Rail Professional 10th Edition Industry Reference Book

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The State of Rail in 2024

The tenth edition of the Rail Professional Supply Chain Directory is the most comprehensive to date. Each year this reference book has grown with the industry and expanded as the industry has expanded. As new bodies have formed and new concepts of what the railway should be have coalesced in the public’s mind, this Directory brings together all the major players and stakeholders across every layer of the industry.

Separated into seven sections, you will find within these pages a complete overview of the UK rail sector as it exists in 2024. Regulatory bodies, infrastructure companies, franchise holders and passenger and freight operating companies. We have also included articles on every relevant topic and listings of all organisations that are affiliated with the rail industry.

Organised into colour-coded sections, the first half features all the relevant bodies divided into the categories mentioned above. Each profile provides a short history of the organisation, its purpose and structure and any recent or future activities. There is also a list of each company’s key personnel and contact information.

The first section, Government and Regulatory, features profiles of all Government bodies with a responsibility for rail at both the national and sub-national level as well as other organisations that advise the Government on matters relating to rail safety and consumer protection.

The second, Infrastructure, looks at companies responsible for major projects, such as Network Rail and HS2.

The third and fourth sections look at companies that hold rail franchises, holding companies, and the passenger operating companies that operate trains on the routes.

The fifth section holds profiles on all the major freight operating companies in the United Kingdom.

The second half of the directory features editorials on a wide variety of topics including consulting, energy, geotechnical engineering, innovation, rolling stock, supply chain, safety, training and much more.

There are billions of pounds of contracts being awarded over this year and many of the companies that fulfilling those contracts are featured here.

Particular focus this year is given to the professional bodies and membershipbased associations that play a key role in communicating the importance of the railways to the public and acting as an intermediary between the industry and the wider supply chain. The newly formed Rail Partners, born out of the Rail Delivery Group, hosted a series of events throughout 2023 and look set to continue being a staple of the calendar for 2024. The importance of groups such as the Railway Industry Association, Chartered Institute of Railway Operators, Rail Partners, Rail Forum and others will only grow throughout 2024 as we await to see how the money that is being diverted from HS2 will be spent.

The government’s decisions on HS2 will deliver £36 billion of savings that will be reallocated to Network North, an ambitious pipeline of alternative transport projects which will drive growth and connectivity in the great towns and cities across the North.

The public perception of HS2 haunted that project for years and whatever we might think of the decision to curtail it that is now the direction the country is heading in. The frequent changes of plan and stop-start projects, especially in the Midlands and the North have made us all wary of getting overexcited but we need only look to the capital for an example of what great new transport infrastructure can look like.

The success of the Elizabeth Line will be as interesting to historians as it is to policymakers and hopefully both groups hold it up as an example of what the industry can achieve and the enthusiasm with which the public will embrace it.

Rail’s importance to this country goes back just shy of two centuries and this time

next year we will begin preparations to mark the bicentenary as 2025 looks set to play host to a year-long programme called Railway 200. 2024, however, will be marked by the commencement of Network Rail’s seventh Control Period. CP7 begins in April and will run until 31 March 2029. Network Rail has secured £27.5 billion of government funding for the period with £16.5 billion of its own income making up a total of £44 billion of investment funding for the five years of CP7.

So, what can we expect from this coming year? Previous years saw volatility in the industry due to multiple factors with investment, the lack of visibility and consistency in upcoming rail work, delayed decision-making on major projects like HS2 and Transpennine Route Upgrade, the Williams Rail Review, Brexit and then Covid all forcing the industry to throttle back any forward momentum and revise expectations.

The rapid growth experienced by the passenger railway throughout the noughties and the tens suffered a moratorium for the pandemic years but that has now effectively ended. Spring figures for 2023 showed demand came to within 89.7 per cent of pre-Covid levels, according to National Rail Trends statistics, published by the Office of Rail and Road (ORR).

The Government’s £44 billion commitment to CP7 is an important recognition of the economic and social value of rail and its role in supporting the country’s economy. The focus will be on meeting customer needs, achieving financial sustainability, operational efficiency and environmental sustainability.

All this serves the continuous goal of building the type of railway that we want to see in this country, one that can demonstrate its plans for climate change adaptation and build on the opportunities identified by the Plan for Rail.

The Secretary of State has asked the leadership of the Department for Transport (DfT), Great British Railways Transition Team (GBRTT) and Network Rail to work together to provide industry leadership until legislation is in place.

Great British Railways is the clear destination for the industry and by working together industry leaders can achieve the whole-railway thinking that will allow for the smoothest of transitions once the legislation needed to create GBR has passed through Parliament.

Department for Transport

The Department for Transport provides strategic direction and funding to the railways in England and Wales and buys rail franchises and projects. Their work is directed and overseen by the Secretary of State for Transport and their team

The Department’s work is directed and overseen by the Secretary of State, Mark Harper MP, and his Ministerial team which is made up of four MPs and one Lords Minister. The Minister of State for Rail Huw Merriman MP is directly involved in rail. The DfT rail portfolio is organised into three separate groups:

• Rail Strategy and Services Group

• Rail Infrastructure Group

• High Speed Rail Group

Rail Strategy and Services Group

The Rail Strategy and Services Group is led by Conrad Bailey, who oversees:

• Developing strategy and policy for the rail sector in the context of broader government policy

• Managing the department’s overall expenditure on rail services and infrastructure

• Ensuring delivery of major projects and programmes including the:

• £5.7 billion Intercity Express Programme

• £7 billion Thameslink programme

• £14.8 billion Crossrail programme (jointly with Transport for London)

• Delivering the ongoing programme of rail franchises

• Effective sponsorship of: British Transport Police, Network Rail, Office of Rail and Road, Rail Accidents Investigation Branch, Transport Focus

Rail Infrastructure Group

The Rail Infrastructure Group is led by David Hughes. This portfolio includes Northern Powerhouse Rail and the Integrated Rail Plan, the Transpennine Route Upgrade, Restoring Your Railway, other Network Rail enhancements, East West Rail and Crossrail.

High Speed Rail Group

The High Speed Rail Group is led by Alan Over and responsible for the High Speed 2 programme and is on the executive committee level for the department’s work on a number of other major rail projects. These projects include East West Rail, Northern Powerhouse Rail and Crossrail 2. He is a member of the department’s executive committee and board.

Network Rail

Network Rail is a central Government body which operates as a ‘not for dividend’ company regulated by the Office of Rail and Road. It owns, operates, maintains and develops Britain’s railway and is responsible for ensuring that the railway is safe and reliable. As NR’s sole Member, the Secretary of State for Transport is accountable to Parliament for the activities and performance of Network Rail. A framework agreement published in July 2019 stipulates that the Secretary of State has the power to appoint and dismiss the Chair of Network Rail and approve the board’s suggested candidate for Chief Executive. The Secretary of State also determines the Rail Investment Strategy and Statement of Funds Available which contain the Government’s plans for investment on the network.

Oversight

The DfT oversees the British Transport Police Authority (BTPA) and Transport Focus. The Chair and Board members of the BTPA are appointed by the Secretary of State for Transport directly. Transport Focus has a board of non-executive members appointed by the Secretary of State for Transport (a Chair and five members). Transport Focus is the statutory independent consumer watchdog for Britain’s rail passengers. The TF Board has three other members (in addition to the five appointed by the SofS) who are appointed by Scottish Ministers, the National Assembly for Wales and the London Assembly. The British Transport Police Authority is the oversight body for the BTP, the specialist police force for the rail network across Great Britain.

The Office of Rail and Road is the independent safety and economic regulator for the railways. The Secretary of State appoints the Chair and other Board members. The Secretary of State issues the ORR with general guidance in respect of the exercise of its rail functions. The ORR is responsible for assessing whether the Secretary of State’s proposals are deliverable by Network Rail within the level of public funding available.

London and Continental Railways (LCR) is wholly owned by the Department

of Transport and High Speed Two (HS2) Limited is an executive non-departmental public body, sponsored by the Department for Transport.

The East West Railway Company (EWRC) is a non-departmental public arm’s length body set up by the Government to accelerate the East West Rail project – a new rail link between Cambridge and Oxford. EWRC works with the Department for Transport. The Rail Accident Investigation Branch (RAIB) works with the DfT but independently investigates accidents to improve railway safety and inform the industry and the public.

KEY PERSONNEL

Secretary of State for Transport: Mark Harper MP

Minister of State for Transport (Rail and HS2): Huw Merriman MP

Parliamentary Under Secretary of State: Baroness Vere of Norbiton

Director General, High Speed Rail Group: Alan Over

Director General, Rail Strategy and Services Group: Conrad Bailey

Director General, Rail Infrastructure Group: David Hughes

CONTACT INFORMATION

Address: Great Minster House

33 Horseferry Road

London SW1P 4DR

Tel: 0300 330 3000

Email: dft@dft.gov.uk

Visit: www.dft.gov.uk

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Transport Scotland

(Còmhdhail Alba)

Transport Scotland is the national transport agency for Scotland, responsible for the ScotRail and Caledonian Sleeper franchises as well as planning and delivering rail policy, strategy and development in Scotland

The Transport Scotland Rail Directorate is responsible for planning and delivering rail policy, strategy and development. It carries out appraisals of capital projects, advises on rail investment decisions and provides the specification of railway outputs that the Scottish Government will wish to buy. The Rail directorate is also responsible for managing the ScotRail and Caledonian Sleeper franchise contracts, specifying and funding Network Rail’s high-level delivery responsibilities in Scotland, and liaising with the Office of Rail and Road in specifying and funding the outputs expected from Network Rail.

Transport Scotland has invested over £9 billion in the railway since 2007, which has resulted in:

• New fleets of modern electric trains.

• New and improved services through the ScotRail and Caledonian Sleeper franchises.

• 47 miles of new railway, including the Borders Railway.

• 252 miles of electrified lines.

• 16 new stations.

Franchises

ScotRail services has moved into Scottish Government ownership as the ScotRail franchise has ended. The services will be provided within the public sector, by an arm’s length company owned and controlled by the Scottish Government. This is a result of the Scottish Government’s decision to run ScotRail services through what is known as the ‘Operator of Last Resort’. ScotRail staff will transfer to the new Scottish Government owned entity, with their terms and conditions protected. Transport Minister, Jenny Gilruth, has expressed an interest in working closely with wider partners including women’s organisations and British Transport Police to improve the public transport system, make it safer and build on the work already underway.

National Transport Strategy

Transport Scotland’s vision, as set out in the National Transport Strategy (NTS2), is for Scotland to have a sustainable, inclusive, safe and accessible transport system which will help to deliver a healthier, fairer and more prosperous Scotland for communities, businesses and visitors. The second Delivery Plan for Scotland’s National Transport Strategy has been published, setting out the actions underway for 2022 to 2023. It recognises the key role that transport has in reducing inequalities, delivering inclusive economic growth, improving health and wellbeing, and tackling the climate emergency. At the heart of the Strategy is the recognition to deliver a step-change in behaviour and provide attractive, affordable, accessible and sustainable travel options.

Transport Scotland is an executive agency of the Scottish Government and is accountable to Parliament and the public through Scottish Ministers. Transport Scotland also provides input from a Scottish perspective on reserved rail issues such as: European directives, cross-border rail franchises, the Equality Act and safety and standards.

Rail freight

The rail freight sector is a vital part of Scotland’s economy. The Scottish Government’s vision is for a competitive, sustainable rail freight sector that plays a significant and increasingly important role in Scotland’s economic growth and provides a safer, greener and more efficient way of transporting goods and materials.

This vision is backed by a £25 million Scottish Strategic Rail Freight Fund for the period 2019 to 2024. The fund will support the development and delivery costs of proposals for minor-medium freight interventions aimed at improving the capacity and capability of the Scottish network for rail freight.

Stations

There are currently 360 railway stations in Scotland. Network Rail manages Glasgow Central and Edinburgh Waverley. The railway station at Prestwick Airport is owned and managed by the airport authority. The rest are leased to and operated by ScotRail. Scottish stations have improved significantly after considerable investment over the last few years. ScotRail has invested around £20 million in delivering front line improvements to passenger facilities at stations. The Scottish Government announced in 2019 a £25 million investment into rail freight over the next five years in a bid to strengthen the industry.

Transport Scotland aims to make travel as accessible and affordable as possible. To achieve this, we offer concessionary travel for young Scots, disabled travellers, over 60s and ferry passengers. They are committed to ensuring that their facilities are maintained and improved over the course of the current franchise, with further investments being made at stations to support smart ticketing and integrated travel.

Investment includes enhanced cycle facilities, upgraded ticket vending machines, multi-modal customer information screens and smart ticketing equipment.

KEY PERSONNEL

Interim Chief Executive:

Hugh Gillies

Director of Rail: Bill Reeve

Interim Director of Transport

Strategy and Analysis:

Fiona Brown

Director of Low Carbon

Economy: Stuart Greig

CONTACT INFORMATION

Address: Buchanan House, 58 Port Dundas Road

Glasgow G4 0HF

Tel: 0141 272 7100

Email: info@transport.gov.scot

Visit: www.transport.gov.scot

Rolling stock

Infrastructure

Human factors

Rail operations

Risk management

Legislation and regulation

Environment and sustainability

Control, command and communications

Rail consultancy services

We’re with you every step of the way

For big rail questions, we’re already closest to the answers

RSSB works for the whole rail industry. But some organisations have more specific questions – which could be critical to the future of their business. So we make our experts available on a project basis, too.

As we’re responsible for the first-principles engineering that defines rail standards and best practice, you’ll get consultants working at the cutting edge of rail, whose whole-system expertise lets them identify the most effective solutions.

RSSB’s consultancy services are another way we’re supporting safer, smarter rail.

Find out how we can help you at: www.rssb.co.uk/expertsinrail

Transport for Wales

Transport for Wales (TfW) was set up by Welsh Government in 2016 to oversee public transport in Wales

Transport for Wales (TfW) is a not-for-profit organisation wholly owned by the Welsh Government which exists to drive forward the Welsh Government’s vision of a high quality, safe, integrated, affordable and accessible transport network that the people of Wales are proud of.

The Transport for Wales Board is made up of the Chair, Chief Executive, four independent non-executives and two executive members. Its role is to provide effective leadership for TfW, monitor performance and promote high standards of public finance, all whilst meeting the requirements of its remit as set by the Welsh Government.

From 2023, an £800 million investment will ensure that 95 per cent of journeys are on new trains. More than half the trains will be assembled in Wales. By December of that year, an extra 285 (29 per cent) more services will run every weekday, including improvements on the Ebbw Vale, Cambrian and Heart of Wales lines and the North Wales Metro (Wrexham Bidston). A new service will link Cardiff and Liverpool via Wrexham.

This will create more than six hundred new jobs, including two hundred new ontrain customer service staff, and add thirty apprenticeships per year. A £15 million fund will make stations more accessible. Accessibility issues are addressed by the TfW accessibility panel made up of members who are disabled and older people with a varying range of experience of rail travel. They meet monthly and as required throughout the year with the aim to consistently innovate accessibility policies and advise TfW how to support disabled, deaf and older customers in order for them to have a seamless travel experience. On top of that at least 1,500 new car parking spaces will be created and by 2023 the availability and quality of ticketing facilities will be transformed.

Transport for Wales focuses on planning, commissioning and managing efficient transport by creating transport networks fit for the future that will contribute to the long-term sustainability of Wales.

The intention is to create a rail service that benefits the whole of Wales, as well as

communities along the border in England and to this end Transport for Wales is:

• Working to bring the rail service into line with the regulations for persons of reduced mobility ensuring everyone can benefit from a better service.

• Committed to meeting the requirements of the Welsh Language Standards by providing better Welsh Language services.

• Improving integration with active travel routes making it easier for people to walk and cycle to and from stations.

• Working with bidders to ensure they invest in the skills of their staff and suppliers and that local people have opportunities for employment.

• Investing around three-quarters of a billion pounds to transform the valley lines to Treherbert, Aberdare, Merthyr Tydfil, Rhymney and Coryton, electrifying around 107 miles of track and upgrading infrastructure to enable improved journey times and more trains every hour.

Sustainable Travel

During 2021/22 TfW worked on the development of a new marketing campaign ‘The Real Social Network’. It is Wales’ first multimodal public transport campaign and promotes walking, cycling, bus and rail use as a sustainable way to travel. This shift towards sustainable transport involves changing the way individuals travel, by improving their travelling experience, making sustainable transport more affordable, and improving integrated journey planning.

Stadler Rail

An extensive programme of testing and commissioning is being carried out on one of the two Stadler built trains, which made maiden voyages into Canton depot, Cardiff in late November 2021. There is a £800 million investment in new trains from manufacturer, Stadler in order to invite a new era of train travel for customers.

New Metros

The South Wales Metro is an integrated public transport network for the Cardiff Capital Region which will involve electrifying around 170 kilometres of track, upgrading

stations and signalling and building at least five new stations. TfW has continued its work on the Metro Central Programme to establish an integrated transport hub, and provifr better connections whilst creating more sustainable travel choices.

The Swansea Bay Metro will transform public transport in the Swansea Bay area, TfW will be introducing new trains on services through the Swansea Bay area, increasing capacity on services to West Wales and between South West Wales and Manchester. From 2024, TfW will be introducing a first-class service between Swansea and Manchester on their new trains.

TfW are continuing to invest in the transformation of public transport in Wales with a focus on creating a joined-up network where integrated ticketing and reliable services make it the easiest option for people travelling across Wales.

KEY PERSONNEL

Chief Executive: James Price

Executive Director of Finance and Governance:

Heather Clash

Communications Director: Lewis Brencher

Transport Operations Director: Alexia Course

Rail Programme Director: Karl Gilmore

Safety and Sustainability Director: Leyton Powell

Director of Planning, Development and Advisory Services: Geoff Ogden

Commercial and Customer Experience Director: David O’Leary

Development Director Mid, North and Rural Wales: Lee Robinson

Director of People and Organisational Development: Lisa Yates

IT and Digital Services Director: Dave Williams

CONTACT INFORMATION

Address: Llys Cadwyn

Pontypridd CF37 4TH

Tel: 029 2167 3434

Email: contact@tfw.wales

Visit: www.tfw.wales

British Transport Police

Policing Britain’s railways, the British Transport Police serve rail operators, their staff and passengers across the country

The BTP is split into three divisions covering London and the South East of England, The Pennines, Midlands, South West and Wales, and Scotland. Their mission is to protect and serve the railway environment and its community, keeping levels of disruption, crime and the fear of crime as low as possible.

BTP employs 3,123, police officers, 233 PCSOs (Police Community Support Officer), 306 special constabulary officers and 1,452 police staff. Due to Covid-19 related travel restrictions, the rail network experienced a significant reduction in passenger numbers. At the start of the third national lockdown in January 2021, Network Rail and Transport for London (TfL) managed stations saw just 15-20 per cent of normal passenger use. This reduction in passengers resulted in a change in demand on the Force in terms of crime. In the initial stages of the pandemic crime levels were extremely low (around 30 per cent of previous levels) but returned to near normal levels in late 2020 (around 80 per cent of previous recorded crime).

Targeted intelligence-led deployments and proactive policing operations under Operation Viking and Operation Engulf to deter, disrupt and detect violent crime, resulted in a 29 per cent reduction in these types of crimes. These operations, together

with other crime prevention tactics, such as the deployment of knife arches, contributed to an increase in the number of weapons seized by 13 per cent (752 during 2019/20 compared with 851 during 2020/21).

During 2020/21, BTP officers and PCSOs intervened in 25,997 cases involving vulnerable people. This included identifying and safeguarding children and young people, responding to people in mental health crisis and dealing with domestic abuse, stalking and harassment.

National Strategies

Every five years BTPA sets out medium and long-term objectives for the British Transport Police in a Strategic Plan. This is in addition to the athree-yearly policing plans, which cover objectives for the threeyear period from the date of the plan’s publication. In 2022, the BTP's 2022-27 Strategic Plan was published. You can read more about the strategic plans in the British Transport Police Authority section.

Moving the Needle

In 2020 BTP launched the Moving the Needle action plan, setting out its commitment to tackle racism and unconscious bias and make BTP a fairer more inclusive police force. Moving the Needle is an ambitious, wide-ranging plan which has been drawn up through

discussion with a cross section of the Force’s employees.

KEY PERSONNEL

Chief Constable: Lucy D’Orsi

Deputy Chief Constable: Alistair Sutherland

Assistant Chief Constable: Charlie Doyle

Assistant Chief Constable: Sean O’Callaghan

B Division – Chief Superintendent: Chris Casey

C Division – Chief Superintendent: Allan Gregory

D Division – Chief Superintendent: Gill Murray

Head of Corporate Communications:

Allison Potter Drake

CONTACT INFORMATION

Address: Force Headquarters, 25 Camden Road

London NW1 9LN

Tel: 0800 40 50 40

Email: first_contact@btp.pnn.police.uk

Visit: www.btp.police.uk

British Transport Police Authority

The British Transport Police Authority (BTPA) is responsible for ensuring an efficient and effective police force for the railways

With the passing of the Railways and Transport Safety Act 2003, the BTPA was established to oversee the British Transport Police (BTP), review its performance and allocate funding for its budget. It also deals with complaints, recruitment, and managing relationships with the rail industry.

The Authority is responsible for setting objectives for British Transport Police (BTP) before the beginning of each financial year. The BTPA announces these objectives, as well as its strategic direction and performance review of the Force by publishing its annual Policing Plan, Strategic Plan and its Annual Reports. The Policing Plan contains the Force’s priorities for the year and the financial resources expected to be available to deliver the plan. The Strategic Plan sets out the Authority’s medium and long-term strategies for policing the railways. At the end of each financial year, the Annual Reports cover the policing of the railways in that year. The BTPA is also responsible for recruitment of Chief Officers and BTP senior Directors.

Strategic Plan 2022-2027

2022/23 was the first year of our new strategy, which covers the period 2022-27. This Strategic Plan aims to deliver a secure place for passengers, a hostile place for those who would do harm and a safe place for vulnerable people encountered on the network. We will do this in partnership with the rail and underground industry, wider law enforcement, safeguarding agencies and passenger groups.

Our strategic objectives for 2022-27 are:

• Crime prevention and safeguarding to reduce the likelihood of people coming to harm on the railways.

• Target our efforts to ensure fewer victims of the most serious crime.

• Innovate and collaborate with our stakeholders to reduce disruption.

• Build the trust and confidence of passengers and rail staff to defeat criminality together.

• Generate value for money through the exploitation of technology, adapting to meet the future.

• Build a modern and inclusive Force where our people are well-equipped, well-trained, well-led, well-cared for and reflect the best of our communities.

BTP will work with industry, security and wellbeing agencies to ensure that everyone who works on or uses the railways to travel for leisure or work feels safe and is confident to do so.

Funding and budget

As well as billing the rail industry for the costs of running the BTP, the BTPA determines the budget of the police force and oversees large financial projects. The Authority maintains the accounts of BTP and has them audited each financial year. For 2021/22 the BTPA set a core policing budget of £328.1 million for policing Great Britain’s railways. A total of £255.5 million has been allocated to overground rail services and £72.6 million for London Underground.

Police Service Agreements

The BTPA enters into Police Service Agreements (PSAs) with TOCs and FOCs, PSAs require payment from the train companies to the BTPA in exchange for the policing of the railway and associated property.

When a new rail franchise is awarded by the Department for Transport, the winning company is usually required to enter into a new or existing PSA with the BTPA.

KEY PERSONNEL

Chairman: Ron Barclay-Smith

Deputy Chairman: Andy Cooper

Chief Executive and Accounting Officer: Hugh Ind

Chief Financial Officer, Deputy Chief Executive

and Treasurer: Sarah Church

Communications Manager: Katie Stanton

Member Engagement Manager: Raquel Cortes

CONTACT INFORMATION

Address: 25 Camden Road

London NW1 9LN

Camden Street, London NW1 0EG

Tel: 07900 394397

Tel – Media: 0300 123 9104

Email: btpa-enquiries@btp.police.uk

Visit: www.btpa.police.uk

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Department for Infrastructure (An Roinn Bonneagair)

The Department for Infrastructure (DfI) was formed in May 2016 and operates under the direction and control of the Minister for Infrastructure

DfI is staffed by civil servants who are accountable to the Minister for Infrastructure.

The Minister is a member of the Northern Ireland Executive and accountable to the Northern Ireland Assembly. The Permanent Secretary, Julie Harrison, is the Accounting Officer for the Department and the Minister’s principal adviser. Julie Harrison chairs the Departmental Board, which directs the delivery of Corporate Governance within the Department.

Details of the arrangements which have been established to ensure proper and effective management of the Department’s affairs are set out in the Corporate Governance Framework. The Departmental Board comprises a further five executive members and two non-executive, independent members.

The Department provides capital and revenue grant funding to Translink for Northern Ireland Railways to operate rail services. The funding helps maintain and develop the rail infrastructure, allows rail services to operate safely and efficiently and helps make public transport an attractive alternative to private transport.

Public Transport Division carries out the governance function of Translink on behalf of DfI and monitors spend of the grant allocated to Translink against plans, ensuring that projects demonstrate value for taxpayers’ money and expenditure falls within budgetary limits.

The Infrastructure Investment Plan for Scotland 2021-2022 to 2025-2026 was published on 4 February 2021. It sets out a long-term vision of infrastructure in Scotland, which supports an inclusive, net zero carbon economy and includes details on over £26 billion of major projects and large programmes, some of which includes:

• Glasgow Subway Modernisation –includes a smartcard ticketing system linked to wider integrated ticketing; new

rolling stock and signalling; refurbished stations with improved accessibility including replacing escalators.

• Future Transport Fund – capital to support a range of low and zero carbon investment

• Rail Decarbonisation Action Plan- We will decarbonise Scotland's passenger rail services by 2035, ahead of the UK's target of 2040.

The Department has responsibility for the licensing, safety certification and safety authorisations of all mainline, light railways and heritage railways operating in Northern Ireland in exercise of the powers conferred on it under the Railway Safety Act (Northern Ireland) 2002. The Department regulates railway safety to ensure all Railway Undertakings, Infrastructure Managers and heritage rail operators comply with regulatory duties to provide a safe rail network. In addition, the Department is the Competent Authority for assessing compliance with technical standard on the rail network.

The Northern Ireland Transport Holding Company

The Northern Ireland Transport Holding Company (NITHC) is a public corporation and its responsibilities include holding and managing property assets and the oversight, in terms of support, control and supervision, of its private limited subsidiary companies, the principal ones being Ulsterbus, Metro (previously Citybus) and Northern Ireland Railways, trading jointly as Translink. It is expected to operate commercially and has a duty to operate in line with Ministerial policy.

The chairman and other directors of the Holding Company shall be appointed from among persons who appear to the Minister to have had wide experience of, and to have shown capacity in, transport, industrial, commercial or financial matters or to have

other adequate or suitable experience, and the Minister in appointing them shall have regard to the desirability of including among them persons who are directors of, or concerned in the management of, the subsidiaries of the Holding Company.

Travel Survey 2020

The Travel Survey for Northern Ireland (TSNI) started in 1999 and is produced by the Analysis, Statistics and Research Branch (ASRB) of the Department for Infrastructure. It collects information on how and why people travel within Northern Ireland, and details information on journeys taken by mode of travel and purpose of journey. Covid-19 has had a knock-on effect on the usual publication timetable of the reports, therefore the 2020 report was published on 10 March 2022, and instead of the report covering its usual three year period, it only reports as a single year.

KEY PERSONNEL

Minister for Infrastructure: John O'Dowd

Permanent Secretary: Katrina Godfrey

Deputy Secretary – Resources, Governance and EU Group: Declan McGeown

Director of Safe and Sustainable Travel Division: Chris Hughes

Director of Finance: Susan Anderson

Director of Corporate Policy and Planning Division: Sian Kerr

Director of Transport Policy Division: Liz Loughran

Director of Gateways and EU Relations: Bernie Rooney

Director of Public Transport Division: Jackie Robinson

Head of Internal Audit: Tracey Woods

CONTACT INFORMATION

Address: Department for Infrastructure, Departmental Co-ordination Unit, Clarence Court 10-18 Adelaide Street, Belfast BT2 8GB

Tel: 028 9054 0540

Email: info@infrastructure-ni.gov.uk

Visit: www.infrastructure-ni.gov.uk

OGreater Manchester Combined Authority (GMCA)

Formed on 1 April 2011, the Greater Manchester Combined Authority is run jointly by the leaders of the ten councils and the Mayor of Greater Manchester

ver the last decade several devolution agreements have been signed between Government and the GMCA.

These agreements brought new powers and responsibilities to the region, including transport. To deliver these devolution agreements, it was decided that Greater Manchester should have an elected Mayor to act as a directly elected point of accountability for the GMCA.

The GMCA is both a political entity and an organisation in its own right. The political part of GMCA provides direction, governance, and oversight of the work they do on behalf of the city region for our residents and businesses. GMCA as an organisation translates that political direction into action through teams of dedicated experts across a range of functions and services.

As a political entity, GMCA comprises the ten local authorities that make up the city region. The Authority is Chaired by the Mayor, Andy Burnham and is led by the Chief Executive, Eamonn Boylan. Functional executive bodies, such as Transport for Greater Manchester (TfGM), are responsible for the delivery of services with the Transport for Greater Manchester Committee (TfGMC) and its sub committees managing the TfGM and creating the transport policy on behalf of the GMCA, however some decisions still require approval by the GMCA. TfGM delivers the GMCA’s transport policies, by coordinating transport networks across the region, deciding where to invest transport funding, and owning and running the Metrolink tram service. TfGM is a key partner in Rail North and Transport for the North.

The GMCA gives local people more control over issues that affect their area.

It means the region speaks with one voice and can make a strong case for resources and investment. There corporate objectives include:

1. Deliver core and devolved services for the public.

2. Secure, and manage, funding and investment at Greater Manchester level for agreed activity.

3. Work with the ten local authorities in Greater Manchester to drive collective activity that puts Greater Manchester at the forefront of tackling social, economic, and environmental issues.

4. Ensure Greater Manchester is speaking with one voice – developing, leading and implementing our evidence-based strategies, building our networks and partnerships and influencing policy.

GMCA coordinates transport services through the public body Transport for Greater Manchester (TfGM).

Greater Manchester Transport Strategy 2040

Greater Manchester Transport Strategy 2040 sets out Greater Manchester’s longterm ambition for transport. The vision is for Greater Manchester to have ‘Worldclass connections that support long-term sustainable economic growth and access to opportunity for all’. It sets out a strong commitment to provide a transport system which: supports sustainable economic growth and the efficient and effective movement of people and goods; improves the quality of life for all by being integrated, affordable and reliable; protects the environment and supports our target to be net zero carbon by 2038 as well as improving air quality; and capitalises on new technology and innovation.

The Five-Year Transport Delivery Plan provides the detail of the schemes to be delivered to support progress towards the longer-term ambitions and targets. As additional funding is secured in the future, subsequent updates of the Delivery Plan will identify the schemes that provide the detail for the broad interventions identified in the 2040 Transport Strategy document.

Transport for Greater Manchester

Transport for Greater Manchester (TfGM) is the local government body responsible for delivering Greater Manchester’s transport strategy and commitments. TfGM implements the decisions made by GMCA and the Greater Manchester Transport Committee GMTC to improve transport services and facilities in Greater Manchester. TfGM owns Metrolink – the UK’s largest light rail network – and plan for its future, including the new Trafford Park line.

KEY PERSONNEL

Mayor: Andy Burnham

Chief Executive: Eamonn Boylan

Head of Communications: Sarah Keaveny

CONTACT INFORMATION

Address: Tootal Buildings

56 Oxford Street, Manchester M1 6EU

Tel: 0161 778 7000

Email: enquiries@greatermanchester-ca.gov.uk

Visit: www.greatermanchester-ca.gov.uk

London TravelWatch

London’s independent transport watchdog uses evidence to campaign to improve journeys, and advocate for all people travelling in London

Established in July 2000 and officially known as London Transport Users Committee, London TravelWatch is sponsored and funded by the London Assembly, which is part of the Greater London Authority, and is independent from the transport operators. The Assembly also appoints its board members, supported by staff who carry out the day-to-day work.

London TravelWatch is interested in the passenger experience of all the services operated and licensed by Transport for London.

The casework team, as well as dealing with appeals, also handle enquiries about Penalty Fare Notices and Penalty Charge Notices. However, the team is only able to ensure that the appeal process has been correctly followed and does not have the power to overturn a decision that has already been made.

As a statutory appeals/consumer body London TravelWatch is always keen to engage with members of the public and listen to their feedback about the transport issues they may face. To get involved, you can sign up to the digital community and receive regular news updates and helpful information on the latest things happening in transport across London.

London TravelWatch’s remit is set by Parliament and, as a result, there are some issues that it is unable to address.

Research

London TravelWatch regularly publishes its research into matters of concern to London transport users. In 2023 it published Left behind Londoners – Digital Exclusion and Disadvantage in London transport which looked at Londoners who had been unable to travel due to a lack of access to a smartphone or digital device. The research involved conducting surveys of Londoners and conducting interviews with organisations that advocate for impacted groups.

Another report looked at Rail Reform and what Londoners chief concerns were –discovering that:

‘We are particularly interested in how individual stations will be staffed, how accessible they will be, options for buying tickets and whether passengers will be able to access facilities such as lifts, waiting rooms and toilets.’

Michael Roberts

Chief Executive of London TravelWatch

• Two thirds of Londoners told us they would be put off from using the railways if the frequency of their train was cut in future.

• Less than half of people were satisfied with current levels of crowding on trains, despite this having got much better in the last two years due to fewer people travelling.

• Only 39 per cent of people surveyed consider the railways to be good value for money.

• 38 per cent of people were dissatisfied with toilet facilities at stations, and many were also dissatisfied with the availability of bike and car parking.

• 17 per cent of disabled passengers were very dissatisfied with connections with other forms of transport and 18 per cent with step-free access in stations and boarding trains.

• 58 per cent of people said they got most of their information about changes to their train service at the station, higher than any other option – online, social media, apps or alerts.

Consultations

In the summer 2023, in collaboration with Transport Focus, London TravelWatch facilitated a public consultation on proposed changes to ticket offices and received over 680,000 responses combined. In the consultation responses from the public and stakeholders, concerns were raised around accessibility, safety and security, issues with ticket machines and how stations will be staffed in future.

KEY PERSONNEL

Chair: Arthur Leathley

Deputy Chair: Alan Benson MBE

Chief Executive: Michael Roberts

Head of Communications: David Murdoch

Head of Casework: Susan James

Head of Campaigns and Advocacy: Alex Smith

CONTACT INFORMATION

Correspondence address: London TravelWatch

PO Box 5594 Southend on Sea SS1 9PZ

Tel: 020 3176 2999

Email: info@londontravelwatch.org.uk

Visit: www.londontravelwatch.org.uk

Twitter / X: twitter.com/LonTravelWatch

Digital community: mailchi.mp/londontravelwatch/ sign-up-for-updates

Kilborn Consulting Limited is an independent railway engineering consultancy and design business, with over 21 years of railway experience.

We specialise in the design of new and altered railway Signalling & Telecoms systems for the UK railway infrastructure.

Our areas of specialism are:

•Signalling and Telecoms Consultancy, including technical advice & support;

•Asset Condition Assessments, Correlation and Surveys;

•Signalling & Level Crossing Risk Assessments;

•Feasibility and Optioneering Studies;

•Concept and Outline Signalling Design;

• Telecoms Option Selection Reports (including AiP), Reference System Design and Detailed Design;

•Detailed Signalling Design;

•Competency Management & Assessments;

•Signal Sighting assessments, covering the full Signal Sighting Committee process with a competent Chair.

The new office which is located in the heart of Wellingborough can accommodate all staff and visitors alike and offer widespread views across Wellingborough and the surrounding green spaces

We would be delighted to welcome you to our office to discuss your requirements and how we can support you to achieve those.

Kilborn Consulting Limited 6th Floor, South Suite, 12 Sheep Street Wellingborough, Northamptonshire NN8 1BL

Email: pmcsharry@kilbornconsulting.co.uk

Phone: 01933 279909

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National Infrastructure Commission

The National Infrastructure Commission carries out in-depth studies into the UK’s major infrastructure needs and makes recommendations to the government

The National Infrastructure Commission (NIC) is an executive agency of the Treasury that provides impartial, expert advice and makes independent recommendations to the Government on economic infrastructure.

The Commission functions in an open and transparent manner, building consensus around its recommendations and engaging across parties and with the public, policymakers, infrastructure experts and relevant bodies.

Recommendations made by the NIC represent the views of the Commission and are not a statement of Government policy. However, the Government is required to respond formally to the Commission’s National Infrastructure Assessment and specific studies it undertakes.

The NIC engages closely with devolved administrations and bodies under their jurisdictions as appropriate, particularly on matters where the respective infrastructure policy responsibilities of the UK government and devolved administrations interact.

The Commission undertakes research into specific transport proposals when asked to do so by government, but also advises on broader questions of policy and approach to planning upgrades and new investment in road, rail, and other transport modes.

The National Infrastructure Assessment

The National Infrastructure Commission is charged with preparing a National Infrastructure Assessment once every five years, looking at the long-term needs of the main sectors of the UK’s economic infrastructure, including energy, transport, digital communications, waste, water and floods risk management.

The first National Infrastructure Assessment was published in July 2018, and the second in October 2023. The second Assessment made a series of recommendations for meeting the UK’s infrastructure needs up to 2050.

Its core proposals include:

• Taking a clear decision that electrification

is the only viable option for decarbonising buildings at scale, getting the UK back on track to meet its climate targets and lowering energy bills by fully covering the costs of installing a heat pump for lower income households and offering £7,000 support to all others.

• Investing in public transport upgrades in England’s largest regional cities to unlock economic growth, improving underperforming parts of the national road network and developing a new comprehensive and long term rail plan which will bring productivity benefits to city regions across the North and the Midlands.

The Assessment recommendations represent a major long-term programme of investment in the UK’s infrastructure. This includes proposing substantial funding for major public transport schemes in a number of city regions, in addition to significant funding for rail schemes particularly serving the North and Midlands. To ensure the latter is spent effectively and in the wake of the decision to cancel the northern legs of High Speed 2, the Commission called for a comprehensive long term plan to address the capacity and connectivity challenges facing city regions in the North and Midlands.

The Assessment also proposes additional investment in the maintenance and renewal of existing transport infrastructure on both a national and local level, and planning for the effects of climate change.

The government has committed to respond to the second Assessment in 2024, alongside an updated National Infrastructure Strategy.

Example report

In March 2021 the government asked the NIC to report on how to maximise the benefits of infrastructure policy and investment specifically for suburban areas and towns. At the conclusion of the six month study, the Commission set out how transport and digital connectivity plays an important role in supporting the

economic development of towns, and is best achieved as part of a long term strategy that complements a wider place based plan for a town.

However, the report found that the present funding system for local transport hinders the development of effective strategies. It called for a simplification of the current system of multiple competitive funding pots, and recommended that county and unitary authorities should receive devolved five year infrastructure budgets to enable long term planning.

The government’s formal response, published in August 2022, acknowledged the importance of devolution and repeated commitments made to extend the number of areas with devolved powers, but indicated that five-year budgets will be a matter of negotiation in each devolution deal.

KEY PERSONNEL

Chief Executive: James Heath

Chair: Sir John Armitt CBE

Deputy Chair: Julia Prescot

Commissioner: Professor Sir Tim Besley CBE

Commissioner: Neale Coleman CBE

Commissioner: Dr Michele Dix CBE

Commissioner: Andy Green CBE

Commissioner: Professor Jim Hall

Commissioner: Professor Sadie Morgan OBE

Commissioner: Kate Willard OBE

Commissioner: Nick Winser CBE

CONTACT INFORMATION

Address: 7th Floor, Windsor House, Victoria Street London SW1H 0TL

Email: enquiries@nic.gov.uk

Visit: www.nic.org.uk

X: @NatInfraCom

reputation as one of the largest rolling stock recyclers in the UK, winning nationally released tenders from several of the main rail operating companies.

