situation where rail companies will be weighing up whether to implement or forego any impending improvements, depending on the lengths of contracts they have and the quality of individual lines. Grayling has made it clear that the review will have a strong focus on customer service, saying: ‘The review will look at how the railway is organised to deliver for passengers. It will look forensically at the different options, and then make recommendations on what will best deliver results in different areas of the country.’ Any actions taken by rail companies in the next twelve months will therefore be to this effect, with customer service very much front of mind. Digital innovation and the development of ‘smart rail’ is the key to this, enabling rail companies to accurately forecast demand, maximise rail capacity and improve network reliability. Whilst the review will engender stagnation across many franchises, we can expect at the very least, that it will force companies to consider their digital innovation strategies across other areas of the network.
The outcome of the review is also worth considering. If it is too draconian in its assessment of the industry and individual providers, then there is a strong possibility of companies pulling out of what is already an overcrowded market. This will be particularly true if the review’s recommended changes for the franchise model impacts rail companies too severely. It’s something that must also be considered alongside Brexit. The deal brokered between the UK and the EU will influence the actions of European companies operating in the UK and may cause them to pull out of the UK market altogether, whilst at the same time UK owned business may struggle to source employees. It’s clear that with the announcement of the review, rail companies will have to make hard decisions around investment and improvements and I think we can expect to see a year of both action and inaction. Brexit will certainly colour the review and may also impact its accuracy and effectiveness if the UK’s divorce from the EU severely impacts the rail industry.
Chris Jones is a Consultant in Odgers Interim’s Industrial Practice
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BUSINESS PROFILE |
Powerful solutions from Relec The role and competencies of a specialist distributor of electronic equipment are ideally represented by Dorset based Relec
his article will examine two of the main product lines supplied by the company and describe the exacting standards which the company’s products must fulfil in order to be acceptable and compliant with the standards applicable in the industries they serve. Relec was set up in 1978 with the main objective of supplying specialist products and services to the professional communications, industrial and transportation markets. The company offers highly specialised power generation products supported by a team of experienced and highly qualified engineers to ensure that the high and demanding expectations of the customer can be met.
include self-cooling enclosed cases. Operating under what are often very arduous conditions the products have high immunity to electrical, humidity and mechanical stress attributes all of which contribute to delivering extremely high reliability. Case study This brief case study illustrates how the experience of the team at Relec was applied successfully to an urgent requirement. A customer needed to simulate the 110VDC train-borne supply voltage from an AC supply. The solution needed to be quickly available and relatively easy to implement for an urgent requirement. The solution also needed to be robust enough to be installed in a mobile transit case without posing a reliability risk. The solution After extended discussions a solution utilising the Excelsys Ultimod configurable power supply family was selected. The Ultimod series offers field proven reliability, a five-year warranty for peace of mind and, thanks to the flexible/configurable design of the product the customer could receive their customised solution within 24 hours.
Railway Approved Products – power conversion products The industry demands especially high performance, flexible yet rugged products and Relec, together with Bel Power Solutions, can look back on over 40 years’ experience in providing power conversion products. Indeed, the roots of the product range and expertise are to be found in the brand name Melcher manufactured by Bel Power which was originally a Swiss electronics specialist until it became part of the Bel Power Group. The range centres on high performance AC DC, DC DC converters, DC AC inverters and displays and EMC filters compliant with national and international railway standards EN50121-3-2, EN50155. AC DC converters are often deployed in lineside applications whilst DC AC inverters are used to permit onboard AC equipment to be powered by the train’s DC power supply. Available in a variety of power levels with a wide range of input and output voltages the products are designed to operate under extremely wide temperature ranges and
Compliance essential Product information on the Relec website is comprehensive and the particular standard to which a product is compliant is listed. In addition, the product may also benefit from having been listed by Network Rail PADS (Parts and Drawing System). Displays – rugged and high performance It is easy to think that displays, hand-held or large, mounted units are ‘standard’ in design and capability, as the majority of us are so used to treating the display on our laptop or PC as typical design standard. Not so! Relec has over 30 years’ experience in providing monitors and displays for the most arduous of applications. Typical industries and applications served include rail, offshore, defence, marine and construction. Displays are usually tailor-made to the application and may range in size from 4 inches to 42 inches and may include custom built machined cases. There is also a vast range of display technologies available to ensure that the product performs whatever may be thrown
at it – sometimes literally. The medical industry will demand anti-bacterial coatings for obvious reasons. Monitors deployed in high use areas will need anti-finger marking treatments and of a more general nature, other treatments include resistive touch, PCAP and antireflective coatings.
EMC Filters – an essential part of power supply applications Relec is able to provide the major essential components in order to satisfy the requirements of a typical rail/industrial communication application, a great advantage in being able to provide the client with a broad range of highly qualified technical expertise at a single source. EMC filters are often required to enable equipment to achieve compliance and operate in demanding environments and Relec has a comprehensive range of the best EMC filters and chokes available. The range of filters covers duties from 1A to 1100A for a variety of single and three phase applications, chokes and inductors for noise suppression and transient immunity protection, as well as power entry modules (PEMs) to combine IEC power entry with EMC noise suppression filters and immunity. The company has been very deliberate and targeted in selecting a strategy of providing specialist products for demanding industries and ensuring that they can offer the best technical support both at the design stage and in after sales service and above all the ability to offer industry compliant products to ensure safe and reliable operation. Tel: 01929 555700 Email: firstname.lastname@example.org Visit: www.relec.co.uk Rail Professional
BUSINESS PROFILE |
Rail Business Awards 2019 Preparations are now underway for the 21st staging of the Awards, at the London Hilton on Park Lane on 21st February 2019. You can book your place at railbusinessawards.com
ne of the highlights of the year, the Rail Business Awards are the first chance for the industry to reflect on the successes of the previous twelve months and celebrate excellence across the UK rail sector. Widely considered to be one of the best networking opportunities in the UK rail industry calendar, the Rail Business Awards will bring together more than 600 industry leaders, politicians and CEOs to the annual event which is once again being organised by the Railway Gazette Group. The importance of the awards can be seen by the list of high-profile sponsors who continue to demonstrate their support for the hard work and effort of the many entrants and nominees, as well as the actual winners on the night. The award categories themselves illustrate the breadth of disciplines that come together to enable the industry to work effectively; from heavy engineering and the management of infrastructure and rolling stock through to the customer facing aspects such as the management of stations and marketing initiatives that bring new customers to rail. Passenger and freight operations are both recognised whilst the impact of rail on the environment is also acknowledged, as is the need to deliver excellent customer service. The organisers are also clear that the industry must never stand still and the continual development of individuals and the technology that helps the rail sector to work safely and effectively are reflected in awards for training and development and technical innovation along with an award for Rail Engineer of the Future. The role played by individuals and those tasked with leading the teams across UK Rail’s many sectors is recognised through awards for Young Professional and the ultimate accolade: Industry Leader.
electrification of major routes and the introduction of new electric trains and extensively refurbished HSTs to deliver a step change in the quality of services linking the seven major cities in Scotland via what has been branded ‘Inter7city’. Reflecting on both awards Alex Hynes said: ‘The recognition for the ScotRail Alliance at the Rail Business Awards was a fantastic endorsement of the hard work and commitment of all of our people. While the awards were for individuals, this only becomes possible with the dedication of everyone across the ScotRail Alliance. I am delighted we were recognised by industry colleagues and we will continue to strive for improvement as we build the best railway Scotland has ever had.’
For GWR the challenges of introducing two new fleets of trains, the Class 387 EMUs in the Thames Valley and the UK’s first high-speed bi-mode trainsets, the Hitachi Intercity Express Trains. Bringing the latter into service was particularly challenging given the fact that electrification work was still ongoing and the locations for switching between power modes were going to move gradually move westwards as more of the route went live. On accepting the award GWR Managing Director Mark Hopwood said: ‘While there is still much work to do to deliver the level of service I know our customers want to see, I am delighted that GWR has been recognised in this way. ‘Over the last year we have delivered a
Scottish success In 2018 these two prestigious awards went to the same operator as ScotRail Alliance Managing Director Alex Hynes was named Industry Leader of the Year, while the Alliance’s Head of Integrated Control, Mark Ilderton, took the award for Young Professional of the Year. The ScotRail Alliance is a partnership between Network Rail Scotland and ScotRail which has the stated aim of creating ‘the best railway Scotland has ever had’ with the
Teamwork and rolling stock The Rail Business Awards also acknowledge the vast amount of teamwork that is needed to deliver excellent service and so the Rail Business of the Year award is always highly prized. On presenting the award to Great Western Railway in February 2018 the judges said the operator had shown ‘incredible versatility and resilience through a very difficult period, despite the disruption caused by electrification and upgrading works’.
new fleet of Electrostar trains for London and the Thames Valley, significantly increasing the availability of seats where they are most needed; started the roll out of new Intercity Express Trains and made significant improvements to our timetable. It would not have been possible to respond to the changes of the electrification programme, while at the same time delivery the rolling stock improvement we had hoped, without a close working partnership with Network Rail. ‘Part of the biggest fleet upgrade in a Rail Professional
BUSINESS PROFILE |
generation, we have made significant steps in the right direction and I know that as we continue to meet the challenges together we will deliver a railway fit for the future.’ GWR’s trophy cabinet was also enhanced through Rolling Stock Excellence award for bringing its Class 387 EMUs into service, and the Safety & Security Excellence award for a partnership project to reduce antisocial behaviour. Women in Rail Recognising the increasing diversity of what has historically been seen as a male dominated industry, the award for Women in Rail is highly coveted and for 2018 winner Chie Shimizu of architects Weston Williamson + Partners it proved to be a springboard for a new phase of her career. WW+P is an award-winning architectural and urban design practice with current UK projects including the Elizabeth line stations at Paddington and Woolwich, Crossrail 2 and HS2 Phases One and Two. The practice also works with London Underground and Docklands Light Railway and has teams working on major projects in Australia and Canada. Commenting on her award Chie said: ‘Winning the Women in Rail (award) didn’t
just give me a boost to continue progressing further in my career in the rail industry; it also provided opportunities to encourage other female peers and young talents to pursue their career in the industry based on my experience. And I believe it in some way influenced my decision to throw myself into a new challenge of working on the rail and metro projects in Australia. ‘I have met many highly skilled and brilliant female professionals in the industry and I am enjoying every minute of it!’ 2019 awards Released on 6th November the shortlist for the 2019 awards once again shows the breadth of talent and expertise across the UK rail sector, with nominees representing businesses of all sizes from across the UK rail supply chain covering both passenger and freight sectors. Companies which sponsor an award category demonstrate their support for all the hard work and effort of the many entrants and nominees, as well as the actual winner on the night whilst the event itself promises to be an excellent evening with the awards ceremony itself being followed by an after-show party. Once again those on the shortlist face
an agonising wait until the night itself to see who has won, whilst the judges face the challenge of selecting the best from some very strong candidates in each category. As in previous years the event itself promises to ‘highlight the contribution made by so many individuals and companies throughout the UK rail industry who put a huge amount of effort, vision and skill into developing their business and serving their customers’, said Railway Gazette Editor-inChief Chris Jackson. To book your place go to railbusinessawards.com, or for enquiries contact Stephen Pobjoy on 020 8652 5216, or email email@example.com
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BUSINESS PROFILE |
Switching on to greater environmental awareness The rail industry has demonstrated it is ever more eco-conscious by taking a greener approach throughout its operations
t is an approach that leading manufacturer and supplier Morris Site Machinery supports with its array of sustainable products to light the way. Morris’ lighting towers are built to perform, providing reliability, extended run times and all-round great performances ideal for the rail sector. As the first British company to produce solar powered lighting towers with its SMC TL55 Solar and its sister tower, the TL55 Battery Tower option, it is a shining example of developing innovative eco-solutions.
On track with reliable and robust equipment Mobile tower lights providing great visibility are well suited to the demands of rail professionals who need to keep projects running smoothly, whether on trackside maintenance or major capital projects. SMC lighting towers can be seen at London’s Crossrail programme and supporting Network Rail’s drive for fuel-free sites. The Network Rail approved SMC TL90 LED is a super silent lighting tower with proven reliability and performance providing up to 177 hours of uninterrupted operation. Four 300W LED lamps give directional clear
and crisp light with a spread of up to 100 metres. The innovative Halo, a next generation lamp head offering a powerful, anti-glare soft light, is perfect for trackside lighting where strong light is needed but anti-glare is important. Its virtually indestructible lamp head delivers 360 degrees of diffused light from four 300W LED quadrants. The trailblazing TL55 Solar meets demand for a sustainable, environmentally friendly and low maintenance lighting tower. Offering instant light from four LEDs, it does not compromise on power or quality. With both battery and mains supply provision, it represents a flexible option Rail Professional
THE 21ST RAIL BUSINESS AWARDS
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to 500 hours using PIR sensors and auto dimming providing further choice for rail professionals. The SL80 Pallet, a super silent, static eight metre mast lighting tower, is highly transportable and compact, enabling 22 units to be loaded onto a 40ft trailer. Another option is the TL90 ELV, one of the most efficient Extra Low Voltage lighting towers on the market. Compact and easy to transport it has a super silent operation and is fuel efficient, giving 165 hours of uninterrupted operation.
which is already being used on several Network Rail sites. The TL55 Solar delivers up to 500 hours of light on a single charge – the longest run time of any tower on the UK market – thanks to its PIR sensors and dimmable LEDs. The sensors detect movement, so the lights automatically dim to save energy when no one is around. The TL55 Battery light also has a run time of up
A leading light As part of a fifth-generation family owned and run business group, Morris Site Machinery has a proven track record, operating from four manufacturing bases and depots in Wolverhampton, Lincolnshire, Aylesford and Stirling. It is the UK’s number one manufacturer of lighting towers, proud of its heritage of designing and engineering pioneering products, built to perform. Tel: +44 (0)1902 790824 Email: email@example.com Visit: www.morrismachinery.co.uk
Specialists in bespoke hydraulic lifting equipment for the rail industry A well established 100% British company, with safety and quality being our number one priority Quality approved to BS EN ISO9001:2015 standard We will be pleased to quote, design and build hydraulic lifting equipment to suit your individual needs
KEEPING YOU ON THE RIGHT TRACK Majorlift Hydraulic Equipment Ltd. Arnolds Field Estate Wickwar Wotton-Under-Edge GL12 8JD
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Bounds Green Depot â€“ safe maintenance in an all-electric depot The railway is one of only a few industries that expects its employees to work with high voltage electricity and powerful machinery daily
owhere more so than in train depots where staff need safe, reliable systems to access and maintain trains. Modern trains have also evolved over time to have more equipment in the roof space, such as electronics and air-conditioning. This has required better staff access to the roof and also the need for gantry cranes to
move items such as heavy air-conditioning equipment. Additionally, on electrified networks there is a desire to have electric depots, rather than using diesel shunters to move electric trains around. How you combine electric depots with overhead line and make depots safer and allow for gantry cranes is a complex engineering requirement. Furrer+Frey has been creating iconic
overhead line solutions for almost a hundred years. In particular, Furrer+Frey has been constantly striving to evolve technology which minimises risks and maximises efficiency. This was the catalyst for Furrer+Frey to develop the tensionless alternative to the conventional overhead contact line â€“ Rigid Overhead Conductor-rail System (ROCS).
Pioneers of MOCS since 1987 MOCS is an innovative Moveable Overhead Conductor-rail System for rail workshops and depots. The system ensures safe maintenance work can be carried out on rail vehicles, while enabling free access to train roof Motorised cantilevers
Visual indicators during operation (aided by acoustic)
Cantilever conductor rail carrier
Conductor rail in open position to bring the train into the depot
Conductor rail in retracted position allows safe, free access to train roof
Moveable conductor rail Airgap between long section
Secured earth when retracted
Transition arrangement from OLE to MOCS
infographic: Paul Weston | www.paulweston.info
+ PROVEN TECHNOLOGY
Control panels and operating boards for safe interlocking - Crane movement
- 120+ Installations - 90+ Depots - 20 + Countries - 20 + Years in service
- Platform access - Earth switch - Power switch
20 countries 20+ years Operational in >20 countries
Proven MOCS projects in service
+ APPLICATIONS MOCS applications are not limited to depots and rail workshops, they have also been successfully deployed on bascule, lift bridges, swing bridges and loading and unloading terminals
Installations already in service
Find out more... GB@furrerfrey.ch
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Since this revolutionary system was invented in the 1980s by Furrer+Frey, sound commercial sense, technical expertise and pioneering innovation have all contributed to ongoing enhancement of the system by the company Since this revolutionary system was invented in the 1980s by Furrer+Frey, sound commercial sense, technical expertise and pioneering innovation have all contributed to ongoing enhancement of the system by the company. This development led Furrer+Frey to deploy this to the tricky problems faced in depots. Furrer+Frey developed Moveable Overhead Conductorrail System (MOCS) for railway workshops and depots to ensure safe maintenance work on rail vehicles. Quite simply, with MOCS the overhead line electrification is a bar that can be retracted away from the track, switched off and earthed – enabling obstruction free access to the train roof and ensuring safe maintenance work on rail vehicles. An integrated control system provides a proven safe and efficient way of controlling depot train movements. A train drives into a depot under electric traction, then stabled in a control system which cuts the power using a switch. A voltage transformer carries out a check resulting in a safe indication light. As the system is equipped with a moveable overhead conductor rail, the rail is then moved by the control system to its parking position using motorised cantilevers and safety earthed. Visual and acoustic signalling devices are usually provided to give advance warning that moving and switching procedures are about to take place. The status change is indicated by a signal to lower the pantograph and in some cases by a running light along the whole system as well Control system The control system essentially consists of a main control cabinet and the control, signalling and monitoring components that are connected to terminal blocks in the cabinet. For multiple tracks, operating panels are located trackside and are wired to the main control cabinet. The controls and displays for the system status are usually located on the front door