The head office is located in Rotherham, South Yorkshire at Clarence Metal Works with the company’s gantry cranes and three derrick cranes making the site quite distinctive.

established in 1920 by Clarence Frederick Booth and since that time has continued to be generations of the Booth family.

associated with the scrapping of diesel and electric locomotives since the 1960s and has an the largest rolling stock recyclers in the UK, winning nationally released tenders from operating companies.

CF Booth rolling stock division has achieved both ISO 9001 and 14001 standards and has invested heavily in developing the infrastructure to handle all kinds of rolling stock including more than 1,500 metres of rail sidings, which allows us to accommodate a substantial amount of rolling stock. Work continues at present with rail vehicles being brought in through a connection to Network Rail and the proximity of the railway sidings to roads give this side of the business a high profile with many wagons, carriages, underground and departmental stock being processed. In addition, our extremely competitive buying process and quick payment terms mean that for many companies wishing to dispose of their rolling stock, CF Booth Ltd is the first port of call. Besides processing rolling stock for their residual ferrous/non ferrous metals, we also salvage any or all components that may be required by railway preservationists.

Rotherham, South Yorkshire at Clarence Metal Works with the company’s gantry cranes making the site quite distinctive.

CF Booth Ltd is one of the leading metal recycling companies in the UK. Established in 1920 by Clarence Frederick Booth, the business has grown from a local metal trader into one of the largest independently run recycling companies in Europe and is nearing its 100th year anniversary. CF Booth has been associated with the scrapping of diesel and electric locomotives since the 1960’s and is now one of the largest rolling stock recyclers in the UK, working with several of the main rail operating companies.

The current Rolling Stock Manager, Christopher Davis, says: “We are proud to be playing a major role in supporting the UK national rail industry and extremely proud to provide a valuable service to railway enthusiasts and preservationists throughout the UK as they continue to restore rolling stock vehicles to their former glory for future generations to enjoy. We value the relationship we have built up with preservationists and enthusiasts over the years’’.

CF Booth rolling stock division has achieved both ISO 9001 and 14001 standards and has invested heavily in developing the infrastructure to handle all kinds of rolling stock including more than 1,500 metres of rail sidings, which allows us to accommodate a substantial amount of rolling stock. Work continues at present with rail vehicles being brought in through a connection to Network Rail and the proximity of the railway sidings to roads give this side of the business a high profile with many wagons, carriages, underground and departmental stock being processed.

We are more than just a metal recycler, our continued investment in infrastructure and quality personnel has put us at the forefront of the metal recycling industry. Working with global businesses and international brands has made us think differently and strive to continue our development.

In addition, our extremely competitive buying process and quick payment terms mean that for many companies wishing to dispose of their rolling stock, CF Booth Ltd is the first port of call. Besides processing rolling stock for their residual ferrous/non ferrous metals, we also salvage any or all components that may be required by railway preservationists.

Our rolling stock asbestos removal/disposal service is supported by Demex Ltd a part of the CF Booth Group. Their fully trained and accredited operatives use the very latest equipment and techniques to safely strip out and dispose of asbestos. Besides processing rolling stock for their residual ferrous/non-ferrous metals, we also salvage any or all components that may be required by Railway Companies and Railway Preservationists.

The current Rolling Stock Manager, Christopher Davis, says: “We are proud to be playing a major role in supporting the UK national rail industry and extremely proud to provide a valuable service to railway enthusiasts and preservationists throughout the UK as they continue to restore rolling stock vehicles to their former glory for future generations to enjoy. We value the relationship we have built up with preservationists and enthusiasts over the years’’.

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has achieved both ISO 9001 and 14001 standards and has invested heavily in handle all kinds of rolling stock including more than 1,500 metres of rail sidings, accommodate a substantial amount of rolling stock. Work continues at present with rail vehicles connection to Network Rail and the proximity of the railway sidings to roads give this side with many wagons, carriages, underground and departmental stock being processed. competitive buying process and quick payment terms mean that for many companies rolling stock, CF Booth Ltd is the first port of call. Besides processing rolling stock for ferrous metals, we also salvage any or all components that may be required by railway

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Manager, Christopher Davis, says: “We are proud to be playing a major role in supporting and extremely proud to provide a valuable service to railway enthusiasts and UK as they continue to restore rolling stock vehicles to their former glory for future the relationship we have built up with preservationists and enthusiasts over the years’’.

North East Combined Authority

The NECA is the legal body that brings together the seven councils of County Durham, Gateshead, Newcastle, North Tyneside, Northumberland, South Tyneside and Sunderland

The North East Combined Authority’s ambition, as set out in its Transport Manifesto is to provide affordable, attractive, reliable, safe, healthy transport choices for businesses, residents and visitors while enhancing the environment.

Working with partners, the NECA provides leadership and a united voice on key strategic transport issues, links strategic transport planning with economic priorities, provides strong representation on transport issues of national significance including rail, air travel, strategic road network and ports as well as providing more effective coordination to enable improvement to the area’s public transport network.

Previously overseen by the Tyne and Wear Integrated Transport Authority (ITA), in 2014 the responsibilities and assets of the ITA were transferred to the NECA. From that date the Tyne and Wear Integrated Transport Area was dissolved. NEXUS manages the functions which it previously delivered within the Tyne and Wear area.

NEXUS is the trading name of the Tyne and Wear Passenger Transport Executive. NEXUS is an independent organisation. It was created in 1969 by the Tyneside Passenger Transport (Designation) Order 1961 in accordance with the Transport Act 1968 and is responsible for overseeing work and ensuring good governance. The vast majority of these responsibilities have been delegated to a committee of NECA – the Transport North East (Tyne and Wear) SubCommittee.

Some responsibilities, such as the setting of transport levies and the approval of the regional transport strategy are discharged by the Authority’s principal decision-making body – the NECA Leadership Board. The NECA has prepared and submitted a bid on behalf of the seven local authorities which aims to obtain in excess of £100 million in funding which will be invested in major improvements to sustainable transport in the area.

The aim of this bid is to help close the area’s productivity gap through better connectivity and more mobility, enabling growth, reducing congestion and improving air quality and public health at the same time.

Metro

The Tyne and Wear Metro serves Newcastle upon Tyne, Gateshead, South Tyneside, North Tyneside and Sunderland. When the Metro opened to the public in August 1980 it was Britain’s first light rapid transit system and was the first railway in the country to be truly wheelchair compatible.

region’s programme envisages a £467 million investment in public transport, sustainable transport and supporting capital investment.

The system was progressively opened in phases through to 1984 when the full 34 miles of the original network became operational with the opening of the line into South Shields. In its first year of full operation there were more than sixty million passenger journeys. The local rail network was privatised in 1996, however, Tyne and Wear PTE, Nexus as it is now called, kept responsibility for the operation of the Metro. The Metro wasextended to Sunderland in April 2002.

North East transforming cities fund bid

In March 2018 the Department for Transport (DFT) launched a Call for Proposals for city region authorities wishing to obtain capital funding from its Transforming Cities Fund (TCF). On 28 November 2019 the North East region submitted an ambitious and integrated programme of capital investments to the Department for Transport, seeking funding from the Transforming Cities Fund. The

KEY PERSONNEL

Head of Paid Service: Patrick Melia

Deputy Head of Paid Service: John Hewitt, Jonathan Tew

Chief Finance Officer: Paul Darby

Policy and Scrutiny Officer: Gavin Armstrong

CONTACT INFORMATION

c/o South Tyneside Council

Town Hall & Civic Offices

Westoe Road

South Shields NE33 2RL

Tel: 0191 643 5339

Email: enquiries@northeastca.gov.uk

Visit: www.northeastca.gov.uk

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Office of Rail and Road

The Office of Rail and Road is a non-ministerial government department and is the independent economic and safety regulator for Britain’s railway

The Office of Rail and Road (ORR) is responsible for protecting the interests of rail users now and in the future. ORR does this by holding Network Rail (and in future Great British Railways) to account and keeping the railway safe by regulating the rail industry’s health and safety performance. It also holds HighSpeed1 Ltd (HS1) to account and makes sure that the rail industry is competitive and fair.

ORR holds National Highways to account for its performance and efficiency, and it has economic regulatory functions in relation to railways in Northern Ireland and the UK section of the Channel Tunnel.

Keeping Britain’s railway safe

Britain has one of the safest railways in Europe for passengers and workers. With more than 100 HM Railway Inspectors dedicated to keeping every railway safe – from the mainline network, London Underground to light rail, trams, and the heritage sector –ORR works with the rail industry to identify, assess, and manage safety issues.

Inspectors are out on the network every day ensuring all train and freight operating companies and Network Rail manage passenger and workforce health and safety risks appropriately. ORR also offers advice, guidance and conducts research to promote continuous improvement.

ORR’s inspectors carry out investigations into breaches of health and safety law on the railway and take both informal and formal enforcement action, and as a last resort, ORR can prosecute a company for health and safety failings when things go wrong.

Holding Network Rail and HS1 to account

The railway network needs to be run for the benefit of the whole country. ORR oversees Network Rail (and in the future Great British Railways), holding it to account for its performance and service – overseeing whether it is delivering value for money –for passengers, the freight industry, and taxpayers.

As part of this, ORR monitors Network Rail’s train punctuality performance and upkeep of rail assets. ORR is also responsible

for determining operator access when disputes arise between Network Rail and operators.

As outlined in the Williams-Shapps Plan for Rail, the role of Network Rail is changing through rail reform. ORR’s role will adapt to reflect these changes and ensure ORR remains a strong independent body overseeing Great British Railways. This is essential to maintaining accountability, transparency, and efficiency across the network.

ORR also holds HS1 to account for the performance of its railway for train services, upkeep of the network and that it meets its efficiency targets. ORR is working with the French rail regulator Autorité de Régulation des Activités Ferroviaires (ARAF) to promote competition, full transparency, and fair access to the Channel Tunnel.

ORR works to ensure that rail markets are competitive and fair – for passengers, freight customers, railway operators and taxpayers. ORR does this by integrating its economic, competition and consumer functions and powers.

ORR and consumers

For consumers, ORR plays a key role in improving the rail passenger experience for which it has regulatory responsibility, taking prompt and effective action to improve the service that passengers receive where it is required.

ORR also sets guidance on the standards train and station operators must meet on assisted travel. They do this through; ensuring train companies provide accurate and timely information, particularly during disruption, handling complaint procedures seamlessly, and monitoring how train and station operators handle these situations.

Independent publication of railway data

As the accredited primary provider of railway industry official statistics, ORR publishes a range of statistics, including railway performance, rail usage (both passenger and freight) and safety. This open data and information about the rail industry promotes transparency and a better understanding of Britain’s railway.

The trustworthiness, quality and value of ORR statistics are overseen by the UK Statistics Authority’s regulatory arm – the Office for Statistics Regulation.

ORR IN BRIEF

ORR regulates Network Rail including setting the targets it must achieve and reporting regularly on its performance. ORR also regulates health and safety standards and compliance across the whole rail industry. It oversees competition and consumer rights issues – driving a better deal for rail passengers and taxpayers. ORR regulates the HighSpeed1 link to the Channel Tunnel. ORR also holds National Highways to account for its performance and efficiency against government set targets.

KEY PERSONNEL

Chair: Declan Collier

Chief Executive: John Larkinson

Director of Economics, Finance and Markets: Will Godfrey

Director, Corporate Operations: Vinita Hill

HM Chief Inspector of Railways and Director, Railway Safety: Ian Prosser CBE

Director of Railway Planning & Performance: Feras Alshaker

Director of Strategy, Policy and Reform:

Stephanie Tobyn

Director of Communications: Russell Grossman

CONTACT INFORMATION

Tel: 020 7282 2000

Visit: www.orr.gov.uk

Address: 25 Cabot Square

London E14 4QZ

Rail Accident Investigation Branch

RAIB became operational in October 2005 as the independent body which investigates accidents and incidents on mainline railways, metros, tramways and heritage railways throughout the UK

Lord Cullen’s inquiry report into the Ladbroke Grove rail accident in 1999 recommended the creation of an organisation to independently investigate railway accidents to improve safety.

RAIB employs specialist investigators, inspectors and principal inspectors. These staff typically have a railway, academic or investigative background and RAIB gives them additional extensive training in railway operations, railway engineering and accident investigation. RAIB also has a dedicated team who provide essential business support, giving it a total of 43 staff.

RAIB investigations are focused solely on improving safety. RAIB are not a prosecuting body and do not apportion blame or liability. Possible breaches of legislation are dealt with by other organisations, usually the police and safety authorities.

RAIB’s responsibilities are to:

• Investigate causes of railway accidents and incidents where it believes investigation will bring safety learning to the industry.

• Identify the factors that may lead to a similar accident or make the consequences worse.

• Highlight gaps in the railway industry’s safety defences that are revealed during investigations.

• Make recommendations to prevent the same thing happening again.

• Increase awareness of how railway accidents happen and cooperate with other investigation organisations nationally and internationally to share and encourage good practice.

• RAIB’s scope of activity includes the UK mainline networks (Network Rail and Northern Ireland Railways), the London Underground and other metro systems, tramways, heritage railways and the UK part of the Channel Tunnel.

Operators of these railways and tramways have a legal duty to notify RAIB of certain

types of accidents and incidents. RAIB also monitors operations on the major networks through various industry reporting systems and may also proactively follow up events featuring in such systems.

RAIB has a duty to investigate all serious railway accidents as defined by law.

These include derailments and collisions of rolling stock resulting in the death of a person, serious injuries to five or more people, or extensive damage to rolling stock, infrastructure or the environment. They will also investigate incidents and accidents which, under slightly different circumstances, could have led to a serious accident, and which have an obvious impact on railway safety regulation or the management of safety. RAIB may produce a safety digest as alternative to a full investigation, where the safety learning from an event has been identified by a previous investigation or relates to compliance with existing rules.

Whenever RAIB investigates, it publishes the results as an investigation report. These reports will almost always include recommendations to improve safety. The branch can direct recommendations towards any organisation or person that they think is best placed to implement the changes required. This includes railway and nonrailway, private and public sector bodies.

While directed at specific end implementers, recommendations are addressed to the relevant railway safety authority, or to other public bodies. This is because the law requires these authorities to ensure that RAIB’s recommendations are considered and, where appropriate, acted upon. The authorities are required to report back to RAIB details of any implementation measures, or the reasons why no action is being taken. Details of the status of recommendations are published on the RAIB website.

In addition to recommendations, RAIB may include learning points in its investigation reports and safety digests

where there is good practice that might be adopted by others, or where a reminder to the industry to reinforce compliance with existing procedures or standards might be appropriate.

RAIB priorities

Based in operational centres in Derby and Farnborough, RAIB is able to respond quickly to accidents in any part of the UK. RAIB’s current priorities are:

• Maintaining the production of highquality, timely investigations

• Keeping up with changes in technology and industry structure.

• Recruiting, developing and keeping the right expertise

• Continued positive engagement with the rail industry and other statutory bodies.

• Preserving and enhancing RAIB’s international contacts

• Resolving (with other AIBs and the Chief Coroner) issues around legal judgements that set out how coroners and the AIBs interact.

• Working with other railway accident investigators in the UK to share good practice and to help improve the quality of investigations.

KEY PERSONNEL

Chief Inspector of Rail Accidents: Andrew Hall

CONTACT INFORMATION

Tel: 01332 253300

Email: enquiries@raib.gov.uk

Visit: www.raib.gov.uk

Address: The Wharf, Stores Road

Derby DE21 4BA

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Rail Safety and Standards Board

The RSSB (Rail Safety and Standards Board) is an independent body, working with its 88 member companies to drive improvements in the British rail system

Drawing on experience and expertise from across the sector, it brings all aspects of light rail safety under one roof while providing a central resource where colleagues can access the latest guidance and standards documentation.

Its role is to help the rail industry continually improve its health and safety performance in order to reduce risk to rail employees, passengers and the public at large. RSSB does this through developing standards, providing analysis and insight to health and safety data, carrying out research, promoting sustainability principles, and facilitating the industry’s technology strategy.

• RSSB’s strategic priorities are:

• Supporting healthy and safe collaboration and informing industry decisions to reduce risk and harm.

• Supporting enhanced performance and efficiency updating standards, modernising systems, informing and enabling innovation.

• Supporting the application of sustainability principles

RSSB members include Network Rail and other infrastructure managers, all the train operating companies (TOCs), all the freight operating companies (FOCs), rolling stock leasing companies (ROSCOs), infrastructure contractors, and suppliers.

Sustainable Rail Executive (SRE) by RSSB

The SRE is a pan-industry group of rail industry leaders, committed to sustainability leadership who will be responsible for a new Sustainable Rail Strategy. The group will oversee and promote the development of an ambitious, affordable, and coherent sustainability programme to make rail the leading mode of sustainable transport.

SRE’s representatives are drawn from: Chiltern Railways by Arriva, Crossrail, Department for Transport, DB Cargo, Eversholt Rail, HS2, Network Rail, Office of Rail and Road, Rail Operations Group, Rail Delivery Group, Rail Freight Group, Railway

Industry Association, RSSB, Siemens, Transpennine Express.

Five-year plan

On 4 April 2019, RSSB published its 20192024 Business Plan, outlining how it will work over the next five years to support a safer railway into Control Period 6 (CP6) and beyond. Setting out how RSSB will meet a range of industry priorities and challenges to put passengers first, the plan focuses on the crucial areas of safety, health and wellbeing, sustainability, efficiency, innovation and the future post-Brexit.

RISAS and RISQS

RISAS is the Railway Industry Supplier Approval Scheme. It ensures that suppliers of critical products have the appropriate systems, processes, competence, resources, facilities and procedures. Companies undergo a challenging assessment by a Railway Industry Supplier Approval Body (RISAB). The assessment involves on-site interviews and evaluations to get proof that the company can meet the standards expected.

A successful assessment leads to the award of a RISAS certificate. This is evidence that an independent, robust, rigorous and transparent assessment of the supplier has taken place, by experts.

These details are added to the RISAS website which holds a searchable database of companies who hold RISAS certificates and details the products and services they cover. RSSB manages the scheme on behalf of the rail industry providing its profile and governance. RSSB also accredits the RISABs.

RISQS

RISQS is recognised and supported by the rail industry as the most effective means of deriving assurance and managing supply chain risk. It gives the industry’s 100-plus buyer members the assurance to do business with confidence with 4,000 supplier members. It’s an open, fair and transparent way for them to be formally recognised as capable providers of products and services to the GB rail market, on a smart, quick, easy web-based platform. Suppliers can be

audited once via RISQS for their capabilities avoiding the need for them to be subjected to multiple, duplicate auditing from different buyers.

CIRAS

CIRAS is an independent, not-for-profit confidential reporting service, funded by its members. Its ambition is to improve the health, safety and wellbeing of staff and passengers across the transport sector. Transport workers can get in touch and CIRAS listens to their concerns in complete confidence.

CIRAS raises the concern with the relevant company and sends the response back to the person who raised the concern so that they know what action has been taken. CIRAS members use the intelligence they receive from reports to reduce risk, improve safety and wellbeing, and foster a positive safety culture. CIRAS also works with its 2,000-strong member community to share learning and good practice.

Starting out as a charity working with one train operator over 20 years ago, today CIRAS members span construction, transport operators including bus, light rail, tram, urban metros and mainline rail, and the transport supply chain. CIRAS is part of the RSSB Group.

KEY PERSONNEL

Chair: Mike Brown

Chief Executive Officer: Mark Phillips

Chief Financial Officer: Hannah Kingsley

Chief Operating Officer: Johnny Schute

CONTACT INFORMATION

Address: The Helicon, 1 South Place

London EC2M 2RB

Tel: 020 3142 5300

Email: enquirydesk@rssb.co.uk

Visit: www.rssb.co.uk

Strathclyde Partnership for Transport (SPT)

Strathclyde Partnership for Transport (SPT) is the Regional Transport Partnership for the west of Scotland

The Greater Glasgow Passenger Transport Executive (GGPTE) was created in 1972 to oversee all suburban railways in the Glasgow area. In the 1980s it was replaced by Strathclyde Passenger Transport Executive (SPTE). In 1996, the Executive was reincorporated as a body consisting of councillors drawn from the twelve Council Areas which succeeded Strathclyde Region.

In 2006 Strathclyde Passenger Transport Executive (and Authority), along with the WESTRANS voluntary regional transport partnership, was replaced by Strathclyde Partnership for Transport (SPT). It is part of the transport framework created by the Scottish Government, which is made up of a national transport agency, Transport Scotland, and seven Regional Transport Partnerships. As part of this reorganisation SPT gained responsibility of the region’s transport planning; analysing all travel needs and developing the transport system for now and the future.

SPT is the largest of the seven regional transport partnerships. SPT’s role involves planning and delivering transport solutions for all modes of transport across the region, in conjunction with member councils and industry partners. It runs the Glasgow Subway, a host of specialist bus services and is responsible for delivering public transport.

The Partnership consists of 20 elected members representing the twelve constituent authorities in the west of Scotland and between seven and nine appointed members.

In March 2021 the Chair and Vice-Chairs of SPT presented a proposal to evolve SPT into ‘Transport for Strathclyde’, a more powerful authority in control of one network across the region. It called for a new parliamentary Bill to empower the body and a ‘public transport social contract’ with the public which guarantees access to work, health, education and recreation – ‘without breaking the bank or planet’.

Rail

Glasgow has the largest network of suburban railway lines in the UK outside of London. SPT is no longer involved in the everyday operation of the rail network. The rolling stock was operated on behalf of SPT by First ScotRail (also part of FirstGroup) until March 2015, since April that same year Abellio ScotRail has operated rail services under the ScotRail brand.

Subway

The Glasgow Subway is the only underground metro system in Scotland. Originally built for the Glasgow District Subway Company, the railway first opened in 1896. The Subway is generally recognised as the world’s third oldest underground railway, after London and Budapest. And the only one that has never been expanded from its original route.

The Subway forms a circle in the centrewest of Glasgow and carries 13 million passengers each year. The entire route is underground, contained in twin tunnels, 15 stations are distributed along the route length of over six miles. Eight of the stations are north of the River Clyde which dissects the circular route.

In 1977, Greater Glasgow Passenger Transport Executive closed it for major modernisation works. The railway in its present form reopened for operation on 16 April 1980. Now part of SPT, the railway is one of the few in the UK remaining in public ownership and is ‘vertically integrated’, which means SPT’s responsibility covers all aspects of operation and infrastructure.

In 2016, SPT took a significant step forward in improving its Subway and is currently undergoing its biggest modernisation programme in more than 30 years. A £288 million funding package for the work is being supported by the Scottish Government. As well as the new trains, the Subway’s signalling equipment, control systems and control centre will all be replaced, and the upgrade will include

new platform screen doors. Glasgow Subway modernisation continues at a rapid pace. Having now completed all 15 stations including two city centre flagship stations all with the intent to; improve accessibility, introduce more smart technology ticketing, and provide a fresher look to its stations, all while minimising disruption.

SPT is passionate about its commitment to reducing its carbon footprint through finding ways of adopting sustainable policies and practices where possible. Work is ongoing across SPT to identify measures to improve energy efficiency, reduce water consumption and minimise waste. SPT also have a JourneySharing community, helping commuters connect where they have similar journey details to save money, and reduce CO2 emissions.

Once the modernisation plan is complete, and it has been fully tested, the Subway will move from its current partially automatic trains to Unattended Train Operations (UTO). SPT administers a range of integrated travel tickets, such as ZoneCard, Roundabout and Daytripper giving discounted fares on buses, trains, ferries and the Subway.

KEY PERSONNEL

Chief Executive: Valerie Davidson

Director of Finance & Corporate Support: Lesley Aird

Director of Transport Operations: Richard Robinson

CONTACT INFORMATION

Address: 131 St Vincent Street

Glasgow G2 5JF

Tel: 0141 332 6811

Email: enquiry@spt.co.uk

Visit: www.spt.co.uk

Delivering a bright energy future for high speed rail

We are experts in delivering network reliability for high speed railways through whole-life asset management. We own the total solution and its performance.

A reliable service makes travel more convenient, easier for passengers to plan journeys and gives them confidence they will arrive on time.

Transport for Greater Manchester

Transport for Greater Manchester (TfGM) is a not-for-profit local Government body responsible for delivering the transport strategy set by the Greater Manchester Combined Authority (GMCA)

More than 5.8 million journeys are made across Greater Manchester’s transport network each day (excluding walking and cycling). TfGM coordinates transport networks across the region, works with the GMCA and the ten local authorities on the development and delivery of new projects, and owns and runs the Metrolink tram service (the UK’s largest light rail network). It is developing the Bee Network – a high volume, low fare Londonstyle transport system integrating buses, trams, walking and cycling and – ultimately – local rail services.

TfGM builds and manages bus stations and transport interchanges, provides travel planning and timetable information to passengers, and promotes walking and cycling as safe and healthy choices.

TfGM assets include the Metrolink network, with 99 stops and 147 tram vehicles, 36 Park & Ride sites (including rail and guided busway), twelve Free Buses and 52 Yellow School Buses, the Cycle Hire scheme, more than a dozen transport interchanges, and many other properties.

The Greater Manchester rail network is now used by around forty million passengers a year. This is an increase of thirty per cent over the past decade and TfGM has an influential voice in developing the best possible rail services in Greater Manchester.

Following the Trailblazer Deeper Devolution Deal, which was agreed between Greater Manchester and the Government in March 2023, TfGM and the Great British Railways Transition Team are working to deliver a more locally accountable and integrated rail network in the city-region.

In 2021, TfGM marked ten years since its inception after a reform of local government in Greater Manchester granted the Greater Manchester Passenger Transport Executive (GMPTE) more powers and led to a rebranding.

Since the rebranding, TfGM has delivered many high profile and successful projects and schemes, including:

• The £1.5 billion ‘Phase Three’ Metrolink expansion between 2010 and 2015, which saw new lines through dozens of local communities, with extensions to Rochdale via Oldham, Ashton-under-Lyne, East Didsbury, Manchester Airport and a new line through Manchester city centre.

• The £350 million Trafford Park line in March 2020, adding a further 5.5 kilometres of track and six new stops to serve one of the region’s major employment, leisure and retail destinations.

• New transport interchanges in Rochdale, Ashton, Altrincham, Wythenshawe and Bolton, while Radcliffe and Wigan now enjoy new, state-of-the-art bus stations.

• The TravelSafe Partnership – a multiagency body led by TfGM and Greater Manchester Police, that takes an intelligence-led, problem-solving approach to tackling crime and ASB on public transport.

Since Government announced proposals for the City Region Sustainable Transport Settlement (CRSTS) in 2021, GM has embarked on the roll-out of a long-term infrastructure pipeline that will see delivery of the schemes set-out in GM’s Transport Strategy 2040. Whilst the infrastructure pipeline is funded primarily through the CRSTS, other funding streams including Active Travel Funding (ATF), Local Electric Vehicle Charging Infrastructure (LEVI) funding and Zero Emission Bus Regional Areas (ZEBRA) funding take the overall programme funding to c£1.5 billion over the period to March 2027. Coupled with Government’s recent announcements regarding CRSTS 2, GM has the basis of a c£4 billion infrastructure pipeline to March 2032.

The principles that underpin the pipeline are built upon Government’s and GM’s shared vision for driving growth and productivity through infrastructure investment; levelling-up services towards the standards of the best; and decarbonising transport, especially promoting modal shift from cars to public transport, walking and cycling.

The programmes that make up GM’s integrated and sustainable transport investment pipeline within the current CRSTS investment period to March 2027 include:

• Development of schemes to expand the Metrolink network, together with Tram Train and guided busway routes.

• Working alongside rail industry partners, to improve the reliability, capacity and customer experience of rail travel –including work to progress and deliver GM’s Access for All (AfA) programme and the first contactless pilot for touch-in/ touch-out pay-as-you-go rail services in Greater Manchester in 2025.

KEY PERSONNEL

Interim Chief Operating Officer: Alex Cropper

Managing Director and Finance and Corporate

Services Director: Steve Warrener

Head of Rail Programme: Simon Elliott

Communications Officer: David Stevenson

CONTACT INFORMATION

Address: 2 Piccadilly Place, Manchester M1 3BG

Tel: 01612 244 1000

Email: hello@beenetwork.com

Engineering a better future for our planet and its people

We’re committed to lead our clients, and partners across the infrastructure ecosystem, to engineer this better future for our planet and its people.

atkinsrealis.com

Transport for London

Transport for London (TfL) is the integrated transport authority responsible for delivering the Mayor of London’s strategy and commitments on transport

Every day around 30 million journeys are made across the network and TfL keeps the city moving, runs the day-to-day operation of the Capital’s public transport network and manages London’s main roads.

The services operated include London Underground, London Buses, Docklands Light Railway, London Overground, TfL Rail, London Trams, London River Services, London Dial-a-Ride, Victoria Coach Station, Santander Cycles and the Emirates Air Line. TfL provides modern ways to pay through Oyster and contactless payment cards and provides live travel information via the app TFL Go, which allows users to get live updates on their journey, and advises on the most accessible routes for those with reduced mobility.

The TfL programme of transport capital investment is one of the world’s largest. It is modernising Tube services and stations, transforming the road network and making it safer, especially for more vulnerable road users such as pedestrians and cyclists. It is also working hard to help customers with reduced mobility access stations, as one third of London underground stations are now step-free.

The Elizabeth line

The Elizabeth line was built by Crossrail Ltd, a company joint sponsored by TfL and the Department for Transport. Crossrail broke ground at Canary Wharf in May 2009, and began tunnelling in May 2012.

TfL Rail services started running between Liverpool Street and Shenfield in May 2015, and between Paddington and Heathrow (and later Reading) in 2018 – these would become the eastern and western branches of the Elizabeth line once opened, with ten new stations opening through central London on 24 May 2022.

TfL has overall responsibility for the train frequency specifications, standards for station facilities and overall performance as well as fares and revenue management. The Elizabeth line's full peak timetable commenced on 22 May 2023, with 24 trains per hour between Paddington and Whitechapel, as well as more services

between Liverpool Street National Rail station and Gidea Park, and an increase in peak services from Reading with reduced stops. It was also the first time that direct services ran from Shenfield to Heathrow Airport. At a total of more than 250 million journeys in 18 months, the Elizabeth line has already become one of the most used railways in the country as it continues to provide greater connectivity and faster journey times, and support new housing, jobs and economic growth.

Docklands Light Railway

The Docklands Light Railway (DLR) opened in 1987 and operates as an automated light metro system with performance and dependability among the best in the UK. The DLR network of 45 stations has multiple connections with the Tube, buses, National Rail, Overground, river and coach services. The DLR is currently the busiest light railway in the UK, with around 1.8 million journeys made on the network each week. The DLR is operated by KeolisAmey Docklands (KAD) under a franchisee contract awarded by TfL. It operates the trains and stations with TfL maintaining much of the network. A contract was awarded to Construcciones y Auxiliar de Ferrocarriles, S.A (CAF) in June 2019 to replace some of the oldest trains operating on the network.

The new fleet of walk-through trains are expected to start entering passenger service from 2024 providing a number of customer improvements, including the latest audio and visual real-time travel information, air conditioning and mobile device charging points.

London Overground

TfL is responsible for London Overground –a group of orbital lines serving many areas of the Capital. Launched in 2007, around a third of all Londoners are within walking distance of a London Overground station. There are six London Overground routes that, together, form an outer London orbital network. This route travels through 23 London boroughs, as well as southern Hertfordshire and serves 113 stations. Upgrades to London Overground stations is ongoing, including a new entrance and stepfree access at Surrey Quays station.

In November 2016 Arriva began to manage the network’s stations and trains on a day-to-day basis. Network Rail manages and maintains most of the track and signals, as London Overground is part of the National Rail network.

London Trams

TfL took over the running of London Trams in 2008 and completely refurbished

the Trams network which had been created eight years earlier. London Trams offer frequent services from Croydon to Wimbledon, Beckenham Junction, Elmers End and New Addington. TfL sets the specifications for tram frequency and overall performance, is responsible for fares and revenue, carries out maintenance, and plans and funds improvements and extensions to the network. The tram network has 17 miles of track, 34 trams in the fleet and 39 stops. It serves seven National Rail stations and more than fifty bus routes. Tram Operations (TOL), a subsidiary of First Group, operates trams day-to-day under a franchisee agreement with TfL. TOL’s contract will expire in 2030.

London Underground

London Underground, better known as the Tube, opened in 1863, it is the world’s oldest underground railway network, and one of the largest. The Tube spans 272 stations and over eleven lines. TfL is responsible for all aspects of the Tube’s operations including running the trains, stations and control centres, making sure the Tube is safe and secure, and collecting and protecting fares revenue as well as the maintenance and renewal of most of the infrastructure used by the Tube, although some services run over track that is the responsibility of Network Rail.

As the city continued to recover from the pandemic, and despite hybrid working becoming more of a norm TfL figures show

that tube ridership increased by more than 25 per cent between the months January and February of 2022. With stations in the heart of London’s financial district, like Bank and Canary Wharf seeing ridership numbers back on track.

KEY PERSONNEL

Commissioner: Andy Lord

Director of Communications & Corporate Affairs:

Matt Brown

Interim General Counsel and Board Secretary:

Andrea Clarke

Chief Capital Officer: Stuart Harvey

Chief Finance Officer: Rachel McLean

Interim Chief Operating Officer: Glynn Barton

Chief Safety, Health and Environment Officer: Lilli Matson

Chief Customer & Strategy Officer: Gareth Powell

TFL’s Director of Customer Operations: Nick Dent

CONTACT INFORMATION

Address: Palestra, 197 Blackfriars Road

London SE1 8NJ

Tel: 0343 222 1234

Email: Contact via website

Visit: www.tfl.gov.uk

QUICK FACTS

• Rumour has it that the Bakerloo line was created after a group of businessmen complained that they couldn't get to and from Lord's Cricket Ground quickly enough.

• Opened in 1863, The Metropolitan Railway between Paddington and Farringdon was the first, urban, underground railway in the world.

• One third of London Underground stations are now step-free.

• The average additional journey time required for step-free journeys has now been reduced to around 6.7 minutes, comparing to 9.5 minutes back in 2016.

• Her Majesty became the first reigning monarch to travel on the London Underground in 1969, when she opened the Victoria line.

• Although a number of Jubilee line stations are among the Underground's newest, the line also serves some stations that originally opened over one hundred years ago.

• No other city is as defined by its transport system as London.

Transport for the North

Transport for the North is the country’s first Sub-national Transport Body, formed to transform the transport system across the North of England, providing the infrastructure needed to drive economic growth

Transport for the North became England’s first Sub-national Transport Body in April 2018, bringing together the North’s 20 Local Transport Authorities and eleven Local Enterprise Partnerships to enable the North to speak with one voice on the transport infrastructure investment needed to drive transformational growth and rebalance the UK economy.

Strategic Rail

The Strategic Rail programme is key to ensuring the synergies between the North’s classic rail network, the Northern Powerhouse Rail programme, Transpennine Route Upgrade (TRU), through the Integrated Rail Programme (IRP), are fully optimised.

In operational terms, the programme partners with the Department for Transport in overseeing and managing the region’s biggest rail operators – Northern Trains Limited and TransPennine Express. The Rail North Partnership, informed by the advice and guidance of the Rail North Committee and the Department for Transport, oversees and manages the performance and delivery targets of these operators and works to ensure they are both fit for purpose and future-proofed.

The Northern and TransPennine Express rail services run through 25 local authority areas, including the 20 authorities that sit on the Partnership Board of Transport for the North. They engage regularly with representatives from all 25 authorities through our Rail Officer Reference Group.

Northern Powerhouse Rail

Northern Powerhouse Rail is a major strategic rail programme that will deliver radical improvements to train service frequencies and journey times, to better connect the key economic areas in the North of England. The programme will transform east-west rail travel across the region to enhance connectivity, capacity and reliability.

By linking the east and west of the North, as well as linking with HS2, Northern Powerhouse Rail will deliver vastly improved regional rail connections, providing modern,

high-speed, low-carbon services which will improve the passenger experience, and encourage a modal shift from cars to trains, contributing greatly to the decarbonisation agenda.

Northern Powerhouse Rail will also release capacity in the existing rail network, supporting improvements in the local and freight services on which much of the region depends, as well as improving connectivity to international gateways including Manchester Airport.

The programme will connect the major urban centres of the North, and under-served communities, to generate opportunity, attract investment, create jobs and move the North towards a more integrated economy that will ‘level-up’ the region and boost UK productivity

The North’s economy will flourish with proper investment. To maximise and expand upon this ambition, the North’s creaking rail infrastructure must be improved.

Ultimately, Northern Powerhouse Rail – delivered in full alongside the Transpennine Route Upgrade – will define the North’s economic prosperity for the rest of this century, boosting jobs and growth, while also playing a significant role in reducing carbon emissions in the region and delivering tangible transformational benefits to people and business.

Transport for the North (TfN) and Department for Transport (DfT), working with delivery partners Network Rail and HS2 Ltd, has carried out substantial work to develop options in each NPR corridor. New lines and significant improvements to existing lines would free up capacity and reduce disruption, enabling more services on local lines, increasing opportunities for both workers and consumers.

Stay in touch

Transport for the North produces a regular podcast on all things transport and the Northern Powerhouse, covering topics such as devolution, levelling up, economic growth, productivity, investment and more. It is available via the TfN website and on Spotify and Soundcloud. The All Points North e-newsletter highlights the top stories each week – sign up via the TfN website.

‘TfN continues to use its evidencebased approach to make the case for strategic transport improvements across the whole of the North.

Martin Tugwell, Chief Executive of Transport for the North

KEY PERSONNEL

Chair: Lord Patrick McLoughlin

Chief Executive: Martin Tugwell

Rail and Roads Director and Deputy Chief Executive: Darren Oldham

Finance Director: Paul Kelly

Strategy, Policy and Communications Director: Katie Day

CONTACT INFORMATION

Address: Level 6, Town Hall Extension, Lloyd Street

Manchester M2 5DB

Tel: 0161 244 0888

Email: info@transportforthenorth.com

Visit: www.transportforthenorth.com

West Midlands Combined Authority

Led by the Mayor of the West Midlands, the WMCA brings together 18 local councils and three Local Enterprise Partnerships to oversee the transfer of powers and funding from Whitehall to the West Midlands

The authority consists of 18 local authorities and four Local Enterprise Partnerships (LEPs) working together to move powers from Whitehall to the West Midlands and its locally elected politicians. It includes the seven metropolitan West Midlands councils (constituent authorities), ten non-constituent authorities/councils and one observer council, as well as the Mayor of the West Midlands.

The transport arm of the WMCA is Transport for West Midlands (TfWM) which coordinates investment to improve the region’s transport infrastructure and create a fully integrated, safe and secure network. It is also responsible for assessing and planning for the region’s future transport needs so the network can meet the demands of businesses and a growing population.

The expansion of the Midland Metro tram system is just one of the many projects that TfWM is delivering to help meet those future needs. Where they are adding:

• Up to 50 extra trams.

• New control, communications and passenger information systems.

• An upgraded depot, control room and maintenance.

Midlands Rail Hub

The Midlands Rail Hub is a £2 billion package of improvements to transform east-west rail connections. The project was awarded £20 million in the March 2020 Budget to develop the scheme to outline business case. The plans outline a programme of new and upgraded infrastructure that will be implemented in phases between now and 2033. It will strengthen rail links between Leicester, Nottingham, Coventry, Derby, Hereford and Worcester, improve services to Wales and the South West and allow more people to access HS2.

HS2 Connectivity Package investment

The WMCA has been a strong advocate for the planned HS2 line and has put in place

a £4.4 billion HS2 Growth Strategy to make the most of HS2 arriving in the West Midlands. As part of this Growth Strategy there is a Local Connectivity Package of 20 transport schemes to effectively ‘plugin’ the two new HS2 stations to local transport network.