of the control cabinet or on the trackside operating panels. The control system also includes one or more key switches from the interface to the mechanical interlocking system, through which other systems, such as cranes, are secured. Signalling devices can be integrated into the system, such as running lights or signals, that indicate the status of the overhead contact line. Rotary or flashing lights and acoustic sirens provide a warning before and during switching and moving procedures for the overhead conductor rail. These devices are also equipped to indicate an emergency shutdown or a malfunction. Most depots have roof working platforms, overhead cranes and access stairs to platforms. The functioning of these systems is safely integrated into the control system of the moveable overhead conductor rail. These can be monitored through electromechanical or electrical interfaces. In the UK Furrer+Frey first deployed MOCS at Temple Mills Depot for the Eurostar trains. However, currently a showcase of this work is at Bounds Green Depot in North London. The depot has seen a sizeable investment by Virgin Trains in recent years to improve the facilities for maintenance of rail vehicles on the East Coast Main Line. Their fleet of high speed and intercity trains include Class 91s, 43s, MK3 and MK4 and most recently Azuma Class 800 trains. The Furrer+Frey MOCS system was chosen to support maintenance of the Azuma trains. Network Rail and Hitachi chose Spencer as the principal contractor for the depot upgrade. In turn Spencer has worked with Pod-Trak as its specialist electrification contractor. Furrer+Frey has worked with Pod-track to supply and install the MOCS system to Bounds Green Depot. The project aims to improve the present facilities for maintaining the Virgin East Coast fleet of rail vehicles. This alliance between Furrer+Frey and Pod-Trak has been the perfect fit for this project as both parties are committed to outstanding performance and operate with excellence, trust, innovation and integrity. In conventional depots, train inspection and maintenance tracks often require diesel/ battery operated locomotives, involving significant amount of time and logistical management to haul carriages into the depot or an electrified train movement within the depot – where the overhead system can cause obstruction for staff accessing the train roof. This has similar safety hazards as a conventional overhead electrified track. The Furrer+Frey MOCS system will eliminate issues of this nature for Bounds Green Depot and provide the maintenance depot with a robust, rapid, retractable and elegant, safe system. The MOCS system was the chosen solution for the depot as it is versatile and flexible. For example, it can be used in multiple arrangements to suit
the depot requirements – the sideways folding conductor-rail is most common and can be used in liftable and retractable arrangements. The transition from the conventional overhead line outside of the depot, is done through a transition bar and an in-line horn. This project is a great example of the MOCS system, seamlessly integrating with the present facilities at the depot, in particular, the depot protection system interlocking process causing minimal disruption to the present depot operating and isolation procedures. The collective focus has been on producing an efficient, safe and quality product to the depot with an emphasis on being open and transparent. When a project is complete it is easy to see the direct benefit, however the end-users can soon disengage during the lifecycle of the project through disruption. Early and continuous end-user engagement was an integral part of this project and heavily contributed to its success. The wider project group helped facilitate this end-user engagement. This project style has been deployed across all the MOCS projects, which is why now over 120 depots use MOCS. Project Manager Nicola Farrell said: ‘This has made a real difference to working practices in depots and has helped in improving the efficiency of maintenance work. It must be remembered that electrification does not stand alone, project teams must collaborate, work seamlessly with energy and vigour with all stakeholders – architects, end-users, planners, other engineers to make electrification part of the wider scheme and at the forefront of decision, making throughout a project.’ The project has been shortlisted for the 21st annual Rail Business Awards; a testament to the work by the whole project team. Tel: +44 (0) 203 740 5455 Email: GB@furrerfrey.co.uk Visit: www.furrerfrey.ch
This alliance between Furrer+Frey and Pod-Trak has been the perfect fit for this project as both parties are committed to outstanding performance and operate with excellence, trust, innovation and integrity Rail Professional
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Drive your business with a stall at the first Annual RISQS Conference Put your organisation in front of 500 members of the UK rail market with a stall at the Annual RISQS Conference. For just £299 you can have a 2m by 3m pitch at the rail networking event of 2019 featuring speakers including Network Rail Procurement Director Clive Berrington and ORR Chief Inspector Ian Prosser. The event, at Coventry’s Ricoh Arena on March 28, is an exciting new forum for 500 RISQS members featuring presentations from major buyers outlining their view of the contracting landscape in CP6 and opportunities for suppliers to network with buyers. Don’t delay as stalls will be allocated on a first come, first served basis. Please note there is no shell scheme; all stalls must be furnished with your promotional materials within the 2m by 3m space. Purchasing a stall also entitles you to two tickets for your representatives. Book your stall now by emailing...
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Case Study – Network Rail Hull Botanical Gardens LMD is a fuelling point that carries out train ‘A’ examinations overnight
he depot is staffed by six level five fitters and three maintenance assistants along with six cleaners based at the depot, with the night shift being the busiest and coldest shift. As the majority of the work is carried out overnight and large doorways remain open for long periods, operatives were working in single figure temperatures, particularly in the colder winter months. With the rail shed being unheated and night time being the busiest shift, a new heating system was of paramount importance to Network Rail. Comfortable working temperatures and greater control over energy management prompted an investment in Nor-Ray-Vac continuous radiant tube heating from Nortek Global Hvac, under the Reznor brand. The train depot at Hull Botanical Gardens is 99 metres long, 16 metres wide and has two train tracks running through the length of the shed with two roof heights of seven metres and eleven metres. It now benefits from the Nor-Ray-Vac system of 19 burners with ducted fresh
Slingco, is a world-leading manufacturer and supplier of high quality stainless, galvanised steel and non-metallic pulling grips, as well as line pulling swivels, blocks, array rollers, connectors and general wire rope assemblies. We distribute our products to a variety of industries such as: ■ Rail ■ Power Utilities ■ Infrastructure ■ Oil & Gas
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Kilborn Consulting Limited is an independent railway engineering consultancy and design business. We specialise in the design of railway signalling and telecommunication systems for the UK and Ireland railway infrastructure.
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Our core services cover technical advice, consultancy services, feasibility studies and concept, outline (AiP) and detailed design (AfC) of both signalling and telecommunication systems. We can provide all Signal Sighting activities and signalling risk assessments, including SORA and Suitable and Sufficient Risk Assessments for Level Crossings. We also provide EMC and E&B studies to complement our core services. We very much look forward to working with you.
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air supply due to the diesel fumes from the engines, arranged in six temperature zones with just four discharge fans, to give the client economic flexibility of working. Suspended from the roof, the heaters emit infrared rays that warm only objects and people in its path. They do not waste fuel heating the volume of air in the building. This will ensure that Network Rail’s heating costs are kept to a minimum. The entrance and exit doors often occupy the full width of rail shed buildings and may be left open for many hours a day. When doors are open at both ends, a wind tunnel effect is created and cold air at high velocity is drawn into the shed. The problem of keeping the shed warm enough for personnel to work comfortably is compounded by the north-south alignment of the tracks which is a severe problem at night when there is no sunshine to warm the interior. The Nor-Ray-Vac system provides even heat coverage throughout the building, with rapid warm up time and low noise operation. Economy and effectiveness are the two key criteria specifiers required to answer when selecting a heating system for rail maintenance sheds. Finding a solution to both in a single heating system can be
into account. Emeg successfully removed the redundant system and installed the Reznor Nor-Ray-Vac system producing a comfortable working environment for operatives, especially those working the night shift.
challenging. However, one form of space heating technology is ideally suited to this cold and often inhospitable working environment – Nor-Ray-Vac radiant tube heating. Low operating costs are achieved by concentrating the heat at low level, where it is most needed, without heating the volume of air in the building. Rapid response times reduce running costs further. Such flexibility means that warmth is felt by people in the building within minutes of start-up and no fuel is wasted bringing the air to a comfortable temperature. Since the Reznor radiant system burns fuel at point of use, there are no distribution losses to take
Installation summary • Network Link invested in a Nor-Ray-Vac continuous radiant tube heating system • Nocturnal shits and Large open doors demanded efficient heating systems • Suspended from the roof, the heaters emit infra-red ray that warm only objects and people in its path • Low operating costs are achieved by concentrating the heat at low level. Technical summary • Area: 99 metres long x 16 metres wide (two rail track shed) • Height: seven metres and eleven metres • Volume: 14,500 m3 • Heaters: 19 NRV burners
Tel: 01384 489250 Email: email@example.com Visit: www.reznor.eu
GEOPHYSICAL AND SURVEYING SERVICES Geophysical surveying techniques provide rapid, discrete and cost-effective methods for locating and identifying subsurface features. RSK’s specialist geophysics team has a long-established record of providing high-quality technical support to the transport sector. As part of the RSK Group, we have the largest ground investigation resource in the UK for all aspects of rail-related surveys. Geophysical techniques available include ground-penetrating radar electromagnetic ground conductivity resistivity imaging magnetics surveying microgravity seismic refraction seismic surface-wave ground stiffness topographic surveying laser scan surveys with application to buried services and culverts underground structures mining works and voids variation in ballast thickness variation in embankment material level of rockhead badger sett mapping.
For more information, please contact: Tim Grossey T: +44 (0)1442 416654 E: firstname.lastname@example.org @rsk_geophysics
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Rail Supplier Opportunities With TVS
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Discover the value of being a TVS supplier - contact us today www.tvsscs.com
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TVS Supply Chain Solutions supporting the UK Rail Sector TVS Supply Chain Solutions are a global supply chain company Delivering Value Added Services and Innovative Solutions. TVS provides market-leading supply chain solutions to the automotive, beverage, defence, heavy industrial, and utilities sectors
VS can trace their UK heritage back over 100 years and are now one of the fastest growing global supply chain organisations, with annual revenues of US$7 billion. They are a global provider of world class, end-to-end, supply chain services for a diverse customer base, across a wider sector portfolio. They address complex and dynamic supply chain challenges that drive operational efficiencies and ultimately reduce costs for the customer allowing them to focus on their core business, often which is in an ever changing environment requiring innovation and continuous improvement. As a trusted partner they also create new solutions that offer improvements across the lifetime of the contract, they deliver real outcomes. Their value added services- start with transformational management, TVS work hand in hand with customers to understand their exact requirement then tailor a solution to meet the customersâ€™ key criteria. TVS offer a variety of services which include inventory management, inventory funding, procurement, supplier management, warehousing, packaging, transportation, logistics and supply chain all of these services are underpinned by a strong inhouse Information technology suite. . It is a testament to this approach that sees TVS enjoy many long term relationships with its clients, several of which have now been working in true partnership for in excess of 15 years. Recently TVS started to work with businesses aligned to the Rail sector and have realised that the UK Rail sector is ready for, and definitely in need of a different and innovative approach in terms of how it sources its indirect or distributed procurement categories for material and spare parts. Rail Professional
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To find out more about a pioneering company that is now part of the Ibstock family, get in touch today by calling 01606 79436 or visit www.andertonconcrete.co.uk
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The UK Rail sector is going through a period of unprecedented investment, not only from Network Rail’s CP6 budget, HS2 and Crossrail but also from the major OEM’s who have ambitious plans to develop both new and upgraded manufacturing and maintenance facilities across the UK. The Supply Chain experts understand that there is a real appetite for key stakeholders in the UK Rail sector to begin to look to outsource, to focus on the management of high level strategic items and suppliers to improve the safety, performance, availability and reliability of the items they supply. This will enable these businesses to reduce the number of procurement transactions and the associated costs in supporting systems by transferring responsibility to the supply base. This will create a smaller cohort of key suppliers, who could be appropriately incentivised, to utilise their knowledge and expertise in finding better solutions to the planning, production, storing, distribution (to point of use) and the supply of the right product for the right application. TVS SCS feel that outsourcing will enable the UK Rail sector to improve the customer experience of managing and using items, whilst having an input into the supplier relationships and being able to contribute to finding solutions to problems and issues. This transformation will allow these businesses to take cost out of all elements of the supply chain e.g. by avoiding expensive duplication of unnecessary resources and to take cost out of products supplied. The approach of utilising the supply chain where the best expertise exists rather than doing things “in house” or in the “traditional way” should be a clear driver for the UK Rail sector. What does a future supply chain look like? Future supply chain solutions are heavily reliant on smart communication between end user – client – service provide and supplier. This seamless link allows businesses to hold the minimum amount of stock in a national distribution centre and to rely on a robust supply base utilising a direct from supplier model (DFS). The use of information technology gives visibility of stock levels throughout the supply chain and allows end users to make critical decisions and to act accordingly should there be any shortages of product supply. This model also allows businesses to
take significant cost out of the supply chain by reducing the need to have cash tied up in large amounts of inventory. Utilising e-Commerce technology also gives the ability to control cost. Business Data Analytics gives visibility to management to make informed decisions around the supply chain. Typically historic supply chains generally have a large inventory holding, infrequent delivery cycles and limited demand forecast information. Management reporting and data analytics in historic supply chains were very limited How will TVS meet the UK Rail Sector requirements? Through Innovative supply chain solutions specifically focused at reducing operating costs through a series of value added services. A wider holistic view of “total cost of supply”, considerate of compliance requirements as demonstrated across other market sectors to provide an optimum supply chain. Why TVS? TVS have specific knowledge and expertise in developing and delivering procurement solutions for a wide range of industries. This allows them to utilise best practises for the wider benefit of our collective customer base. They recognise the desire for change within the Rail sector and believe that through seeking proven external supply chain expertise, businesses can free up their own valuable resource to focus on the core competencies of their business delivering highly effective, safe and timely rail network services. They have a proven track record in using experience and expertise gained across other business sectors and applying these to new areas, bringing their innovative practices and solutions to deliver efficiencies and benefits that have previously been unlocked. It is their stated aim to be the ideal partner for you, to support your business in its own
transformation journey and to manage your end to end supply chain requirements. Andrew Jones, CEO TVS Europe comments: ‘Supply chains must continue to invest in advanced technology solutions and data analytics if they are they are to survive and grow in the modern world’. In a recent customer project TVS worked hand in hand with one of Europe’s largest utilities and infrastructure businesses to provide a tailored solution to fit their exacting requirements. This involved taking ownership of the customer’s supply chain and embedding in their systems within the business to become a seamless part of the customer’s operation. Operative sin the field now utilise innovative tablet technology on a daily basis whilst the customers management team monitor performance through the provision of bespoke data analytics dashboard and business intelligence operating suites. Through an integrated and collaborative approach TVS have been able to realise the true operations and cost benefits with an optimised solution. This has provided a “future proof” system which has transformed their business from an unsophisticated paper based manual set up to the leading edge of supply chain development. Tel: 01257 265531 Email: firstname.lastname@example.org Website: www.tvsscs.com Rail Professional
Working collaboratively to deliver infrastructure improvements safely, to programme, whilst minimising disruption to operations. BRIDGES
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Reducing harmful emissions to air, one train at a time The World Health Organization (WHO) estimates that 800,000 people die every year from urban air pollution
ir pollution is a major environmental risk to health. By reducing air pollution levels, countries can reduce the burden of disease from stroke, heart disease, lung cancer, and both chronic and acute respiratory diseases, including asthma, yet around 91 per cent of the world’s population lives in places where air quality levels exceed WHO limits. As the world’s leading fertilizer company and a provider of environmental solutions, Yara addresses global challenges to create positive change. One of Yara’s missions is to reduce environmental impact by helping customers reduce Nitrogen Oxides (NOx) and Hydrogen Sulphide (H2S) emissions, which are a global problem with local impact in urban centres. NOx are gases created from nitrogen in the fuel or combustion air when burning fossil fuels. As they interact with sunlight, NOx emissions form ground level ozone and smog (smog is a dark heavy haze, often reducing visibility). NOx and Sulphur oxides (SOx) emissions in the atmosphere are captured by moisture to form acid rain – which decreases biodiversity in water, forests and crops. In people, NOx can cause irritation of eyes and nose, shortness of breath and coughing/wheezing, while also significantly increasing the risk of asthma. H2S is a toxic gas that is often found in sewerage systems, sewage treatment works and industrial wastewater treatment facilities. It develops in sewers because of biological activity in the wastewater. The gas is deadly if concentrations become too large (> 1,000 ppm) and its presence is usually detected by its characteristic ‘rotten eggs’ smell. However, above a certain concentration, hydrogen sulphide anaesthetises the olfactory nerve, so that the smell cannot be detected. Environmental performance In order to combat these emissions, Yara has developed a range of products for the rail industry that can help improve their environmental performance; Air1 and Nutriox. These clean air solutions improve the quality of life in local communities and
ultimately help clean the air we breathe. Air1 is Yara’s brand of AdBlue. AdBlue is a 32.5 per cent solution of high-purity urea in de-mineralized water. It is a non-toxic aqueous urea solution used to chemically reduce Oxides of Nitrogen (NOx) emissions from diesel powered vehicles – mainly trucks, buses, tractors but also light duty vehicles, cars and trains. These need to be SCR (Selective Catalytic Reduction) equipped vehicles. Air1 enables the reduction of nitrogen oxides emissions (NOx) in diesel locomotives that are equipped with SCR systems. Several engine manufacturers; such as Siemens, Alstom and Bombardier, have chosen this technology for their new models. Some train operators in Europe have responded early to
local or national legislation on NOx limits for trains and are already using AdBlue. Locomotive fuel consumption is about one litre per kilometre and the AdBlue consumption is estimated to be at three per cent to five per cent that of diesel, depending on speed and weather conditions (this calculation is made for a train travelling 800 kilometres a day and transporting about 400,000 passengers per year). There are currently only a few diesel locomotives in the world that are equipped with SCR systems, which need AdBlue. At European level, there are ongoing discussions on applying limits to NOx emissions of trains. This is linked to the revision of the NRMM Directive on nonroad vehicles. Locomotives come under Rail Professional
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this European Directive that will soon be implemented in the UK & Ireland. Some European countries, such as Sweden, have national legislation that limit the NOx emissions. This country is particularly advanced in this area. Its rail network must ensure that any new diesel locomotive is equipped with SCR for the control of NOx. Yara’s dedicated brand of AdBlue, Air1, has been produced since 2004 and supplying locomotives in the rail sector since 2010. The company is the leading AdBlue producer in the world. It supplies the global markets with AdBlue from plants in Europe, including Sluiskil in the Netherlands and Brunsbuttel in Germany. Yara has been a leading player in the market since 1993 and worked with OEMs to define the needs of SCR systems to determine what was required and what specification AdBlue needed to be. As the world’s largest producer of AdBlue, Yara can ensure product quality, guaranteed sourcing, and reliable distribution through a large number of production plants and terminals on a global scale. With a fleet of 18 modern, dedicated bulk tankers and drivers in the UK, Yara is committed to providing a secure and robust supply of AdBlue from three UK bulk AdBlue terminals to Yara Air1 customers.