These schemes include the transformational East-West Metro with tram extensions to Dudley/ Brierley Hill and through East Birmingham to North Solihull and the HS2 Interchange station.

West Midlands Rail Executive

The region is looking to reverse some the Beeching cuts by reopening rail lines to passenger services for the first time in decades. These include the Camp Hill line serving suburbs in South Birmingham and the line between Walsall and Wolverhampton. University station in Edgbaston, is undergoing major redevelopment with new station buildings, bridges and platforms to accommodate the 3.5 million passenger journeys it sees every year. Doubling the capacity of what is already considered one of the busiest railway stations in the country will provide huge safety benefits, improve customer experience, and enable the station to meet future demand, whilst also contributing to tackling the climate emergency.

Local rail services are co-managed by the West Midlands Rail Executive (WMRE) – a partnership of 16 local transport authorities – and the Department for Transport under the West Midlands franchise. Services are run by West Midlands Trains (a joint venture between Abellio, East Japan Railway Company and Mitsui) but branded West Midlands Railway.

Levelling Up Growth Prospectus

The blueprint setting out what is needed to level up the region was launched by the West Midlands Combined Authority in October 2022. The Levelling Up Growth Prospectus sets out how the West Midlands Combined Authority is working as a region to tackle

the various challenges they face, and how they aim to fire up the regional economy by driving forward a new, green industrial revolution while attracting major private sector investment.

The prospectus looks at ways to expand its existing levelling up programme with:

• More flexible funding to build affordable, zero carbon homes and unlock stalled investment through new Investment Zones.

• New ways to encourage people onto public transport through mobility credit schemes, new e-mobility powers, and a dynamic role in Great British Railways

• Powers to help key growth sectors for the region flourish and drive innovation in low carbon businesses such as electric car manufacturing; battery production; low carbon, modular homes; and utilities such as wind and solar power.

• Greater control and influence over investment into the region’s energy system so it is more resilient to price hike shocks and able to speed up the decarbonisation of infrastructure and industry.

The Levelling Up Growth Prospectus serves as long term vision for the West Midlands.

KEY PERSONNEL

Chief Executive Officer: Laura Shoaf

Director of Programme Development: Sandeep Shingadia

Director of Rail: Malcolm Holmes

Director of Policy, Strategy and Innovation: Mike Waters

Director of Communications: Siobhan Bassford

Director of Operations: Clare Boden-Hatton

CONTACT INFORMATION

Address: 16 Summer Lane, Birmingham

West Midlands B19 3SD

Tel: 0121 200 2787

Email: customer.services@tfwm.org.uk

Visit: www.wmca.org.uk

Transport Focus

Transport Focus is the independent transport user watchdog. Its mission is to get the best deal for rail passengers

With a strong emphasis on evidence-based campaigning and research, Transport Focus ensures that it knows what is happening on the ground. It uses its knowledge to influence decisions on behalf of passengers to secure improvements and make a difference.

Transport Focus is the voice of transport users. It carries out research on transport user experiences and needs for the future. This includes the large scale National Rail Passenger Survey where over 50,000 rail passengers give their views on rail journeys twice a year.

Structure

Transport Focus is an executive nondepartmental public body, sponsored by the Department for Transport. It is run by a management team (see more below) and led by a Board of non-executive directors.

It has existed in one form or another since 1947. It was formed by the Transport Act as the Central Transport Consultative Committee (CTCC) plus a network of regional Transport Users’ Consultative Committees. Over the years it has changed its name as it took on responsibility for bus, coach and tram passengers, and then road users.

New Roxtec seal covers all needs

Transport Focus makes major decisions at Board meetings, held in public four times per year. Decisions are also made at monthly management team meetings.

Transport Focus can have up to 14 Board members. The Scottish Government, Welsh Government and the Greater London Authority each appoint a member to the Board. The remaining appointments are made by the Secretary of State for Transport. Recruitment to the Board is based on merit. Appointments are regulated by The Office of the Commissioner for Public Appointments.

KEY PERSONNEL

Chair: Nigel Stevens

Chief Executive: Alex Robertson

Director: Natasha Grice

Resources Director: Nigel Holden

CONTACT INFORMATION

Address: Albany House

86 Petty France, London SW1H 9EA

Tel: 0300 123 0860

Email: info@transportfocus.org.uk

Visit: www.transportfocus.org.uk

Light Rail Safety and Standards Board

Established in 2018, the Light Rail Safety and Standards Board (Light Rail SSB) is committed to further improvements to what is already one of the safest forms of public transport

LRSSB is structured by the LRSSB Board which consists of the Chief Executive Officer (CEO), Non-executive Chair, 4 Bonexecutive Directors, the Managing Director of UKTram and an ORR Observer. At the end of 2023, LRSSB and ORR signed an MOU agreeing to work together more closely

Drawing on experience and expertise from across the sector, it brings all aspects of light rail safety under one roof while providing a central resource where colleagues can access the latest guidance and standards documentation.

After significant investment, the launch of the updated TAIR platform took place in March 2023. The introduction of this new platform, aligned with feedback from the sector, has delivered enhanced usability and dashboards. The new platform provides improved integration with existing databases, enhanced user interface and navigation, improved reporting output, integrated sector dashboards and enabled ready for future integration of regulatory reports – e.g., RIDDOR.

The launch event of the upgraded TAIR platform was attended by senior executives

from all UK light rail networks and owners, in addition to members of the ORR, and featured a keynote address by Deputy Chief Inspector of Railways Richard Hines. Extensive work has been undertaken to populate TAIR with multiple years of individual networks’ historical data, thus building a foundation for the networks to continue the work themselves. The work undertaken by LRSSB, in conjunction with individual operators, allows more accurate assessment of event frequency to determine levels of risk.

With strong support from across the wider light rail community, and funding from the Department of Transport, the LRSSB is also taking the lead on numerous research projects.

Initial successes have included the review and revision of a wide range of existing guidance documents, the roll-out of an acclaimed hazard perception training system and award-winning research into driver fatigue monitoring systems.

The work of the LRSSB team is also supported by two working groups for Heads of Safety and Duty Holders which bring together safety professionals and senior figures from across the sector.

The LRSSB is currently working in partnership with the RSSB, industry experts, academics, statutory organisations and Network Rail to research and develop the optimum wheel/rail profile for proposed routes that will see trams operate on mainline tracks.

At the same time, it is working with similar partners to draw up a comprehensive best practice guide that aims to reduce the costs of future projects and the time it takes to deliver them. This will enable rail services to be extended on-street through city centres to centrally located stops and offer higher frequency services, increasing personal mobility and improving access to key city centre activity sites.

This should pave the way for many future collaborations between LRSSB and RSSB as both organisations look to identify opportunities to improve both sectors.

Over the past year, the LRSSB has also worked with Network Rail and Transport for Wales on the development of a signalling system for the tram-train system under construction in Cardiff.

KEY PERSONNEL

Chief Executive: Carl Williams

Administration Manager: Erica Pearson

Safety Assurance: Mark Ashmore

Head of Engineering Safety & Innovation:

Craig O'Brien

Head of Commercial: Jamie Swift

Data Analyst: Mohamed Hefny

CONTACT INFORMATION

Address: LRSSB, 16 Summer Lane

Birmingham, B19 3SD

Email: info@lrssb.co.uk

East West Railway Company

East West Railway Company (EWR Co) was set up by the Secretary of State for Transport in 2018 to develop East West Rail, a railway with customers and communities at its core

The company’s role is to oversee the work already underway on East West Rail between Oxford, Bedford and Milton Keynes, to develop the case for the section between Bedford and Cambridge, and to integrate the two sections of the project to get the best results for all the communities between Oxford and Cambridge.

East West Railway company works with four key stakeholders: The Department for Transport, Network Rail, East West Rail Alliance, East West Rail Consortium. In January 2021, the Government announced £760 million to support the new East West Rail line.

The investment means further vital construction work can begin and represents an important milestone in the East West Rail project. The funding is for part of the line between Oxford and Bletchley/Milton Keynes and means this section of East West Rail is expected to be up and running by 2025. Delivery of this stage is expected to provide work for 1,500 people, injecting an estimated £1.1 billion pounds into the local economy.

The first section of railway on East West Rail Phase Two was successfully commissioned over the August Bank Holiday weekend in 2021.

In the Chancellor’s Autumn statement of 2022, the Government confirmed its commitment to EWR and the East West Railway Company is now in the process of finalising recommendations for consideration by Government in the early part of 2023.

About the East West Rail project

East West Rail intends to create a new direct connection between Oxford and Cambridge. Serving communities across the area, it intends to bring faster journey times and lower transport costs as well as ease pressure on local roads.

East West Rail is planned to be delivered in three Connection Stages:

• Connection Stage One: Oxford to Bletchley and Milton Keynes

• Connection Stage Two: Oxford to Bedford

• Connection Stage Three: Oxford to Cambridge

Network Rail was responsible for developing the first part of the East West Rail, connecting Oxford with Bicester, and is a partner in a construction alliance to deliver Connection Stage 1 of the project, where East West Railway Company and Network Rail are acting as the Department for Transport’s joint sponsors.

East West Railway Company is now developing the route to enable services to run to Cambridge via Bedford and plans to seek statutory powers under the Planning Act 2008, following a period of extensive consultation.

KEY PERSONNEL

Chief Executive: Beth West

Chair: Neil Sachdev

Strategy Director: Will Gallagher

Programme Delivery Director: Ian Parker

Engineering Director: Simon Scott

CONTACT INFORMATION

Address: 1 Grafton Gate, Midsummer Blvd, Milton Keynes Mk9 1Fb

Tel: 0330 1340067

Email: contact@eastwestrail.co.uk

Getlink

On 20 November 2017, Groupe Eurotunnel changed its name to Getlink, the group manages cross-Channel transport for passenger vehicles, trucks, Eurostar passengers and rail freight trains which travel through the Channel Tunnel

In 1802, French mining engineer

Albert Mathieu-Favier put forward the first ever design for a cross-Channel fixed link based on the principle of a bored two-level tunnel. Twohundred years later, Eurotunnel became the first private company to be granted a rail operator’s licence valid across Europe, following the liberalisation of rail freight.

25 per cent of the trade between the UK and the European union is carried through the tunnel, with 320 daily trains, more than half of which carry goods.

Each year, Eurotunnel safely transports more than 20 million passengers, 1.6 million trucks, 2.6 million cars, two billion tonnekilometres of freight and, eventually, one gigawatt of electricity.

Since 18 September 2021, a new crossChannel freight service has been open to all transporters, using an unaccompanied mode through the Channel Tunnel. The crossing is managed by Eurotunnel Le Shuttle Freight and operates 24 hours a day and six days per week. Departures are from the Group’s two terminals in Calais or Folkestone with a capacity of 8,300 trailers per year. The Eurotunnel Border Pass allows transporters to speed up the border crossing by digitising their administrative exchanges with the border authorities.

This new rail service, which emits 40 times less CO2 than ferries (compared to Calais-Sheerness route), enables customers to decarbonize their logistic chain by choosing rail. The modal shift also contributes to the French government’s objectives of doubling the share of rail in freight transport by 2030 and to UK government plans to decarbonise freight set out in the Green Industrial Revolution plan.

At the end of 2021, Eurotunnel and CargoBeamer signed a partnership for the launch of a new, 100 per cent unaccompanied rail freight transport service across the Short Straits, from Calais to Ashford. The extension of the rolling motorway from Perpignan to Ashford is a logical step in developing a future international intermodal network between

the Channel and the Mediterranean.

A second route from Domodossola, in the Alps region, to Calais was also extended to Ashford after its launch in early October 2021.

Energy Efficiency action plan

This action plan in line with the 2019-2025 Environment Plan, will enable the Group to reduce its carbon footprint by 30 per cent by 2025. Its deployment has already saved nearly 40 GWh per year on traction electricity.

The Energy Efficiency plan is built on concrete actions such as in-depth moderation of daily use by all employees and partners of the Group (reduction of heating instructions in buildings, eco-gestures oriented towards lighting or digital uses in particular), the continued development of eco-driving, and even accelerating bulb replacements with LEDs in the Concession. All these actions will generate up to nine per cent additional savings by 2024 on auxiliary consumption, i.e., up to 5 GWh.

Cross-Channel rail freight boost

At the start of 2022, Getlink and CAT Group launched a new cross-Channel rail freight service transporting Toyota vehicles, for a period of six years, between Toton (UK) and Kolin (CZ) via Onnaing (FR). This new traffic alone represents growth of +15 per cent in annual cross-Channel freight on a like-for-like basis, compared to 2021. It will significantly reduce CO2 emissions by promoting the modal shift of more than 8,500 trucks to rail per year, thus avoiding the emission of more than 8,000 tonnes of CO2

Powering Digital Transformation

In 2022, Salesforce, the global leader in Customer Relationship Management (CRM) was selected to support Eurotunnel’s digital transformation journey and enhance engagement with customers by leveraging Salesforce Marketing Cloud. Eurotunnel will leverage the Salesforce platform to further improve the services it offers to

its customers and create the outstanding travel experiences at the core of its strategic ambition.

As an innovative player, Eurotunnel Le Shuttle will continue to improve passenger experience using digital solutions and best practice. Eurotunnel Le Shuttle was the first cross-channel operator to deploy a digital wallet to speed their customer’s journey through the Terminals.

The Salesforce Marketing Cloud solution will enable Eurotunnel to engage with customers across multiple channels in a more personalised manner and bring them great value at every point of their journey.

KEY PERSONNEL

Chief Executive Officer: Yann Leriche

Deputy CEO: François Gauthey

Chief Operating Officer – Corporate:

Michel Boudoussier

Chief Operating Officer – Safety and Ethics:

Philippe de Lagune

Chief Operating Officer – Europorte: Pascal Sainson

Safety, Sustainable Development and Business

Services Director: Patrick Etienne

Commercial Director – Concession: Jo Willacy

Chief Executive Officer – ElecLink: Steven Moore

CONTACT INFORMATION

Address: UK Terminal, Ashford Road

Folkestone, Kent CT18 8XX

Tel: 0844 335 3535

Email: communication.internet@getlinkgroup.com

Visit: www.getlinkgroup.com

High Speed 1

High Speed 1 (HS1) is the UK’s first section of high-speed rail and operates along a 68-mile-long railway between St Pancras International in London and the Channel Tunnel

Operating as both a domestic and international service, the line carries passengers from St Pancras International in London to the Channel Tunnel and connects with the international high-speed routes between London and Paris, London and Brussels and London and Amsterdam. HS1 Ltd has the 30-year concession to own and operate HS1, as well as the stations along the route: St Pancras International, Stratford International, Ebbsfleet International and Ashford International. In July 2017 HS1 Ltd was acquired by a consortium comprising of funds advised and managed by InfraRed Capital Partners Limited and Equitix Investment Management Limited.The cost of construction was £6.2 billion.

HS1’s domestic service, Southeastern High Speed, was introduced in 2009 and transports passengers from St Pancras International to Kent. Journey times to Ebbsfleet International are only 17 minutes, with Ashford International just 37 minutes from St Pancras. In 2018, approximately 15.7 million journeys were made on Southeastern High Speed.

Socioeconomic benefits of High Speed 1

In 2017, HS1 Ltd published a report entitled ‘10 Businesses at 10 Years’. The report presents real life examples of how HS1 has helped ten of the most exciting businesses in Kent to grow and prosper.

An accompanying survey of leading Kent businesses showed that:

• 91 per cent of those asked said that their business has benefitted from HS1

• 89 per cent said that HS1 has made Kent a more attractive place to set up a business

• Over one third said that HS1 was a factor when choosing to set up their business in Kent

• Over 80 per cent said that HS1 had helped their business grow

• One hundred per cent said that HS1 will play an important role in the future growth of Kent.

Dyan Crowther, CEO of HS1 Limited, said:

‘As the nation’s first and only high-speed railway, HS1 has been a catalyst for growth,

generating economic, cultural and social value in the regions it serves and the UK more widely.’

Passengers using HS1 have doubled since launch, with services carrying over twenty million domestic and international passengers each year and with an unrivalled average delay per train of just eight seconds.

A report independently produced by Visit Kent and tourism economists Destination Research revealed that for every HS1 leisure journey made to Kent in 2016, £81 was added to Kent’s local economy.

Almost 6,000 tourism sector jobs in Kent have been created and supported by HS1 with the total economic contribution to Kent’s visitor economy, since domestic HS1 services began, estimated at over £311 million. The findings demonstrate further the remarkable growth of Kent’s visitor economy, the value of which has increased by £1 billion since 2003. Kent’s visitor economy is now worth in excess of £3.8 billion and it is expected that the line will provide at least £10 billion of further regenerative benefits over the next 50 years.

Freight rail services

HS1 Ltd is in a state of readiness for freight operating companies to operate high-speed services on the network. Being a highspeed railway network, which provides high economic value to its customers, there are significant benefits to be seen by freight operating companies, in particular those who deliver time critical commodities to its customers. As such, the high-speed rail network provides a dynamic transport infrastructure which leads to substantial commercial benefits for organisations.

Growth

Approximately 50 million people visit St Pancras International every year, for both the station’s retail offering and its rail services to Europe and Kent. Passenger numbers on the high-speed line are set to rise to 127 per cent by 2044. The total number of trains on HS1 is at 73,402 (201819). This is mostly attributed to the increase in timetabled international services which are up 386 compared to 2017-18. In 2018, HS1 Ltd announced that it would be working closely with other infrastructure managers to help develop new routes, including a direct passenger service to Bordeaux.

KEY PERSONNEL

Chairman: Keith Ludeman

Chief Executive Officer: Dyan Crowther

Chief Financial Officer: Mark Farrer

General Counsel & Corporate Services Director: Lucy Clarke-Bodicoat

Commercial Director: Wendy Spinks

Engineering Director: Richard Thorp

CONTACT INFORMATION

Address: 5th Floor, Kings Place, 90 York Way

London N1 9AG

Tel: 020 7014 2700

Email: info@highspeed1.co.uk

Visit: www.highspeed1.co.uk

High Speed Two (HS2)

High Speed Two (HS2)

is Great Britain’s new high-speed railway. HS2 Ltd is the company responsible for developing and promoting HS2. It is an executive nondepartmental public body, sponsored by the Department for Transport

HS2 is Great Britain’s new highspeed, railway and is the first new intercity railway to be built north of London in over a century. HS2 is Britain’s biggest build, comprising 140-miles of track, four brand-new, state-of-the art stations, two depots, 32 miles of tunnel, and 130 bridges.

Route

Running at speeds of up to 225 miles per hour, HS2’s British-built bullet trains will provide zero-carbon journeys between the UK’s two largest cities, Birmingham and London, reducing journey times by 40 per cent, to just 49 minutes.

Four new HS2 stations – London Euston, Old Oak Common in West London, Interchange in Solihull, West Midlands and Curzon St in Birmingham will serve the new high-speed line.

Services will continue to Manchester, the North West and Scotland using the conventional railway network, cutting journey times.

Wider economic benefits

By better connecting Britain’s biggest economic centres and catalysing plans for inner-city regeneration, HS2 will generate opportunities for the creation of thousands of new jobs and homes as well as boosting economic growth.

Multi-billion pound regeneration plans are in place for the land surrounding HS2’s new stations. This is set to deliver thousands of new homes and jobs as well as new offices, public spaces and leisure facilities.

HS2’s construction is delivering significant economic benefits now, years before the first trains run.

Construction

Construction of the new, high-speed line is well underway, with work taking place across 350 active sites between the West Midlands and London. HS2 will build some of Britain’s longest viaducts, spanning valleys, lakes and rivers, specially designed to minimise noise and vibration. The 2.1-mile Colne Valley viaduct near West London will be the UK’s longest rail bridge. HS2 stations will be amongst the most environmentally

sustainable buildings in the world. In addition to the four new stations, HS2 will include the construction of two major depots, 32 miles of tunnel and nine miles of viaduct.

At the peak of construction, ten giant tunnel boring machines will bore and line the tunnels that the high-speed trains will pass through.

Businesses and employees in every region and nation of the UK are helping to build HS2. Since 2016, £11.5 billion worth of contracts has been awarded by HS2’s construction partners. 94 per cent of all contracts have been awarded to Britishbased businesses. 57 per cent of contracts have been awarded to SMEs – companies with 250 or fewer employees.

Environment

Journeys on HS2 will be zero carbon from day one of operations, with its fleet of trains running on electrified tracks, powered by sustainable energy. HS2 is creating a new ‘Green Corridor’ running alongside the railway. The Green Corridor programme is the single largest environmental project in the UK. It aims to create a network of bigger, better-connected, climate resilient habitats and new green spaces for people and wildlife to enjoy. Seven million new native trees and shrubs will be planted.

Over 30,000 people are currently working on the project and more than 3,200 Britishbased businesses are helping to build it.

Stations

HS2 will include the construction of four brand new stations. HS2’s stations will be amongst the most sustainable stations in the world. Interchange station, near Solihull in the West Midlands was the first railway station anywhere in the world to be awarded BREEAM ‘outstanding certification, closely followed by Old Oak Common station in West London.

A measure of sustainability for new and refurbished buildings, this award puts these two stations in the top one per cent of buildings in the UK.

HS2 is designed with ‘green tunnels’, cuttings and embankments to help blend the railway into the natural surroundings.

Jobs and skills

HS2 employs construction workers, specialist engineers, architects, designers and project managers drawn from across the UK and beyond. Over 30,000 jobs are currently supported by the HS2 programme. Over 1,380 apprentices have started work on HS2, and more than 3,800 people who were previously unemployed, have found work on the project.

HS2 will leave a legacy of environmentally responsible travel, economic regeneration and technological innovation for generations to come.

KEY PERSONNEL

Executive Chair: Sir John Thompson

Chief Railway Officer: Emma Head

Chief Financial Officer: Alan Foster

Civils Delivery Director: David Speight

Stations and Systems Delivery Director: Chris Rayner

CONTACT INFORMATION

Address: Two Snowhill, Snow Hill Queensway Birmingham B4 6GA

Tel: 0808 143 4434

Email: HS2enquiries@hs2.org.uk

Visit: www.hs2.org.uk

LCR

LCR is a skilled commercial developer and the UK Government’s regeneration and placemaking expert. It has a 25-year track record of creating exciting new destinations for people to live, work and experience

LCR uses its skills in land assembly, placemaking and development to unlock regeneration opportunities. Its unique position on the cusp of the public and private sectors allows it to transform the most complex sites, using an imaginative approach to problem solving to bring forward schemes that deliver homes and jobs, and create value from public sector real estate assets. The team’s considerable experience includes the delivery and sale of the High Speed 1 railway and the associated multibillion-pound, mixed-use developments at King’s Cross and Stratford City – two of London’s most successful regeneration stories.

Major projects

LCR’s current projects include the £1.1 billion regeneration of the Mayfield site in Manchester. Working with U+I as its development partner, the project will deliver a mixed use community at a 24-acre site adjacent to Piccadilly station.

In Stratford, east London, LCR and Lend Lease are continuing to bring forward International Quarter London (IQL) – a £2.4 billion urban regeneration which will deliver four million sq.ft of Grade A office space, new homes and community facilities, within a 22-acre site. Nearly one million sq.ft of office space is already let or pre-let at IQL, to organisations including the FCA, Transport for London, Cancer Research UK and the British Council.

In central London, LCR is delivering a new retail, restaurant and leisure destination in the heart of the South Bank. Set to open in Spring 2021, it will feature 135,000 sq ft of local, independent and national retail and leisure operators. LCR has also transformed the nearby railway arches at Leake Street into a creative and leisure destination, populated by local independent businesses and startups.

Strategic partnerships

Using expertise gained from delivering some of the UK’s most successful regeneration projects, LCR collaborates with local authorities, LEPs, government agencies and private developers to deliver

outstanding developments. It provides long-term support and forms joint venture partnerships to create the conditions to ensure every destination reaches its full potential, with a focus on driving public value through delivering meaningful outcomes, not short-term returns.

Origins in the rail industry

LCR was formed in 1994 to bid for the contract to build and operate the Channel Tunnel Rail Link (CTRL) and to own the UK arm of the Eurostar International train service. It won the bid in 1997 and spent the following ten years delivering on its promises for High Speed 1, until it sold a 30-year concession for the project for £2.1 billion to a consortium of Borealis and Ontario Teachers’ Pension Fund. LCR then moved from the private to public sector, becoming a limited company wholly owned by the Department for Transport.

KEY PERSONNEL

Chairman: Nick Markham

Interim Chief Executive: Peter Hawthorne

Development Director: Adrian Lee

Asset Management Director: Lucy Robinson

Managing Director for Strategic Partnerships:

Jamie Kerr

CONTACT INFORMATION

Address: 20 Cranbourn Street, London WC2H 7AA

Tel: 020 7391 4300

Email: info@lcrproperty.co.uk

Visit: www.lcrproperty.co.uk

Midland Metro Alliance

The West Midlands Combined Authority, the design consortium of Egis, Tony Gee and Pell Frischmann, and contractor Colas Rail (supported by their suballiance partners Colas Limited, Barhale, Bouygues UK and Auctus Management Group) came together to form the Midland Metro Alliance in July 2016

Each of the partner companies brings a complementary area of expertise to the alliance. The real focus, however, is on leaving a legacy of skills and experience for the region, even after the extensions are complete and helping the West Midlands attract regeneration and investment.

Ongoing projects

The Midland Metro Alliance is working with Transport for West Midlands on a number of projects for the West Midlands Metro network, each in differing stages of development, design or delivery.

Wolverhampton City Centre Metro extension

As part of the Wolverhampton Interchange, the West Midlands Metro extension will run from a junction with the existing West Midlands Metro system close to the current terminus at Wolverhampton St. George’s through to Wolverhampton Railway Station. West Midlands Metro will stop at the city’s Bus Station on Pipers Row, before continuing to Wolverhampton Railway Station, allowing easy interchange with other modes of transport.

in an area of the region where most journeys are completed by private vehicle.

Birmingham Eastside Metro extension

The Secretary of State for Transport has announced that he has decided to make the Midland Metro (Birmingham City Eastside Extension) Order and relevant documents to this order can be found via the Statutory Information tab below.

The Birmingham Eastside Metro extension to Digbeth will serve the High Speed 2 (HS2) station at Curzon Street, separating from the existing West Midlands Metro line at Bull Street. The route is planned to consist of 1.7 kilometres of twin track running from Bull Street to a new terminus at High Street Deritend. The scheme includes four additional West Midlands Metro stops serving the east of Birmingham City Centre.

The extension will service the Eastside regeneration area offering connections with

New Street, Moor Street and Snow Hill Railway Stations, in addition to the new HS2 station. The scheme also includes a new bus interchange adjacent to Clayton Hotel Birmingham to provide an efficient bus, Sprint and coach interchange with HS2.

Sustainability

Each project has an overarching Project Sustainability Plan, detailing how the project is to contribute to the sustainability objectives and how the project will manage any environmental impacts.

All new projects are registered with CEEQUAL and will complete a CEEQUAL Assessment to assess the sustainability of the scheme against a benchmark of industry best practice. The CEEQUAL process is externally verified giving assurance of the quality of the awards.

All new construction works will also register with the National Considerate Constructors Scheme (CCS). The CCS is a voluntary code of practice that seeks to minimise any disturbance or negative impact (in terms of noise, dust and inconvenience)

sometimes caused by construction sites to the immediate neighbourhood; eradicate offensive behaviour and language from construction site; and recognise and reward the constructor’s commitment to raise standards of site management, safety and environmental awareness beyond statutory duties. As with CEEQUAL the code offers an external validation of the scheme performance against industry best practice.

CONTACT INFORMATION

Address: 4th Floor Alpha Tower, Suffolk St Queensway, Birmingham B1 1TT

Tel: 0121 643 8729

Email: communications@metroalliance.co.uk

Visit: www.metroalliance.co.uk

Network Rail

Network Rail runs, maintains and develops Great Britain’s tracks, signalling, bridges, tunnels, level crossings, viaducts and 20 key stations

Network Rail is a public sector arm’s length body, giving it commercial and operational freedom. Its main customers are the TOCs and FOCs which provide services on Network Rail’s infrastructure.

Network Rail owns, operates and develops Britain’s 20,000 miles of railway track, 30,000 bridges, tunnels and viaducts and the thousands of signals, level crossings and 20 of the UK's largest stations.

In 2014, Network Rail began devolving day-today responsibility for railway businesses to eight strategic geographical areas. In late 2018, new Chief Executive Andrew Haines announced plans to deepen devolution, with 14 routes sitting under five new regions – Scotland’s Railway, Wales and Western, North West and Central, Southern and Eastern. These new regions became operational in June 2019.

Performance

On 1 April 2019, the rail industry introduced a new, more detailed and precise set of measures to better understand train performance. The additional ‘on time’ measures reflect that good performance needs to be delivered throughout the whole journey and that every minute matters for passengers.

The official measure of punctuality used up until then, known as public performance measure (PPM), considers trains to be punctual if they are five or ten minutes after schedule, for short and long-distance journeys respectively, at their destination, but the new measures report cancellations and the proportion of trains arriving to the minute at every station on the timetable.

Network Rail also measures its safety performance using a model produced by the Rail Safety and Standards Board (RSSB). It measures safety from the perspective of passengers at stations and all aspects of interaction between the general public and the railway.

Control Period 6

Network Rail runs five-year long Control Periods which it uses to determine priorities for investment. Each Control Period begins on 1 April and ends on 31 March to coincide with the financial year. Control Period 7 begins in April 2024.

Strategic Freight Network

The Strategic Freight Network (SFN) aims to create a network of freight capable rail corridors across Britain by upgrading the existing network and building new infrastructure at key locations to allow more freight to travel on rail. Schemes currently underway include gauge clearance, train lengthening and capacity building.

Eastern

With railway from the borders of Scotland to the nation’s capital, Eastern region is critical to the success of Britain. It is an incredibly busy region, operating some of the busiest and most congested rail lines in the country, transporting large numbers of commuters to and from busy cities including Newcastle, Leeds, Sheffield, Derby, Norwich, Cambridge and London. The region is also home to other major transport hubs including three

airports and 13 freight ports, connecting millions of people every day to city, town, coast and country, to friends and family, jobs and leisure, as well as goods to businesses here and abroad.

North West and Central

North West & Central (NW&C) is the ‘Backbone of Britain’ – the economic spine linking the United Kingdom’s main cities, connecting workers with jobs, people with loved ones and bringing goods to market.

The infrastructure runs from London Euston and Marylebone in the south through the Chiltern and West Midlands regions, the North West of England and Cumbria before joining with Scotland at Gretna. NW&C is home to the West Coast Mainline, the busiest mixed-use railway in Europe, serving London, Birmingham, Manchester, Liverpool, Edinburgh and Glasgow.

Southern

The new Southern region serves passengers and freight operators from Devon in the West to Kent in the East and links Wessex, Sussex and Kent as well as Network Rail High Speed.

Birmingham, Manchester and Liverpool, directly serving London Heathrow, Europe’s busiest international airport and providing connections to Cardiff, Bristol, Birmingham, Manchester, and London Gatwick airports. Wales and Western supports leisure and

Abellio UK

Abellio is one of the UK’s largest transport groups, operating four rail franchises, as well as 740 buses on 52 London bus routes

Over 15,000 people are employed across its operating companies, which collectively serve over a million passengers in England and Scotland every day. A wholly owned subsidiary of Dutch rail operator Nederlandse Spoorwegen, Abellio was founded in 2002 to take advantage of the liberalisation of the European transport sector, and it now has operations in the UK and Germany.

Abellio first entered the UK transport market in 2003 and has since established itself as one of the UK’s foremost rail owning groups, accounting for nearly one in five of all UK rail customers – the largest it has been in its operating history.

Its UK rail franchises are Merseyrail (a 50:50 venture with Serco), Greater Anglia (a

60:40 venture with Mitsui), West Midlands Trains (a 70:15:15 venture with Mitsui and JR East) and East Midlands Railway.

After taking its first steps into the London bus market in 2009, the company now runs around eight per cent of all London bus services. Abellio wants to make it easier to travel, by providing comfortable, reliable journeys which are simple for people to plan, buy and use. To this end, the company is investing heavily across its UK rail franchises to transform its services, improve its customers’ experience and help to deliver a sustainable zero carbon future. Through its £3 billion investment in new trains for all its operating companies, Abellio is delivering more seats and services.

This investment and innovation reflect Abellio’s strong commitment to improving

its customers’ experience by delivering the more reliable, simple and sustainable transport services they rightly expect.

Return to UK-ownership

A new UK-run transport company is set to operate four of the country’s rail passenger services and over 50 London bus routes by the end of this year. A management buyout from the state-owned rail company, Nederlandse Spoorwegen will pave the way for a new UK-based company to take over all Abellio UK’s existing services, serving millions of rail and bus passengers in London, Liverpool, the Midlands and East Anglia. The new company will be called Transport UK Group Limited.

Led by Managing Director Dominic Booth, who has decades of experience running public transport services in the UK, this deal has been widely welcomed by industry partners and experts. Completion of the buyout deal is subject to formal approval from partners including the Department for Transport, Transport for London and Merseytravel as well as regulatory consent from the Office for Rail and Road.

KEY PERSONNEL

Managing Director Abellio UK: Dominic Booth

Chief Operating Officer Rail: Dave Kaye

Financial Director: Chris Harris

Managing Director Rail Retailing and Digital Business: Stewart Fox-Mills

UK New Trains Project & Fleet Director, and ScotRail COO: Alex White

Human Resources Director: Andrew Meadows

Director of Communication: Allan Watt

Managing Director, Abellio Group: Angelique Magielse

CONTACT INFORMATION

Address: 5th Floor, The Culzean Building

36 Renfield Street, Glasgow G2 1LU

Tel: 0141 320 0620

Email: communications@abellio.co.uk

Visit: www.abellio.com/uk

Arriva UK Trains

Arriva UK Trains operates multiple rail services through the open access model the concession model, or passenger service contract, two franchises and one concession

The CrossCountry network is the most extensive rail contract in the UK. Stretching from Aberdeen to Penzance, and from Stansted Airport to Cardiff, it calls at more than 120 stations. Based in Birmingham, CrossCountry connects seven of Britain’s ten largest cities, delivering services every weekday that equate to some forty million passenger journeys a year. CrossCountry has been awarded five stars under the EFQM ‘Recognise for Excellence’ accreditation and the coveted UK Excellence Award by the British Quality Foundation.

Chiltern Railways provide scheduled passenger services along the M40 corridor between London Marylebone and Birmingham Moor Street, to Aylesbury via Amersham. Following an investment of £250 million, Chiltern Railways run a service between Oxford and London Marylebone, on which route they enjoy a successful partnership with Bicester Village.

Chiltern remains one of Britain’s most popular and reliable train operating companies, regularly scoring in the top quartile of all operators for customer satisfaction and punctuality in national rail passenger surveys.

Grand Central is an established fully commercial train operating company connecting the North East of England and Yorkshire to London under an open access agreement. It has been providing high quality rail services since 2007 and delivers customer satisfaction that is regularly among the highest scoring of all operators. Grand Central has done this while growing passenger numbers and introducing real competition on the East Coast Main Line, exerting downwards pressure on ticket costs for passengers.

Arriva Rail London operates the London Overground network under contract to Transport for London (TfL). The seven and half year concession commenced in November 2016, with the network linking 23 of London’s 33 boroughs.

Working in partnership with TfL, Arriva Rail London has delivered improvements for customers through more frequent services, new trains, better facilities and improved interchanges, and has developed stations and lines to meet increasing passenger

demand. The partnership also supports new homes (such as new links to Barking Riverside), jobs around stations and the environment.

Arriva TrainCare

Arriva’s TrainCare business provides maintenance depots and servicing facilities for electric and diesel trains. In recent years, Arriva TrainCare has grown following substantial investment in developing heavy maintenance work.

Operating from five depots in strategic locations across the country, Arriva TrainCare currently provides overnight and heavy maintenance services to several train operating companies and ROSCOs, along with post production support for new train manufacturers.

Arriva Road Transport Services

Arriva Road Transport Services offer rail replacement, minibus and taxi provision, duplicate transport services and event transportation hire across the UK.

KEY PERSONNEL

Arriva CEO: Mike Cooper

Arriva Chief Financial Officer: Christian Goeseke

Managing Director UK Trains: David Brown

Arriva UK Trains Finance and Commercial Director:

Amanda Furlong

CONTACT INFORMATION

Address: Arriva plc, Admiral Way, Doxford

International Business Pk, Sunderland SR3 3XP

Tel: 0191 520 4000

Email: enquiries@arriva.co.uk

Visit: www.arriva.co.uk

First Group

First Rail is the UK’s largest rail operator, with many years of experience running all types of passenger rail operations across the country; comprising long-distance, commuter, regional and sleeper services

First Rail operates four Department for Transport contracted services

– Avanti West Coast, Great Western Railway, South Western Railway and TransPennine Express. Alongside this it also runs two open access operators – Hull Trains and Lumo. It also operates London Trams on behalf of Transport for London.

First have proposed and delivered over £650 million capital investment into the franchises since 2006. Since they began running rail operations, they have introduced more than 740 additional vehicles across various franchises, which has also led to the creation of new depot facilities and jobs.

The customer app for First operating companies has been downloaded more than one million times; First is working with councils to introduce smart ticketing and has led one of the largest roll outs of free Wi-Fi on the UK rail network.

Owner

First Group owns Great Western Railway (GWR) which operates the Great Western rail franchise area. This includes South Wales, the West Country, the Cotswolds, and large parts of Southern England. On 30 March 202 FirstGroup signed a Direct Award with the Department for Transport to continue operating GWR services until 31 March 2023, with a possible extension of up to one further year.

The South Western Rail franchise was awarded to FirstGroup and MTR in March 2017. They began operating the network on 20 August 2017 and will continue until at least August 2024. SWR operates almost 2,000 services per day across the network, providing commuter, inter-urban, regional and long distance services to passengers in south west London and southern counties of England.

First Group introduced refurbished trains to the Portsmouth-London line in late 2019, with new suburban rolling stock due in the next few months. Timetable changes in May and December 2019 added more than 350 new services per week.

First Group also owns TransPennine Express which provides vital connections

between key cities in the North of England and Scotland.

TransPennine Express operates intercity services on three main routes:

• North TransPennine

• South TransPennine

• North West and Scotland

Frist Group will operate the franchise until at least 2023, and during that time TPE is overseeing an investment which lead to an 80 per cent rise in capacity at the busiest times of the day and increase connections between the largest cities in the North and Scotland by 55 per cent by 2019.

TPE has now begun to introduce 220 new carriages, and new services, including Liverpool to Glasgow, and extending its East Coast route from Newcastle to Edinburgh.

Hull Trains

First Group open access operation of Hull Trains began service in 2000, making 90 journeys a week between London, Hull and intermediate stations, and transporting more than a million people annually – an increase of more than ten times since inception. First Group have secured track access rights to operate the service until 2029.

London Trams

First Group operates the London Trams network on behalf of Transport for London, which sees patronage of around 29 million passengers per year. Passenger numbers have increased by more than ten million since the start of operations.

KEY PERSONNEL

Non-Executive Chairman,

Chair of the Nomination Committee: David Martin

Chief Executive Officer: Matthew Gregory

Managing Director – First Rail: Steve Montgomery

Chief Financial Officer: Ryan Mangold

Group Employee Director: Ant Green

CONTACT INFORMATION

Address: 395 King Street, Aberdeen, Scotland

AB24 5RP

Tel: 01224 650100

Email: contactus.fec@firstgroup.com

Visit: www.firstgroupplc.com

Go-Ahead Group

Go-Ahead Group provides 20 per cent of all passenger journeys in the UK through its operating companies, Govia Thameslink Railway (GTR)

In October 2022 it became a private limited company, sold to a consortium comprising of the Australian bus operator Kinetic and the infrastructure specialists Globalvia. It employs 27,000 people in the UK and overseas, who work hard to deliver safe, reliable and value-for-money services for passengers.