Preventing harm Nutriox is a biological treatment that fights against H2S to prevent the releases of this odorous gas and H2S prevention. There are many systems to combat odour pollution linked to hydrogen sulphide. Some only mask the problem; others, such as Yara Nutriox are preventive. Yara Nutriox is a natural process developed by Yara since the late 1980s. It is used by customers at thousands of locations with hydrogen sulphide problems. Yara Nutriox is a process for preventing hydrogen sulphide and the odours it produces. Using complex modelling and dosing equipment, it ensures the optimum injection rate to eliminate odour complaints and prevent the risk of exposure to this highly toxic gas. Since 2010, H2S has been considered a toxic gas by the European Union. The gas is deadly if concentrations become too large (> 1,000 ppm) and its presence is usually detected by its characteristic ‘rotten eggs’ smell. However, above a certain concentration, hydrogen sulphide anaesthetises the olfactory nerve, so that the smell cannot be detected. Hence the importance of preventive measures, such as Nutriox sold by Yara. H2S produced through the biological
decomposition of passenger effluent over a prolonged period of time, not only provides a foul rotten egg odour but is also toxic to human health, even at low level, but with the help of its technicians, Yara can design solutions tailor made to solve your problem. These solutions include tools for controlling the injection of the product and verifying in real time the effectiveness of treatment against hydrogen sulphide and mercaptans. Yara has designed a range of odour removal systems, developed from the knowledge and experience gained across Europe. These systems are typically specified where liquid treatment such as Yara Nutriox is not possible. Such applications include train care depots and any location where Controlled-Emission Toilet (CET) waste is emptied. As leaders in nitrogen chemistry, by creating synergies from its existing fertilizer business, reducing emissions from locomotives and battling global environmental challenges has become an integral part of Yara’s missions and values.
Tel: 01472 889250 Email: firstname.lastname@example.org Visit: www.yara.co.uk
DEPOT SOLUTIONS FOR SAFE MAINTENANCE Furrer+Frey’s innovative Moveable Overhead Conductor Rail System for railway workshops and depots ensures safe maintenance work on rail vehicles and enables free access to the train roof. The overhead conductor rail is retracted away from the track, switched off and earthed. An integrated control system contributes towards efficient and safe working procedures. This revolutionary system has been supplied and is operational in over 125 depots worldwide.
email@example.com firstname.lastname@example.org @furrerfreyGB @FurrerFreyGB www.furrerfrey.co.uk www.FurrerFrey.ch
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A Huck fastener that has it all! ®
The Huck BobTail® – small diameter 6.4mm to large 25mm permanent structural Lockbolt BobTail consists of two pieces, called pin and collar
he pin has rolled annular lock grooves (shallower than helical threads) with two pull grooves. The collar material is softer than the pin, with no initial grooves
Safe, ergonomic installation • No torque or impact is transferred to the operator • Tooling is light and easy to handle • Its quiet to install – under 70 Db.
The installation process – how it works • The pin is simply inserted into the prepared hole • The collar can be pre-spun onto the pin by hand if pre-assembly is required • When the installation tool is applied and activated, the tool swages the collar onto the pin resulting in high clamp forces • This force deforms the collar material into lock grooves on the pin • The force generated by the tool locks the collar into place; this will not loosen
Proven performance • Fastens without torque – delivers high, consistent clamp loads • Maintenance free joints – no retorquing required • Provides high vibration resistance – delivers joints that will not loosen • High fatigue endurance • Installs in only two seconds • The design of the fastener and tooling allows it to be installed in confined areas • Visual inspection is all that is required; digital tooling can also be used to record results • Creates tamperproof joints. • DIBt Approved (German national technical approval) • BobTail has been approved in both static and dynamic applications
No pin break • Eliminates waste • Ensures high corrosion resistance • Eliminates pintail slip hazards • Greatly reduces shock load to installation tool, thereby extending tool life.
Bobtail installation sequence 1
The pin is inserted into the
The installation tool is applied to the
At a predetermined force, the anvil
When swaging of the collar into
prepared hole, and the collar is
annular pull grooves. When the tool
begins to swage the collar into
pin lockgrooves is complete, the tool
spun onto the pin.
is activated, a puller in the nose
the pin’s lockgrooves. Continued
ejects the fastener and releases the
assembly draws the pin into the tool,
swaging elongates the collar and pin,
puller to complete the sequence.
causing the swaging anvil to press on
developing precise clamp.
the collar, drawing up any sheet gap.
• Retorque / retension of an installed Huck BobTail is not necessary • The BobTail fastener can be removed • The collar cutter allows fast and easy removal – with a quick, simple change of tool attachment from the installation nose to the collar cutter. Applications Engineered for a wide range of applications including, truck and trailer, chassis, steel framed towers, construction, bridges, gantries, steel framed/modular buildings, solar, the possibilities are endless! Huck lockbolts are a precision engineered two-piece fastening system. Bobtail can be installed in intensive vibration environments. They provide a direct metal to metal contact which eliminates the transverse vibration often found in conventional nuts and bolts. Huckbolts deliver superior joining, shear and tensile strength for an unmatched fastening solution. As the UK’s largest distributor of the Huck brand, Star Fasteners has a very close relationship with Arconic and is proactive in designing and developing new ideas. With many added value services and years of product application knowledge, Star Fasteners are able to offer a unique customer experience.
*Based on a typical installation of 5/8" grade 8 fastener
The BobTail System delivers a lightening-quick installation cycle time for greater productivity – as fast as two seconds*. This quick cycle is due, in part, to the short time required to apply the tool to the pin and initiate the installation cycle. Once the operator engages the trigger, the swage and eject sequence is programmed to complete the cycle without any additional worker input.
Tel: +44(0)115 9324 939 Email: email@example.com Visit: starfasteners.co.uk Rail Professional
WHAT’S THE COST OF LIVING? s ance Insur life at a value g from in anyth o £7 £2 t ... n millio
...WE THINK LIFE IS PRICELESS. Smart Depot Personnel Protection System (DPPS™) The Smart DPPS™ is a highly advanced, state-of-the-art protection system incorporating the use of intelligent distributed control and communication technology, as well as electronic personnel datakeys to identify staff working in different safety zones.
The Smart DPPS™:
• Protects staff and equipment • ensures safe and controlled movement of rail vehicles into and out of the depot • allows train maintenance operations to be conducted without endangering the safety of staff or damaging infrastructure
• fully programmable, flexible and functional • pre-configured to function with other Zonegreen equipment and to interlock with third party products • adaptable to the safe requirements of the depot
zonegreen safe working solutions
Find out more at www.zonegreen.co.uk Tel: +44 (0)114 230 0822 Fax: +44 (0)871 872 0349 Email: firstname.lastname@example.org
Looking to fill a key management vacancy? A recruitment advertisement in Rail Professional is the most direct route to the biggest pool of quality rail talent in the country. If you’ve got a key post to fill, Rail Professional is the magazine read by the professionals – 59 per cent of readers are managers or board-level executives. Call 01268 711811 or email email@example.com
THE BUSINESS MAGAZINE FOR RAIL Rail Professional
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AB Hoses Advanced Automatic Sander During the Autumn, low adhesion conditions cause an average of 350,000 delay minutes each year and can result in station overruns and signals passed at danger
his challenge goes beyond Autumn and it is a fact that low adhesion affects the railway all year round, making braking distances unpredictable. This not only negatively affects today’s railway operations but also industry’s aspiration of running more trains per hour. Sanders are routinely used on trains to reduce the impact of slippery rail head conditions by blasting sand between the wheel and the rail. Operation is either automatic or can be initiated manually by the driver, who can use it in a targeted way for both braking and traction. In 2013, a Class 221 Diesel Electric Multiple Unit, fitted with a twin shot manual sanding system, was involved in an incident at Chester Station. The incident not only resulted in significant cost penalties for the operators, Arriva Cross Country (XC), but also resulted in the Rail Accident Investigation Branch (RAIB) report recommending that all Class 221 units be fitted with an Automatic Sanding System in accordance with Railway Group Standard (RGS) GM/RT2461, ‘Sanding Equipment Fitted to Multiple Units and On-Track Machines’. The sanding system installed on the class 221 fleet has provided improved safety to operators in several different ways: • A reduction of SPAD and Station
overruns • Improved stopping performance during low adhesion rail conditions • Improved stopping reliability as sand is available in all brake settings • Fault indication and Low sand level activation for driver which enables safe decision regarding withdrawal of train from service • Reduced risk to track circuits, through optimal (not excessive) sanding. There are also improved operational costs: • Reduced wheel defects due to slide events (typically 60+ per cent) • Improved punctuality • Reduced sand consumption (multiple rate sander sands early and optimally reducing overall sand use) • Less downtime and improved availability (less flats = more availability), longer component life (wheels, bearings, collector shoes and suspension). In early 2018, RSSB approached AB Hoses regarding undertaking a trial for double variable rate sanding (DVRS) systems on the Class 323 fleet for West Midlands Trains. The RSSB objective is to prove that DVRS systems, which automatically apply more sand when braking at higher speeds, dramatically reduce braking distances and provide assured six per cent g braking performance. In particularly, DVRS systems can improve stopping distances by up to 50 per cent compared to a single fixed-rate sander. This trial is currently underway, with a
modified version of the current ABH single variable rate sanding system in production, using the knowledge and expertise from the sanding system developed for the Class 221s. To support innovation and growth opportunity, ABH has invested in a larger warehouse dedicated to the production of sanders, with a dedicated team of engineers. Since the implementation of the sanders on Class 221s, ABH has appointed a new engineering manager focused on research and development and have also appointed a project manager to work with customers i.e. BT and RSSB to understand the problems they are facing, feedback to the team and ultimately provide product improvements to the sanding system. ABH is committed to expanding its capability and delivering innovation within the industry, so much so, the trial currently underway with RSSB is at nil profit for ABH with ABH investing into the development of the modified sander system to support RSSB in making significant gains in their research. ABH is currently also supporting a number of parties to tackle industry wide issues such as the loss of traction return current on sanding axles, with ABH offering innovative solutions to design-in mitigation. This work is currently ongoing at present. Current Projects • Voyager 220 / 221 • Class 323 • Class 43 • Class 458 / 6 • Class 357 • Class 465 / 6. AB Hoses provides upgraded systems for all non-automatic legacy sanders installed on UK DMU, EMU and DEMU fleets. Product details • Automatic sanding in Traction and Braking • Speed dependant sand delivery to the railhead • Fully programable, software controlled • Software updates via USB stick • Enhanced safety performance • Improved fleet availability • Reduced maintenance periodicity.
Tel: 01246 208831 Email: David@abhoses.com Visit: www.abhoses.com Rail Professional
FLOORING SOLUTIONS FOR MASS TRANSPORTATION
Tel: +44 (0) 1579 320808 Email: firstname.lastname@example.org Web: www.treadmasterflooring.com A division of
NORBAR THE VOICE OF TORQUE CONTROL Norbar has a long history of association with the rail industry. Our involvement starts with the manufacturers and then extends through the life of the rolling stock and rail networks. We are also extensively involved with the rail infrastructure; building and maintaining the rail networks. • • • • •
Pneumatic Torque Multipliers Electronic Torque Multipliers Industrial Torque Wrenches Calibration Services Engineer To Order
CONTACT: email@example.com +44 (0)1295 753600 www.norbar.com
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The perfect 50th birthday present for Arrow Solutions One of the UK’s leading manufacturers of professional cleaning and maintenance chemicals is celebrating its 50th birthday in style after securing a number of new contracts in the rail sector
rrow Solutions, which provides a range of specialist degreasing, cleaning and winter products, has used its consultative approach to win increased volumes from Bombardier and new orders from Hitachi and Network Rail. It has also sealed its first ever supplier agreement with Siemens Rail to supply its specially-formulated Thickened Oxalwash to help improve the exterior appearance of 77 trains in the fleet. The success of this product, which replaced an underperforming rival, has also led to the East Midlands company introducing Supersolve CC at the train manufacturer’s Kings Heath depot and, in the coming weeks, a major trial of Ecowash Autoshine is planned. ‘This year has been very good and we have made real progress in developing our market share in this rapidly growing sector’ commented Alex Campbell, Rail Sales Manager for Arrow Solutions. ‘Our products offer fantastic performance and are very cost effective when compared to other rivals…however, it’s the way that we try to work with customers that has really made a difference and seen us pick up orders from new train operating companies and a number of infrastructure specialists.’ He went on to add: ‘We like to get involved at the earliest possible stage, understanding the issue or challenge facing our customer. Gaining this insight means we can fully get to the bottom of the issue and then offer solutions from our rapidly expanding product range. ‘This approach has
helped our clients improve the presentation of their trains, save money and ensure trains run efficiently even in extreme conditions.’ Siemens Area Train Presentation Manager Ian Johnson added his support: ‘Since we changed to Arrow, the exterior appearance of our trains has never been better and we’ve had great feedback from passengers and our customer London Northwestern Railway. ‘In addition to the performance of the products, I can’t speak highly enough of the customer service and the fact they go the extra mile to ensure all of our requirements are taken care of. Alex Campbell even spent an entire night with our cleaning team so he could understand the challenges they face on a daily basis.’ Supersolve CC is the latest edition to Arrow’s range of professional cleaning solutions and is proving extremely popular with the rail sector, including international train builder Stadler who has become a recent adopter.
The contract cleaner rapidly removes oil, grease and carbon deposits from electrical and electronic components, ensuring fast drying and exceptional degreasing performance for critical surfaces. ‘We are continually investing in R&D at our facility in Moira and this helps us stay at the forefront of new product developments, products that the industry really needs. 2019 will see us launch a number of new solutions, as well as embark on a concerted export drive to grow our presence across Europe and Scandinavia.’ Alex added. Birthday celebrations Arrow Solutions celebrated its 50th birthday recently when it entertained nearly 100 of its closest customers and strategic partners. The company put on an action-packed twodays of activities that ranged from playing golf at The Belfry and off-road driving, to clay pigeon shooting and learning how to throw an axe. Guests came from China, Faroe Islands, Norway, Turkey, Russia, Saudi Arabia and Singapore to join in the party and reinforce the close partnerships that have helped the firm grow into a respected supplier to the aerospace, automotive, oil and gas, rail and commercial hygiene sectors. For further information, please visit www. arrowchem.com or follow @_arrowsolutions on twitter. Tel: 01283 221044 Email: firstname.lastname@example.org Visit: www.arrowchem.com Rail Professional
WEDGE GROUP GALVANIZING Your Galvanizing Partner
RISQS approved, Wedge Group Galvanizing is the UK’s largest galvanizing organisation. With 14 plants across the UK we oﬀer a national service, processing steel from a 1.5mm washer to 29m beam. Our plants are designed and equipped to set industry-leading standards for sustainability and low environmental impact. E: email@example.com T: 01902 600704 www.wedgegalv.co.uk
Head Oﬃce: Staﬀord Street, Willenhall, West Midlands, WV13 1RZ CMS Rail advert.qxp_Layout 1 18/11/2016 12:37 Page 1
LOCOMOTIVE SERVICES MIKE WORBY SURVEY CONSULTANCY Chartered Land and Engineering Surveyors and Geospatial Consultants measuring , modelling and mapping the Railway Environment
Our Services include:Dual Frequency GPS Topographic Surveys Engineering Surveys and Setting Out Track and Structural Monitoring 3d Modelling and Design Measured Building Surveys 3d Laser Scanning Boundary Matters Expert Witness Reports Geospatial Consultancy
We are members of
CMS Cepcor is a high quality machining company based in Coalville Leicester. We specialise in supplying both standard and narrow gauge heritage railway organisations with quality products. Recent examples: • Tyseley Locomotive Works - Valve and cylinder liners • LMS Patriot project- expansion links, bushes, eccentric rods and sheaves, big end strap, reversing gear components and brake gear parts • Class 5 4-6-0, No 44767 “George Stephenson” - new cylinders We also have the capability of machining all motion parts (inc. full length connecting and coupling rods) plus pressing wheels/axle assemblies.