Go-Ahead has a devolved approach to the management of its bus and train operating companies. They are run autonomously, are locally branded, and the management teams are empowered to respond directly to the

needs of the local communities they serve. Working in this way ensures Go-Ahead retains strong local expertise and can focus on the needs of customers and adapt quickly to changing conditions in local markets.

It is the largest operator of bus services in London, running around a quarter of London’s buses and outside of London, its regional bus services account for around eleven per cent of the UK market.

Go-Ahead also runs bus services in Singapore and Australia began running services in Ireland in 2018. The company has a rail contract in Norway.

Govia

Go-Ahead’s UK rail operation (Govia) is a joint venture between Go-Ahead (65 per cent) and Keolis (35 per cent). In the years since the privatisation of rail operations, Go-Ahead’s rail division has delivered profitability, strong cash flow and good returns on capital; and continues to do so.

Govia Thameslink Railway (GTR)

Govia Thameslink Railway (GTR) began operating in September 2014 with Great Northern and Thameslink routes. Southern and Gatwick Express routes were integrated in July 2015. It is the largest and busiest single rail franchise in the UK: in terms of passenger numbers (around 20 per cent of all train passenger journeys), trains, revenue and staff (6,500 people employed).

The franchise encompasses King’s Lynn in the north and Brighton in the south, serving London as well as several important regional centres including Cambridge, Luton, Peterborough, Portsmouth and Southampton. It also provides direct links to major airports (Gatwick and Luton) as well as St Pancras International.

GTR was awarded a National Rail Contract in March 2022 by the DfT which will run to at least April 2025 with the potential for a further extension.

KEY PERSONNEL

CEO of Go-Ahead: Miguel Ángel Parras

Chief Financial Officer: Ian Grose

Chief People Officer and Group Company Secretary: Carolyn Ferguson

CEO – Bus: Matt Carney

CEO – Rail: Patrick Verwer

Strategy and Transformation Director: Louis Rambaud

Customer and Commercial Director: Mark Anderson

CONTACT INFORMATION

Address: The Go-Ahead Group

4 Matthew Parker Street, Westminster London SW1H 9NP

Tel: 020 7799 8999

Email: communications@go-ahead.com

Visit: www.go-ahead.com

Keolis

Keolis operates public transport networks on behalf of three hundred transport authorities around the world. It is now present in 16 countries across four continents

Established in the United Kingdom since 1996 and employing 9,500 people across its businesses, Keolis has become a reference public transport operator due to its operation of several emblematic train, tram and metro networks including:

• Govia, the joint venture created between Keolis UK (35 per cent) and its partner Go-Ahead (65 per cent), which operates Govia Thameslink Railway (GTR), the train network in the London area, since 2014.

• KeolisAmey, the joint venture created in 2014 by Keolis UK is a British company specialising in the operation and maintenance of transport networks Docklands Light Railway (DLR), the automatic metro network, since 2014 – Keolis (70 per cent) and Amey (30 per cent) and Greater Manchester's Metrolink, the UK's largest tram network, since 2017 – Keolis (60 per cent) and Amey (40 per cent).

• Tramlink Nottingham, the joint venture formed by Keolis UK (80 per cent) and Wellglade Limited (20 per cent) which has operated Nottingham's tram network since 2011.

KeolisAmey joint ventures

KeolisAmey Metrolink, a joint venture

between Keolis and Amey, took over operations and maintenance of Manchester’s Metrolink for a period of up to 10 years from July 2017.

The KeolisAmey Metrolink tram system is the largest of its kind in the UK. It serves 99 stops across eight different lines along almost 103 kilometres of track, with a fleet of 120 modern trams catering for more than 34 million journeys a year.

KeolisAmey Docklands was awarded the franchise in July 2014 to operate and maintain the Docklands Light Railway in London until at least 2024.

Go-Ahead joint ventures

Govia is a joint-venture between Keolis (35 per cent) and The Go-Ahead Group (65 per cent). As the country’s busiest rail operator, Govia is responsible for 5,500 services and more than one million passengers per day. It operates two major commuter rail franchises, Southeastern and GTR (Govia Thameslink Railway), serving over 500 stations.

GTR

GTR, which stands for Govia Thameslink Railway, is the largest train operating company in the UK and was created following the merger of Great Northern, Thameslink, Southern and Gatwick Express in July 2015.

Tramlink

Keolis is part of the Tramlink consortium responsible for the operation, maintenance and ongoing expansion of the Nottingham tram system. In December 2011, Tramlink entered into a PPP (Public-Private Partnership) agreement for 22 and a half years. Together Keolis, Trent Barton, Alstom and Vinci, are the industrial shareholders in the Tramlink Nottingham concession company.

KEY PERSONNEL

Chairman of Keolis UK: Sir Derek Jones

CEO: Alistair Gordon

Chief Financial Officer: Virginie Merle

Managing Director of KeolisAmey Docklands: Abdellah Chajai

CONTACT INFORMATION

Address: Evergreen House North, 160 Euston Road London NW1 2DX

Tel: 020 3691 1715

Email: comms@keolis.co.uk

Visit: www.keolis.co.uk

MTR Corporation

MTR Corporation was established in 1975 with a mission to construct and operate an urban metro system for Hong Kong

In June 2000, it was re-established as MTR Corporation Limited and was listed on the Stock Exchange of Hong Kong in October 2000. In December 2007, the operations of the government-owned rail operator, the Kowloon-Canton Railway Corporation, were merged into MTR. The merged rail network comprises nine commuter railway lines, a light rail network and an airport express link with an average weekday ridership of more than 5.6 million passengers in Hong Kong. MTR also operates high speed rail services, connecting Hong Kong to cities in mainland China.

Globally, MTR delivers services for over 13 million people each day, more than 4.7 billion journeys every year.

Acknowledged as one of the world’s leading operators of metro, commuter and airport rail systems, MTR also has a successful international consulting business and is a recognised world leader in Rail + Property development, managing shopping malls, retail units, apartments and other major buildings along some of its lines.

Global footprint

MTR offers worldwide railway consultancy and contracting services. Clients served include metro companies, government authorities and rail system suppliers in the Mainland of China, India, Australia, the Middle East and Southeast Asia.

In China, MTR operates the Beijing Metro Lines 4, 14,16 and 17 and the Daxing Line extension, Shenzhen Metro Longhua Line and the Hangzhou Metro Lines 1 and 5. Further projects and concessions in development include Shenzhen Metro Line 13, and property projects in Hangzhou and Tianjin.

In Australia, MTR operates and manages the Melbourne Metro and Sydney Metro Northwest Line which is a Public-Private Partnership (PPP) project.

MTR also operates and manages Stockholm Metro, the MTR Express intercity service between Stockholm and Gothenburg, the Stockholm Commuter Rail System and Mälartåg regional train service in Sweden.

United Kingdom

In the UK, MTR’s portfolio brings together rail operations, infrastructure, and transport-focused property development. Connecting people and communities for over 15 years, MTR has an established track record of excellence. It operated the London Overground in partnership with Arriva for ten years, and currently operates the Elizabeth line on behalf of Transport for London, and South Western Railway in partnership with FirstGroup.

An award-winning operator, MTR is known for its innovation and transformative rail solutions.

Elizabeth line

The Elizabeth line is the most significant addition to London’s transport network in a generation, providing new journey options, cutting travel time, and supporting regeneration across the capital. As the line’s operator, MTR provides passengers with the best possible experience when travelling on this world-leading transport infrastructure, covering all aspects of train and passenger service operations including:

• The operation of 28 stations, serving 41 stations in total.

• Running more than 700 services a day, with over four million passenger journeys each week.

• Operating a fleet of 70 brand new highcapacity trains, 200-metre long, each featuring nine walk-through carriages.

MTR Elizabeth line was named Passenger Operator of the Year 2023 at the National Rail Awards and Rail Operator of the Year 2023 at the National Transport Awards.

KEY PERSONNEL

CEO UK: Steve Murphy

CONTACT INFORMATION

Address: MTR Corporation Limited

Third floor, 123 Pall Mall, London, SW1Y 5EA

Visit: www.mtreurope.com

Serco

Serco has global expertise in the design, setting up, operation, and maintenance of heavy rail, metro and light rail operations across the globe – from the turnkey operation of the Dubai Tram to redefining a luxury experience on the Scottish Caledonian Sleeper

Caledonian Sleeper

Serco began operating Caledonian Sleeper in April 2015 after it was selected by Transport Scotland to manage the new 15- year franchise back in May 2014. Total revenue to Serco over the franchise period is estimated at up to £800 million, of which approximately £180 million will be in the form of franchise payments.

In 2019, Caledonian Sleeper’s service was transformed when it debuted 75 new carriages across its Highlander and Lowlander routes – delivering on a commitment made when the contract was won. The fleet, built at a cost of £150 million, has been part funded by capital grants from Scottish Ministers and from the UK Government.

Dubai Metro

Serco first began operating and maintaining the initial ten stations on the Red Line from the official opening of the Dubai Metro in 2009. Expansion of the Metro has seen

the Red Line grow to 29 stations, while the Green Line, opened in 2011, added an additional 20 stations. The Red Line expansion for Expo 2020 adds 15 kilometres and connects seven stations. At that point, the Dubai Metro will have a total network length of 90 kilometres and over 120 trains running at peak times. Serco’s more than 2,000 employees on the Dubai Metro continue to deliver excellent operational performance and record numbers of passenger journeys.

Merseyrail

Merseyrail is a 50/50 JV between Serco and Abellio. Serco have redesigned the model of delivering a city region wide rail transit system through a model of operational excellence by focussing on delivering high levels of predictability, reliability, punctuality, trust, safety and customer service. All of which has led to Merseyrail consistently being at or around the top of the league on customer satisfaction and operational performance.

Serco Rail Technical Services

SRTS is part of Serco’s Transport business, which operates various transport services around the world (primarily rail but also air, sea and road related). A specialist provider of Rolling Stock Testing & Commissioning (T&C) and technical assurance services, it is uniquely placed to provide a deep technical and practical insight into GB railway operations. Today it has over 50 years’ experience across a broad range of rolling stock and infrastructure technical services through the rolling stock development lifecycle. SRTS provides engineers at client depots and routes across the GB rail network. SRTS works closely with train manufacturers to successfully deliver extensive and complex rolling stock testing programmes at sites and other worldwide test tracks and depots.

KEY PERSONNEL

Chairman: John Rishton

Group Chief Executive Officer: Rupert Soames OBE

Chief Executive Officer, Serco UK and Europe:

Mark Irwin

Group Chief Financial Officer: Nigel Crossley

Managing Director, Transport for the UK & Europe:

John Whitehurst

Group Human Resources Director: Anthony Kirby

Group General Counsel and Company Secretary: David Eveleigh

Group Strategy and communications Director: Kate Steadman

CONTACT INFORMATION

Address: Serco House, 16 Bartley Wood Business Park Bartley Way, Hook Hampshire RG27 9XB

Tel: 01256 745900

Email: generalenquiries@serco.com

Visit: www.serco.com

Avanti West Coast

Avanti West Coast operates the 400-mile long west coast route that serves cities including Birmingham, Manchester, Liverpool and London, as well as Scotland and North Wales

Under the West Coast Partnership, a joint venture between FirstGroup and Trenitalia which celebrated its first anniversary in December 2020, First Trenitalia is committed to delivering a range of passenger enhancements for InterCity West Coast services including new and upgraded trains, simplified fares, more destinations and improved onboard experience.

The programme will transform all 56 of Avanti West Coast’s Pendolinos which have served routes between London, Birmingham, Manchester, Liverpool, Glasgow, and Edinburgh for close to 20 years, clocking up more than 270 million miles – enough to go to the moon and back more than 500 times.

Rail manufacturer Alstom will oversee the refurbishment at their new depot in Widnes in the North West securing 100 skilled jobs. The first refurbished Pendolino was returned to service in April 2022, boasting as the UK’s biggest train upgrade with some of its new features including:

• 25,000 new, ergonomic Standard Class seats.

• Conversion of one First Class carriage on each of the 35 eleven-carriage Pendolinos to provide more than 2,000 extra Standard Class seats.

• The introduction of a new onboard shop.

• Improved lighting and new interior carpets.

• Greater use of technology with customerfriendly passenger information screens.

• Power points at every seat.

• New carpets throughout using sustainable British wool.

The upgrade programme will run until 2024 when the last of the 56 strong fleet is expected to leave Widnes. UK suppliers will benefit from 80 per cent of the £117 million investment, which is financed by Angel Trains, one of the UK’s leading train Asset Management companies.

High-Speed Rail

West Coast Partnership will invest £1 million plus as part of the University of Leeds’s plans for The Institute for High Speed Rail and System Integration. The

research tie-in will help deliver a UK centre of excellence for rail engineering in the Leeds City Region and is intended to drive improved customer experience and operation of HS2.

When fully operational, the Institute will be capable of simulating the conditions found on busy rail networks, the findings of which will play a key part in the shaping of HS2 services.

In the community

Avanti West Coast has launched a new fund to encourage ideas to improve stations and local communities along its route. The Customer and Communities Investment Scheme (CCIS) encourages applications from projects that address regeneration challenges and tackle social needs across the regions served by Avanti West Coast. The money will be awarded to the successful bidders over a two-year period.

This investment by the inter-city operator is part of its focus to support projects across the routes and regions they serve and create a difference that benefits the community. There are three phases of the CCIS, which spans five years and is set to provide a total of £5.5 million in funding.

For more information on what kind of social, environmental, and economic development issues are eligible for the scheme, please visit: www.avantiwestcoast. co.uk/about-us/sustainability/ community-hub

KEY PERSONNEL

Interim Managing Director: Steve Montgomery

Exec Director, Finance: Craig Forster

Exec Director, Commercial: Sarah Copley

Operations Director: Nick Westcott

Exec Director, Customer Experience: Natasha Grice

Exec Director, Projects: Michael Weston

Exec Director, Technology: Rob Tyler

Marketing Director: Mike Greenup

CONTACT INFORMATION

Address: Victoria Square House

Victoria Square, Birmingham, B2 4DN

Customer Support Phone: 0345 528 0253

Email: customer.resolutions@avantiwestcoast.co.uk

Visit: www.avantiwestcoast.co.uk

Blackpool Tramway

Home to mainland Britain’s first electric tramway, the Blackpool Tramway is the last surviving first-generation tramway in the UK

The oldest part of the tramway, along Blackpool Promenade, was opened on 29 September 1885, originally using conduit collection. The electric supply was converted to overhead power four years later.

Over 130 years later and 2017 was a redletter year for the Tramway as September saw the eightieth anniversary of the Brush Car tram and in October a collection of illuminated heritage trams paraded along the promenade for the first time in the tramway’s history.

Modernisation

Over five million passengers rode the Tramway in 2016 and in 2012 it underwent renewal efforts which saw modern light rail trams operating along the eleven miles of coastline. The £100 million redevelopment was completed in April 2012 and involved the relaying of track and the building of a new depot.

Other upgrades included a brandnew fleet of Bombardier trams that have reduced journey times by up to 15 minutes. Bombardier’s trams have level boarding and step-free interiors as well as designated disabled/pushchair areas. The vehicles are 32 metres long, split into five sections and can accommodate up to 222 passengers.

Heritage

Heritage Blackpool is unique to the UK as it has the freedom to operate unmodified vintage trams throughout the year under its heritage brand, Blackpool Heritage Tram Tours. The Heritage Tram Tours have gone from strength-to-strength since 2014 and is a fine example of modern day voluntary working, with up to ninety per cent of its workforce being volunteers.

There are twelve different types of car that have been used on the tramway over its 133-year lifespan, with some travelling around the world, like the iconic Boat car which was used in the USA during the 1970s.

Global Light Rail Awards

The Blackpool Tramway won the award for the Most Improved System in 2020/21. Blackpool Trams saw a resurgence in customer numbers after the Blackpool

staycation boom brought about by travel restrictions in the wake of the Covid lockdown. Coupled with seamless ticketing and low fares, the Tramway extension is well on its way to completion as it opened for testing in June 2022 and is set to open in the Spring of 2023 to provide an integrated train, tram and bus network for Blackpool.

New upgrades

The improvements previously made to the tramway received such a positive response from the public that at the end of 2018 Blackpool Transport alongside Blackpool Council began further upgrades. The existing tramway service operates between Starr Gate and Fleetwood Ferry from approximately 05.30 until 23.30, with a peak service every ten minutes.

The tramway extension will leave the existing route at North Pier, via a two-way double track junction. The route will cross the Promenade highway and enter Talbot Square, which is being remodelled to provide segregation of trams and highway traffic. The existing pedestrian signals on the Promenade will be replaced by a signalled

intersection. A new eastbound tram stop is to be located in Talbot Square, to allow interchanges with the existing North Pier tram stops. Beyond Talbot Square, a double track alignment continues eastwards in the centre of the highway.

KEY PERSONNEL

Managing Director: Jane Cole

Director of Organisational Development: Karen Cooper

CONTACT INFORMATION

Address: C/O Blackpool Transport

Services Limited, Rigby Road

Blackpool FY1 5DD

Tel: 01253 473001

Email: enquiries@blackpooltransport.com

Visit: www.blackpooltransport.com

c2c

c2c operates services between Fenchurch Street and Shoeburyness, serving 26 stations in East London and South Essex

Built and operated by the London Tilbury & Southend Railway in the 1850s, the current c2c rail service has operated under a number of different names and ownership during its 160-year lifespan. The line was once known as the Seaside line until spending a few unfortunate years nicknamed the ‘Misery Line’ in the 1990s after privatisation, with fifty years of nationalisation in between. Trenitalia paid £72.6 million for c2c after being awarded a Pre-Qualification Questionnaire Passport enabling it to bid for franchises without needing to resubmit corporate data.

21st century service

c2c currently serves 26 stations on the London, Tilbury and Southend Railway line from London Fenchurch Street to the northern Thames Gateway area of southern Essex including Grays, Leigh-on-Sea and Southend-on-Sea. The main route from Fenchurch Street to Shoeburyness is 63 kilometres with a fastest journey time of 58 minutes.

As c2c is mainly a London commuter railway and the typical journey is between 40 and 80 minutes, it does not offer First Class seating. Its Class 357s have standard high density ‘3 + 2’ seating to meet high demand at peak times, however 17 trains were converted into a metro style with ‘two and two’ seating and grab handles.

London Underground’s District line connects with c2c indirectly at Tower Hill (for Fenchurch Street) and directly at West Ham, Barking and Upminster. Tickets are fully interchangeable between the two operators. There are also interchanges at Limehouse and West Ham with Docklands Light Railway and at Barking and Upminster with London Overground.

Record breaking

The Transport Focus survey of October 2022, which interviewed rail passengers across the country, revealed that c2c tops the league with 96 per cent overall satisfaction rate among the passengers surveyed. c2c also comes in first place among train operators for punctuality/ reliability, with 96 per cent of passengers saying they were satisfied and 91 per cent

saying they were satisfied in terms of the level of crowding.

c2c has also led the rail industry in being the first company to introduce customer friendly new products such as Automatic Delay Repay for customers whose journeys are delayed, Flexi-Season tickets for parttime workers, and Personal Punctuality Reports which allow customers to track exactly how punctual the trains that they were on have been.

Technology

The c2c app called c2c Live provides a one-stop-shop for c2c passengers with everything from personalised journey information to buying tickets, and even paying for car parking.

Developed with IBM, this is the first app made by a UK rail company to include nationwide door-to-door public transport journey planning, enabling users to plan a route for any journey anywhere in the UK.

Other developments include the c2c Smart card which allows c2c season ticket holders to switch from paper tickets to an Oyster-style tap-and-go smartcard ticket they can use anywhere on the c2c route.

KEY PERSONNEL

Managing Director: Rob Mullen

Engineering Director: Jeff Baker

Delivery Director: Laura McEwen

Finance Director: Philip Leney

Commercial Director: Clare McCaffrey

HR Director: Donna Thorpe

CONTACT INFORMATION

Address: 2nd Floor, Cutlers Court

115 Houndsditch, London EC3A 7BR

Tel: 0345 744 4422

Email: contact@c2crail.co.uk

Visit: www.c2c-online.co.uk

Caledonian Sleeper

From Sunday 25 June 2023 the Caledonian Sleeper services have been provided by the Scottish Government

The night of Friday 23 June saw the last Caledonian Sleeper services run under Serco’s management when the Caledonian Sleeper franchise expired almost eight years and three months since Serco’s inaugural service departed from Fort William on Tuesday 31 March 2015. It operates as a separate business from ScotRail, as part of Scottish Rail Holdings (SRH). Caledonian Sleeper runs on two routes – the Lowlander and the Highlander. The Lowlander route connects Scotland’s two biggest cities, Glasgow and Edinburgh, with the capital of the UK, stopping at Carlisle and then at Watford Junction before arriving at London Euston early in the morning.

The Highlander connects London with Aberdeen, Fort William and Inverness, leaving London Euston in the evening before splitting into three at Edinburgh Waverley in the early hours of the morning. The three sections arrive at Aberdeen, Inverness and Fort William.

The Caledonian Sleeper serves 48 stations overall – 43 in Scotland and five in England – and is a key part of Scotland’s transport offering that delivers unique journey and tourism opportunities. Services run in

both directions six nights a week, with the trains calling at dozens of other stations along the way.

Features and investment

In 2019, the service took a giant leap forward with the introduction of its new trains – 75 carriages debuting across the Lowland and Highland routes. The fleet, built at a cost of £150 million, has been part funded by capital grants from Scottish Ministers and from the UK government.

Designed to accommodate the modern-day traveller, the trains offer accommodation ranging from new comfort seats for the budget traveller to rooms with double beds and en-suites – for the first time in the history of Caledonian Sleeper. Other features are included on the new trains, such as a hotel-style key card entry system, charging panels and Wi-Fi throughout the train.

Post-Covid performance

Since March 2022, Caledonian Sleeper has consistently increased forward sales. As a result, the service has achieved the highest ever forward bookings with every individual period seeing record sales. This has been in large part due to the innovation of allowing

guests to book up to twelve months in advance, a unique feature of the service that Serco introduced when it started managing the service. As part of this increase, there have been record sales through the dedicated website, Sleeper.scot, since January 2022. 2022 was the best year ever for the service as it recovered from Covid; the year saw the highest revenue since the start of the franchise with guest levels back to pre-covid.

Accessibility

Caledonian Sleeper has worked to ensure the best possible experience for guests with access needs. With a new range of accessible accommodation, the service is committed to ensuring accessible guests have the space they need to travel comfortably and safely between London and Scotland.

Reducing plastic usage

Since 2015 the Caledonian Sleeper has partnered with ARRAN Sense of Scotland to supply their guests with bath and shower gels, shampoo, conditioner, handwashes and body lotions. Since the start of October 2022 all of their fleet has been fitted with eco-friendly refillable dispensers to replace the single use plastics in the Caledonian Double and Club rooms, reducing virgin plastic use by 81 per cent and liquid waste by use to 75 per cent.

KEY PERSONNEL

Managing Director: Kathryn Darbandi

Commercial & Procurement Director: Graham Kelly

CONTACT INFORMATION

Address: 1-5 Union Street

Inverness IV1 1PP

Tel: 0330 060 0500

Email: enquiry@sleeper.scot

Visit: www.sleeper.scot

Chiltern Railways

Chiltern Railways operates commuter/regional rail passenger services from its Central London terminus at London Marylebone

Running along the M40 corridor to destinations in Buckinghamshire, Oxfordshire and Warwickshire and longdistance services to the West Midlands along two routes. Services on the Chiltern Main Line run from London Marylebone to Birmingham Snow Hill, Stratford-upon-Avon and Oxford, with some peak-hour services to Kidderminster.

Chiltern Railways also runs trains on the London to Aylesbury Line to Aylesbury (with some trains terminating at Aylesbury Vale Parkway instead), on the Princes Risborough to Aylesbury and Oxford to Bicester branch lines.

Chiltern Railways is part of the Arriva group, one of the leading providers of passenger transport in Europe. In 2022, 18.5 million passenger journeys were carried on Chiltern’s services.

‘Right Route’ 2030

Chiltern intends to deliver easier, greener, and better rail services through investment in new trains over the next decade. The vision was developed following research that Chiltern commissioned to ask customers, stakeholders and colleagues what they wanted Chiltern to look like from their perspective by 2030.

The Office of Rail and Road’s latest statistics show that Chiltern has the third oldest trains by operator, with an average age of 28.9 years. While the operator’s fleet ages, the communities it serves continue to grow, highlighting the need for a strategic plan to deliver a modern, greener railway.

Decarbonising

Chiltern Railways has been awarded a new contract which includes commitments to continue working towards decarbonising and modernising its fleet. Chiltern is working with Magtec on the Hybrid DMU project with Angel Trains, Britain’s leading train asset management company. The £4 million Class 165 Hybrid DMU project aims to reduce carbon and gaseous emissions, whilst addressing local air quality and noise pollution issues. The Hybrid DMU train’s electric drive offers improved acceleration compared to its diesel-only counterparts, potentially reducing journey times for

passengers. Its smart drive system is able to detect proximity to stations or depots, switching to battery power to cut emissions and noise in populated areas. Magtec’s new range-extender generators charge the traction battery and deliver power to the traction motor. They are smaller and more efficient than existing diesel engines and comply with the latest emissions standards. The battery is also recharged by the train’s regenerative braking system, increasing overall efficiency and further reducing emissions.

The launch of HybridFLEX

Chiltern Railways launched HybridFLEX, Britain’s first 100mph capable batterydiesel hybrid train into passenger service in February 2022. It is formed of a 20-yearold diesel train that has been fitted with a powerful battery allowing it to run solely on battery power when departing and arriving at stations. This train runs between Aylesbury and London and significantly cuts CO2 emissions, saves fuel and reduces noise and air pollution.

HybridFLEX is the product of a four-year partnership between Chiltern Railways, Porterbrook and Rolls-Royce.

KEY PERSONNEL

Managing Director: Richard Allan

Commercial & Customer Strategy Director: Andrew Camp

Engineering and Safety Director: Tim Sayer

Finance Director: Richard Johnson

CONTACT INFORMATION

Address: Banbury ICC, Merton Street

Banbury, Oxfordshire OX16 4RN

Tel: 0345 600 5165

Email: customer.service@chilternrailways.co.uk

Visit: www.chilternrailways.co.uk

IMAGE CREDIT: CHILTERN RAILWAYS

165039 at London Marylebone

CrossCountry

Since 2007 CrossCountry has provided passenger services to more parts of Great Britain than any other train operator, including operating the country’s longest passenger service from Aberdeen

to Penzance

In October 2020 DfT entered into a unique Operating Cost Franchise Agreement with Arriva UK Trains Ltd to operate passenger rail services on Cross Country. The core term of this contract ended on 15 October 2023 with a National Rail Contract replacing it.

The National Rail Contract with Arriva UK Trains Ltd includes the addition of capacity to replace the remaining highspeed trains which are being retired, the refurbishment of both the existing Cross Country train fleets and the introduction from December 2024 of direct daily services between Cardiff and Yorkshire, the North East and Edinburgh.

Rolling stock

In 2023 Alstom signed an eight-year extension to its Train Services Agreement (TSA) with CrossCountry in the UK. Under the agreement, Alstom will continue to maintain, overhaul, service and clean 252 vehicles of the CrossCountry fleet (34 Class 220 Voyagers and 24 Class 221 Super Voyagers) at their primary depot, Central Rivers. In addition, seven Voyagers will move to CrossCountry when they are released from service with Avanti West Coast to bolster the CrossCountry fleet and enable service uplifts.

The contract extension, valued at around £825 million, further secures this long-term partnership and is evidence of the trust placed by the customer.

The contract includes management of all planned (preventative) and unplanned (corrective) maintenance; all required overhaul activities; cleaning, and light maintenance services on the vehicles; vehicle servicing; service delivery support (including 24/7 telephone help line); vehicle cleaning (daily and periodic); depot management; shunting; obsolescence monitoring and management, and accident/ vandalism repair.

Within the agreement, the fleet will be installed with an Intelligent Engine Stop Start (IESS) system, which will drive a reduction in fuel usage, emissions, and operational costs. Additionally, the collaboration team will continue with other fuel savings measures to build on the weight reduction initiatives already undertaken, or

underway, which will substantially reduce the emissions produced from the fleet.

Owned by Beacon Rail, the Voyagers are running across the CrossCountry network, from Aberdeen, Scotland, to Penzance, England.

Alstom's Voyager and Super Voyager inter-city trains have already served passengers across England, Scotland and Wales for over two decades. Operating at speeds of up to 200 km/hour, they have clocked up over 414 million miles of service.

Promoting safety

During the partnership over 34,000 Personal Safety Scouting badges were awarded and the scheme was recognised for its achievements in several awards by rail industry and external organisations, including the International CSR Excellence and Peer Awards, against strong competition from some of the largest UK and European brands and businesses.

Supporting the regions

CrossCountry continues its commitment to delivering actions that benefit the customers and communities that it serves. In 2020 it established a new regionalised management structure, with directors and teams responsible for making its products and services more relevant to customers and local stakeholders.

A partnership with the Newcastle College Rail Academy continues to support educating the students, by promoting the diverse and widespread careers across the rail sector. Through this partnership CrossCountry has donated over £50,000 worth of IT equipment as well as being a key contributor to events helping students to get a better overview of the industry.

CrossCountry also supports many Community Rail Partners along its network, working on a variety of activities to strengthen their work bridging the gaps between rail and the wider community. This has included supporting award-winning collaborative projects such as ‘Dwell Time’ focused on raising awareness of mental wellbeing, featuring art, poetry and writing along the Penistone Line as well as nationally and even internationally.

CrossCountry has helped fund transformative regeneration projects such as the ‘Whistlestop café’ in partnership with the Derwent Valley CRP, transforming old and unused heritage station buildings into enterprising and useful spaces, and other projects to establish tourist information hubs and support local community food banks.

KEY PERSONNEL

Managing Director: Tom Joyner

Service Delivery Director: Mark Goodall

Human Resources Director: Zoe Kennedy

Finance Director: Harj Singh

Customer Director: Colette Casey

Regional Director, North East & Scotland: Ben Simkin

Regional Director, West Midlands & North West: John Robson

Regional Director, East Midlands & East Anglia: Richard Morris

Regional Director, West & Wales: Sarah Gould

CONTACT INFORMATION

Address: 5th Floor, Cannon House

18 The Priory Queensway

Birmingham B4 6BS

Tel: 0344 736 9123

Email: info@crosscountrytrains.co.uk

Visit: www.crosscountrytrains.co.uk

Edinburgh Trams

Edinburgh Trams is an 11.5 mile line between Newhaven in Leith and Edinburgh Airport

Prior to the Covid-19 pandemic, Edinburgh Trams enjoyed yearon-year growth, with annual patronage levels peaking at around 7.5 million per year. In June 2023 Edinburgh Trams extended the line by three miles in a £200 million project. Trams will now run from Edinburgh Airport, Gyle Centre, Edinburgh Park and Murrayfield Stadium across the City centre to eight brand new stops conveniently located along Leith Walk, The Shore, directly outside the doors of Ocean Terminal and at Newhaven.

The extension has proved popular with the tram’s busiest month ever coming in August 2023, recording more than 1.2 million customer journeys. Trams operate every seven minutes from 6am to midnight, seven days a week.

Awards success

Edinburgh Trams picked up two awards in 2023, winning Transport Operator of the Year at the Scottish Transport Awards and Project of the Year for the Trams to Newhaven extension project at the Global Light Rail Awards.

Ticketing

Regular users of trams and buses in the city can use the Ridacard, which gives the best value travel whenever it’s used. Fully contactless, one-week, four-week and annual tickets can be stored on the card, with the latter two offering savings on the weekly rate.

Passengers are also able to use their smartphones for travel by using Edinburgh Trams’ free app. It provides users with live information on the quickest way to reach their destination and enables m-tickets to be downloaded and activated as needed.

A new feature was added to the app in November 2015 that for the first time allowed users to ‘share’ tickets, so tickets can be sent through the smartphone’s native sharing technology such as Bluetooth, AirDrop, e-mail, social media or text. Edinburgh Trams, and its sister company Lothian Buses, also partnered with Google Maps from the beginning of 2016 to provide real-time travel information.

KEY PERSONNEL

Managing Director: Lea Harrison

Chief Executive – Transport for Edinburgh: George Lowder MBE

Head of Operations: Sarah Singh

Head of Safety and Projects: Colin Kerr

HR Manager: Sue Bucher

CONTACT INFORMATION

Address: 1 Myreton Drive

Edinburgh EH12 9GF

Tel: 0131 338 5780

Email: customer@edinburghtrams.com

Visit: www.edinburghtrams.com

Elizabeth Line

Operated by MTR Elizabeth line (MTREL), a one hundred per cent subsidiary of MTR Corporation, the Elizabeth line is part of the TfL network and has interchanges with the London Underground, DLR, London Overground and National Rail

services

June 2023 marked one year of the Elizabeth line, with more than 150 million passenger journeys made in the first year alone it topped national tables for being the most ‘on time’ railway in the country.

The Elizabeth line is the most significant addition to London’s transport network in a generation, providing new journey options, cutting travel time and supporting regeneration across the capital. Customers can travel direct between Reading, Heathrow and Abbey Wood and between Shenfield and Heathrow via Paddington, taking advantage of record journey times with up to 24 trains per hour in each direction through central London with around 4.1 million journeys made each week. In 2023 it was crowned

Passenger Operator of the Year at the National Rail Awards.

The Elizabeth line is London’s first accessible railway. It is the result of the biggest infrastructure project in a generation and, as a concept, can trace its history back over a century. Lifts have been installed at every Elizabeth line station to ensure step free access from the street all the way to the platform. The enhancements to the older stations have included improving accessibility at the ticket office windows and wider entrances to ticket halls.

The railway connects the mainline stations at Paddington and Liverpool Street with Heathrow Airport and Reading in the west, and with Shenfield and Abbey Wood in the east. It increases central London’s rail

capacity by ten per cent, taking pressure off some of the Underground’s busiest interchanges.

Each of its fast air-conditioned walkthrough trains are nine carriages long, with space for up to 1,500 people.

Work on the line’s 42 kilometres of tunnels started in 2011, with eight huge Tunnel Boring Machines (TBMs) completing the task in four years. The main phase of station building and systems installation took place between 2016 and 2021, with each new station in turn handed over to Transport for London (TfL).

A new depot at Old Oak Common houses and maintain 42 of the Elizabeth line’s 70 new trains at a time.

The trains use up to 30 per cent less energy by tapping into the electricity produced whilst braking and then pumping that back into the power supply, just like a Formula One car. The trains have three double doors per side which open onto a clear area which allows for easier access to the metro-style and bay seating within. Other features include multiple wheelchair dedicated areas and mixed-use seating that can be flipped up to accommodate wheelchairs.

KEY PERSONNEL

Managing Director for MTR Elizabeth Line: Mike Bagshaw

Concession Director: Nick Arthurton

People & Culture Director: Claire Metcalfe

Finance and Business Systems Director: Ben Milway

Train Service Delivery Director: Nick Westcott

Customer Experience Director: Paul Parsons

CONTACT INFORMATION

Address: Palestra, 197 Blackfriars Road, London SE1 8NJ

Tel: 0343 222 0000

Email: Contact via website

Visit: www.mtrel.co.uk

Enterprise

Enterprise is the cross-border intercity train service between Dublin

Connolly in the Republic of Ireland and Belfast Central in Northern Ireland

Jointly operated by Iarnród Éireann (IE) and NI Railways (NIR) Enterprise operates on the Belfast to Dublin line. The Great Northern Railway (Ireland) (GNR(I)) introduced the service as the ‘Enterprise Express’ in August 1947 in an attempt to compete with air travel which was challenging the railways as Swissair and Pan Am both began using Shannon Airport as a stop-off on transatlantic flights in the Spring of that year.

The initial service ran between Belfast Great Victoria Street station and Dublin Amiens Street station, which was renamed Dublin Connolly in 1966. Customs checks were limited to the Belfast and Dublin terminals to reduce journey times by ensuring that journeys were non-stop.

In October 1950 the service was extended beyond Dublin to Cork. This proved unsuccessful and ceased in September 1953 when the governments of the Republic of Ireland and Northern Ireland nationalised the GNR as the Great Northern Railway Board (GNRB). In October 1958 the GNRB was dissolved and its assets and liabilities were split between Córas Iompair Éireann (CIÉ) and the Ulster Transport Authority (UTA) – the predecessors of Iarnród Éireann (IÉ) and Northern Ireland Railways (NIR) respectively.

Following the completion of the Belfast Central Line Project, the Belfast terminal moved to Belfast Central station in 1976. The service was upgraded in September 1997 with a new timetable and new coaching stock from French train makers De Dietrich Ferroviaire (now Alstom DDF). At this point the service, which had operated under either the IÉ or NIR brands, was branded separately as Enterprise.

The service has suffered disruption, particularly during the Troubles, when it was regularly halted by bomb threats. Since the Northern Ireland peace process, however, such disruption has diminished. Renewed investment in recent years has seen the line upgraded to continuously welded track capable of ninety mph running along the southern part of the route, as part of Iarnród Éireann’s rail network upgrades.

The Northern Ireland section of the line was also upgraded to run at speeds

BELFAST CENTRAL

LISBURN PORTADOWN

LURGAN DUNDALK

along the Dublin-Belfast corridor and how both Northern Ireland and the Republic of Ireland plan to develop the railway.

The Enterprise Strategic Development Plan seeks approval to start procurement of new fleet and fund a detailed Technical & Feasibility study for journey time improvement options.

An hourly Belfast – Dublin service could be achieved within five years with a journey time of less than two hours.

Longer term, additional improvements could be achieved with investment in line electrification to achieve further frequency improvements and a journey time of potentially 90 mins or less.

The three initiatives laid out in the plan are:

• Introduction of an hourly service frequency between the two cities.

• Infrastructure enhancements to improve journey times and connections.

• Electrification through investment in infrastructure and rolling stock.

DROGHEDA

NEWRY DUBLIN

of ninety mph on many sections of the line. The Enterprise brand aims to be politically neutral, there are no Irish Rail or NI Railways logos inside or outside the train, only Enterprise specific branding, all announcements are made in English and not in Irish, and purchases are dual priced in Pounds Sterling as well as in Euros.

Operating eight services in each direction, Monday to Saturday and five journeys in each direction on Sundays, the journey takes just over two hours. If an Enterprise set is unavailable, either a NIR or an IÉ set can be used. Both NIR and IÉ have equipped a number of their DMUs to each other’s specifications so they may be used in the event of a breakdown.

Strategic Development Plan

Enterprise put out a document titled the ‘Strategic Development Plan’ in June 2018, detailing the projected population growth

• The long-term goal of electrification set out in the plan recommends replacing the existing rolling stock with electrically powered units by 2035. A new fleet of nine train sets would be required to permit an hourly service.

KEY PERSONNEL

CEO: Jim Mead

Director Infrastructure Manager: Don Cunningham

Chief Financial Officer: Aidan Cronin

Director Human Resources: Ciaran Masterson

Commercial Director: Gerry Culligan

CONTACT INFORMATION

Address: Enterprise c/o Iarnród Éireann

HQ, Connolly Station, Amien Street

Dublin 1, D01 V6V6 Eire

Tel: +353 1 836 6222

Email: info@irishrail.ie

Visit: www.irishrail.ie/enterprise

Gatwick Express

Since 1984, Gatwick Express has operated as the only non-stop train service between

central London and Gatwick Airport

Gatwick Express operates 160 services carrying around 13,000 travellers a day and covers around 1.6 million miles a year. Running between London Victoria station and Gatwick Airport, the airport train service departs every 15 minutes, enabling passengers to

reach the airport, which is located directly beneath the train’s south terminal, in around 30 minutes.

New station

A new look Gatwick Airport station opened in November 2023. Eight new escalators and five new lifts provide a step change for

accessibility. Easier journeys between train and plane will benefit passengers across the wider network, helping keep trains running on time by removing the congestion on platforms that delay trains.