Contact:- Michael Worby Mob :- +44(0)7767 456196 tel/fax:- +44(0)1707 333677 Email :- firstname.lastname@example.org Website:- www.mw-sc.co.uk
CMS Cepcor Precision Services Technical Centre, Samson Road, Hermitage Ind. Est., Coalville, Leicestershire, LE67 3FP Tel: 01530 510247 E: email@example.com
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Russell Logistics Russell Logistics is a leading transport and logistics provider committed to delivering high value solutions across the UK and Europe
ounded in 1969 by John Russell, the company offers a complete range of warehousing and distribution services by road, rail and sea. 50 years on, the company sits with over 650 employees, 250 vehicles, 16 depots and UK rail terminals. The company has grown to where it is today through its highly skilled and dedicated employees, industry experience and service excellence. Customer focused Russell Logistics services some of Europeâ€™s largest organisations and the worldâ€™s strongest brands across a variety of industry sectors, including the food, drink and retail industries. The company has the resources, knowledge and innovative practices to work in partnership with customers to proactively manage the supply chain, enabling customers to focus on their core activities. Partnership is key to deliver positive, long term solutions and drive the company and its customers forward. Development of rail freight Many manufacturers and retailers have started developing their use of rail freight throughout the UK due to the economic, environmental and safety benefits of rail, which are key to the logistics industry in todayâ€™s climate. From full trains burning less fuel per load than road transport, to the reduction in carbon emissions, road congestion, and noise pollution, the benefits are plentiful. Russell is supporting its customers in this development and the move from road to rail where viable and sustainable. The need for further development Rail needs to become the partner of choice for logistics providers. To achieve this, there is a proposal in place to create a national freight priority railway between central Scotland and the Channel Tunnel that is able to carry lorry trailers on trains. This would be assembled from sections of the current rail network with capacity to handle more traffic and dismantled railway, with very little new railway construction. The railway would of course be compatible with UK trains. It should also, uniquely in Britain other than HS1, be compatible with operating continental freight trains and trains carrying Rail Professional
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lorry trailers. Over the last two decades, there has been considerable investment in new or upgraded freight railways with similar characteristics. This suggested solution would plug Britain into this developing continent wide system. This solution would offer benefits in some important policy areas: • It is the only proposal which could radically achieve modal shift from road to rail • By shifting up to five million lorry journeys to rail annually, it could help the Government meet targets for reduced emissions from HGVs • It would reduce freight journey times and road congestion on key routes between Britain and the major European markets, and within Britain. The project is widely supported by railway interests, supermarkets and transport operators. Clearly if it were found to be feasible and went ahead it would certainly represent a substantial national asset. However, this proposal is what the Department for Transport terms an ‘unsolicited bid’. Market perception is that it has never accommodated a significant project of this category. Government needs to remedy this by agreeing to provide modest funding for a feasibility study to ascertain the merits of the project, on the understanding that if
the project were found to be feasible the Department would get behind it. If this were to come to fruition, it would resolve the HGV driver shortage and accommodate the increasing market demands. HGV use of the main motorway arteries of the UK would be radically reduced and end-to-end journey times would be far
more predictable. There would be a massive impact on the logistics environmental footprint. Tel: 01236 703 300 Email: firstname.lastname@example.org Visit: www.johngrussell.co.uk
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CCL Universal Rail CCL Universal Rail is known for delivering its products and services successfully, consistently, and reliably to the Industry in the UK and Internationally for well over 20 years
CL is a member of Railway Safety and Standards Board (RSSB) and it is additionally a Verified Supplier of Rail Industry Supplier Qualification Scheme (RISQs) for all our offerings. CCL Universal Rail is wholly owned by Clive Jackson (CCL Training Limited) and Robert Thrower (Universal Leader Limited). The senior management team of Operators, Engineers, Safety Experts and Customer Service Specialist have worked at Director Level in many companies and in high-profile rail projects. This includes but is not restricted to the following types of guided systems: Heavy Rail, Light Rail, High Speed, Automated People Movers, Monorail and Freight. We are experienced in Fixed Block, Moving Block, CTBC and ETCS Signalling systems. CCL Universal Rail Operations CCL offers the experience of its team and support in the following areas: • Operations requirements setting • Operational concept design • Operational concept design review • Factory acceptance, Inspection & Testing • Development of OEM Operating Manuals • Development of Maintenance Manuals • Task Analysis • Design of competence standards • Gap analysis • Risk based training needs analysis • Design of training material for Operations Managers, Drivers, On-train and Station Staff Train the Trainers (for roll out training) • Initial Assessment of competence of the lead roll out group • Rolling stock testing and commissioning • Demonstration of operational readiness • Emergency services liaison and initial training • Preparation and delivery of test case scenarios • New traction & rolling stock introduction • Development of key stakeholder groups • Shadow Operations. CCL Universal Rail has a demonstrated and proven history of delivering projects of all sizes both on time and on budget. It has examples in the UK and throughout the world most notably Clive and Robert played a major and pivotal role in the mobilisation and readiness for service of the world’s
longest automated railway system – the Dubai Metro. Working with the client Roads and Transport Authority (RTA) the train manufacturer Kinki Sharyo and the Operator and Maintainer of the system Serco. CCL Universal carried out many activities during the mobilisation of Dubai Metro including but not restricted to: • Development of Operational Rules and Procedures for Operations and Maintenance Staff • Development of the Train Operations Manual • Development and delivery of the initial ‘Train-the-Trainer’ training in the Kinki Sharyo train. • Test Case Management
• Demonstration of Operational Readiness • Certification of Operational and Maintenance Staff Competencies. During their time in the Middle East and Asia, Clive and Robert fulfilled Managing Director and Duty Holder roles for the Palm Jumeirah Monorail System, and Airport People Mover, these projects are vertically integrated railways where Clive and Robert were responsible for: • Train Operations • Stations • Control Room • Maintenance from level one to five including overhaul • Infrastructure including, Track, Signalling, Communications, Buildings, Rail Professional
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Civils, AFC, Power Supply & distribution • Security (Static Guards, On-Train Staff, Mobile Patrols, Crowd Control Special Events) • Advertising • Marketing. CCL is proud to have recently worked closely with the Department for Transport (DfT) Hitachi, Siemens, Network Rail, HS2 Heathrow Express (HEx) HAL Rail, Devon &
• • • • •
TOLO training SIO training Customer Service Training Managing Change Programme and Project Management of complex multi-stakeholder projects • Training and Development • Management Consultancy in Operations and Maintenance • New Train Introduction.
Accident Incident Investigation Root Cause Analysis Core Management Skills (Modules one, two and three) Train the Trainer Assessor Coaching & Mentoring in the workplace Risk Assessment Train Operating Liaison Officer (TOLO) Station Incident Officer (SIO) Incident Response and Evidence Gathering On Call Fire First Aid Manual Handling COSHH (Including dealing with Bio-hazards)
April 2019 Spaces Available
Spaces Available Spaces Available
Cornwall Railways (DCR), Serco Rail, Saudi Arabian Railways (SAR) and Malaysia Rapid Transit. In addition to previous success stories CCL Universal Rail has also successfully delivered the following products and services to over 75 per cent of UK operators and maintainers as well as Internationally in Dubai, Kingdom of Saudi Arabia, Qatar, Kuala Lumpur, Australia: • SMS, DMS & CMS development • Reduction of operational incidents • Independent accident and incident investigation using root cause analysis techniques • Safety certificate application, design and production • Franchise and concession bid preparation support and mobilisation • Accident and incident investigation root cause analysis training • Interim cover of Director, Senior Management and Middle Management roles • Independent audit of SMS, DMS & SMS Systems Rail Professional
CCL is a rail industry specialist which has been successfully providing its services to satisfied customers in the UK and internationally for over 20 years. Its work has included from concept design and operations development to client and regulator acceptance including mobilisation and transition. CCL provides innovative and costeffective solutions by offering and sharing the many years of experience contained within its team. CCL Universal Rail has three distinct offerings. CCL Universal Rail Operations (see above), CCL Universal Rail Training and CCL Universal Rail Security. CCL Universal Rail Training includes Management Training and Front Line Staff Training. Its Management Training programme includes: • Core Management Skills (Modules one, two and three) • Accident & Incident Investigation root cause analysis • Train the Trainer • Assessor • Coaching & Mentoring in the workplace
• • • • •
Risk Assessment Train Operating Liaison Officer (TOLO) Station Incident Officer (SIO) Managing Customer Service Incident Response and Evidence Gathering • On Call. CCL’s Front Line Staff Training includes: • Train Driver European Driving License (Part 1). • Traction Training/Conversions • Depot Driver. • Shunter. • Train Dispatcher. • Fire • First Aid • Manual Handling • COSHH (Including dealing with Biohazards) • Customer Service. All CCL Security personnel are SIA Licensed, First Aid qualified and trained in Customer service. CCL Universal Rail Security includes: • Static Guarding • On-Station Staff • On-Train Staff • Mobile Patrols • Dog Handler • Rapid Response • Key Holding • Concierge/Reception • Site access/exit control • CCTV Installation. • Un-fenced Depot perimeter beam protection systems. As previously stated, CCL is delighted to be a member of the RSSB and Verified suppliers of all the above products and services as part of the Railway Industry Supplier Qualification Scheme RISQS. Clive and Robert will be delighted to hear from if you are a long-standing customer, a new customer a potential customer or you would like a chat with regards to how CCL can help you in the future. The courses (shown in the chart, above left) are available in the following locations, London, Birmingham, Manchester and Glasgow. Additionally, these courses can be bespoke to your company needs and delivered on your site. *terms & conditions apply
Clive Jackson Tel: 07810 645107 Email: email@example.com Robert Thrower Tel: 07467 9550670 Email: firstname.lastname@example.org Office address: Room 104A Rail House, Gresty Road, Crewe, Cheshire CW2 6EA Email: email@example.com Tel: +44 (0)1270 583508
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Kier is on the level with modern barrier upgrades across the Anglia region While you’ll still find a few phone-operated level crossings, for most of the rail network the move is towards greater innovation and the use of technology to improve level crossing safety and usability