Passengers travelling on the Brighton Main Line are already seeing the benefits of the project thanks to track upgrades that have helped reduce journey times between Brighton and London to one hour on some services.

The existing station concourse is also bigger and better than ever before with new customer information systems, more ticket gates, a dedicated passenger assistance point enhancing the passenger experience and helping people move through the station more quickly.

The new concourse will now act as the new entrance for people accessing the airport terminal, while the existing concourse will be for people exiting. The existing station concourse, station footbridges and the South Terminal linkspan have been refurbished and reconfigured to provide a seamless oneway system to the airport from the train station.

KEY PERSONNEL

Chief Executive Officer: Patrick Verwer

Chief Operating Officer: Angie Doll

Engineering Director: Steve Lammin

Infrastructure Director: Keith Jipps

Head of Safety & Health: Emile MacDonald- Williams

Marketing and Communications Director: Myriam

Walburger

Head of Engineering and Asset Management:

Dave Hickson

Head of Network Operations: Mark Boon

CONTACT INFORMATION

Address: 1st Floor, Monument Place

24 Monument Street, London EC3R 8AJ

Tel: 0345 850 1530

Email: customerservices@gatwickexpress.com

Visit: www.gatwickexpress.com

Glasgow Subway

The Glasgow Subway carries eight million passengers each year, and is currently undergoing its biggest modernisation programme in more than 30 years

The 15 stations of the Subway are distributed over a six mile circuit of the West End and City Centre of Glasgow, with eight stations to the North of the River Clyde and seven to the South. There are two lines: an outer circle running clockwise and an inner circle running anticlockwise.

Glasgow Subway saw its busiest period for some time with more than 470,000 journeys completed during the 2023 UCI Cycling World Championships. The first weekend of the event saw more than 132,000 journeys, the busiest weekend overall since 2018.

The Subway is open 06:30 to 23:40 Monday to Saturday and 10:00 to 18:12 on Sundays.

Upgrades

The full-scale upgrade will ensure that the highest quality of service is delivered to the 40,000 passengers who use the Subway every day. The Glasgow Subway is 120-years old and is the third oldest underground system in the world behind London and Budapest. A £288 million funding package for the work is being supported by the Scottish Government and rebuilding work is happening right across the network.

Station refurbishment

Key improvements to accessibility, safety and information provision are being introduced. With progress to date including; St Enoch Station with its two new glass canopies has undergone the most comprehensive transformation bringing new life to the historic St Enoch Square. As well as Buchanan Street Station which has also undergone modernisation complete with new travelators which acts as a very important link to Queen Street Station.

Modernisation

In 2011/12, Strathclyde Partnership for Transport (SPT) secured funding from the Scottish Government to fully upgrade and modernise the Subway. This included the refurbishment of all 15 stations, a strand of work which was completed in 2022.

In 2013, SPT also introduced a new Smartcard ticketing system as part of the modernisation programme which has

revolutionised ticketing options across all forms of transport in the region with train and bus operators all developing smart ticketing options. SPT are continuing to work with other travel operators to develop more integrated travel options for commuters. In the future the Subway Smartcard could be used seamlessly between different transport modes (such as bus, train and ferry) and even to buy other everyday items such as coffee on the way into work.

With more than 230,000 Subway Smartcards now in operation, SPT continues to work with transport operators and Transport Scotland to develop more integrated ticketing opportunities across the region.

In 2016, SPT announced a significant step forward in the modernisation programme with the award of contract for the new rolling stock, signalling and equipment to the Stadler Bussnang AG/ Ansaldo STS (now Hitachi) Consortium. The contract worth £200 million will include the 17 new Subway trains which are of the same length and size as existing rolling stock but made up of four-car sets as opposed to the current three-car sets. They also feature open gangways to maximise the space available. The first of the new trains was on show at InnoTrans 2018, the international Trade Fair for transport technology in Berlin, by leading manufacturer Stadler.

As well as the new trains, the Subway’s signalling equipment, control systems and control centre will all be replaced bringing improved availability and reliability to passengers. The system will include new platform screen doors, which will be ‘half height’ to preserve as much space and openness within the stations as possible while still maintaining passenger safety and security.

Once the new full system is in place – trains, signalling, operational control centre, platform screen doors – and has been fully tested, the Subway will move from its current partially automatic trains to Unattended Train Operations (UTO).

KEY PERSONNEL

Chief Executive Strathclyde Partnership for Transport: Valerie Davidson

CONTACT INFORMATION

Address: Broomloan Depot, Robert St Lanarkshire, Glasgow G51 3HB

Tel: 0141 332 6811

Email: enquiry@spt.co.uk

Visit: www.spt.co.uk

Govia Thameslink Railway (GTR)

Govia Thameslink Railway (GTR) operates the Great Northern, Thameslink, Southern and Gatwick Express routes

GTR is the largest and busiest single rail franchise in the UK: in terms of passenger numbers (around 25 per cent of all UK rail journeys), trains, revenue and staff (7,574 people employed).

The franchise encompasses King’s Lynn in the north and Brighton in the south,

serving London as well as several important regional centres including Cambridge, Luton, Peterborough, Portsmouth and Southampton. It also provides direct links to major airports (Gatwick and Luton) as well as St Pancras International.

KEY PERSONNEL

Chief Executive Officer: Angie Doll

Chief Financial Officer: Ralph Pidsley

Chief Customer Officer: Mark Pavlides

Customer Services Director: Jenny Saunders

Safety, Health and Security Director: Samantha Facey

CONTACT INFORMATION

Address: 1st Floor, Monument Place

24 Monument Street, London EC3R 8AJ

Tel: 0345 026 4700

Email: communications@go-ahead.com

Visit: www.thameslinkrailway.com

Social: @TLRailUK

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Grand Central

Grand Central is an independent open-access operator connecting London Kings Cross, Yorkshire and the North East

Grand Central’s first route was launched in December 2007 and linked London Kings Cross with York and the North East.

In May 2010, this was joined by the West Riding service, linking Doncaster, Bradford and West Yorkshire with London – most recently adding Low Moor in 2017. In August 2014, Grand Central was granted an extension of its operating rights until December 2026.

New services

In early 2024 Grand Central trains will be able to stop at Peterborough after proposals were given the go-ahead by the Office of Rail and Road. Travellers will be able to reach more places in the north of England direct, including Bradford and Sunderland. Two services will leave London King's Cross in the morning on weekdays, heading to Bradford and Sunderland, and southbound trains will stop at Peterborough in the afternoon before heading to London.

Routes

Grand Central connects Yorkshire and the North East to London with two routes.

Five daily services on the North East to London route run between Sunderland and London King’s Cross calling at Hartlepool,

Eaglescliffe, Northallerton, Thirsk and York. This route is known as the North Eastern service.

Four daily services which run on the Yorkshire to London route operate between Bradford Interchange and London King’s Cross calling at Halifax, Brighouse, Mirfield, Wakefield Kirkgate and Doncaster. Some services also call at Pontefract Monkhill. This is known as the West Riding or West Yorkshire service.

In May 2018 Grand Central commenced operating services on the West Coast Main Line from London Euston to Blackpool after the Office of Rail and Road granted fellow Arriva subsidiary Alliance Rail Holdings access rights for ten years.

Passengers

ORR figures showed from April 2022 to March 2023 Grand Central had the highest relative usage at 113 per cent, compared to the same period in 2019.

In the Summer of 2020, the Transport Focus National Rail Passenger Survey (NRPS) reported that Grand Central enjoyed an overall customer satisfaction score of 95 per cent, as well as topping the Value for Money table with a passenger rating of 74 per cent. Travellers also reported a 95 per cent satisfaction rate with Grand Central’s

punctuality, and strongly improved scores for onboard aspects of the journey following a £9 million refurbishment programme.

E-ticketing

Grand Central Rail introduced e-ticketing towards the end of 2017, allowing customers to buy tickets online and display them on their mobile or tablet device. Instead of queuing at stations or waiting for tickets to be delivered, customers can now pay for their fare online. Available on desktop and mobile devices, tickets stay available until ten minutes before departure and after purchasing customers receive an email with a downloadable PDF that features a barcode scanned by crew and ticket gates.

Grand Central has a six-month reservation window which is continually updated on a rolling basis. Grand Central was able to make the upgrade after adopting the new Rail Availability & Reservation Service (RARS) system and working with its suppliers.

Trains

Grand Central operates an all-Adelante fleet, with its ten Class 180 trains receiving extensive refurbishment and updates to improve passenger comfort in 2018. Due to issues with the 180s in 2023, Grand Central has introduced one Voyager 221 units to the fleet to ensure it can fulfil its timetable. The two Voyager 221 units each consist of five carriages and 276 seats.

KEY PERSONNEL

Chief Operating Officer: Sean English

Finance Director: Carol Bainbridge

Head of Commercial: Nick Clarke

Head of HR: Angela Newsome

CONTACT INFORMATION

Address: Grand Central Rail,

Northern House, 9 Rougier Street

York YO1 6HZ

Tel: 0345 603 4852

Email: customer.services@grandcentralrail.com

Visit: www.grandcentralrail.com

Great Northern

The Great Northern Franchise operates trains between London and the east of England, including Cambridge, Peterborough and King’s Lynn

Since 2016 Great Northern has invested in new trains and increased services. It has doubled overall capacity on the Cambridge to London route and installed new air-conditioned trains from Cambridge to King’s Lynn.

Rolling stock

At the end of 2019, Great Northern completed a £240 million train fleet renewal and introduced 25 six-carriage Siemensbuilt Class 717 units on the route between London Moorgate and Stevenage, Hertford North and Welwyn Garden City. The new trains have capacity for 943 people, an eleven per cent increase on the old 313 trains they replaced. The new 717s also feature a ‘snow mode’, which changes the way the brakes work to improve reliability in snowy conditions.

East Coast Digital Programme

In late November Great Northern commuters began travelling to the City of London in trains controlled by cutting-edge digital in-cab signalling (European Train Control System, or ETCS), giving them a more reliable, greener service.

This was a significant milestone for the £1.4 billion government-funded East Coast Digital Programme (ECDP), set to improve journeys along the East Coast Mainline, from London to north of Peterborough, providing the foundations for the expansion of digital signalling across the UK network.

Introducing digital signalling on this busy commuter line is an important first stage in the ECDP, which will see the first introduction of digital ETCS to an intercity mainline in Great Britain. Progressively, more trains will operate with digital signalling, as more Great Northern drivers are trained to use the technology. Traditional signals will be kept at the side of the track until everyone is trained and the old system can be switched off.

Drivers using digital ETCS aren’t told to stop and go by fixed signals at the side of the track. Instead, they drive according to a target speed set by the system in their cab that is kept continually updated about the location of other trains by a multitude of beacons positioned along the track. The system effectively allows drivers to ‘see’ much further ahead than line-of-sight signals would ever allow, meaning trains can run more efficiently.

The next phase of the ECDP will see digital signalling introduced between Welwyn Garden City and Hitchin, on the East Coast Mainline. The first digitally signalled trains are expected to operate on this section of the route by the end of 2025.

KEY PERSONNEL

Chief Executive Officer: Angie Doll

Engineering Director: Steve Lammin

Infrastructure Director: Keith Jipps

Head of Safety & Health: Emile MacDonald- Williams

Marketing and Communications Director: Myriam Walburger

Head of Engineering and Asset Management: Dave Hickson

CONTACT INFORMATION

Address: 1st Floor, Monument Place

24 Monument Street, London EC3R 8AJ

Tel: 0345 026 4700

Email: customerservices@greatnorthernrail.com

Visit: www.greatnorthernrail.com

Great Western Railway

Great Western Railway (GWR), operates trains across the Great Western franchise area, which includes South Wales, the West Country, the Cotswolds, across southern England and into London

GWR provides high speed, commuter, regional and branch line train services, and before the covid-19 pandemic helped over 100 million passengers reach their destinations every year. GWR has been awarded a National Rail Contract to continue operating the Great Western network, which shall run up to 21 June 2025, with the potential for a further three years at the Secretary of State’s discretion.

In late November 2023, the reopened Dartmoor Line marked 550,000 journeys made in the first two years of the previously mothballed rail line re-entering service. An impact evaluation of the Dartmoor Line is currently being conducted. This research aims to assess the extent to which the Line has delivered against the anticipated benefits for the local community since its re-opening. The evaluation will conclude next year with findings expected to be

published in Spring 2024. The Dartmoor Line’s success has seen the Government commit to provide £13.4 million from the Levelling Up Fund for an additional station, an Okehampton Parkway.

Okehampton Station was named as the Small Station of the Year at the National Rail Awards 2023.

Stations

Three new Great Western Railway stations opened in 2023, the first being Reading Green Park which sits on the Reading to Basingstoke line, with half-hourly services running north to Reading and south to Basingstoke through the day. The second was Marsh Barton in Exeter and the third was Portway Park & Ride in Bristol, which was the first new station in Bristol in almost a century. Regular services will run from the accessible, single-platform station seven days a week along the Severn Beach railway line, taking passengers into the city centre of Bristol in just 24 minutes.

KEY PERSONNEL

Managing Director: Mark Hopwood

Engineering Director: Simon Green

Customer Service and Transformation Director: Richard Rowland

Director, Compliance, Sustainability & Environment:

Joe Graham

Finance Director: Duncan Rimmer

Development Manager: Mike Preece

GWR Head of Strategic Service Development:

Matt Barnes

Business Assurance and Strategy Director:

Joe Graham

CONTACT INFORMATION

Address: Milford House, 1 Milford Street

Swindon SN1 1HL

Tel: 0345 700 0125

Email: visit website for all enquiries

Visit: www.gwr.com

Greater Anglia

Greater Anglia provides intercity, commuter and rural services throughout Essex, Suffolk, Norfolk, Cambridgeshire and Hertfordshire

Greater Anglia operates 1,300 train services per day across 133 stations. With the inception of the new franchise in October 2016, Abellio announced it would invest £1.4 billion in fleet replacement which resulted in 33,000 new train seats at morning and evening peak travel times. Greater Anglia is owned by Transport UK which also operates East Midlands Railway and West Midlands Trains, as well as the Merseyrail rail concession in a joint venture with Serco.

Rolling stock

As part of a £1.4 billion investment in transforming train services in East Anglia. Greater Anglia is currently in the process of replacing all trains in its fleet with brand new ones, which are all longer, with more seats, USB and plug sockets, fast free Wi-Fi, air conditioning and improved accessibility features as well as dedicated cycle spaces.

Throughout 2021, Greater Anglia introduced new commuter trains to replace all the company’s old trains on Great Eastern Main Line routes between Liverpool Street and Southend Victoria, Braintree, Southminster, Stowmarket, Ipswich, Colchester, Clacton, Walton-on-the-Naze and Harwich. In March 2021, the first of 133 Aventra Class 720 trains being built by Alstom in Derby was introduced on the Clacton to London route. In September of the same year, the trains ran for the first time on the Harwich and Walton-on-theNaze branch lines.

The full introduction of new trains are now in service on every single route in the Greater Anglia network, with many routes operated exclusively by new trains.

Carbon emissions

Greater Anglia’s reported carbon emissions decreased by 17 per cent between April 2022 and March 2023 – that’s over 67,000 tonnes according to a report by independent environmental consultancy, WSP. This is the third year in a row that the train operator has reduced its carbon emissions.

Over the last few years, Greater Anglia has introduced new more energy-efficient trains, cut waste, increased recycling and

worked with partners and communities on projects to improve sustainability and biodiversity at stations.

They have also worked to install wireless energy management systems at rail stations to ensure heating and lighting are used efficiently and taken steps to reduce water consumption.

Accessibility

In a first for the rail industry, Greater Anglia has pioneered online virtual tours for its entire new train fleet to help people travel with confidence. The virtual train tours have been designed for all of Greater Anglia's new train types to support journey planning, give customers a clearer picture of what they can expect on board and reduce anxiety about travelling.

They are particularly aimed at helping disabled customers who are wanting to check how accessible their journey is.

Virtual tours are available for Greater Anglia’s entire fleet of new trains and also for 15 of the train operator’s stations and are available at https://www.greateranglia.

co.uk/travel-information/your-journey/virtualtours on any device.

The virtual tours help people to navigate their journey, find out where facilities are located and plan in advance. They can use the virtual tours to ‘walk through’ the train or station using the navigation tools.

KEY PERSONNEL

Managing Director: Jamie Burles

Engineering Director: Martin Beable

Commercial Director: Martin Moran

Asset Management Director: Simone Bailey

HR Director: Katy Bucknell

Finance Director: Michael Robertson

Client & Program Director: Andrew Goodrum

Train Service Delivery Director: Jay Thompson

CONTACT INFORMATION

Address: 18-20 St Andrew's Street

London, EC4A 3AG

Tel: 0345 600 7245

Email: contactcentre@greateranglia.co.uk

Visit: www.greateranglia.co.uk

Hull Trains

Hull Trains is a non-franchised, open-access operator running up to 94 direct services a week from Hull and the East Yorkshire region direct to London King’s Cross

In 2023 Hull Trains increased its number of journeys by 31 per cent having delivered 358,000 journeys compared to 270,000 in the same quarter in 2022.

Rolling stock

Hull Trains’ high-tech bi-mode, electric and diesel, trains are one of the most modern and innovative trains on the UK rail network. The Hitachi inter-city fleet has consistently ranked inside the top 10 for reliability, often being three times more reliable than the industry average. The Paragon Fleet replaced the old Class 180 fleet following a £60 million investment in 2019. Each train in the fleet carries a name

Awards success

For the second consecutive year, Hull Trains was named ‘Best in Class’ The Golden Spanners which recognise the most reliable train fleets in the railway industry. Hull Trains was also recognised as ‘Best Place to Work’ at 2023’s Hull Live Business Awards alongside being awarded the top employer accolade at the Women in Rail Awards.

KEY PERSONNEL

Managing Director: Martijn Gilbert

Service Delivery Director: Louise Mendham

Head of HR: Deborah Birch

Head of Safety and Sustainability: Michael Powell

Head of Operational Safety: Mark Shepherd

Head of Commercial: Tom McFall

Head of Fleet: Richard Vernon

Head of Customer and Stakeholder Engagement:

Paul Jackson

CONTACT INFORMATION

Address: South Wing, Cherry Court

36 Ferensway, Hull HU2 8NH

Ferensway, Hull HU1 3UT

Tel: 0345 071 0222

Email: customerservices.hull@hulltrains.co.uk

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Providing the vital supply link, our larger bowsers are the perfect option for transporting vast quantities to your location, while smaller bowsers offer a nimble alternative.

T&M work with your crew to help meet specific requirements, carrying out intelligent innovations and modifications that help form an integral part of any rail construction project.

Our bowsers help ensure a seamless process from start to finish

London North Eastern Railway

London North Eastern Railway (LNER) operates long-distance intercity services on the East Coast Main Line from London to North East England and Scotland

LNER runs from London Kings Cross to Leeds, York, Newcastle, Edinburgh Waverly, Glasgow, Aberdeen and Inverness. The company is owned by the Department for Transport (DfT). LNER took over the InterCity East Coast franchise in June 2018, after the previous privately owned operator Virgin Trains East Coast returned it to the Government following sustained financial difficulties.

Rolling stock

In late November 2023 CAF was awarded the contract to supply a fleet of tri-mode intercity trains for LNER. Based on CAF's Civity platform, the ten state-of-the-art ten-car trains will enter passenger service on the LNER-operated East Coast Main Line (ECML). On electrified routes the trains will use pantographs to draw power from overhead lines and on sections of the route which are not electrified will use either a combination of battery and diesel power modes, or battery-only mode.

Environmental benefits will be realised during the arrival and departure from stations when in battery mode, eliminating emissions, including harmful NOx, and significantly reducing noise pollution.

The transition from electric to self-power mode and vice versa can be undertaken when the train is stationary or in motion.

The battery can recharge in both electric and diesel mode. The trains will be equipped with CAF Signalling proprietary European Rail Traffic Management System (ERTMS) digital signalling, helping reduce energy consumption and emissions by regulating speed, acceleration, and braking. ERTMS also enables reduced minimum distance and time between trains and ensures automatic activation of train safety functions if necessary.

The new tri-mode fleet will be assembled at CAF's Newport manufacturing facility in South Wales. The contract also includes an eight-year maintenance services agreement with an option to extend.

Stations

LNER is proposing to continue to move away from traditional retailing, further enriching the digital retailing experience. The plans would bring its people closer to customers, with more colleagues deployed across station concourses and platforms to assist customers wishing to purchase tickets or asking for help or information. Teams will have mobile devices enabling them to sell the vast majority of ticket types and will also be there to assist customers using ticket vending machines.

LNER’s plans include the retention of ticket offices at Edinburgh Waverley, Newcastle, York, Doncaster, Peterborough

and London King’s Cross, which will continue to offer the same range of products and opening times.

Under the proposals LNER plans to repurpose travel centres at Berwick-uponTweed, Darlington, Durham, Grantham, Newark Northgate, Retford, and Wakefield Westgate, with colleagues supporting customers on the stations and proposals to create a modern station retailing experience. LNER is responsible for ticket retailing and passenger assist at eleven stations, as well as Edinburgh Waverley and London King’s Cross, all of which will continue to be staffed by LNER colleagues from the first to the last train and passenger assist will remain.

LNER is continuing to invest in its stations as it welcomes record numbers of customers back to rail. In a UK first, a Family Lounge has been introduced at London King’s Cross station and waiting rooms have been refurbished across the route. Further investment is planned to make rail even more accessible, giving people greater confidence to travel by train. LNER has also committed to multi-million-pound investments at Darlington, Doncaster and Peterborough.

KEY PERSONNEL

Managing Director: David Horne

Commercial Director: David Flesher

Engineering Director: Dr Linda Wain

Customer Experience Director: Claire Ansley

Safety and Operations Director: Warrick Dent

Finance Director: James Downey

CONTACT INFORMATION

Tel: 0345 722 5333

Email: customers@lner.co.uk

Visit: www.lner.co.uk

Address: East Coast House 25 Skeldergate, York YO1 6DH

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Arriva Rail London took over the London Overground network in November 2016 and supports TfL in delivering further improvements for customers on the already hugely popular network. The vast majority of the London Overground network is operated on Network Rail tracks, which are also used by other rail operators, freight and maintenance services. 187 million journeys were made on the Overground in the year 2019/20, compared to just 33 million when it launched in 2007/8. One third of Londoners live within walking distance of a London Overground station and overall satisfaction scores were at 87 per cent on the Spring 2020 National Rail Passenger Survey.

A fleet of 106 trains operate on the network comprising 49 four-car and 57 fivecar electric trains. These trains make around 17,000 station stops each day. In 2020, Class 710 ‘Aventra’ trains began operating on the West Anglia routes, replacing the legacy fleet of Class 315s and 317s. The new Class 710 trains feature walk-through carriages, airconditioning, live network information and improved accessibility.

Stations

New London Overground trains run on all services to Liverpool Street from Chingford, Cheshunt and Enfield Town stations. Over half of London Overground stations have step-free access from street to platform. A further five stations are proposed to be made step-free by 2024 as part of the Department for Transport's Access for All scheme. Transport for London has built a four-kilometre extension (1.5 kilometres of new track) of the London Overground Gospel Oak to Barking route into the Barking Riverside development in the London Borough of Barking and Dagenham.

The extension provides an essential rail link to support the development of Barking Riverside, serving both new and existing residents. The opening of the new station in July 2022 completes the first extension of London Overground since 2015. Barking Riverside station is fully step-free, bringing the total of step-free stations across London Overground to more than 60.

KEY PERSONNEL

Managing Director: Steve Best

Head of Performance: Paul Western

CONTACT INFORMATION

Address: Palestra, 197 Blackfriars Road

London SE1 8NJ

Tel: 0343

1234

Email: overgroundinfo@tfl.gov.uk

Visit: www.tfl.gov.uk/overground

The London Overground, known to Londoners as the Orange Line, launched in 2007 and runs along a circular route around inner London, connecting 23 boroughs of the capital city and parts of southern Hertfordshire

Lumo

Lumo trains run on the East Coast Main Line and call at Newcastle, Morpeth and Stevenage, helping to improve regional connectivity while offering alternatives to Newcastle and Luton airports

Lumo is an open-access operator, not subject to franchising and aims to create over 13 million additional passenger journeys in the next decade as well as reducing carbon emissions by encouraging travellers to use greener, electric travel. It will contribute as much as £250 million to the UK economy over ten years.

Owned by FirstGroup, Lumo has invested £15 million on digital and IT infrastructure and £100 million on the manufacture and maintenance of five brand new, state-of-theart Hitachi AT300 intercity electric trains.

Lumo has invested £2 million in a Training Academy to develop a freshthinking generation of rail colleagues, focused on passenger wellbeing and on-board customer service, harnessing new technology and caring for vulnerable passengers.

Since launching in October 2021 Lumo has run over 6,000 services, carrying over two million passengers. Lumo aims to contribute £250 million to the economy in the next ten years, create over one hundred new jobs and generate over one million extra seats on the network every year. It is an ‘open access’ train operating company, meaning it does not receive state funding, and has invested £100 million to manufacture and maintain five one hundred per cent electric trains, built by Hitachi.

Other services include LumoEats, an at seat catering offer which will allow customers to purchase on board from our catering trolley or pre-order food via the app from a range of high street brands, LumoLuggage – a bespoke courier service designed to sustainably transport oversized, heavy luggage, and LumoGo, an all-in-one

free Wi-Fi and entertainment centre that will allow customers to tweet, work, and play on the go.

KEY PERSONNEL

Managing Director: Martijn Gilbert

CONTACT INFORMATION

Address: 4th Floor, Central Square South

Orchard Street

Newcastle-upon-Tyne NE1 3PG

Tel: 03455280409

Email: lumopr@grayling.com.

Visit: www.lumo.co.uk

The network consists of 39 stops along 17 miles of track, on a mixture of street track shared with other traffic, dedicated track in public roads, and off-street track consisting of new rights-of-way, former railway lines, and one section of alignment (not track) shared with a third rail electrified Network Rail line.

The network has four lines that coincide in central Croydon, with eastbound termini at Beckenham Junction, Elmers End and New Addington, and a westbound terminus at Wimbledon, where there is an interchange for London Underground.

Tramlink is operated with 35 vehicles. The original fleet comprised 24 articulated low floor Flexity Swift CR4000 trams built by Bombardier Transportation. In 2006, the CR4000 fleet was refurbished, with the buslike destination blinds being replaced by an electronic dot system.

Stadler Rail has since supplied six Variobahn trams similar to those used by Bybanen in Bergen, Norway and the first entered service in 2012. In August 2013, TfL ordered additional Variotrams, for use on the Wimbledon to Croydon link.

Passengers

Since 2000, the number of passengers on the network has increased from 14 million to around 30 million today, and this is expected to reach nearly 60 million by 2030. An upgrade to the trams network is acknowledged to be needed to accommodate this growth. Trams for Growth summarises TfL’s proposed 20-year plan to accommodate growing demand, improve reliability and support the regeneration of Croydon town centre and the wider south London.

Trams 2030

Passenger numbers are expected to grow to nearly 60 million by 2030, Trams 2030 summarises TfL’s proposed plan to accommodate growing demand, improve reliability and support the regeneration of Croydon town centre. Trams 2030 sets out TfL’s ongoing works (including the Wimbledon line enhancement programme), the current proposals including major upgrades and expansions to the network, such as Dingwall Road Loop, and the longer term plan for trams in south London.

Rolling stock

The original fleet comprised 24 articulated low floor Flexity Swift CR4000 trams built by Bombardier Transportation in Vienna numbered beginning at 2530, continuing from the highest-numbered tram 2529 on London’s former tram network, which closed in 1952. In 2006, the CR4000 fleet was refurbished, with the bus-like destination blinds being replaced by an electronic dot system. In 2009 the fleet was repainted into a new green livery. In January 2011, Tramtrack Croydon opened a tender for the supply of ten new or second hand trams from the end of summer 2011. The trams will be used between Therapia Lane and Elmers End. On 18th August 2011, TfL announced that Stadler Rail had won a £16 million contract to supply six Variobahn trams. They entered service in 2012. In August 2013, TfL ordered an additional four Variotrams for delivery in 2015, for use on the Wimbledon to Croydon link, an order which was later increased to six. This brought the total Variotram fleet up to ten in 2015 and twelve in 2016 when the final two trams were delivered. The tram supports

a set of up to seven cars, is available as a unidirection or a bi-directional vehicle. It has a lightweight construction and meets the crash standard conforming to EN 15227. The individual way in which TRAMLINK can be developed and built is demonstrated by the configuration options: track gauges of 900, 1,000 or 1,435mm, different lengths and widths, and even a version to run without overhead contact lines are all possible. The interior can be configured and equipped individually; the positioning of the doors can also be adapted to suit requirements.

KEY PERSONNEL

General Manager, London Trams: Mark Davis

Director of Rail and Sponsored Services at TfL: Jonathan Fox

CONTACT INFORMATION

Address: Palestra, 197 Blackfriars Road, London

SE1 8NJ

Tel: 0343 222 000

Email: Contact via website

Visit: www.tfl.gov.uk/modes/trams

London Underground Ltd

Over 150 years ago the first trains ran on the first underground railway the world had ever seen, today the London Underground is the fourth largest underground network in the world

Each year the London Underground carries over one billion people across the nation’s capital, the same number as the United Kingdom’s National Rail network. The network is just under 250 miles in total length, with just over one station for every mile track there are eleven lines serviced by 270 stations. Opened in 1863, the first journey was on what is today the Circle, Hammersmith & City, and Metropolitan lines from Paddington (Bishop’s Road) to Farringdon Street.

For the first one hundred years the Underground, nicknamed the Tube, was funded by private companies, the current operator, London Underground, is a wholly owned subsidiary of Transport for London (TfL).

Passenger numbers

At the end of 2023 TfL the Tube reached four million journeys a day. Midweek ridership on the Tube is now regularly above 3.7 million journeys and up around 6.5 per cent compared to last year, with ridership on Monday and Friday now regularly above three million journeys a day. Weekend ridership also continues to grow, with several Tube stations around central London already close to or exceeding levels seen before the pandemic. Ridership on the Night Tube and Night Overground services shows that around 60,000 journeys take place on a Friday night between 0030 and 0430, and close to 70,000 journeys on a Saturday night between 0030 and 0430.

Stations

More than a third of the 272 London Underground stations are step-free with 24 new step-free access stations since 2016. TfL is working closely with Camden Council to develop plans to deliver accessibility upgrades at West Hampstead and Finchley Road Tube stations and with Brent Council for plans on Alperton station.

In 2022 TfL trialled a mini ramp at step-free stations on the Jubilee line. It was designed to provide additional support and reassurance for customers to cross a small gap between the platform and train.

Following a successful pilot with 63 per cent of respondents saying they would be more likely to travel with the mini ramp, TfL will be introducing it at all Tube stations that are fully step-free by spring 2024 and is looking to introduce it to other parts of the TfL network where possible in the future.

Modern organisation

In order to keep up with the pace of growth London experienced at the turn of the new millennium, multiple changes were made to the Underground’s organisational structure and operating procedures. The first change came with the creation of TfL in the Summer of 2000.

For four years the Underground was reorganised into a public-private partnership (PPP) where private infrastructure companies carried out upgrades and maintenance work on the system. This arrangement was short lived however and in 2003 the London Underground became a subsidiary of TfL. Of the two private companies that had been working on the Underground as part of the PPP scheme, one went into administration in 2007 and TfL assumed control of the other in 2010.

Passenger fares account for 92 per cent of the current operational expenditure.

Global brand

The Underground is a world-famous brand, with ridership records broken almost every day during the 2012 London Olympics. The Tube carried athletes and spectators across the city during the sporting event and one year later was ranked as the most improved brand according to London’s Buzz rankings. In May 2017 TfL struck its first global licensing deal, looking to capitalise off the iconic London Underground imagery with products like designer chairs using tube seat patterns and creating new designs using Harry Beck’s schematic underground network map. The classic aesthetic has been used unofficially for years, with various products like t-shirts adorned with the famous phrase ‘mid the gap’ embossed over the roundel sign and other fashion items incorporating the famous visuals.

KEY PERSONNEL

TfL Commissioner: Andy Lord

TfL Chief Finance Officer: Rachel McLean

TfL Director of Rail and Sponsored Services:

Tricia Ashton

TfL Director of Customer Operations – London

Underground: Nick Dent

CONTACT INFORMATION

Address: Palestra, 197 Blackfriars Road

London SE1 8NJ

Tel: 0343 222 1234

Email: Contact via website

Visit: www. tfl.gov.uk/modes/tube

Merseyrail

The Merseyrail commuter network incorporates two lines, the Northern Line and the Wirral Line

The self-contained network operates over 600 regular services per day, every 15 minutes, to 68 stations throughout the Liverpool City Region, including four underground stations in the city centre that receive services every few minutes, with its Liverpool Central station being one of the busiest outside of London.

The City Line refers to local and regional stopping rail services out of the main line platforms of Liverpool Lime Street railway station. Many of the City Line routes are shared with inter-city express services and are operated by Northern Trains.

Merseyrail is a 50:50 joint venture between Serco and Abellio, run as a concession agreement with governing body Merseytravel. As part of the Liverpool City Region Combined Authority, Merseytravel delivers transport projects that support the economic growth of the region.

Serco and Abellio took over from Arriva Trains Merseyside in 2003, winning a 25year contract. The company operates a fleet of 59 trains and employs 1,200 people.

Rolling stock

In February 2017, Merseytravel ordered 52 new EMUs from Stadler for a complete fleet renewal. The modern Stadler EMUs are future-proofed, having been prepared for the retrofit of ERTMS and dual voltage equipment, and thus comply with the Liverpool City Region Long Term Rail Strategy. On 26 August 2021, Stadler handed over the first of 53 trains to Liverpool City Region. In July of that year trials undertaken on new Stadler-built trains using battery technology were successfully completed, paving the way to the potential expansion of the Merseyrail network, with services reaching as far as Wrexham and Preston.

Rail Ombudsman

Merseyrail has partnered with local schools in the Liverpool City Region alongside the Rail Ombudsman to educate a new generation of rail users on safety when using the network. The Rail Ombudsman has launched the ‘Young Person’s Train Guide’ – a rail byelaw campaign aimed at young people empowering them to use trains confidently. The campaign seeks to target

and address this problem by supplying interactive exercise packs to schools and youth groups that can either be completed by young adults independently, or as part of the PSHE curriculum through teacherled worksheets, competitions and blog style content.

Merseyrail will be introducing this into the work it does with schools such as Maricourt High School in Maghull on travel confidence and rail safety – a positive addition to the work the rail operator already does with many schools across the Liverpool City Region.

KEY PERSONNEL

Managing Director: Andy Heath

Commercial Director: Suzanne Grant

Human Resources Director: Jane English

Safety and Engineering Director: Mike Roe

Operations Director: Zoe Hands

Finance and Transformation Director: Paul Bowen

CONTACT INFORMATION

Address: Merseyrail, 9th Floor Rail House

Lord Nelson Street, Liverpool L1 1JF

Tel: 0151 555 1111

Email: comment@merseyrail.org

Visit: www.merseyrail.org

Metrolink

Metrolink is the largest light rail network in the country, with more than 100 kilometres of track and 147 vehicles – which equates to just under half of the entire tram fleet in the UK

Built in three phases over three decades, the network serves Bury, Oldham and Rochdale in the north, Ashton-underLyne in the east, Eccles and MediaCityUK in the west, and Altrincham, Wythenshawe, Chorlton, Manchester Airport and East Didsbury in the south. Construction work on the transformational £165 million Second City Crossing (2CC) finished in late 2016 – the final phase of a £1.5 billion investment to expand the network.

Rolling stock

In 2023 Transport for Greater Manchester (TfGM) appointed leading rolling stock engineering consultancy DB ESG to deliver its tram safety improvement programme. The Rail Accident Investigation Branch (RAIB) recommended that light rail networks deliver programmes to prevent the risk of serious accidents from tram overspeeding or driver inattention following the tragic event at Sandilands in Croydon where a tram overturned.

Metrolink trams are already fitted with a device that applies the emergency brake in the event of a driver becoming incapacitated and the signalling system has several built-in protections. DB ESG working in partnership with Sella Controls, will design, install, test and commission the Driver Vigilance Devices (DVD) and Tram Overspeed Protection Systems (TOPS) to the Metrolink fleet of trams.

To prevent over-speeding, Metrolink’s fleet of 147 trams will be equipped with the new systems that will use GPS and other information to determine the location and speed of the tram. The system utilises Sella Controls UK Rail approved Tracklink® III and EKE Electronics TRAINNET® technologies to provide the TOPS and DVD System. In the event of over-speeding, the driver will be alerted, and if there is no response the brakes will be applied automatically. The protection system will operate independently of other tram monitoring systems. To ensure drivers remain alert, an upgrade will be applied to the traction brake system and if no movement is detected input will be requested from the driver.

Contactless journeys and The Bee Network

The tram network’s touch in/ touch out system allows customers to travel quickly, securely and flexibly across the network without the need to download an app or buy a paper ticket. Initially launched in July 2019, it was further enhanced following the roll-out of the Bee Flex Weekly in September 2021 and by 17 September more than five million contactless journeys.

The Bee Network is TfGM’s vision for an integrated transport system which will join together buses, trams, cycling and walking by 2024, with rail incorporated by 2030, to transform how people travel in Greater Manchester.

KEY PERSONNEL

Head of Metrolink: Danny Vaughan

Managing Director: Guillaume Chanussot

CONTACT INFORMATION

Address: Metrolink Trafford Depot

Warwick Road, Stretford, Manchester M16 0GZ

Tel: 0161 205 2000

Email: customerservices@metrolink.co.uk

Visit: www.metrolink.co.uk

Northern

Northern covers an area taking in Newcastle and Carlisle across to Liverpool and Manchester, then to Huddersfield and Nottingham

Northern is the second largest train operator in the UK, employing some 7,000 people and running regional and commuter services across the north of England. Northern provides more than 2,500 local and regional train services every day across the north of England, serving a population of nearly 15 million. There are more than one hundred million passenger journeys made on the network each year.

Northern Trains Limited is owned by DfT OLR Holdings Limited (DOHL), which took on the operation of Northern rail services on 1 March 2020.

In recent years, Northern has introduced 100 new trains as part of a £500 million investment in regional rail.

New line

A new Northumberland Line is set to open in 2024. The completed project will result in an upgrade of 18 miles of

track to provide local communities with enhanced connectivity between Newcastle to Ashington. Construction is already well underway at Ashington station and platform, which will be the northern-most point on the line and will whisk people to the centre of Newcastle in just over half an hour.

Neville Hill depot

Every day, a team of engineers and support staff at Neville Hill service 34 trains from nine different fleets and carry out more than 500 safety and service critical tasks. Their work supports 260 direct and 825 indirect passenger services a day. Since it become sole operator of the depot in 2021, Northern has completed a site-wide cleanup, integrated teams for more efficient working, improved security, refurbished facilities for staff and improved safety with the installation of illuminated walkways.

KEY PERSONNEL

Managing Director: Tricia Williams (From Spring 2024)

Safety and Environment Director: Mike Roe

Commercial Director: Mark Powles

Strategic Development Director: Rob Warnes

Programme Director: Emma Yates

Engineering Director: Jack Commandeur

Finance Director: Richard Hinds

Regional Directors: Craig Harrop, Kerry Peters

Strategic Development Director: Rob Warnes

People Director: Lisa Leighton

Head of Operational Standards: Mark Gardner

Head of Service Planning: Paul Headon

Head of Property: Jayne Breen

CONTACT INFORMATION

Address: Northern House, York YO1 6HZ

Tel: 0800 200 6060

Email: enquiries@northernrailway.co.uk

Visit: www.northernrailway.co.uk

Nottingham Express Transit (NET)

Nottingham Express Transit (NET) offers a green, convenient and affordable way to travel through the City and the surrounding areas

MET was the first tramway in the country to be fully accessible, meeting the Disability Discrimination Act guidelines. Following the opening of two new extensions in 2015, Nottingham’s popular tram network now stretches 20 miles across the city and wider conurbation. From Hucknall and Phoenix Park to the north of Nottingham to Clifton in the south and Toton in the west, the network has a total of 51 stops including key locations such as Old Market Square in the heart of the city, Nottingham railway station, the Queens Medical Centre and the prestigious NG2 business park. The award-winning system first opened in 2004 and is now operated and maintained by Nottingham Trams Ltd (Keolis) on behalf of concessionaire Tramlink Nottingham.

In December 2011, the consortium was awarded a 23-year concession by Nottingham City Council to manage the delivery of the NET Phase Two expansion project and the ongoing operation of a network which has fast become a real success story.

Over the past few years, the operator has made a range of changes to its service including the implementation of Zero Tolerance fare evasion campaigns which have been running since the pandemic and have resulted in a 200 per cent increase in penalty fares issued each month. The company remains committed to reducing fare evasion and has been working with enforcement personnel to improve surveillance, safety and working practices.

Rolling stock

The network operates a 37-strong mixed fleet of Bombardier Incentro AT6/5 and Alstom Citadis 302 trams, all maintained within its Wilkinson Street depot headquarters. NET took delivery of 22 Citadis models in preparation for the expansion of the network while the Incentro trams have been in operation since 2004 and recently underwent a major refurbishment programme.

In addition to adopting a fresh, new look they are also benefitting from a full mechanical overhaul, replacement floors and new interior fittings aimed at boosting reliability, comfort and accessibility.

All of Nottingham’s trams have been named in recognition of historic characters, well-known literary figures, scientists, community leaders, actors and sports stars related to the city.

KEY PERSONNEL

Director and General Manager: Chris Wright

Head of Operations: Trevor Stocker

HR Manager: Maria Dobney

Customer Service Manager: Constantina Samara

CONTACT INFORMATION

Address: NET Depot, Armstrong Way, Wilkinson Street Nottingham NG7 7NW

Tel: 0115 824 6060

Email: info@thetram.net

Visit: www.thetram.net

Pre Metro Operations

Pre Metro Operations runs the Stourbridge Shuttle and is dedicated to expanding its light rail services across the West Midlands

Pre Metro Operations (PMOL) was founded in 1999 as an independent train operation company with the aim to establish innovative and low-cost light rail transit services on branch lines across the UK.

The company first saw the potential to help connect the Stourbridge community with the rest of the Black Country using light rail technology on the Stourbridge Town to Stourbridge Junction branch line.

Using two newly constructed Class 139 LPG fuelled, flywheel hybrid railcars, PMOL ran light rail transit services on the branch line with high reliability and efficiency; providing Sunday service on the line for the first time since 1914.

The Stourbridge Shuttle currently operates seven days a week with basic tenminute frequency. The reliability of the service currently stands in the region of 99.8 per cent having operated 500,000 miles and completed over six million passenger journeys to date. The service has become ever popular within the local community. PMOL now runs the service on behalf of the West Midlands Railway franchise and is scheduled to do so until 2026.

In light of the Restoring Your Railway DfT initiative, promoted by the Government, the company is ready to work with scheme developers, transport franchises and investors looking to establish cost-effective and green solutions that will restore Britain’s railway connectivity using a highly effective business model, vast amounts of experience, and over two decades of expertise in the light rail industry.

Not being tied to any one vehicle manufacturer, the company is also working with leading UK light rail innovators to create a brighter, cleaner, and greener future for Britain’s railways.

Pre Metro is currently pursuing a second service between Stourbridge and Brierley Hill, titled the Stourbridge Dasher, that can provide a mixed-use case for the dual-track heavy rail freight line between Stourbridge Junction and Round Oak Steel works.

The company is currently working on a strategy document for transport professionals regarding transport integration within Stourbridge and Brierley Hill which can provide a template for light rail integration at sites across the country and reestablish the Stourbridge to Walsall transport corridor.

KEY PERSONNEL

Managing Director and CEO: Philip R Evans

Company Chairman: Geoff Lusher

Company Secretary: Steve Jasper

Director: Professor Alan Wenban-Smith

Director: Mathew Taylor

Head of Operations: Andrew S. Merrell

Press & Marketing Officer: Charlie Merrell

CONTACT INFORMATION

Address: 54-56 Hagley Rd, Stourbridge

DY8 1QD

Tel: 01384 441385

Email: info@premetro.org

Visit: www.premetro.co.uk

ScotRail

Over the last forty years ScotRail has introduced new stations, new trains, reopened disused railway lines and modernised rail services across Scotland

ScotRail is the national railway franchise of Scotland and since April 2022 has been operated by an arm’s length company owned and controlled by the Scottish Government called Scottish Rail Holdings (SRH).

ScotRail provides over 94 million passenger journeys each year, with over 2,300 intercity, regional and suburban rail services a day, more than 340 stations, and 1,016 trains serving Scotland’s railway.

Between 2014 and 2019 Scotland’s Railway electrified 325 kilometres of the country’s central railway network. This investment supported the introduction of a new £370 million fleet of 70 faster, greener, modern electric trains, the class 385 built by Hitachi, with 44 per cent more capacity for customers.

More than 76 per cent of passenger and 45 per cent of freight journeys are already electrified on Scotland’s Railway, and rail is already the most sustainable mode of public transport, contributing only one per cent of Scotland’s overall transport carbon emissions.

On 8 April the last of ScotRail’s upgraded Inter7City high speed trains has arrived in Scotland. The upgraded Inter7City high speed trains initially operated on the East Coast mainline between Aberdeen and Edinburgh, but now run on the following routes serving all seven Scottish cities. The refurbishment programme was carried out by Wabtec Doncaster (coaches) and Brush Traction Loughborough (power cars) from late 2017 through to 2021.

Passenger numbers

More than 7.7 million journeys were made with ScotRail during August 2023. The passenger journeys, made between 1 August and 31 August, reached 89 per cent of prepandemic levels and mark a year-on-year growth of 35 per cent.

Several high-profile events, including the renowned Edinburgh Festivals, the exhilarating UCI Cycling World Championships, and captivating international rugby at Scottish Gas Murrayfield Stadium, contributed to the

surge in numbers. Off-peak travel across the network surpassed pre-pandemic numbers and reached its highest level since 2015. Peak time and commuter travel also saw growth in August, with 3.1 million journeys made – a 31 per cent year-on-year rise.

Four years of ScotRail and Hitachi Rail

In 2022 ScotRail and Hitachi Rail celebrated four years of Class 385 passenger service, which has delivered record reliability and shorter journey times for passengers on Scotland’s Central Belt. Upon its introduction, ScotRail’s Express train became Scotland’s fastest train and was the UK’s most reliable new fleet for twelve months. It has remained in the top three for UK train availability ever since. Over the past year, the fleet has an average of 52,212 MTIN (meaning Miles per Technical Incident), which is over three times higher than the industry average. In total, the British built train has carried approximately 34.3 million passengers to their destinations. The fleet of 70 trains has racked up 26,557,229 zero-emission miles, which is the equivalent of travelling from Earth to Venus.

Being 100 per cent electric, the Class 385 is already playing a major role in decarbonising Scotland’s railways by 2035. It has reduced CO2 emissions by 72 per cent, a carbon saving of 41,432 tonnes CO2e. This is equivalent of saving the CO2 emissions from over 14,600 return flights between London and Tokyo, or the construction of over 800 homes.

This milestone in passenger service is also a celebration of collaboration between ScotRail, Transport Scotland, Network Rail and Hitachi Rail – ‘Team Scotland’. The commuter fleet was built at Hitachi Rail’s UK factory in County Durham and was part of £1.3 billion investment in new trains and infrastructure funded by the Scottish Government and Network Rail.

Motherwell station redevelopment

Now entering the fifth phase of the redevelopment project, work is underway to expand the station concourse which will make way for an enhanced station forecourt

and building with glazed roof, creating a brighter, and more modern station.

North Lanarkshire Council are also carrying out work to overhaul the public realm outside the station building to create a new transport hub, with support from the Glasgow City Region City Deal.

This includes an expanded bus facility, new station access road, car drop-off area and blue-badge parking, as well as improved facilities for taxis and pedestrian and cycle access.

Once complete, it will improve links between bus and train services as well as reducing congestion in the town centre.

The £14.5 million project will deliver a host of further benefits for customers including improved ticket retailing facilities, an enhanced retail environment with food and drink offering, and refurbished waiting facilities.

KEY PERSONNEL

Scotland’s Railway Managing Director: Alex Hynes

Chief Operating Officer: Joanne Maguire

Customer Operations Director: Phil Campbell

Service Delivery Director: David Simpson

Head of Economic & Community Development: James Ledgerwood

CONTACT INFORMATION

Address: First floor, Atrium Court

50 Waterloo Street

Glasgow G2 6HQ

Tel: 0344 811 0141

Email: customer.relations@scotrail.co.uk

Visit: www.scotrail.co.uk

South Western Railway

South Western Railway provides commuter inter-urban, regional and long distance services to passengers in South West London and southern counties of England and Island Line services on the Isle of Wight

South Western Railway (SWR) was awarded the South Western franchise in March 2017, and took over from South West Trains on 20 August 2017. SWR is owned 70/30 by FirstGroup and MTR. The company operates commuter services from London Waterloo to south west London and suburban and regional services in Surrey, Hampshire and Dorset, as well as regional services in Devon, Somerset, Berkshire and Wiltshire. It is one of the largest train operators in the country with stations across South West London, Surrey, Hampshire, Berkshire Dorset, Wilshire, Somerset, and Devon.

Stations

In Spring 2023, Just a few weeks short of its 85th birthday, Malden Manor station underwent a transformation to make it a much brighter and more welcoming place to travel from. As part of SWR’s ongoing station redecoration plan, Malden Manor was completely redecorated, both inside and out, including on its platforms, which have also been fitted with new benches. The booking hall had its information panels refreshed and over the Summer the station was fitted with a defibrillator as part of

SWR’s drive to install the life-saving devices at all of its staffed stations.

SWR intends to install publicly accessible automated external defibrillators at all 154 of the staffed stations on its network. The defibrillators will be placed in protective cabinets as close as possible to the front entrance of the stations, to be used day or night in the event of cardiac incidents at or near stations.

Network Rail and SWR worked with Richmond and Hillcroft Adult Community College (RHACC), London School of Mosaic, Surbiton Art Trail and Friends of Surbiton Station to install ten William Blake inspired detailed mosaics at Surbiton station. The Blake Mosaics, which form part of a set of 70 mosaics created by Southbank Mosaics to commemorate Blake’s time in Lambeth between 1790 and 1800, were originally installed in the underground tunnels, streets, and walkways of Lambeth around London Waterloo station.

Rolling stock

SWR is investing £1 billion in a new fleet of 90 Arterio trains for its Reading, Windsor and South West London suburban routes.

SWR currently operates eight Class 158 Express Sprinters, 32 Class 159 Turbo

trains, 45 Class 444 Desiro trains, 127 Class 450 Desiro trains, 84 Class 455 trains, the Class 707 Desiro City train, the Class 458 Coradia Juniper train and five Class 484 trains on the Island Line.

KEY PERSONNEL

Managing Director: Claire Mann

Chief Operating Officer: Stuart Meek

Service Delivery Director: Lyndsey Robson-Malone

Customer and Commercial Director: Peter Williams

Planning and Performance Director: Steve Tyler

Head of Sustainability: Amy Dickinson

CONTACT INFORMATION

Address: Friars Bridge Court

41-45 Blackfriars Road

London SE1 8NZ

Tel: 0345 600 0650

Email: Contact via website

Visit: www.southwesternrailway.com

Southeastern

Southeastern operates regional and commuter services in south east London, Kent and parts of East Sussex

Southeastern has been running the train service between London and Kent and parts of East Sussex since 2006. One of the busiest networks in the country, it carries more than 400,000 people every day. It includes the UK’s first domestic high-speed service with Javelin trains. The operation of all Southeastern services transferred from London South Eastern Railway (LSER) to SE Trains Limited on 17 October 2021.

Rolling stock

All 112 of Southeastern’s Class 375 ‘Electrostar’ train fleet are receiving atseat power sockets, including USB points, new LED lighting and energy metering, which means that the railway only pays for the power it uses, as part of a £10 million upgrade to Southeastern’s mainline train fleet.

In Autumn 2023, Southeastern teamed up with Siemens Mobility and Eversholt Rail to develop a fully automated vehicle inspection system. The new technology will be installed at the Ramsgate train maintenance facility, and it will use a series of high sensitivity cameras and optical laser sensors to collect and analyse data about the condition of the Mainline fleet. AVI will check each train’s brake pads, collector shoes, wheel profiles, as well as the wheel tread thickness. It will also run underframe inspections to ensure everything is in good working order.

The mass of data captured by AVI will allow Southeastern to run a more efficient on-demand maintenance programme by not carrying out work that isn’t needed. It means targeted maintenance rather than automatic changes after a set mileage.

It also helps to improve safety by running consistent measurement and component assessments that can send out immediate safety alerts, as well a 48-hour forecast of failures.

Customer service

Three new separate, but linked, information systems developed by Southeastern with its partners have included a dynamic route map showing real-time status on every route and station (developed by FabDigital); an information management system which

allows much better identification of priority trains and travellers, especially during disruption, and an improved customer information system.

Other improvements include more informative announcements with a personal touch, prior notice about how busy a particular train is and advertising if passenger facilities (lifts or toilets for example) are out of action.

Southeastern’s Service Quality Regime monitors the service that it provides on board its trains and stations, through a mixture of mystery shopping and auditing. These measure key aspects of facilities and customer service. The operator’s weekly audits show that four in five passengers score the operator highly for its customer service.

KEY PERSONNEL

Managing Director: Steve White

Engineering Director: Mark Johnson

Head of Information Delivery: John Till

Technical Services Engineer: Nada Abouelhiga

Passenger Services Director: David Wornham

Commercial Director: Alicia Andrews

HR Director: Scott Maynard

Finance Director: Paul Barlow

CONTACT INFORMATION

Address: Friars Bridge Court, 41-45 Blackfriars

Road, South Bank, London SE1 8NZ

Tel: 0345 322 7021

Email: Contact via website

Visit: www.southeasternrailway.co.uk

Southern

Southern operates routes in south London, between central London and the south coast, through East and West Sussex, Surrey and parts of Kent and Hampshire

Southern manages 156 stations and operates around 300 new or refurbished trains. It is a subsidiary of Govia, a joint venture between transport groups Go-Ahead and Keolis, and has operated the South Central rail franchise since August 2001 and the Gatwick Express service since June 2008.

In July 2015, the franchisee was subsumed into GTR, but the Southern and Gatwick Express brand identities were retained alongside those of Thameslink and Great Northern.

GTR has introduced 12 Class 171 vehicles for Southern. Southern operates the majority of commuter services from its Central London terminals at London Bridge and London Victoria to South London and

Sussex, as well as regional services in parts of Hampshire, Kent and Surrey.

It also provides services between Milton Keynes and Croydon via the West London Line. It also operates services from Brighton to Southampton and South Croydon to Milton Keynes Central.

KEY PERSONNEL

Chief Executive Officer: Angie Doll

Chief Financial Officer: Ralph Pidsley

Chief Customer Officer: Mark Pavlides

Customer Services Director: Jenny Saunders

Safety, Health and Security Director: Samantha Facey

CONTACT INFORMATION

Address: 1st Floor, Monument Place

24 Monument Street, London EC3R 8AJ

Tel: 0345 127 2920

Email: comments@southernrailway.com

Visit: www.southernrailway.com

Stagecoach Supertram

Stagecoach Supertram has been serving the city of Sheffield since 1994 with four tram lines calling at 50 stops

LeppingsLaneMIDDLEWOOD

HillsboroughParkHillsboroughBamforthStreetLangsett/PrimroseView InfirmaryRoadShalesmoorforKelhamIsland

NetherthorpeRoad

UniversityofSheffield forWestendHospitals

WestStreetCityHallCathedralCastleSquare

MALINBRIDGE

FitzalanSquare/PondsForge

HydePark

CricketInnRoadNunnerySquareWoodbournRoad

AttercliffeArena/OlympicLegacyPark ValleyCentertainmentCarbrookMeadowhallSouth/Tinsley

MEADOWHALLINTERCHANGE

WhiteLaneBirleyLaneBirleyMoorRoadHackenthorpe

DonetskWayMossWayforPeaksCollege

CrystalPeaksBeighton/DrakeHouseLane

WaterthorpeWestfield

HALFWAY

SheffieldStation/HallamUni

GranvilleRoad

TheSheffieldCollegeParkGrangeCroftParkGrange

ArbourthorneRoadSpringLaneManorTopHollinsendGleadlessTownend

Herdings/LeightonRoad

HERDINGSPARK

The tram is owned by the South Yorkshire Passenger Transport Executive, which built the network at a cost of around £240 million. It was opened in stages between 1994 and 1995 and was run by South Yorkshire Supertram (SYSL) until 1997, when Stagecoach bought the concession for £1.15 million that gives it control until 2024.

The tramway is served by eight park and ride sites enabling easy parking for car users wishing to complete their journey by tram. Four sites offer paid for parking and the other three sites have free designated parking.

Railway Overhead Line Equipment (OLE) distributes electricity to trains at 750 volts DC, which is considerably more than the power on most tram systems. Around 14.5 million passengers use the tram every year.

Tram Train innovation

Tram train vehicles that can operate on both mainline rail and tram tracks rolled out on 25 October 2018, making it possible to make a single journey between tram stops and conventional rail stations.

Three Tram Trains an hour travel on the Supertram network from Sheffield Cathedral to Meadowhall South, before proceeding over a new section of track linking the tram line to the rail track called the Tinsley Chord and on to the national rail network to Parkgate Retail Centre via Rotherham Central station.

The Government funded programme is a partnership between South Yorkshire Passenger Transport Executive (SYPTE), Network Rail, Stagecoach Supertram and

Northern Rail to pilot this pioneering technology. The seven Stadler built tram trains have been in public service since September 2017.

Staff

Around 330 employees maintain and operate the trams from the Nunnery depot.

KEY PERSONNEL

Managing Director: Tim Bilby

Corporate Communications Manager:

Sian Freestone-Walker

CONTACT INFORMATION

Address: Nunnery Depot, Woodbourn Road

Sheffield S9 3LS

Tel: 0114 272 8282

Email: supertram.enquiries@supertram.com

Visit: www.stagecoachbus.com/supertram

Stansted Express

The Stansted Express ferries passengers from Stansted Airport to central London in just 47 minutes, connecting to the Central, Hammersmith and City, Metropolitan, Circle, Victoria and Jubilee Lines

Stansted Express trains leave from a station directly below Stansted Airport every 15 minutes, reaching the London Underground station of Tottenham Hale in 36 minutes and London Liverpool Street in 47 minutes.

The Stansted Express service is operated by Abellio Greater Anglia in a franchise that will last until 2025.

Ticketing

Unlike the Heathrow Express and the Gatwick Express, which require the purchase of premium tickets to use the services, normal rail tickets are valid on the Stansted Express.

Customers can purchase tickets six months in advance and are able to access their ticket within the Stansted Express app.

During the Summer months capacity on the service is expanded by 5,000 seats to accommodate increased holiday travel. This is made possible by increasing the number of carriages on the trains from eight carriages to twelve.

Airport experiences

A First-Class ticket on Stansted Express gives passengers access to airport security FastTrack. The same ticket also allows for unlimited luggage.

KEY PERSONNEL

Managing Director: Jamie Burles

CONTACT INFORMATION

Address: 11th Floor, 1 Stratford Place

Montfitchet Road, London E20 1EJ

Tel: 0345 600 7245

Email: contactcentre@greateranglia.co.uk

Visit: www.stanstedexpress.com

Translink (Northern Ireland Railways)

Translink operates train services connecting cities, towns and villages throughout Northern Ireland and some cross border routes

Translink runs public transport services across Northern Ireland, with the operations of NI Railways, Ulsterbus, Metro and Glider managed under a single team. Translink carries 1.5 million passengers every week and operates over and maintain 300 miles of rail track.

Rolling stock

Translink aims to operate a zero-emission fleet across the network by 2040, with 21 new Class 4000 CAF train carriages entering service on the NI Railways network at the end of 2021. In the coming years, Translink will introduce a fleet of new bi-mode trains for use on the NI Railways network, as well as working towards the electrification of the rail network by 2035. Translink is also participating, along with colleagues in Irish Rail and other key stakeholders, in an allIreland Strategic Rail Review, initiated by Government Ministers in Northern Ireland and the Republic of Ireland, to discuss potential expansion and greater connectivity across the island-wide railway network, as well as participating in the UK Government’s Union Connectivity Review.

KEY PERSONNEL

Group Chief Executive: Chris Conway

Deputy Group Chief Executive: Gordon Milligan

Chief Operating Officer: Phillip O’Neill

Chief Financial Officer: Patrick Anderson

Director of Engineering & Sponsorship: Clive Bradberry

Director of Infrastructure & Projects: John Glass

Director of Service Operations: Ian Campbell

Corporate Communications Manager: Lynda Shannon

CONTACT INFORMATION

Address: 22 Great Victoria Street

Belfast BT2 7LX

Tel: 028 9066 6630

Email: feedback@translink.co.uk

Visit: www.translink.co.uk

Ballycarry

ROUTE

WHAT’S THE COST OF LIVING?

Renowned as the global market leading depot protection system, the SMART DPPS™ delivers physical protection from vehicle movements to rail depot staff whilst providing visual and audible warnings.

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

It is:

• Fully configurable, flexible and functional

• Proven in use and installed globally

• Capable of interfacing with third party equipment including signalling systems.

• Adaptable to the safe requirements of the depot

TransPennine Express

TransPennine Express (TPE) is an intercity operator that connects towns and cities across the North and into Scotland

On 28 May 2023 TransPennine Express service will transfer to a new Government operator – DOHL. North TransPennine runs from Newcastle to Manchester Airport, Redcar/ Middlesbrough to Manchester Airport, Scarborough to Liverpool, Edinburgh to Liverpool and Hull to Manchester Piccadilly. South TransPennine runs from Cleethorpes via Doncaster and Sheffield to Manchester Airport and North West and Scotland runs from Liverpool and Manchester Airport to Preston, Oxenholme, Carlisle, Penrith, Edinburgh and Glasgow.

Making Journeys Better

Making Journeys Better: A Prospectus gives clear detail of the issues TPE has faced during the past two years as well as outlining how TPE, under DOHL, will work to make things better, having completed an in-depth review of the business. Through the long-term plan TPE will also deliver a number of short-term initiatives designed to give a better and more reliable service to its customers. Those initiatives include a ticket sale to thank customers for sticking with TPE and to encourage others to travel by rail, an amended timetable and fleet to simplify operations and boost reliability, a programme of toilet improvements on trains, the recovering of all seats on trains, and a refresh of the older trains (Class 185s) to include the replacement of carpets and an interior deep clean.

Carbon Literacy Trust

The Carbon Literacy Trust has formally recognised TPE as Carbon Literate. The accreditation, awarded by the Carbon Literacy Trust, is internationally recognised and demonstrates recipients are prioritising action to tackle the climate crisis. TPE has cut its carbon emissions by 18 per cent since 2019 and its Nova train fleet, which includes bi-mode and electric trains, helps reduce customers’ CO2 contribution by 77 per cent compared to travelling by car.

In an important stride towards sustainability, TPE has also announced its near-term science-based targets have been validated by Science Based Target initiative (SBTi). TPE's scope one and two near-term targets align to the latest climate science from the IPCC.

KEY PERSONNEL

Managing Director: Chris Jackson

Commercial Director: Darren Higgins

Head of Sustainability: Nicola Martin

Fleet Director: Paul Staples

Major Projects Director: Chris Nutton

Customer Service and Operations Director: Kathryn O’Brien

Service Planning Director: Ben Holmes

Strategy Director: Louise Ebbs

Finance Director: Carolann James

CONTACT INFORMATION

Address: 7th Floor, Bridgewater House

60Whitworth Street, Manchester M1 6LT

Tel: 0345 600 1671

Email: tpecustomer.relations@firstgroup.com

Visit: www.tpexpress.co.uk

Tyne and Wear Metro

The Tyne and Wear Metro services Newcastle upon Tyne, Gateshead, South Tyneside, North Tyneside and Sunderland in the Tyne and Wear region

The Tyne and Wear Metro was the first modern light rail system in the UK when it opened in 1980. It now has sixty stations on a 46-mile network that connects Newcastle Airport with South Hylton on the Green Line and St James with South Shields on the Yellow Line.

Rolling stock

Stadler, the Swiss train manufacturer, are building a total of 46 new Metro trains on behalf of Nexus. The new fleet will enter service in phases over the next two years. Stadler has delivered three new trains to North East England so far, and more are set to arrive later this year. The Class 555 Stadler train is a unique design for Metro and in the months ahead will undergo rigorous testing to ensure that it interfaces correctly with signalling systems and other Metro infrastructure.

Metro drivers will also start a process of training at the controls of the new train. The new trains have been designed and shaped by customers, and in response to vast consultation will include modern features such as linear seating, charging points, air conditioning and will deliver a step-change in accessibility.

Among the new features will be an automatic sliding step at every door to enable seamless boarding, making travel easier for Metro’s 50,000 wheelchair passengers as well as people with children’s buggies, luggage or bicycles.

Depot

The final stabling areas for all 46 new Metro trains is in the final stages of completion with all tracks successfully installed as part of the £70 million rebuild of Gosforth Depot. The old Metro depot buildings were demolished over the summer to make way for the new sidings, which will provide the required space to stable the new Stalder trains when they are not being used for service. Nexus, the public body which owns and manages Metro, said the completion of this latest phase of the depot construction work was another important step towards the Gosforth Dept construction project being completed.

A total of 17 new sidings for train stabling have been created over the entire area of the Gosforth depot site – which has been home to the Tyne and Wear Metro for 43 years. The final eight new sidings, which are areas of newly installed track, located where the depot’s old maintenance sheds

once stood, were completed this week. The installation of new overhead lines, signalling equipment, walkways and lighting is in progress, in preparation for a line closure in January where the contact wire will be installed and energised so the sidings can be entered into service.

KEY PERSONNEL

Managing Director: Martin Kearney

Operations Director: Kevin Storey

Director of Finance and Resources: John Fenwick

Transport Strategy Director: Philip Meikle

Customer Service Director: Huw Lewis

CONTACT INFORMATION

Address: Nexus House, St James Boulevard

Newcastle upon Tyne NE1 4AX

Tel: 0191 203 3333

Email: contactmetro@nexus.org.uk

Visit: www.nexus.org.uk

Venice-SimplonOrient Express

The Venice-SimplonOrient Express operates a luxury service from London to Venice, taking in Paris and Verona on the way

Operated by luxury travel company Belmond, the Venice Simplon-Orient-Express (VSOE) epitomises the glamour and elegance of the Golden Age of travel. Taking luxury seekers from London to Venice and stopping off at other places across the European continent at cities like Paris, Berlin, Budapest, Istanbul, Prague, Vienna and Verona.

For the first time in its history, the Venice Simplon-Orient-Express will embark on a new journey connecting two iconic destinations: Paris and Portofino. Its first alpine journey headed to the French Alps on December 21, 2023, and it will be repeated in December 2024. Following the huge success of the introduction of Grand Suites and Suites onboard the train, eight new Suites will join the rake in 2024, bringing a total of 16 Suites and 6 Grand Suites to the Venice Simplon-Orient-Express.

Seasonal service

VSOE runs services between March and November. The journey is not intended as a functional rail service taking passengers from A to B, but as a five-star experience in every sense of the word.

Belmond operates 47 luxury hotels, restaurants, tourist trains and river cruises in 24 countries and that standard comes across in the accommodation, dining and overall experience of the VSOE.

Trains

The VSOE continental leg contains 18 carriages – twelve sleeping cars, three dining cars, a bar car and two former sleepers, which provide accommodation for the staff and storage rooms for luggage and supplies.

By day the twin-cabin rooms look out on the European countryside flying by and by night the rooms are transformed into bedrooms.

The carriages were refurbished in 2017 to bring them up to date with modern standards of safety and comfort. In March 2018 the ‘Grand Suites’ were launched, each of these suites feature a private bathroom and living area fashioned after the 1920s ‘art deco’ style designed by Wimberly Interiors.

2021 brought new Grand Tour routes crisscrossing through Europe. Embark on a thrilling voyage connecting some of the continent's most vibrant cultural hubs. Explore the elaborate canals of Amsterdam – taking in the world-class museums by day

and sampling the Dutch cuisine by night –before boarding the train for your overnight adventure.

KEY PERSONNEL

Executive Vice President and Chief Financial

Officer: Martin O’Grady

Vice President, Legal: Abigail Hunt

Vice President, Trains & Cruises: Gary Franklin

Director of Sales, Trains & Cruises: Lucy Clark

CONTACT INFORMATION

Address: Shackleton House, 4 Battle Bridge Lane, London SE1 2HP

Tel: 0845 077 2222

Email: reservations.uk@belmond.com

Visit: www.belmond.com

Colas Rail

Formerly known as Seco Rail, Colas Rail is a rail freight operator that is a subsidiary of French industrial group Bouygues

Colas Rail Limited is part of the Colas Rail Group, a Colas company – the organisation is split into four different sections – Rail Infrastructure, Rail Services, Urban Rail, High-Speed Rail.

Rail Infrastructure

Colas Rail is a leading provider of railway infrastructure services – providing design, engineering, project management, construction and maintenance solutions for the light rail, metro, mainline and highspeed markets.

Some of the schemes it delivers include:

• Track Installation, Renewal and Maintenance.

• Signalling.

• Electrification (Overhead Catenary Systems and 3rd Rail).

• High Voltage and Traction Power.

• Rolling Stock Refurbishment and Maintenance.

In 2019, Colas Rail UK won a ten-year contract for the South Rail Systems Alliance (SRSA) across three Network Rail regions in the South of the UK – Western & Wales, Southern and Anglia. The framework creates an alliance between Network Rail, Colas Rail Ltd, and AECOM providing an integrated delivery model for the development, design and construction of track renewals on plain line, switches and crossings.

Rail services

Services include the operation and maintenance of On Track Plant, which includes operating and maintaining the largest, most advanced fleet of On Track Plant in the UK, and Rail Freight, Rolling Stock Refurbishment and Maintenance, as well as Rail Grinding and Milling services.

The extended depot in Rugby accommodates On Track Plant and Locomotives up to 148-metre long and undertakes the servicing and repair of On Track Machines, On Track Plant and Locomotives.

Rolling stock

Colas Rail currently operates an extensive fleet of railway assets: 130 locomotives, 500 wagons and two track-laying trains. As well as three ballast clearing machines, 32 ballast tampers, three stabilisers, 13 ballast

regulators, 55 road-rail vehicles, 15 loaders, and three concreting trains, across the 20 countries in which it operates.

Included in this collection are several ‘Specialist Wagons’ including eight ‘Slinger’ rail delivery and recovery gantry wagons, one high capacity 125T Kirow crane KRC 1200 UK, 16 PEM LEM switch handling units (PEMs/LEMs) and two Track Relaying Machines (TRM).

Urban rail

Colas Rail has over 25 years’ experience in designing and delivering Light Rail systems in more than 50 cities around the world. In the UK it delivers design, construction and maintenance for light/metro rail projects, the company works in partnership with its customers to identify optimal engineering and value-based solutions through Early Contractor Involvement.

Urban Rail transit offers low energy consumption and high efficiency travel, opening up under-populated areas and aiding regeneration. Increasingly becoming an integral part of urban planning, it provides one of the most convenient and safest modes of transportation within inner city areas – enhancing regional quality of life and having a positive impact on the local community, the environment and the economy.

Urban rail works

The Midland Metro Alliance (MMA) was established in 2016 and consists of a consortium of partners including the West Midlands Combined Authority and Colas Rail Ltd. It was established to contribute to the social and economic regeneration of the West Midlands – with the aim of extending the tram network by a further 32 kilometres by 2026.

Construction started in June 2017 with the Birmingham Centenary Square Extension, completed in 2019. Further works include the tramway extensions to Wolverhampton City Centre and Edgbaston due to enter operation in 2021. Dependent on financing, the network will extend to the east of Birmingham, to link the future highspeed line, High Speed 2 (HS2) and towards the airport with the East BirminghamSolihull branch.

High-speed rail

With over 35 years’ experience managing and delivering high-speed rail projects, the Colas Rail Group have delivered on a variety of projects harnessing a successful track record.

Colas Rail built 74 kilometres of new highspeed double track line from the Channel Tunnel to Fawkham Junction in north Kent, with a design speed of 300 kph, including the OCS and Mechanical and Electrical equipment and services.

KEY PERSONNEL

CEO: Jean- Pierre Bertrand

Deputy CEO: Stephens Haynes

Rail Freight Director: Simon Ball

CONTACT INFORMATION

Address: Dacre House, Dacre St Westminster, London SW1H0DJ

Tel: 020 7593 5348

Email: info@colasrail.co.uk

Visit: www.colasrail.co.uk

DB Cargo UK

DB Cargo UK is the largest rail freight haulier in the UK. It operates freight and infrastructure services, as well as passenger charter trains throughout the UK

The company was born in 1996 when assets from the former British Rail freight business were used to form English Welsh and Scottish Railway (EWS). In 2007 Deutsche Bahn AG acquired all shares in the company and in 2016 renamed it DB Cargo UK.

Maritime Intermodal

In October 2021, DB Cargo UK announced plans to lease its Mossend EuroTerminal rail freight facility to Maritime Intermodal. The Lanarkshire depot provides intermodal freight transfer between rail and road and is well-placed at the centre of Scotland’s road network, next to the M8 motorway linking Glasgow and Edinburgh. The announcement came two years after Maritime Intermodal took over the lease of DB’s intermodal rail freight facilities in Wakefield, West Yorkshire and Trafford Park in Manchester. Under the terms of that agreement:

• DB Cargo UK was contracted to run Maritime Intermodal’s rail operations out of Felixstowe and Southampton.

• Maritime Intermodal took on responsibility for DB Cargo UK’s terminals in Trafford Park, Manchester and Wakefield in West Yorkshire, thus strengthening the road haulier’s national network of strategic hubs.

• Maritime Intermodal took responsibility for DB Cargo UK’s existing intermodal customers on its Felixstowe and Southampton services.

Contracts

DB Cargo UK signed a ten-year contract with Brett Aggregates in 2020. The contract will see DB Cargo UK transport millions of tonnes of sea-dredged products every year from Brett’s marine aggregates terminals in Ipswich, Cliffe and Newhaven.

DB Cargo UK was awarded a five-year haulage contract with Tarmac in 2020. This has welcomed a boost for the rail freight company which already runs a range of services for Tarmac to and from Mountsorrel Quarry in Leicestershire and its aggregates facility in Angerstein Wharf, Greenwich, London.

DB Cargo UK has been awarded a twoyear contract to transport china clay for Imerys. DB Cargo UK also signed a fiveyear ‘hook and haul’ contract to transport

supplies of sustainable biomass to Drax. Each train will carry around 1,650 tonnes of sustainable biomass to Drax Power Station, which provides flexible and reliable renewable power for millions of UK homes and businesses.

DB Cargo UK has also secured a new three year deal with fellow rail freight company GB Railfreight (GBRf) to undertake the maintenance of ten Class 60 locomotives for them as well as providing technical infield support.

In 2023 CWE Ltd, an independent supply, maintenance, and logistics partner to the rail industry, signed a twelve-month framework agreement with DB Cargo UK. The partnership will ensure that more parts and services are readily available, reducing downtime and assisting in the movement of the 36.7 million net tonnes of goods transported by DB Cargo UK annually.

Logistics

In October 2018, UK manufacturing was given a major boost with the opening of DB Cargo UK’s new £6 million steel logistics centre in the West Midlands. Construction took more than twelve months and saw the German-owned freight operator more than double the size of its existing facility in Knowles Road, Wolverhampton, which receives imported steel from as far afield as Holland and Sweden.

The £6 million project was one of the largest investments in rail freight in the past five years and seen as a major vote of confidence in the UK’s continuing ability to trade and attract inward investment post-Brexit.

The state-of-the-art logistics centre is used by some of the world’s biggest steel companies including ArcelorMittal, Tata Steel and SSAB; providing a major boost to local businesses that use their products in their manufacturing processes.

KEY PERSONNEL

Chief Executive Officer: Andrea Rossi

Chief Financial Officer: Deb Hardy

Chief Transformation and Digitalisation Officer: Rohan Kapoor

Head of Sales: Roger Neary

CONTACT INFORMATION

Address: Lakeside Business Park

South Yorkshire DN4 5PN

Tel: 01302 575000

Email: uk.dbcargo@deutschebahn.com

Visit: www.uk.dbcargo.com

Direct Rail Services

Operating

for over 25 years, Direct Rail Services (DRS) is one of the UK’s leading national rail freight operators

DRS has a uniquely flexible and efficient fleet of locomotives and rolling stock. Its fleet of Class 88, 68, 66, 57 and 37 locomotives allow it to deliver freight services across the network. The Class 88 is a state-of-theart bi-mode locomotive, the only dual powered locomotive in the UK. It can run on overhead electricity and offers industry leading CO2 savings, but also up to 500 miles on diesel power when no overhead lines are available.

Unique amongst UK rail freight businesses, DRS is not only fully accredited

to ISO 9001 quality management and ISO 14001 environmental standards, but has also achieved the occupational health and safety approval BS OHSAS 18001.

DRS’s UK-wide operations are delivered from a national network of fully equipped depots and facilities, supported by a 24/7 control centre. Supporting DRS’s core business of delivering safe, secure and reliable transport services for some of the most sensitive and demanding loads is an ever-expanding portfolio of key rail activities.

DRS operates a unique fleet of locomotives matched with a flexible

team of highly trained, fully experienced staff, providing a comprehensive range of infrastructure support services including:

• Autumn Rail Head Treatment Trains (RHTT).

• Winter snow clearance utilising DRS’ own MSP-fitted locomotives and Network Rail Independent Snow Ploughs and Beilhack Ploughs.

• Overhead line ‘ice breaking’ service.

• MPV weed-spraying operations.

• S&C Video MPV Operation.

• A variety of Test Trains, including Network Rail Saloon services.

In addition to these key services, DRS also supports Supply Chain Operations for Network Rail with the extensive resources required to facilitate its infrastructure renewal requirements, including the provision of Network Services, Bulk Ballast Services, Delivery Trains and Possession Services.

Nuclear Transport Solutions

In April 2021, Nuclear Transport Solutions (NTS), a specialist nuclear transport organisation, was launched. NTS is part of the Nuclear Decommissioning Authority (NDA) group and specialises in the operational, commercial, engineering, legal, and regulatory expertise that underpin nuclear transport and logistics operations.

Operating from a network of more than thirty depots and sites, from Georgemas in the far north of Scotland to Devonport on the south coast, Nuclear Transport Solutions operate seven fully nuclear capable regional railheads that are positioned to support decommissioning and new build activities, and safe, high-security stabling facilities at strategic locations.

KEY PERSONNEL

Interim Rail Director: Julie Nerney

Senior Business Manager: Sabrina Brannan

Senior Operations Planning Manager: Sam Dixon

CONTACT INFORMATION

Address: Direct Rail Services

Regents Court, Baron Way, Carlisle

Cumbria CA6 4SJ

Tel: 01228 406600

Email: communications@drsl.co.uk

Visit: www.directrailservices.com

Freightliner Group

Freightliner is an intermodal and bulk haulage rail freight company operating in

the UK and Continental Europe

Founded in 1965 in the UK, Freightliner has since expanded into Continental Europe.