t’s also a move that requires greater skill and expertise in installing and maintaining the crossings. Take the busy Anglia region, which was recently faced with an issue of having a number of crossings still operating with the original Mark One ‘Penguin Style’ or Godwin Warren drive up/drive down barrier machines. While still safe and operational they had become legacy equipment and, as such, there were no spares with which to replace them if needed. Network Rail commissioned a project to replace them with a modern equivalent: the SPX barrier machine. This was an operation that needed a team with experience in this type of specialist work. Network Rail turned to Kier to deliver a high-quality project addressing design through to installation, testing and commissioning. The rail team at Kier has an excellent record of accomplishment in a variety of rail signalling projects, including designing and checking all types of interlockings, including relay route (RRI), solid state (SSI) and mechanical interlocking, and locations. The team has worked on a variety of projects across the Anglia region including a very similar project at Downham Market in Norfolk, where Godwin Warren barrier machines were replaced with new SPX machines as part of the level crossing renewal. It has also handled projects including East Suffolk re-signalling, the Ely to Peterborough track circuit renewals and Bury to Chippenham re-signalling to name but a few. All of these projects have involved many elements of the design process. Andy DeCastro-Bunce, Kier Rail Project Manager explains: ‘It was our experience that Network Rail needed, not just in carrying out the job but also in resolving the many Rail Professional
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issues that surrounded it, from designing to implementing, managing a road closure strategy to keep disruption to a minimum and testing, especially as some of these were the more complicated four barrier crossings.’ ‘Network Rail knew they could rely on us to have a full understanding of the scope of works and technical solution.’ Staff development With Kier’s Headquarters in Tempsford , Bedfordshire and a key office in Bury St Edmunds, where it has a signalling installation department, the Kier Rail team is well placed geographically. This also meant that all its employees were able to work locally for the whole project, removing the need to bring staff in from other parts of the country. Having carried out many similar projects our Kier Rail employees are IRSE (Institution of Railway Signal Engineers) licensed in various installation categories or being mentored towards certification. Staff development is key within Kier, carrying out in-house training courses as well as using external companies for advanced training. Kier was able to deliver the design in-house using its own 18-strong design team based at Tempsford, offering varied complementary skills and competencies to supply all signalling and civils design. The design team is supported by a highly experienced project management team and an extensive quality management system specifically for signalling and approved by RISQS (Railway Industry Supplier Rail Professional
Qualification Scheme). Where additional capabilities were needed to be brought in, such as for signalling testing, Kier Rail was able to draw on a supply chain partner and introduced Amaro, a company with extensive experience in testing level crossing upgrades, who had also worked with Network Rail. The project addressed nine level crossings, from Hauxton near Cambridge in the West to Parkeston East near Harwich in the East and up as far as March in Cambridgeshire. The target was to complete the project over two years - with its extensive experience the team was able to undertake design and installation within the limited time available. For all but two, full road closures were utilised to allow the work to be carried out safely across a weekend. For the remaining two, at Two Mile Bottom and Parkeston East, single lane traffic had to be maintained to allow access. On one weekend, the team doubled up – with work being carried out at Baylam and Burston, near Diss in Norfolk, to commission simultaneously. The work wasn’t as simple as taking out one type of barrier and replacing it with another. As well as removing all existing barriers and fitting the new SPX barrier machine either side of the crossing the team had to remove the existing barriers machines and associated parts in their whole state to allow for them to delivered back to the local maintainer’s yard where the recovered machines could be used as spares if necessary. Following removal, the existing
foundations had to be altered to cater for adapter plates to be fixed across the new and old foundations to allow the new barrier machines to be fitted along with a safety cage. Other issues considered were the replacement of RTLs (road traffic lights) and audible warning devices after the barrier pedestal had been removed; the upgrading of drive cables; upgrading of traction bonding and testing and commissioning of all new equipment. Eight level crossings have been completed and are operational at the time of writing (October 2018). The final site, March East, is planned for commissioning by the end of CP5 Paul Cornelius Contracts Manager at Kier, says: ‘With Kier having worked very successfully on similar projects before, we could build on past experience. Signalling and civils design were completed quickly in the limited time frame. The innovative and collaborative approach to this project meant we were confident throughout of achieving a successful project delivery to keep the rail network safe and efficient.’ Kier specialises in infrastructure services, buildings and developments and housing. The team operates from regional offices at key locations across the UK stretching from Truro to Inverness, including key offices in London for Crossrail, Birmingham for HS2, Cardiff, Bury St Edmunds in addition to its HQ of Tempsford in Bedfordshire. Visit: www.kier.co.uk/rail
Freightliner is recruiting now! We’re looking for: Qualified Freight Train Drivers Qualified Ground Staff Experienced Rail Managers With career progression, competitive pay, generous annual leave entitlements, staff benefits and a final salary pension scheme, we have exciting opportunities that you can’t afford to miss.
If you’re interested in joining the Freightliner team and would like more information about the roles we have available, please visit www.freightlinercareers.co.uk Freightliner is an equal opportunities employer and welcomes applications from all sections of the community. Please note that the company operates a strict drugs and alcohol policy.
Freightliner Group Ltd
Freightliner Group Ltd
+44 (0) 207 200 3974
Are you an experienced Rail Professional looking for a new career opportunity? At Colas Rail UK we work on some of the most exciting projects to keep the nation moving with operations spread across three divisions, Rail Services, Infrastructure and Urban. From turnkey multi-disciplinary projects, rail and tram track-laying, track renewal, track electrification, safety systems, telecoms and civil engineering to freight, plant and machinery operations - the opportunities are vast.
We are always on the lookout for talented people to join us and welcome applications from keen, motivated and enthusiastic people, who relish responsibility and who are looking for an exciting and challenging career. In return we offer exceptional career progression and support and encourage continued personal development. If you believe you have the skills to contribute to our future success, then we want to hear from you.
Opportunities in Rugby and across the UK » Project Manager - Technical
» Fitter / Maintainer Operatives x 10
» Technical Support Engineer (Mechanical)
» Trainer / Assessor
» Technical Support Engineer (Electrical)
» Materials & Procurement Manager
» Warranty / Quality Engineer
» Grinding Supervisor
» Goods Inwards Inspector
» Maintenance Supervisors
» Driver / Route Conductors x 4
» Freight Train Driver
» Cost Analyst
» Team Organiser
» Driver / Operator
» Planning & Rostering Co-ordinator
» Route and Competency Manager
If you have necessary skills and are ready for your next big adventure, then this could be a great opportunity for you. We offer an attractive salary and benefits with a culture of can do, empowerment and flexibility, to allow you to make a real difference. Please register your interest by sending your CV to firstname.lastname@example.org and we will provide you with further information. We are waiting to hear from you.
Qualified Train Drivers £49,819-£50,977 rising to circa £62,000 by 2020 Reading, Oxford, Bristol, Gloucester, Westbury, Fratton, Plymouth, Exeter & Penzance
At GWR, we’re looking for Qualified Train Drivers who want to deliver a different kind of rail service. Where rewards are first class, and where salaries will rise to around £62k by 2020. Where the fleet is being modernised. And where you’ll get the chance to drive through some of the UK’s most beautiful countryside, across the South West of England and Wales. We’re setting a new standard for rail in the 21st Century – for our passengers and for our people. And we’re focused on creating a relaxing, fast, efficient, friendly, fun and special experience. Join us and you’ll use your drive, commitment, passion for customer service, and exemplary safety record to help over 100 million passengers travel between more than 275 stations, safely and on time, every year. It means you’ll need to work a variety of shifts and live within an hour’s travel of the depot you apply to. But in return, we offer a Defined Benefit Railway Pension Scheme, free rail travel across the GWR network for you and your family, a Health cash plan and much more. GWR celebrates diversity and is committed to creating an inclusive environment for all our employees. Join our team of Great Westerners and help us make history. To apply online please visit uk.firstgroupcareers.com
RFG elects Ken Russell as new Chair The Board of the Rail Freight Group (RFG) announce that Ken Russell has been elected as its new Chair in succession to Tony Berkeley who formally retired at the Group’s AGM on 7th November. Neil Sime, Managing Director of Victa Railfreight, has also been elected to the new role of Vice-Chair. He has been on the board since 2003 and a tireless supporter of the sector. The British Transport Police Authority (BTPA) has appointed Ian Pigden-Bennett as its new Interim Chief Executive Officer Ian, who started his role today on 29th October, will be responsible for supporting the Authority to oversee the finances, strategy and performance of the British Transport Police. The Chief Executive role will work closely with the Chief Constable and supports the twelve members of the Authority. Business Manager Ashley Stower welcomed to Frazer-Nash’s growing rail business Frazer-Nash Consultancy has welcomed Ashley Stower to its growing rail business. Ashley has considerable senior management experience, having worked within the rail industry for 35 years. His previous business management and development background includes significant roles with Network Rail, GB Railfreight, EWS and Railtrack, after starting his career within British Rail.
RSSB Board appointments
New Rail Minister announced Andrew Jones MP has been appointed Parliamentary Under Secretary of State for Transport, with responsibility for rail. Andrew Jones had previously served as a Minister at the Department for Transport from May 2015 to June 2017.
Two new faces on the Board are set to help build RSSB’s momentum in becoming more customer and business-focussed. Caroline Fawcett has joined the Board of RSSB as a Non-Executive Director. Paul Marchant, RSSB’s Chief Finance Officer, has also joined the Board as an Executive Director.
TOPOGRAPHICAL & UTILITIES
UNMANNED AERIAL VEHICLE
Site and Ground Investigations
0115 919 1111 Rail Professional
UK Power Networks Services
THE POWER OF COLLABORATION
DELIVERING ON OUR HS1 PROMISE DELIVERING SAFETY PERFORMANCE
ZERO LTIs IN 8 YEARS ACHIEVED DELIVERING NETWORK RELIABILITY
>99.99% DELIVERED CONTINUING TO DELIVER
Collaborating with delivery partners is a reality on all significant rail projects and we’ve proved our ability to excel time and again. On major rail projects such as High Speed 1 and Network Rail’s Great Western Electrification Programme, collaboration was key to delivering the innovative solutions our clients demanded. Through our collaborative approach, we contribute to the creation of value-oriented enterprising teams that deliver high-performing infrastructure. The power to deliver a better future Winners of Innovation of the Year at the National Rail Awards 2018 for GWEP for the Rationalised Autotransformer System
11 YEARS PARTNERING WITH HS1
RAIL PROFESSIONAL DECEMBER 2018 ISSUE