After a few years operating only intermodal services from ports like Southampton and Tilbury to Birmingham, Manchester and others, Freightliner began operating infrastructure trains for Network Rail in 1999. In the first ten years after privatisation Freightliner trebled the number of services it ran. Freightliner and sister company Pentalver are owned by Genesee & Wyoming Inc. (G&W). G&W owns or leases 116 freight railroads worldwide organised in eight locally managed operating regions with 7,300 employees serving 3,000 customers.

Intermodal

Freightliner is the leading UK intermodal rail freight operator for the transportation of maritime containers with a comprehensive network offering the complete logistics package or trunk rail moves.

Operating around a hundred services daily, Freightliner moves over 770,000 maritime containers per year from the deepsea ports of Felixstowe, Southampton and London Gateway to all major conurbations in the UK, offering total coverage of the UK network. The combined Pentalver/ Freightliner road fleet consists of more than 350 modern tractor units and over 900 trailers to compliment the rail operations, providing a total logistics solution to their customer base.

Training Academy

Located in Doncaster Frenchgate Centre. The Operational Training Academy will prepare Freightliner’s freight train drivers for the introduction of in-cab digital signalling on the East Coast Main Line – South. The academy, funded by Network Rail as part of the East Coast Digital Programme (ECDP), marks another milestone for both Freightliner and ECDP as the second location dedicated to upskilling of drivers on European Rail Traffic Management System (ERTMS) operations. The site’s location further promotes Freightliner’s investment in its northern operations.

Beyond its role in training, Freightliner envisions these academies as spaces for fostering connectivity and collaboration among ECDP colleagues.

Alternative Fuels

With 75 per cent of Freightliner’s direct carbon emissions coming from diesel traction, there has been a focus on seeking alternative fuels that can provide the same performance as diesel but with significant reductions in carbon emissions and air quality benefits.

In 2021 Freightliner carried out trials to verify alternatives fuels that could be used in unmodified locomotives without loss of power. From running a series of test trains, including the heaviest freight train on the network with no reduction in horsepower, confirmed air quality benefits and significant reductions in carbon emissions.

Freightliner now offers the use of alternative fuels such as Hydrotreated Vegetable Oil (HVO). Carbon emissions are roughly 90 per cent lower than diesel on average, with air quality benefits including a 14 per cent reduction in nitrogen oxides and 18 per cent lower ultra-fine particulates. HVO is a drop-in fuel that can be used without any alteration to a locomotive engine and supports as a transitional fuel on the path to a net zero economy.

Electric Traction

Switching to electric traction boosts environmental benefits even further cutting carbon emissions up to 95 per cent compared with road haulage and reducing air pollution. Freightliner endorses the Department for Transport’s Decarbonisation Plan, which prioritises infill electrification of short stretches, sometimes only a few miles, to open whole routes to end-to-end electric traction.

With its fleet of 23 electric locomotives, Freightliner is the UK’s biggest provider of electric freight traction and with the lowercost gap-filling electrification projects, it would unlock substantial carbon savings and air quality benefits, taking the early steps towards full decarbonisation of the network and increasing the economic, social, and environmental benefits of UK rail freight.

KEY PERSONNEL

Chief Executive Officer: Tim Shoveller

Head of Sustainability: Chris Cleveland

Chief Financial Officer: Will Wright

Chief Commercial Officer: Andrew Daly

Safety & Sustainability Director: Louise Ward

CONTACT INFORMATION

Address: 6th Floor, The Lewis Building, 35 Bull Street Birmingham B4 6EQ

Tel: 03330 169545

Email: info@gwrr.co.uk

Visit: www.freightliner.co.uk

GB Railfreight

GB Railfreight (GBRf) is the third largest rail freight operator in the United Kingdom, transporting goods for a wide range of customers

GBRf’s £3 million building opened in August 2021, accommodates GBRf’s traincrew and office staff including its 24-hour control centre, training and operations departments, as well as the asset management team. The building plays host to three new purpose-built classrooms and state-of-the-art simulators which will be used to develop future generations of talent from the local area and beyond.

Upgrade to Eastleigh and Bescot LDCs for Network Rail

GBRf has completed two major upgrade projects funded by Network Rail worth over £1.5 million, aimed at improving vital Local Distribution Centres (LDCs) in Eastleigh and Bescot.

Both LDC’s act as a focal point for the shunting, marshalling and preparation of trains needed to support vital engineering works carried out by Network Rail.

The work on Eastleigh LDC, in Hampshire, has been two years in the making with GBRf replacing old cabins with updated facilities that provide full recreational capability, offices for management, a meeting room, as well as a vantage point that overlooks the yard. Alongside this, GBRf undertook a car park overhaul, maximising the potential parking for those operating onsite.

Contracts

GB Railfreight (GBRf) renewed its contract with Tarmac for five years from January 2020 to 31 December 2025. GB Railfreight (GBRf) and Rail Stone Solutions (RSS) signed two contracts to support construction on the first phase of HS2.

The deals, with HS2 contractors EKFB (Eiffage, Kier, Ferrovial BAM Nuttall) and BBV (Balfour Beatty VINCI) will see GBRf join forces with RSS to deliver aggregates by rail to the high-speed rail project’s main construction compounds.

As part of the deal with EKFB, GBRf will support the training of new train drivers at their new state-of-the-art twin-simulators near Peterborough where the UK’s first and only full-cab freight European Rail Traffic Management System (ERTMS) simulator centre is located.

GBRf and Stadler have signed an agreement that will see Stadler Rail Services be responsible for all aspects of service and maintenance GBRf’s latest hybrid locomotives from 2025. Beacon Rail will own the new hybrid fleet, and GBRf will be the lessee. The UK government’s electrification rollout, when complete, will enable the Class 99s to run on electricity across all UK routes and reduce emissions by 585,000 tonnes of carbon per year. High quality and reliable servicing is critical to ensuring the fleet can deliver this impact.

GBRf has agreed with Stadler that they will maintain the 30 locomotives at a new depot in Leicester, where they will receive tailored maintenance solutions to ensure a high quality of service. Stadler will manage overhauls, spare parts, material supplies, vehicle repairs, mobile service support, data and maintenance software.

Caledonian Sleeper

GBRf has a seven-year deal with Caledonian Sleeper Ltd to continue hauling the Caledonian Sleeper coaches with Class 92s and Class 73s to haul the service, with the length of the new agreement offering the potential opportunity to consider incorporating GBRf’s new bi-mode Class 99 locomotives in the future. Utilising the Class 99s would create a significant reduction in the volume of carbon created by the service.

Having provided services since 2015, this agreement remains in line with the original 15-year contract length – until 2030. At a time when the service is seeing the highest levels of demand, the continuity of GB Railfreight’s service will minimise disruption for guests during this transition period for the Caledonian Sleeper.

KEY PERSONNEL

Chief Executive Officer: John Smith

Commercial Director: Liam Day

Production Director: Ian Langton

Finance Director: Karl Goulding- Davis

Asset Director: David Golding

Business Development Director: Tim Hartley

General Infrastructure Manager: Alex Kirk

CONTACT INFORMATION

Address: LONDON HQ, 3rd Floor

55 Old Broad Street, London EC2M 1RX

Tel: 020 7904 3393

Email: info@gbrailfreight.com

Visit: www.gbrailfreight.com

0161 793 8127 (Manchester)

01670 590300 (Cramlington)

The MOSA division of Wilkinson Star Ltd is the sole importer and after sales service agent for the full range of Engine Driven Welder Generators, Generating Sets & Lighting Towers manufactured by MOSA Italy, a company founded in 1963.

MOSA Engine Driven Welder Generators, together with MOSA Generating Sets & Lighting Towers are supplied to a wide range of industry sectors in the UK including plant & tool hire, welding & engineering distributors, power generation specialists, Network Rail, Crossrail & London Underground contractors together with many overseas projects requiring the use of reliable equipment.

With the backing of Wilkinson Star and a commitment to customer service, product innovation, competitive pricing and stock availability, MOSA offers you – the customer, a quality product with first class support.

Rail Operations (UK)

Rail Operations (UK) is the parent company of Rail Operations Group (ROG), Traxion and Orion

Apart from providing strategic direction to the group, Rail Operations (UK) incorporates a Project Management Office (PMO) to deliver support to major projects, both within the group itself and to external customers. Examples of this include:

• ERTMS support to Crossrail.

• Train planning support to Orion.

• Procurement of the UK’s first fleet of trimode class 93 locomotives.

Rail Operations (UK) specialises in train movements relating to rolling stock delivery, testing, maintenance, modification and refurbishment programmes. Train operations include new build deliveries, train testing, fault-free running and mileage accumulation of new rolling stock.

Current fleet support includes fleet maintenance, modification and refurbishment programmes, fleet cascade or transfer programmes, vehicle / fleet testing (e.g. ETCS fitment) and infrastructure-train interface testing.

Rail Operations (UK) also provides storage regimes to support new build, off lease and redundant rolling stock.

General movements

• Passenger (ECS), ad-hoc freight or engineering rolling stock movements.

• Traction and rolling stock movements for private owners / operators.

Rail Operations (UK) also has a fleet of dedicated locomotives which have been modified with electrical brake translation equipment and a range of coupler types to enable direct coupling to, and through automatic brake control of, most UK EMU types. This negates the need to use historic barrier and translator type vehicles.

Rail Operations Group

Delivering innovation and diversification to the UK rail industry the Rail Operations group of companies provides a range of specialist services to the UK rail industry. These services are principally in support of the rolling stock leasing, manufacturing and engineering sectors and involve everything from project management through to the

delivery and testing of new train fleets. Rail Operations Group partnered with the Barrow Hill Roundhouse to provide a shuttle service to the 2021 Rail Ale Festival. On 4 August 2021 Rail Operations Group operated Retro Railtours’ first tour since 2019.

Traxion

Traxion is a specialist rolling stock management company delivering services related to rolling stock storage and disposals. Today’s rolling stock storage programmes require suitable storage facilities, within which, a varying range of rolling stock servicing or maintenance regimes are provided. Traxion can tailor to include the following:

• Wheel Bearing Rotations.

• Weekly Inspections.

• Transit of the unit to and from an approved engineering provider for more in-depth inspection.

• Arrange with Rail Operations Group transit to and from originating depot to storage.

• Asset surveys and reports to clients at their request.

Orion

Orion started trading in 2020, delivering high speed logistics services across the UK using re-purposed passenger trains employing bi-mode traction systems. Orion has already ordered the first class 769 ‘Flex’ units which will be used to convey light goods and parcel type commodities. These trains can operate over all UK rail routes and will serve national and regional logistics hubs, terminal, principal and regional stations and deep sea and inland ports.

Rolling stock

On 16 February 2021, Rail Operations (UK) completed a Sale and Purchase Agreement with Heathrow Airport Limited, the parent company of Heathrow Express, to acquire the fleet of five Class 360/2 multiple units, plus spare parts.

On 14 January 2021 Stadler and Rail Operations (UK) signed a framework agreement for the supply of thirty Class 93 tri-mode locomotives. The advanced locomotives will significantly reduce CO2

emissions for both rail freight as well as potential passenger transport services, underscoring Stadler’s green credentials and demonstrating its commitment to decarbonisation. Deliveries are expected to start in early 2023.

KEY PERSONNEL

Group President: Karl Watts

Chairman: Neil Bennett

Chief Operating Officer: David Burley

Production Director: Paul Orchard

CONTACT INFORMATION

Address: First Floor, Wyvern House, Railway Terrace, Derby DE1 2RU

Tel: 01332 343295

Email: info@railopsgroup.co.uk

Visit: www.railopsgroup.co.uk

Victa Railfreight

Victa Railfreight is an UK owned business and whilst independent, it maintains a close relationship with all the major players in the rail freight sector

Victa Railfreight holds a UK wide Non-Passenger Train Operators Licence that has enables it to offer ‘last mile’ shunts, local tripping and rail freight feeder services and ‘short line’ capability to a wide customer base as well as ground staff provision for passenger and freight train operating companies. The company acts as principal operators at Dove Holes Quarry in the Peak District on behalf of Cemex UK and at Tilbury on behalf of Forth Ports, in both cases providing both expertise and shunting and train preparation services at these busy locations. In addition, it delivers a large number of safety related training courses to the freight community and also advises on a

wide range of safety, operations and logistics related subjects.

Victa Railfreight offers safety and sustainability evaluations to customers in the form of its Rail Freight Terminal Management packages which facilitate continuous improvement in the safety, operation and sustainability of rail freight facilities. Victa Railfreight has expertise in providing rail solutions for construction projects and is completing an eight-year involvement with the building of the Elizabeth Line under London. Prior to this it provided support to the construction of High Speed 1, Heathrow T5 and other similar projects.

Victa Railfreight is one of the longest standing members of the Railfreight Group

with Managing Director Neil Sime recently completing his two terms as Chair.

Victa currently employs around 70 staff and has a turnover of c£3.5 million. Its dedicated team have long established expertise in the rail industry and freight sector in particular. Victa Railfreight has a reputation for innovation and collaborative working that is driving the business forward and would be delighted to discuss our services with prospective clients.

KEY PERSONNEL

Managing Director: Neil Sime

Contract & Resources Manager: Debbie Simmons

Head of Operations & Safety: Paul Verghese

Third Party Services Manager: Colette Ranford

CONTACT INFORMATION

Address: Unit 1 The Viewpoint

Boxley Road, Boxley Road, Maidstone

Kent ME14 2DZ

Tel: 01622 690978

Email: enquiries@victa-railfreight.com

Visit: www.victa-railfreight.com

SUBCONTRACT

INSPECTION SERVICES

Manchester Metrology LTD are pioneers and innovators of metrology offering specialist contract measurement services using the latest metrology technologies and equipment. Offering support across the UK and worldwide. Our attention to detail and helpful attitude towards our customers are among the many positive attributes which distinguish the company as a benchmark metrology company.

Hiring, purchasing and training on all portable metrology equipment available

www.manchester-metrology.co.uk

Manchester Metrology

Automating Inspection and Measurement

Metrology is an ever-expanding field, with progress being made all the time, from game changing technological advances to new software developments and updates

It can be challenging to keep up with technical progress and it pays to seek some expert advice before investing in new metrology solutions. A wellknown authority in the sector is the UK-headquartered Manchester Metrology. The business continually invests in the latest innovative hardware to ensure it can offer the customer the best that is on the market. Within the rail industry, the company supports projects from manufacturing to installation. Its equipment and engineers have supported manufactures to achieve design intent on products, which then reduces timescales for assembly.

The company conducts full 3D scans of working areas to give the customer the ability to obtain dimensions and to plan where they can add additional assemblies. Customers can add their designed product to the CAD model to ensure it will fit into already busy areas (a particular challenge at offshore sites).

Manchester Metrology provides on- and off-site inspection, scanning and measurement services, as well as in-depth training for software such as CAM2 & Polyworks. Its extensive stock also allows the firm to hire out metrology equipment such as portable coordinate measurement machines (CMMs), laser trackers, 3D scanners and laptops with metrology software installed and ready to go. This allows the company to answer any metrology need a customer may have.

CMMs offer the ultimate solution for components that require the highest accuracy. Manchester Metrology has a range of bridge CMMs (small, medium, and large), all of which can run both PC-DMIS and PolyWorks software. The flexibility of size and software allows the company to use each machine for its individual strengths. With a maximum part volume of 2.5 metres by two metres by one metre, it can accommodate a wide variety of parts. All machines can be programmed online or offline and can run one off or multi-

piece inspections. With the use of CAD models, complex geometries and shapes can be compared to their nominal position or surface. Once programmed, the CMM offers automated inspection with little input needed from the operator. Inspection programs can also be optimised to ensure the quickest and most efficient run times.

As well as stocking innovative technology and providing efficient service, the company is also an official reseller of the Peel 3 3D scanner. This is a professional-grade 3D scanner for an incredibly low price –making it a popular choice for engineering applications. Weighing less than 1kg, the Peel 3 is capable of scanning structures with incredible accuracy and displaying them on a computer using CAD.

Manchester Metrology recently acquired Apex Metrology. Apex Metrology boasts a global footprint in the industrial sector, offering a wealth of experience in CMM applications and efficient, comprehensive solutions. The company’s robust quality assurance credentials are underscored by its ISO9001 & ISO17025 certifications. From

its base at the Midlothian Metrology Centre, located near the esteemed Edinburgh Technopole Science Park, Apex has been at the forefront of innovative solutions, a testament to its commitment to quality and development.

The amalgamation of Manchester Metrology’s state-of-the-art technology and Apex’s wide-reaching industrial experience promises to deliver an unprecedented portfolio of metrology services. This merger is poised to not only enhance the service offerings for existing customers but also attract new clients seeking the reliability and expertise that the joint force now guarantees.

Tel: 0161 637 8744

Email: info@manchester-metrology.co.uk

Visit: www.manchester-metrology.co.uk

Indestructible Paint Ltd are a UK based Coatings manufacturer, with over 45 years’ experience supplying coatings to the Aerospace and Defence Industries worldwide.

This technology is now available for use within the rail sectors, offering corrosion, chemical and heat protection in aggressive operating conditions, extending the operating life for customer assets.

RWIP120 Coating Range for Underframe Equipment.

After 7 days air curing or force curing for 30 minutes at 125°C, the coating will pass

• CR/PE0102

• EN45545-2 R1 / R7 / R9 Fire Testing.

• Heat resistance: 48 hours at 204°C (400°F)

• Heat resistance: 100 hours at 180°C (356°F)

• Hot oil immersion: 8 hours in ASTM Fluid 101 (ASTM D 471) at 177°C (350°F) showing no peeling or softening

• Hot lube oil immersion: 100 hours at 150°C (302°F)

• Fuel resistance: immersion in ASTM ref fuel B for 4 hours at room temperature without peeling or softening

• Fuel resistance: room temperature immersion 100 hours

• Corrosion resistance: exposure to heat (48 hours at 400°F) cross scratched X withstands 350 hours salt spray ASTM B117

• Heat Salt Fog Resistant to 10 cycles: each cycle, 4 hours at 250°C (300°F) then 20 hours salt fog

• Resistant to temperatures down to -50°C

If you do have any enquiries regarding our range of Rail products, please contact our Sales Department

Tel: +44(0)121 702 2485

www.indestructible.co.uk 16-25 Pentos Drive, Birmingham, B11 3TA, United Kingdom

New Rail Vehicle Coatings Systems

A highly versatile and robust epoxy coating system has now been introduced by specialist coatings manufacturer, Indestructible Paint Ltd

With key benefits for use within the rail industry.

The RWIP120 product has been developed from over four decades of experience in aerospace coating technology which has been used in the most challenging global environments.

Indestructible Paint’s RWIP120, which is fully compliant with CR/PE0102 Repainting of Rail Vehicles specification, and fully fire tested to EN45545 (R1, R7 and R9) offers a range of performance benefits and, significantly, is available as either a one or two coat system.

• Heat resistance: 48 hours at 204°C (400°F).

• Heat resistance: 100 hours at 180°C (356°F).

Underframe coating objectives can often be achieved by the use of the system as a single 120-micron primer/finish coating in a semi-gloss finish, or as a two-coat system with 60-micron primer and an additional 60-micron finish coat.

Indestructible Paint’s RWIP120 has been proven on a range of substrates, many of which are a common feature in the rail sector. These include steel, aluminium, galvanised and composite surfaces which all gain from the composition of the epoxy and its chemical bonding characteristics. The cured coating is a tough chemically resilient finish that has been tested against a variety of corporate and national standards.

The system is part of a family of coatings that have been developed at Indestructible Paint which are based on high grade, twopart epoxy coatings that have a long and successful track record in the Aerospace and Land Defence sectors.

The performance capability of the RWIP120 range covers a long list of challenges faced by rail operators. From impact, chip and scratch resistance to the ability to withstand high temperatures, high humidity environments, all are key benefits as are proven resistance to abrasion, salt spray and wash plant operations.

After seven days air curing or force curing for 30 minutes at 125°C, the RWIP120 coating will pass:

• Hot oil immersion: eight hours in ASTM Fluid 101 (ASTM D 471) at 177°C (350°F) showing no peeling or softening.

• Hot lube oil immersion: 100 hours at 150°C (302°F).

• Fuel resistance: immersion in ASTM ref fuel B for four hours at room temperature without peeling or softening.

• Fuel resistance: room temperature immersion one hundred hours.

• Corrosion resistance: after exposure to heat (48 hours at 400°F) cross scratched X withstands 350 hours salt spray ASTM B117.

• Heat Salt Fog Resistant to ten cycles: each cycle, 4 hours at 250°C (300°F) then 20 hours salt fog.

• Resistant to temperatures down to -50°C.

When required the RWIP120 can be overcoated with the RWIP48, an air drying two pack Low VOC Polyurethane finish coat, specially developed for use within the Rail and Associated Industries on rolling stock and is available as a Matt to Full Gloss finish in a range of BS and RAL Colours.

RWIP48000 is part of a family of coatings developed by Indestructible Paint Ltd and is manufactured from a high grade two-part Polyurethane system initially procured for use on aerospace applications. Indestructible subsequently take this resin binder system to manufacture a range of low VOC coatings

intended for Rail, Industrial, Transport and Architectural applications, ideally suited for use on vehicle bodyshells, interior and exterior components. The composition of the Polyurethane and its chemical bonding allow use on a range of substrates including ferrous and non-ferrous metallics and a wide range of composites. The cured coating is a tough chemically resilient finish that has been tested against a variety of corporate and national standards, and fire tested to EN45545 (R1 and R7).

Benefits include:

• Low VOC (less than 420gms/litre) high build finish.

• High Performance two pack finishes.

• Designed for spray application, or by brush / roller.

• Excellent hardness; chemical resistance and flexibility.

• Excellent gloss retention on exterior weathering.

• Suitable for use on items where cold or low temperature cure is a necessity and

RWIP120 system on underframe components

Wheel Set -RWIP120-6500 Primer

Battery Box coated with the RWIP120-RAL7046

Matt Finish

high-performance finish is required.

• Superb obliteration.

• Suitable for use as a solid colour finish or as a base coat/clear system.

Other developments from Indestructible Paint Ltd are a range of thin film intumescent coating which, when intumesced, forms a barrier to protect the substrate from burning for a specific number of minutes dependant on thickness, and when used in conjunction with a heat absorbing primer they are suitable for application in hot areas typically found under a train, for example, around an exhaust area/motors.

The Intumescents perform on a range of substrates, including metals, timber and composites, suitable for both air- and forceddrying, the coatings maintain excellent adhesion – including, importantly for the rail sector, where high air movement is present.

The Intumescent Range:

• RWIP1000 – air drying single pack Water based Intumescent emulsion specially developed to provide enhanced fire resistance to timber, fibre boards and composite substrates. Specially developed for use within the rail industry on vehicle components and civil installations on various substrates. Available as a Matt, finish, in White and Grey. Applied as a single coat or two coat application, the product and can be overcoated with itself, combining excellent application characteristics with fast drying characteristics. The product is designed for internal situations, and is a genuine water-based intumescent, safe to store, handle and apply.

• RWIP2000 – two component water based acrylic intumescent coating for timber, aluminium and other combustible

Test Time

substrates that require protection from the effects of fire. Suitable for application by spray or brush and can be air dried or force cured. The coating is designed to be part of a composite system that will inhibit the surface spread of flame and provide an insulative barrier layer, preventing heat degradation of the underlying substrate.

• RWIP3000 – two component epoxy based air drying/force drying Intumescent coating specially developed to provide enhanced fire resistance to metallic, timber, and composite substrates. Specially developed for use within the Rail Industry on vehicle components and on civil installations, designed to be more resistant to high air movement and maintain excellent adhesion properties after the product has intumesced.

Available in a White Matt Finish. RWIP3000 is usually applied as a system of primer/sealer (substrate dependant) intumescent coat and can then be overcoated with a two component epoxy or Polyurethane topcoat if required.

As a clear demonstration of the performance capability of the RWIP3000 epoxy intumescent, Indestructible Paint points to a specific testing operation centred on exposure to an 1100°C flame, with the flame positioned 10cm from a 4mm anodised aluminium substrate, the panel condition remained satisfactory, with internal pressure maintained, after a five-minute exposure period, by comparison, over the same period a non-coated panel distorts and deteriorates before splitting, exploding and completely melting. Similarly, the Indestructible Paint coating has been shown to maintain heat resistance when exposed to 180°C heat source for more than one hundred hours.

Effect of 1100 degC. Burner

Uncoated Panel Panel coated with RWIP3000

One minute Panel distorted outwards Panel and coating intact

Two minutes Deterioration rapidly decreasing Intumescent barrier formed with adhesion to substrate

Two + minutes

Explosion. Panel splits, centre blows out Intumescent barrier formed with adhesion to substrate

Five minutes Panel completely melted. Condition satisfactory. Internal pressure maintained

INDESTRUCTIBLE PAINT LTD RAIL PRODUCT RANGE

• Epoxy Range – RWIP120 – Primer + Finish coat / Primer Finish coat (one coat system).

• Polyurethane – RWIP48 – Finish coat for exteriors/interiors, matt to full gloss.

• Intumescent Coating – RWIP1000 – 1K water based acrylic emulsion intumescent.

• RWIP2000 – 2K water based acrylic intumescent.

• RWIP3000 – 2K epoxy solvent based intumescent.

• Thermochromic Range – Reversible and Non Reversable systems.

• RWIP-INFRACOAT – Water Based 1K maintenance coating for infrastructure.

• RWIPTHIN/1 – General Purpose Degreaser / Cleaning Solvent.

• IPSTRIP500 – Environmentally friendly Paint Stripper.

• RUSTETA – Rust Conversion Coating.

RWIP3000 intumesced

Typical performance to exposure to 1100 degrees C flame showing product fully intumesced.

Two 0.6-meter panels of 4mm anodised aluminium. One coated with RWIP3000 @ 300 microns dft. and the other left uncoated. Both are pressurised to five psi. An SAE 15cm diameter propane burner (116350 BTU) is positioned 10cm from the centre of each panel.

Address: 19-25 Pentos Drive

Sparkhill, Birmingham B11 3TA

Tel: 0121 702 2485.

Email: sales@indestructible.co.uk

Visit: www.indestructible.co.uk

AARCPS – for Railway People

With

almost

50 years experience under his belt, for seasoned rail operator Steve Derrick, working in the industry isn’t simply a job – it’s a way of life

Away of life which has seen him involved in everything from project engineering and contract management through to senior project/programme and general management roles. Now, that includes running his own consultancy. By way of background, Steve’s rail career began in 1974 as a Junior Technical Officer for British Rail in Croydon, before taking on a variety of positions over the following five decades, ranging from track/maintenance renewals and contract management through to lead project engineer and area general manager roles.

But when faced with retirement in 2014, Steve wasn’t ready to walk away, instead deciding to ‘rally the troops,’ collecting up former colleagues to create his own business – AARC Professional Services Limited, a specialist rail consultancy, run by railway people, for railway people. The company brings together like-minded rail professionals, with the common aim of delivering expert support and advisory services to the rail industry, built upon a shared motivation to provide clients with outstanding outcomes by:

• Helping clients achieve their goals.

• Through strategic and technical expert advice.

• Across a range of disciplines.

• From the frontline through to the boardroom.

AARCPS’s formation was also based on a desire to stem the ‘brain drain’ experienced by the industry in recent years. Steve explains: ‘When launching AARCPS, I was conscious of the significant changes affecting the rail industry, which I felt posed a real danger of the industry losing invaluable knowledge and experience when long standing professionals left. One of our initial aims was to help address this by redeploying some of those people and skills where they could make a positive and meaningful impact.’

Another key driver for Steve was a genuine belief in the need for a thriving and successful rail industry and a desire to give something back to a sector that has looked after him for so long – a mindset shared by all of AARCPS’s associates. It’s this extensive experience which sees Steve and co able to provide support across all levels of the industry, from frontline through to the boardroom. AARCPS also has a national reach, providing a fast, flexible and sustainable service throughout the UK, with clients in England, Scotland and Wales.

AARCPS specialises in the following areas:

• Rail Operations including network operations, maintenance operations and train operations. Its team of associates can provide support across all aspects of rail operations, covering both short-term tactical rail operational requirements, as well as more strategically focused rail operational issues.

• Projects & Engineering including bid management, change management, programme/project management and engineering management. AARCPS covers the complete project lifecycle, from prefeasibility and bid management through to implementation and project close-out.

• Safety & Assurance including risk management, safety management and assurance management. All of AARCPS’s associates have worked directly in a safety conscious environment and fully understand and appreciate the importance of a strong safety culture,

helping clients to meet their core safety requirements.

• Rail Training including training development and training delivery. Its associates are experienced in the design and delivery of skills/bespoke rail training, tailored to suit each client’s specific needs, and can also carry out assessments and assist in the verification process where required.

Steve continues: ‘Our main motivation is to help clients achieve their goals through the delivery of strategic and technical expertise, either working independently or as part of a team - all our associates are strong advocates of collaboration and the benefits it can bring. With a fast growing team, currently standing at 23, AARCPS also provides real strength in depth, with each of our associates bringing with them a particular set of skills, honed over a lifetime of service in the rail sector.

‘It’s also important to note that we’re a particularly close knit organisation, with almost everyone having worked together before in a previous capacity and all of us sharing the common goal of providing a professional, collaborative and friendly though determined approach to all that we do, bringing about outstanding results.’

Projects that Steve and team have supported include the following:

• Electrical Control Operator (ECO)

Training for Amey Infrastructure

Wales – AARCPS has been providing

operational training for AIW, which was appointed by Transport for Wales (TfW) as the managing agent for its extensive programme of electrification, signalling recontrol and upgrade, track doubling and station improvements. Following the successful provision of signaller training, AARCPS was also retained by AIW to conduct ECO training – directly linked to TfW’s upgrade of the Core Valley Lines’ upgrade, which includes provision of 25Kv OLE electrification and the siting of an electrical control room (ECR) at a new integrated control centre (ICC) at Taffs Well. This assignment has involved the recruitment, training and assessment of an ECO resource to manage electrical supply and emergency response for the newly installed OLE and associated infrastructure, with eight new AIW staff taking part in a bespoke training package.

• Updates to Health and Safety Management System for Network Rail – AARCPS was commissioned to help Network Rail remodel its overarching health and safety management system into an accessible tool for continuous improvement in risk management, which is integrated with its wider management systems and operating model and which recognises the need for devolved,

customer focused decision making. The remodeled system follows the RM3 Risk Management Maturity Model and has been informed by a gap analysis of current processes, identification of best practice and stakeholder engagement. It recognises Network Rail’s safety certification and authorisation commitments and other requirements of the Railways & Other Guided Transport Systems Regulations (ROGS) and Railways Interoperability Regulations, while covering all Network Rail’s business activities.

• Rail for London Infrastructure (RfLI) on the Elizabeth line – AARCPS was initially engaged by RfLI’s Head of Maintenance for the Elizabeth line (London’s East to West railway) to provide a report on each maintenance business areas’ readiness for taking over the railway at ROGS. The assignment was extended to support Crossrail’s hand-over of stations, portals and rail wide systems by assuring the necessary information and training was sufficient to enable the maintainer to mobilise. With AARCPS acting as sponsor's representative, the business benefits were achieved by delivering a fault reporting system link between operational control systems and

AARC

Maximo (the maintenance workbank system), which enabled operators to initiate a response team directly from the control system. Since entering revenue service, AARCPS has also been working with the heads of departments to improve the concept of the RTIM (Real Time Infrastructure Manager) working 24/7 on the control floor, as well as continuing to support the Elizabeth line’s Infrastructure Manager.

With regards to the future development of the business, AARCPS’s objective is to continue to evolve at a controlled pace, continuously building its pool of expertise, whilst simultaneously developing the business offer, though ‘never at the expense of the quality of service provided.’ To find out how AARCPS can help your organisation, please get in touch using the details below.

Tel: 07841 611657

Email address: info@aarcps.co.uk

Visit: www.aarcps.co.uk

Run by railway people, for railway people

Services Limited draws from over five decades of experience to provide expert support to the industry.

We are a railway consultancy bringing together likeminded rail professionals with a common aim to deliver outstanding outcomes by..

• Helping clients achieve their goals...

• Through strategic and technical expert advice...

• Across a range of disciplines...

• From the frontline through to the boardroom

Whether you’re looking for high level advice & guidance or direct project support, we’re here to help you deliver excellent outcomes.

Serving a Global Marketplace

WCL follows three core values – integrity, collaboration and simplicity – to reduce risk, streamline, and achieve success for rail projects worldwide

WCL is an agile and fastgrowing consultancy firm, developing and delivering major works for customers across the rail sector. Working with large corporates and SMEs, it brings together the best minds in planning, programming, engineering and management.

WCL specialises in integrated solutions for complex projects, complementing its customer’s existing team with hand-picked experts, offering tailored insights and support, and ensuring they get exceptional outcomes. WCL serves a growing range of clients across the globe, from Network Rail to Tier 1 suppliers, as well as operators at every level.

Project and programme management

WCL has a record for success across some of the largest signalling schemes in recent UK history, including projects for Network Rail and TfW. It simplifies multi-faceted works, overcomes obstacles and reduces risk, with expert assurance and support every step of the way.

Engineering and construction

WCL provides best-in-class engineers and construction professionals, combined with a systems thinking approach, to deliver added value at every stage of your project lifecycle.

Commercial management

WCL cultivates integrity and success through unified handling of finances, operations and project development. It is supported by its wealth of in-house commercial experience, plus relationships with a number of key strategic partners. WCL will work to make sure you complete on budget, on schedule, and in alignment with stakeholder expectations – leading to fewer risks and more opportunities.

Integration and controls

Large, complex or multi-discipline projects require smart working to avoid conflicting

interests, inefficiency and uncertainty. WCL creates real integration that not only works – it lasts. The company collaborates with clients to design purpose-built processes and improved controls, helping them better define, measure and achieve success at both project and programme levels.

A key delivery partner for UK rail

WCL specialises in big projects and their unique challenges. With roles including lead strategic support for the £738 million multidisciplinary overhaul of rail infrastructure in South Wales, as well as lead consultancy services for Network Rail’s CP6 Wessex Works Delivery, the company has established itself as central to success in a number of the UK’s largest rail works programmes.

In complex, multi-stakeholder project and programme environments, persistent bottlenecks or blind spots can lead to major issues. WCL helps by offering a fresh, expert perspective as specialist change-makers. Through its work with Network Rail on

the CP6 Wessex Works, for example, its intervention – focused on stakeholder communication, culture, problem-solving and process efficiency – led to their portfolio of work doubling in year one and increasing by a further 50 percent in year two.

Serving a global marketplace

In addition to its involvement in major programmes of work across the UK, such as the Core Valley Lines in Wales and Transpennine Route Upgrades (TRU), WCL has extended its consultancy services to New Zealand and its national operator, KiwiRail.

Through its success in the original advisory and review role, providing constructability and staging arrangements, WCL was further engaged to deliver broader project management and engineering support for optioneering and tender workstreams.

WCL has since established an incountry presence and continue its rapid growth, now working on signalling design

TESTIMONIALS

“Thank you for all the invaluable help and support WCL has provided to the Wessex Works Delivery team over the past two years. The difference from what it was like before to what Works Delivery was like under your guidance has been huge…”

Senior Sponsor, Network Rail

“Thank you WCL Rail for your valued input to the BASRE and BEJR projects. All of these major projects present different challenges, however having your expertise and skills set seamlessly integrate into our one team approach is truly appreciated. This is what contributes to successful projects as we saw at the weekend with the on time hand back of the complex Stage F on Bristol East Junction blockade.”

Project Director, Alstom

“CVL is a hugely ambitious programme which will ultimately provide life changing benefits to our customers, the people and communities who live in South Wales and surrounding areas. WCL have played a lead role in delivering the signalling workbank to date with recent highlights including the complex TAM A commissioning earlier in 2023. WCL have seamlessly integrated and delivered within our one team approach and I wish to express my thanks to them for their ongoing contribution and continuous support to deliver."

Programme Manager, Core Valley Lines Transformation Programme

“With significant experience in big project delivery, WCL have been able to provide an honest and experienced insight into some of our biggest programme integration risk areas and proactively offer and manage solutions. I can only recommend them.”

Project Director, Amey Infrastructure Wales

and its effective integration into the wider Wellington Master Plan, as well as project management of major re-signalling upgrades in Wellington Station and the Wairapa lines.

Pioneering solutions to industry challenges

From WCL's work across the UK and New Zealand, plus discussions with colleagues and partners elsewhere in the world, it’s clear that demand for talented and experienced consultants/resources is a global challenge. WCL has responded proactively by securing a sponsorship license with the UK government to employ and issue visas for overseas workers, allowing it to bring scarce and specialist resource into the country.

WCL continues to gather and act on important industry insights such as these through its expert advisory services and ongoing work on major rail infrastructure projects; as a result, WCL has established itself as a leading choice for networks, operators and suppliers around the world looking to secure the best consultancy support for success – both today, and tomorrow. Get in touch today for a free discussion about your project and to find out more about how WCL can help.

Tel: 01666 837708

Email: info@wclrail.co.uk

Visit: www.wclrail.co.uk

LinkedIn: wcl-rail-ltd

‘With significant experience in big project delivery, WCL have been able to provide an honest and experienced insight into some of our biggest programme integration risk areas and proactively offer and manage solutions. I can only recommend them.’

Project Director, Amey Infrastructure Wales

Tranzalpine: PICASA/Courtesy of Great Journeys New Zealand

End-to-end Lifting Solutions

A mission to create a premium quality lifting service, prioritising the key principles of safety, innovation and expertise

Radius Group specialises in providing expertise on projects that are logistically challenging, require performance in tight and enclosed spaces, involve large and or unusually shaped plant or equipment,

whilst always being extremely time sensitive. The group is widely regarded by its clients as their specialist problem solvers; helping to manage and mitigate specific project risks. Early engagement is key; the team is typically called upon early within projects

when other specialist contractors and suppliers are unable to provide a safe or technically acceptable solution.

For each specialist sector that it serves, Radius Group has also developed unique operational methods and manufactured

PLANT INSTALLATION

LARGE OBJECTS. SMALL SPACES. INNOVATIVE SOLUTIONS.

equipment of its own original design. To assist with projects within the rail sector for example, Radius Group owns and operates the only London Underground approved escalator sledge, capable of carrying up to 450kgs down escalators to specific project locations.

Industry leading project documentation ensures a quick and smooth process, giving you reassurance that the operation is in safe hands. Utilising cutting-edge software and planning tools, technology is always at the forefront.

Radius Group offers a full turnkey solution to include off-site warehousing, ontime delivery, off-load servicing and on-site lifting and plant movement to point of use of various types of mechanical equipment.

Radius Group has vast experience in the rail sector, having recently completed the installation of the ventilation, power, ticket machines, gates and comms-equipment on London Underground Northern Line Extension, working with clients to deliver a safe and successful installation.

Radius has also completed the mechanical installation of the water-cooled Platform Air Handling Units installed at Victoria, Piccadilly, Central and Bakerloo lines. These units were delivered using engineering trains and required a complex quad lift using four lifting beams clamped to the tunnel ring bolts.

The Radius Plant Installation Team were also heavily involved in the planning and execution of the following works on Crossrail, which were delivered on-time and in-budget:

• Non-Traction Power Installation to point of use.

• OHLE Switchboard Installation to point of use.

• StationUPS Installation to point of use.

• LV Switchgear at various Crossrail stations.

• Tunnel vent shaft fans and associated components installation.

When the delivery of new equipment for forty London Underground substation upgrades was required, in addition to 15 sub-station upgrades for Network Rail, Radius was the obvious choice to provide the end-to-end lifting solutions. Radius has an impressive success and safety record on projects involving lifting/handling and installing heavy plant within both surface and sub surface environments.

Radius Group recently completed the upgrade of ‘Connect’, London Underground’s radio, transmission, and operational CCTV communications technology system, used daily by the TfL staff. Radius supported Thales in its bid to win the scheme and once successful, works took place over a two-anda-half-year period, to complete the upgrade

of over 290 locations for the London based client. Radius Group was instructed to work on the system to plan, and implement the replacement all the dated communication cabinets, across 290 locations.

Radius has extensive knowledge of all aspects of the London Underground System, and the stringent procedures needed to work in the Underground environment. Their skilled team has a staggering combined one hundred years of knowledge and experience on the Underground system, and ensure all standards are met and passed on every site. Radius utilises a variety of methods including but not limited to Hydraulic Gantries, Hydraulic Skidding Systems, Versa Lift, Industrial & All Terrain Forklift, Stair Robots, A-Frames, Hoists, Engineering Trains and Cranes.

Coupled with the Plant Installation offering is the Radius Contract Lift Division, offering a vast range of contract lifting services from lorry loader through to telehandler, mobile, spider to crawler crane, and tower crane through to helicopter lifts.

The industry-leading contract lifting expertise is complimented by the Radius Tower Crane Division. Radius has access to the world’s largest crane bank through its partnership with NFT. Combining its own technical engineering knowledge, plus the manufacturers (Manitowoc Potain) global technical support makes Radius a world-leading provider in the Tower Crane business.

Tel: 01604 622865

Email: info@radiusgroup.co.uk

Visit: www.radiusgroup.co.uk

can be complex and require a comprehensive approach to solve.

For more information visit: www.infinitivegroup.co.uk

That’s why we offer a range of professional services across the entire project lifecycle, and develop cutting-edge products to support you from project conception through to operations and maintenance.

With our proven track record of success and commitment to delivering exceptional service, you can trust us to help you overcome any transportation challenge.

Rail and the March Towards Data

With renewed interest in continuous improvement programmes, how can data support a future-focused industry?

After a long-term focus on capital projects such as new rolling stock fleets, industry attention is shifting once again to continuous improvement programmes led and implemented at both a regional and local level.

However, any continuous improvement activity – often built around frameworks such as the Shewhart cycle or DMAIC (Define-Measure-Analyse-Improve-Control) methodology – relies strongly on the quality, consistency and timeliness of the data it’s based on.

Benchmarking and pain points

The industry is now comfortable with monthly performance metrics such as mean distance before failure in benchmarking performance. This data-driven approach creates a shared technical and operational reality which can be used both to identify pain points and align stakeholders with an end goal: most vitally the end-users, who must be able to see that the project addresses pain points which align with their experience and envision how any potential solution can be integrated with their daily life. At this stage the end goal might be as broad as improvements in MDBF or as specific as reduction in door irregularities.

The additional challenge comes from using data to articulate root cause and develop effective solutions. Infinitive Group’s work in industry has identified that companies tend to be aware of both their problems and the potential of data as a tool for resolving them. Many are stuck in one of two positions; either their data doesn’t seem to have the necessary resolution to divine the issue, or the sheer volume of data makes identification of signal in the noise beyond their current capability.

Fortunately, there are more tools than ever for addressing both issues. Infinitive Group has helped clients adopt a variety of approaches to make sense of available data streams, including machine learning, data modelling and AI applications. Even where organisations believe they lack the data to reach a conclusion, examination of existing disparate data streams often identifies correlations and synergies which can be used to reach intelligent and actionable conclusions.

Implement, embed, improve

It doesn’t matter what the challenge is – once a solution has been identified the only way to confirm its effectiveness is by monitoring measures of the output, both at the project and the broader operational

level. Modern data tools are of great value here too, allowing automated processing and monitoring of data for a consistent and meaningful measure.

This is the stage where early engagement with end-users and data-driven buy in from stakeholders pays dividends; the project either finds that the problem is solved (and that users can have confidence in an appropriate and effective solution) or articulates a gap between expectation and reality which can be addressed as a team for additional project cycle.

The additional project cycles are where the data-driven approach really comes into its own, however. Whether it’s a Shewhart/Plan-Do-Check-Act cycle, cycle or a transition, or a transition to Lean methodology, for any continuous improvement effort the data is what demonstrates that the project is having the intended effect, identifies further opportunities for improvement, and underpins the business case. The cycle is self-reinforcing; establishing a route to change using consistent data and KPIs offers operational improvements, then savings and justification of costs, then revealing new ways of working and further potential for improvements as teams grow more experienced and capable.

Data-driven improvements

Infinitive Group recently brought this approach to a metro system experiencing earthing failures with their PSD earthing arrangements. The failures were safetyaffecting and caused significant disruption to normal operations. The operator was fortunate enough to have a data-rich environment and suspected that it was possible to prevent this issue through identifying precursor incidents, but was struggling to identify the relevant signal in the copious quantities of data the modern network produced every day.

Most critically, there was an open question around the number of potential failure conditions present on the network.

This kind of critical failure is always accompanied by a sense of urgency, and this was no exception. Infinitive mobilised quickly to capture all the available data and let the operator focus on maintaining a safe and satisfactory service. Interrogation of the common factors to the failure were established to establish the parameters of the failure; robust and consistent data systems were used to interrogate the data and find patterns; critical precursor failures to the earthing issue were quickly identified and the scale of the issue quantified.

At every stage the approach to data supported the work; it gave internal and external stakeholders confidence both that the problem had been correctly identified and the pattern behind the precursors was genuine, and that the proposed response

was commensurate with the scale of the issue. Creation of a shared data-led conversation kept all parties informed and working in the same direction.

Data for product development

This approach holds true even where project requirements are abstract and data is sparse to non-existent. Infinitive were offered a challenge by an industry partner working with a client on a new infrastructure project. The client was hanging cables in a new tunnel system and sought efficiencies beyond their current manual approach. Critically the sag between cable stanchions achieved during fitment had significant implications for cable tension over the required service temperature range of 125°C, and was highly dependent on ambient temperature during fitment. The necessary data was gathered manually, translated into fitment parameters and then manually checked later on, resulting in rework of the hung cable.

Infinitive identified the potential for hardware capable of capturing the relevant data and automating the process, and after extensive requirements capture with the client began development of what would become the IRRIS system. Fitted to their partner’s automatic cable installation vehicle, Infinitive’s millimetre wave radar system captured stanchion position with a high degree of accuracy despite the challenges of the poorly lit and contamination-heavy work environment.

The integrated system was able to produce fitment parameters and cable adjustments in real time and inspected the fitted cable as it went. The client benefited from efficiencies in construction and also from a new stream of consistent automated data for assurance purposes.

Know where you’re going, know where you’re from

Whatever the method used, improvement programmes rely on metrics to establish the current state, articulate problems and opportunities, and confirm the effectiveness of solutions. Modern data approaches offer an opportunity to do this and bring stakeholders along for the journey – if industry can grasp the opportunity.

Address: 7 Lakeview House

Bond Avenue, Bletchley

Milton Keynes MK1 1FB

Tel: 01908 018900

Email: info@infinitivegroup.co.uk

Visit: www.infinitivegroup.co.uk

Ruggedized Power Solutions

DC/DC converters 3–300 Watt

 EN 50155: Isolation and EMC immunity

 EN 45545-2: Fire protection

 EN 61373: Shock and vibration immunity

 Input voltage range: 2:1/4:1/12:1

 3-years warranty

For more information, datasheet and certifications please visite our website www.tracopower.com

RAILWAY DC/DC CONVERTERS

SURGE FILTER

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Elevating Train Information Systems

EN50155 compliant monitors and Panel PCs for passenger and driver cab applications

In the modern railway sector, the drive towards heightened passenger satisfaction and operational efficiency is unyielding. A significant leap towards these goals is the integration of advanced Passenger Information Systems (PIS) and Driver Cab Applications. These systems provide real-time updates, travel information, and entertainment to passengers, while also furnishing critical operational data to train drivers.

Central to these systems are robust and reliable monitors and panel PCs capable of enduring the challenging railway environment. Relec Electronics, a notable supplier in the railway electronics domain, offers a comprehensive range of EN50155 compliant monitors and panel PCs, meticulously engineered to simplify system integration, and enhance both passenger and driver experiences.

The EN50155 standard is synonymous with quality and reliability in railway electronics, ensuring equipment resilience against severe temperature fluctuations, vibrations, and other harsh conditions inherent to railway applications. Relec's

EN50155 compliant monitors and panel PCs are crafted to meet these rigorous standards, making them an ideal choice for deployment in both Passenger Information Systems and Driver Cab Applications.

Relec’s panel PCs epitomise durability, reliability, and functional excellence crucial for modern railway operations. Here are the key features that underscore its suitability:

EN50155-Certified Durability and Reliability

Relec’s offerings, bearing the EN 50155 certification, have passed all requisite safety tests for electronic equipment on railway vehicles. Their rugged design, characterized by an IP65/NEMA 4 rated aluminium front bezel, effectively shields against dust, liquid spillage, and contaminants, ensuring seamless operation in harsh railway conditions.

Fanless cooling system

Engineered with a fanless cooling mechanism, promoting silent operation and reduced maintenance and most importantly increased reliability and lower down time.

15″ Railway Approved Panel PC Back

Anti-Shock M12-Type connectors

The importance of secure I/O connections and power input in a vibrating train environment is paramount. Relec’s products feature IP65-rated M12-type I/O connectors, designed to protect serial, USB, Gigabit LAN, and DC power input connections against severe shock and vibration.

Sunlight readable LCD panel

The modules boast a 10.4-inch ultra-bright, sunlight-readable SVGA TFT LCD display with 1,000-nit brightness levels, ensuring optimal visibility even under direct sunlight, which is crucial for both passengers and drivers.

Alternative front-bezel keypad

While touchscreen controls are standard, certain actions are more intuitively executed via physical buttons. Relec’s front bezels can be customized to integrate a UIC61201 standard keypad, offering hotkeys and shortcuts for swift access to frequently used functions, enhancing user experience across various locomotive types.

Powerful computing with Intel® Atom® Processor E3845

The heart of the Panel PCs is the Intel® Atom® processor E3845 running at 1.91GHz, engineered to handle multi-tasking applications, delivering consistently reliable performance for railway tasks. Units also come with a standard 4GB DDR3 memory onboard, with the capability to expand up to 8GB as needed. They also come with two PCI Express Mini Card slots, facilitating wireless network connections and storage expansion, enhancing its adaptability to various operational needs.

Wide temperature operability

Monitors and Panel PCs operate efficiently within a broad temperature range of -25°C to +70°C, making it resilient in harsh environmental conditions and fully compliant with EN50155 class OT3.

Responsive touchscreen

Optional features include a 5-wire resistive touchscreen for intuitive interaction and quick response.

Real-time monitoring and communication

Through Power over Ethernet (PoE), panel PCs facilitate remote surveillance by connecting to onboard IP cameras, displaying live video feeds from inside and outside passenger cabins. Wireless connectivity to cellular networks enables real-time communication with monitoring centres, ensuring a seamless flow of information. I/O ports provides a wide array of I/O outlets including two isolated RS-232/422/485 serial ports, one isolated CAN bus, two isolated Gigabit LAN ports, two USB 2.0 ports, one isolated DIO (6-IN/2OUT), and an isolated DC power input for versatile connectivity.

In conclusion, the integration of EN50155 compliant monitors and panel PCs is a transformative stride for railway operators aiming to enhance both Passenger Information Systems and Driver Cab Applications. Relec Electronics is at the forefront of this transformation, offering a blend of cutting-edge technology and stringent industry standards, promising

a harmonious blend of reliability and innovation in delivering an enriched railway experience.

To find out more about the groundbreaking railway approved Panel PCs, visit the Relec Electronics website or contact our sales team at sales@relec.co.uk.

About Relec Electronics

Established in 1978, Relec Electronics is a UK-based distributor specialising in power conversion and display technologies. With a strong emphasis on customer service and an unmatched product range, Relec Electronics works alongside top-tier manufacturers to provide industry-leading solutions that meet the most exacting standards.

Tel: 01929 555 800

Email: sales@relec.co.uk

Visit: www.relec.co.uk

All Routes Lead to Lanes for Track Drainage

Climate change is making track drainage a more critical issue than ever before. Lanes Group plc is using its national reach and impressive service portfolio to help customers respond to the challenge

The response to a call that Project Manager John Barkley took serves to illustrate the can-do mentality and capability in the rail division at Lanes Group plc. A tier one contractor had a remit to remove a 123-metre length of 496mm-diameter twin wall drainage pipe from the 6ft within Network Rail infrastructure.

Part of the scope was to redirect the 496mm drainage pipe to the down cess side to enable the client to install S&C. The works included deep excavation using temporary works.

A 224-metre length of 225mm-diameter plastic drainage pipe also had to be installed, with all work completed in the available possession.

It was the sort of project that, ordinarily, would be planned over several months. The start date for this scheme was just three weeks away.

Despite these pressures, the project at a new logistics park in Northamptonshire was completed in eleven shifts over two weeks in November 2023. Work had to be managed flexibly due to stops caused by the discovery of hidden assets. But it was completed on time.

The client was impressed. ‘At Lanes, we see one of our main tasks as taking away our clients’ pain’ said John Barkley, a 25year veteran of the rail industry, having previously worked for multiple tier one contractors. ‘We can solve the problems, so they don’t have to.’

Size and capability

It is an approach that is winning Lanes, supported by its rail specialist subsidiary, UKDN Waterflow (LG), which holds a principal contractor licence (PCL), increasing volume of rail work. The size and capabilities of Lanes, the UK’s largest independent drainage and utilities specialist, is also a factor.

The company has 20 commercial depots dotted all across England, Wales and

Scotland, from Aberdeen to Plymouth.

These are backed by 16 specialist utilities and service hubs. The services they deliver include pipe lining, digital network installation, industrial cleaning, wet/dry heavy vacuumation, tankering, professional services and, of course, rail maintenance.

It is the geographical spread of these resources and the high level of expertise and experience of the Lanes teams that rail contractors value.

Primary drainage experts

The company has been active in the rail sector for more than 30 years. It is well known in the industry for its work for Transport for London (TfL) on the London Underground. Lanes is the main drainage maintenance contractor on the Tube. It also delivers a major FM contract for TfL covering buildings and structures

maintenance, plumbing, locks and gates, and vegetation control, among other tasks.

Its teams also deliver drainage services for London Overground and on large stretches of the Elizabeth Line. The challenges of delivering rail services in long tunnels, arguably, makes Lanes primary rail drainage experts.

Flexible response

The company is now implementing a strategy to leverage this know-how on behalf of other rail clients across the UK. This involves integrating its UKDN Waterflow (LG) teams within the Lanes Division. At the same time, more drainage engineers at depots across the UK are being put through PTS training.

This is turning what was once an ad hoc rail drainage services into a powerful and highly-capably national one, capable

of responding flexibly to any rail drainage project, anywhere in the country.

The skills and qualifications of UKDN Waterflow (LG) technical managers are key. John Barkley is a contractor’s responsible engineer (CRE). A colleague is a contractor’s engineering manager (CEM).

If necessary, the team can develop their own environmental plans and construction phase plans, as well as bespoke work package plans and task briefing sheets, and carrying out walk-outs for clients. They can also carry out full lifecycle project management, from intake and initiation to closure. If a client wants that ‘pain’ taken away.

‘Unique’ offer

These are capabilities that Bill Waring, Lanes Group Rail (LGR) Lead, is finding rail contractors are keen to know more about. ‘There is no other rail supplier that can deliver the drainage, and related underground services, in the way Lanes can on a national basis’ he said.

‘The offer is all but unique. At a time when rail contractors and Network Rail are looking to work collaboratively across multiple, complex projects, with stretching efficiency and sustainability objectives, I believe Lanes has a compelling proposition. We are also looking to work with delivery partners across all types of rail infrastructure. Lanes is already working extensively on HS2 in the Midlands.

‘We also deliver drainage services on tram networks, strategic rail freight interchanges, and rail maintenance depots, and we have the capacity to do much more.’

Five key services

Lanes can flexibility deliver five key services – individually or as part of a coordinated work programme – for tier one contractors

anywhere in the UK. The first is the broad range of drainage services that can be delivered through LGR – including CCTV surveys, drain unblocking, track drainage and culvert cleaning, pipe and culvert lining, and track drainage renewal.

For example, Lanes is a national leader in ultraviolet cured in place pipe (CIPP) lining. In 2022, it installed the largest ever UV liner in a 1,800mm stormwater drain in Corby. Its teams have also installed numerous liners in rail culverts. This expertise is backed by the project management expertise of John Barkley and his colleagues at UKDN Waterflow (LG), and their civils know-how.

The third is the fibre-optic ducting installation expertise of Lanes subsidiary Lanes Infrastructure, which can support the digital networks needed by modern rail systems. LGR also has its own inhouse drain rail survey capability, with the Unmanned Aerial Vehicle (UAV) equipment, software and Network Rail flight approvals to carry out aerial surveys over tracks and other rail infrastructure.

Finally, Lanes Professional Services, which delivers site engineering surveys and investigations, plus ground and infrastructure design services, has a strong focus on the rail sector.

Bill Waring said: ‘Combining all these services allows Lanes to provide a highly agile turnkey drainage investigation, maintenance and improvement service for rail contractors. The efficiencies and sustainability advantages, combined with potential cost and time savings, are proving attractive to clients.’

Climate change response

An ongoing works programme to survey track drainage at 22 locations across the Western and Wales Region is a case in point.

LGR is carrying out the surveys for Colas as part of a CP7 plan to upgrade track drainage at flood hotspots.

Network Rail has announced it is doubling its investment in measures to tackle climate change, spending £1.6 billion over the next five years. A significant portion of that money will be spent on drainage upgrades.

The Colas survey work, project managed by John Barkley, can draw on drainage teams from Lanes depots across the south of England and Wales.

Data is being analysed at Lanes’ national CCTV survey processing centre in Manchester, ensuring reports are prepared to Colas’s precise requirements and provided in a timely way.

John Barkley said: ‘The programme is going extremely well. We have a good relationship with colleagues at Colas. As we have depots across the survey region, we are completing the work flexibly and sustainably, with the smallest possible carbon footprint.’

Collaborative approach

A commitment to sustainability is a strong element of LGR’s service offer. Lanes has the UK’s largest fleet of recycler jet vac tankers. These can filter and reuse their water, making best use of the resource, improving productivity by 62 per cent and reducing journeys during work shifts. Lighting towers used at night run on hybrid generators, reducing fuel consumption and carbon footprints by up to 94 per cent and minimising noise levels.

Similarly, onsite accommodation and welfare units are eco- and user-friendly with green functionality that greatly reduces CO2 emissions and running costs.

LGR Director Martin Balcombe said: ‘Strong collaborative relationships are at the heart of high performance rail programme work. We are always determined to foster such relationships. Lanes understands the goals of our rail clients and can deliver drainage and other work packages that act as a one-stop shop, leveraging high levels of value for both them and end-use customers alike.’

Address: Lanes Group

16 Lamson Road

Rainham RM13 9YY

Tel: 01708 528770

Email: railenquiries@lanesgroup.co.uk

Visit: www.lanesfordrains.co.uk

LinkedIn: www.linkedin.com/company/339851

Facebook: www.facebook.com/LanesGroupplc

Twitter: twitter.com/LanesForDrains

Coljoint have a vast knowledge and understanding of the railway industry methods of installations, we can complete full electrical installs, refurbishments, rewires or upgrades of the railway stations, station carparks, substations, TP huts, DNO cabinets, whether that sits within the depots, track or non-track side locations

DANIEL COLLINS FOUNDER AND DIRECTOR OF COLJOINT LIMITED

Daniel Collins founded Coljoint in November 2013.

COLJOINT

Coljoint electrical services is an electrical installation company based in the UK, covering Greater London and the Southeast. Coljoint specialises in the complete installation of electrical services for Domestic, Commercial, Industrial and Rail services including the installation of MV/LV distribution systems.

How long has Coljoint been in business?

I set up Coljoint in November 2013, so this year, we are in our tenth year. Happy anniversary Coljoint!

Where did the ‘name’ Coljoint come from?

I wanted a name that was short, personal, but not too personal that it couldn’t become a brand, the COL stands for Collins, and the JOINT stands for cable jointing. My wife and I came up with the name, we did some research on Google, and on companies’ house, and there were not any similar companies with our name, so we went with COLJOINT LIMITED.

What was the inspiration behind starting Coljoint?

While working for Balfour Beatty ‘Traction Power’ I felt like there was a market for a small electrical company, able to offer the specialist services that normally a bigger

company could only offer. It was never my intention to leave Balfour Beatty, but as time went on, my passion for wanting to try something on my own, came stronger, so I made the jump in 2014.

Tell us about your career before Coljoint?

I completed my electrical apprenticeship with Balfour Beatty, my first project at the age of 16 was the refurbishment of the Royal Opera House at covert gardens, but after two years I was transferred to their Rail division ‘Traction Power’ at Greenwich, it was a much smaller team than I was use too, but they were a unique team, specialising in the refurbishment and upgrades of LUL substations, when I joined they were upgrading the Northen line, we were contracted to replace the complete switchgear and the associated cabling within the substations. Our teams were small groups of four to five operatives, working days or nights to get the job done. It was here I really started to enjoy my time at

Want to know more about Coljoint?

Tel: 0333 210 0343

Email: info@coljoint.co.uk

Visit: www.coljoint.co.uk

work, we had a great team, many of which I am still very good friends with today.

At the age of 21, I had built up the knowledge and respect of my engineers to be trusted to run my own sites, this came with a company van, a mobile phone, and a company credit card, when I left Balfour Beatty in 2014, I had completed 18 years’ service, obtaining a JIB grade of an ‘technical supervisor’ running three to four sites with a squad size of around 15-20 men.

When did you become a cable jointer?

I was already experienced in many methods of containment installations but when joining the traction division, I learnt how to install HV & LV switch panels and the cabling connections between the two, within a short period, I became a cable jointer, joining cables ranging between 230v to 33KV, I can joint lead to XLPE, with either heat shrink, cold shrink or resin style joints.

How have you seen Coljoint grow over the ten years?

In the early days, I was rewiring houses and completing small remedial works for my local estate agent. I was able to earn a week’s money in just four days, so being self-employed seemed OK. We quickly grew to a team of four after only trading for two years, with three electricians on the tools and me jumping on and off the tools when not pricing new works, seem to work well, we were now able to start taking on larger projects. We now employ five office staff, two apprentices, five site leads/ supervisors and 22 electricians with a fleet of twelve vans.

What kind of challenges have you faced since having your own business within the electrical industry?

Balancing the workloads, it is always a challenge, we either seem to be too busy and wondering if we should turn work away or so quiet, we are having to let contractors go. Managing cash flow is another challenge, the key to any business growth is cash flow. We’ve been quite lucky securing projects

to date to allow us to jump from one client to another.

How do you make your business a good place to work?

I believe if you treat people how you want to be treated you will always create an environment where people want to work as they can trust you. I’d like to think that anyone that works for Coljoint feels like

Daniel Collins, Robert Easterling, Steve Nicholls, Jack Parker

they're in a position where they can contact me directly, any problems or issues which arise, we would work with them to find a solution.

Our office management is in constant communication with our site leads ensuring that the office mentality, of our forward thinking approach is pushed down the line to our site leads and electricians under them, this ensures that our teams feel like they are part of the company as opposed to the office just barking orders when required.

I regularly make site visits to see our teams, and praise them on the quality of the installs, the sites are always clean and tidy, it’s almost like they knew I was coming.

What kind of products and services does Coljoint offer?

We have a vast knowledge and understanding of the railway industry and the different methods of installations, we can complete full electrical installs, refurbishments, rewires or upgrades of the railway stations, station carparks, substations, TP huts, DNO cabinets, whether that sits within the depots, track, or non-track side locations.

We also have a commercial side to the business, which can offer the complete electrical design, installation, and commissioning package. Our works consist of electrical fit outs and refurbishments of offices, bars, and shops.

We have quite a passion for smart lighting systems, we have completed many, automotive homes installations, integrating smart lighting system, home cinema rooms, swimming pools, CCTV, which all integrates with their music and TV systems, it’s the opposite spectrum to rail but it has its own

challenges which we really enjoy and gives a lot of job satisfaction when completed well.

What projects you are currently working on?

For the past three years we have been assisting Bam Nuttall, on their CP6 works. We were contracted to complete the electrical installation for their, NSCD safer isolation packages, to date we have successfully completed 52 sites, and helped towards Bam Nuttall in achieving, a gold site award, twelve silver site awards and a load of bronze site awards, issued by Network Rail.

We were also awarded Trimley Station rewire, in Norwich by the KN Group (Circet). The works consisted of a new 100a DNO supply followed by a full rewire of the station platform, carpark, and the 100-yearold heritage foot bridge crossing the track.

We are completing a large show at Waterloo Station for a private client, we are transforming the old Waterloo Eurostar carpark into an Alice in wonderland walk through themed show. We have already completed a small restaurant/bar, located within the sidings, called the ‘Rosarium,’ this was phase one of three to get the public aware of the show, which is coming, now were doing the downstairs bar and the show area which is due to open June 2024.

We have covered a lot of the Workspace group projects, Workspace provides small offices for small companies, they tend to buy old, derelict warehouses and convert them into multi occupancy offices, to serve smaller businesses to date we have refurbished 22 Offices.

During 2021-22, we completed a large domestic project, it was a new build for a private client which consisted of 185

lighting circuits, fed from seven lighting control panels over three floors, our client wanted to build his dream home, incorporating all electrical services as a smart home automation system. Coljoint worked closely with him to ensure all aspects were able to be controlled by one device.

What other rail projects have you completed over the last five years?

Before starting works on CP6, we were picking up a lot of works from Kier on CP5, they were only small contracts, mainly completed during weekend shutdowns, but it gave us the opportunity to show people what Coljoint can offer:

• Power Supply Projects – Sim 119 signaling works - 70 x LOC’s.

• Laing O’Rourke – Bond Street Station –256 LVAC terminations.

• Kier – New FSP Works.

• Kier – HVMS Legacy works.

• Kier – NSCD Phase 1 works.

• Kier – Sim 119 signalling works 312 x LOCs.

• McNicholas – Sim 119 signalling works –70 x LOCs.

• IPS Power – Cable jointing Ashford shopping centre.

When a client comes to you with a particular problem, what is your process for coming up with a solution, and how closely do you work with clients throughout the projects?

All of our works to date on the rail have been fully design sites, if only it was as straight forward as that, most designs only show the final layout, which is fine for a new build, but nothing is new on the rail, so how

do we get from A to D when B & C are still in situ, with Coljoint’s years of experience on the railway our clients can rest assured that we can assist in finding a solution to overcome this, by working closely with

our clients we are normally able to pick up on any of these issues at the early site surveys, so by the time the install team gets to site the problem is already resolved and programmed in.

What new projects are you moving onto?

We have recently submitted a few new tenders, our works over the past five years has put us in a strong position moving into CP7, so we are looking forward to 2024 with some interesting things coming up!

What success have you gained over the years?

For me ‘success’ has come in two parts. Firstly, our clients. We still work with most of our original clients, they have stuck by us allowing us to grow under them, which now puts us in a position to take on their bigger projects, we have always been loyal and transparent with our costs and upheld our client’s end goal. Ensuring the projects are completed on time and within budget. Furthermore, our clients have been recommending us to their circle of friends, giving us continuation of works and even more growth. For every project we worked on, we would almost always gain a new client.

Second would be maintaining the quality of installs, from growing Coljoint from a one-man band to a larger team, ensuring we maintain the same quality of install, has always been my goal, the saying ‘you’re only as good as your last project’ is so true. We have achieved this but recruiting the right people, while assisting with completing in house training, and allowing our team to see a progression path within Coljoint, so by investing in operatives, we have maintained our quality of install and offering job security at the same time.

What is next for Coljoint?

I often get asked, what is my five-year plan. Well, I would like to continue with Coljoint’s steady growth as seen over the last five years, growing slowly has allow us to maintain our quality across our teams.

We have recently employed a Quality Compliance Manager to assist us in the office with completing our electrical designs as well as ensuring our site teams are installing to the current standards, we have introduced in house CPD training to bring our electricians up to date with the latest IEE electrical regulations to the 18th edition amendment 2.

With the new technology changing so quickly, we are seeing the wiring regulations being updated more regularly, as they are rapidly trying to keep up with the times.

I would like to think we are in the driving seat for being able to advise our clients, with the latest requirements to meet their electrical requirements on their projects. We have just redesigned our website to show case our recent works complete, hopefully to put us in a good position for CP7.

Keep on track

Total rail capability

Bender is one of the world’s leading providers of solutions that make electrical infrastructures smart and safer.

An approved Network Rail supplier, Bender UK has worked in the industry for over two decades to ensure maximum availability, prevent downtime, maintain uptime, and ensure operational efficiency.

Bender continuous insulation monitoring and earth fault location solutions measure system status and pinpoint the location of failure and degradation, and issue warnings and alarms to improve rail safety and services for staff and passengers.

Bender’s rail capability includes monitoring signal power, points heating, rail crossings, underground networks and rolling stock, supported by predictive maintenance and software solutions.

www.bender-uk.com

Safeguarding Sensitive Railway Technology

Yannick Longbottom, Rittal’s Vertical Market Manager for Rail & Telecoms, describes the company’s best practice approach to safeguarding

Rittal offers infrastructure solutions for all aspects of railway technology, across the railway Telecoms and Signalling network at stations, trackside, and in tunnels, supplying Network Rail, ScotRail and Crossrail. Passenger numbers are rising on the UK’s railways, with industry predictions suggesting there could be an extra one billion rail journeys by the mid-2030s (Network Rail). This extra demand means that additional capacity is urgently required.

The challenges facing the network are around how to upgrade and modernise ageing infrastructure and legacy systems while avoiding the huge cost and disruption created by large capital construction projects, as well as managing more hightech equipment.

The aim is to expand the scope of the existing infrastructure to increase the

number of trains and connections, while also creating a more reliable service with minimum upheaval to passengers.

To deliver this, management has turned to targeted conventional interventions, along with digital technology deployed

across the network. This is now supporting the development of new signalling and telecoms technology, to optimise performance and reliability and keep passengers better informed about train running and delays.

All this has created an exponential growth in the amount and speed of data collection, gathering and processing to allow engineers to support operational delivery, and support better monitoring and maintenance of existing assets.

Protecting new digital equipment

There is a concern, however, as to how all this new digital equipment can be adequately protected. Much of it has needed to be placed trackside and on station platforms. This means, of course, that it is vulnerable to acts of theft, vandalism, and extreme weather events, as well as the kind of shocks, vibration, temperature

fluctuations, moisture and/or dust ingress that are impossible to avoid near a busy railway line.

Aside from these environmental issues, there is also a need to create and maintain the inner working conditions that are required by the technology for optimum performance and longevity.

Technology of this sophistication and sensitivity requires a closely controlled operating space to work reliably, costeffectively, and to its full capacity, over its lifetime. Electrical components struggle under extremes of temperature – both hot and cold – and problems with external applications that have been heated by solar gain have been rising in recent years. The reason is largely because the UK has seen ten of its warmest-ever years since 2003, according to the Met Office records, and that’s a trend which is likely to continue.

Of course, the heat doesn’t just encroach from outside. The technology itself also generates considerable amounts of heat; and this only increases with more electronic and electrical power.

All these considerations mean that, as well as the type of technology that is employed, close attention has to be paid to the specification of the enclosures that house that technology.

Where legacy applications are still in use, these tend to be housed in enclosures that are based on outdated, legacy design principles. These older enclosures are not designed for housing the latest equipment, and any attempt to do so is likely to cause components to overheat, as well as allow excess ingress of contaminants, and create an increase in internal condensation.

Where this has happened, rail systems are routinely failing, railway lines are being closed, and the network has been beset with

communications issues. Maintenance on railways is expensive and never without risk – and this work is arguably avoidable.

So, how does the rail industry tackle these problems and increase its resilience in a cost-effective way; one that is futurefocused and based on ‘right first time’?

In answering this, we need to consider a modern enclosure’s design and build principles, including construction, design, materials, testing and IP ratings to understand how they can all affect an enclosure’s ability to keep the elements out, while maintaining optimal conditions for modern electrical and electronic components.

Enclosure Construction

Enclosures can be constructed as single- or double-skinned units (i.e. two material layers separated by an air gap). New digital technology of this type typically needs to be housed in double-skinned enclosures for the following reasons:

• Temperature management.

• Lower condensation.

• Higher security.

Temperature management

Solar gain, where heat is absorbed directly from the sun’s rays, is significantly reduced with double-skinned enclosures because the air gap between the two skins creates a buffer between the inner compartment (containing the equipment) and the sun.

A single-skinned enclosure will essentially act as a radiator, absorbing and then dispersing heat. This process will only add to the heat already inside the enclosure, much of which is generated by the equipment itself.

As we’ve indicated, system components typically fail more frequently as

temperatures rise. In this case, the difference in the internal temperature between double- and single-skinned housing can be as much as 15oC.

These are entirely preventable failures, but ones that will require engineers to be deployed, along with the purchase and transport of replacement equipment, and of course the removal and waste of the broken equipment, all of which increases both op-ex and its carbon footprint.

If excess heat doesn’t cause outright equipment failure, it will almost certainly reduce its working life; some electrical components designed to last for ten years at 35oC temperatures, may only last for one year in 70oC.

Note: An outdoor enclosure should also have some form of climate management in place, whether that is passive, using louvres and filters, or active from fans creating a throughput of air to help remove the heat. Unfortunately, in high summer ambient temperatures, neither option may offer much in terms of heat transference. In these circumstances, cooling based on refrigeration is required. This will require a fully sealed enclosure; something that seems to be the direction of travel for many applications.

Lower condensation

Condensation inside an enclosure can cause water droplets to form on the inside enclosure surface and pool on the floor. With single-skinned enclosures, these pools of water will collect around the electrical equipment, creating a very real risk of the equipment shorting out. In double-skinned enclosures, the condensation tends to collect between the inner and outer walls.

Some applications have tried applying insulation boards to the inside surfaces

of single-skinned enclosures to manage internal temperatures. But lining an enclosure in this way prevents it from being ventilated, and ventilation is always vital to prevent condensation forming.

Higher security

Enclosures are large, conspicuous, and often sited in publicly accessible areas, making them a potential target for thieves. A welldesigned enclosure made of interlocking, carefully configured panels can provide greater security, making it much more difficult for would-be thieves to gain access to the technology, such as telecoms equipment and batteries.

Some enclosures are constructed as shells rather than panels, but this makes them a lot more difficult and expensive to repair. Any damage to one side will mean the whole enclosure will need to be removed from site, to be either fixed or replaced. Similar damage to an enclosure made of panels is considerably easier to repair; the damaged panel is simply removed and replaced. Not only is this far quicker, it lowers the cost of the repair, ensures the system is up and running again sooner, and again, it lowers the carbon footprint.

That’s not to say that single-skinned enclosures are never effective; for certain applications, they are fine e.g. where the equipment is mainly cabling.

Enclosure material

Stainless steel or galvanised steel are popular material choices for enclosures, largely because they typically last a long time. However, aluminium is often a better and more cost-effective solution for rail applications outdoors. It is relatively cheap, and much lighter than steel, so heavy lifting gear isn’t necessarily required. It also has impact properties that are less prone to cracking compared with stainless steel and any exposure to water will create a layer of aluminium oxide that bonds to the surface and doesn’t flake (unlike the rust on a stainless steel enclosure). Powder-coating the aluminium will add an additional layer of protection and help extend the lifetime of the enclosure.

Smaller systems can be housed in GRP enclosures, ideally with Class 2 protection (i.e. insulated to 1,000 volts). GRP enclosures will need outdoor approval ratings because of their potential to fade/discolour and warp in the heat. Nevertheless, they’re a good option for small remote communications or telemetry devices, relays, and terminal boxes, as well as lighting systems.

Enclosure testing

As mentioned earlier, enclosures placed near railway lines must be able to withstand challenges like shock and pressure, and nowhere is this more obvious than within tunnels. Enclosures located in tunnels must be tested and certified to be capable of withstanding the pressure differentials created by fast-moving passing trains; these differentials are so powerful, they can easily remove an enclosure door. They must, of course, also be fire resistant.

Protection (IP) Ratings

IP ratings for outdoor enclosures are widely misunderstood. They are designed to be an indication of the protection offered by the enclosure against solid and water ingress. However, they are based on tests carried out under laboratory conditions, which don’t replicate conditions by a railway line.

An IP66 rating, for example, tests the enclosure door seal resilience under high water pressure. But this is not a good indication of its resilience in the face of wintery weather where rainwater which collects and can freeze against the door, causing it to expand with such force that it will split the seal. Plus, IP ratings will be broken anyway, every time an engineer opens the door.

Rather than IP66, rail engineers would almost always be better off choosing an IP55 rating, which is more than sufficient for UK outdoor conditions, coupled with an enclosure design that protects the seal; for example a physical barrier between the door seal and external environment. This can be achieved in a number of ways but a protruding roof canopy or rainwater strip to stop rainwater from being trapped between the door and the body wall is one of them.

These features will ensure that an outdoor enclosure will last longer, and they provide better protection for the equipment inside because the seals stay intact.

Enclosure modularity

As we’ve outlined above, the current speed of innovation and development is so great, that planning ahead for further changes isn’t a luxury – it’s a necessity. Modular systems offer cost-effective housing for modern technology, thanks to their rapid scaling potential.

They provide a fast, effective option for expansion and for combining services such as signalling, communications and power, each separated by hard divides and with independent door controls for enhanced security.

In summary

Choosing the right enclosures for assets spread across a divested rail network is an area that should always be given close attention if the systems within them are to be adequately protected.

Temperature control and condensation can quickly knock-out electrical equipment, causing disruption and misery for passengers, as well as increased capex and a higher carbon footprint for the rail companies.

To ensure the product selected will provide a long-term cost-effective solution, it always makes sense to involve a company which has both the relevant expertise and the widest range available.

Tel: 01709 704000

Email: information@rittal.co.uk

Visit: www.rittal.co.uk

The next level of inter-car jumper solutions

■ Longer lifetime due to optimised design against water, dust and ice

■ Time savings during the whole installation process due to free access from all directions

■ Weight savings due to the replacement of distribution boxes and shorter cable runs

■ High flexibility due to full compatibility with the whole Han® HPR portfolio (retrofit)

Energy Distribution for Rail Vehicles

Connectors for rail applications need to be extremely robust, but also easy to install and maintain

HARTING has developed new solutions for rail vehicles which focus on the safety and durability of the entire infrastructure. These products are part of a complete system of cabling that extends from the vehicle roof to the underfloor distribution.

The Han® HPR (High Pressure Railway) VarioShell is a housing system which has been specially designed for jumper applications. Thanks to a circumferential internal seal and mounting frame, the two-piece housing/hood achieves an IP69K rating. As the cover is removable, the housing/hood can be installed from both inside and outside the rail vehicle. This also simplifies servicing and maintenance because the housing cover can be opened and faulty conductors or contacts replaced without disconnecting all the connections.

The contours of the VarioShell allow dirt deposits to slide off while channels guide water away from the housing screws so that rust does not form. Special curvatures on the upper side ensure that ice and snow slide off without exerting pressure on the wall and housing, increasing service life.

The VarioShell is an open system that also houses mounting frames, cable managers and shielding plates to route and hold cables with different diameters. It can be used as a surface or panel mounted housing and is a robust alternative to distribution boxes for installation on the roof, outer wall or bogie.

The Han® HPR HPTC (High Performance Transformer Connector) has been developed to meet all the requirements of the rail market. Hoods, housings and cable glands have been optimised for outdoor use, ensuring the connection between pantograph, transformer and train busbar remains stable over the long term. Existing contours on the transformer can be reused, meaning design changes are unnecessary.

This product has been specially designed for simple assembly, maximum safety and to minimise the number of components used. A crimped contact on the cable side is inserted into a three-part, touch-proof

insulating body and there is a cable gland that protects against dust and moisture whilst also forming part of the shielding, absorbing residual currents and transferring them to the housing.

The hoods and housings are metallically contacting on all sides, which means the cover and underside are connected across the entire contact surface. This is a new development, being the first transformer connector that is specially designed for shielded connections. Collecting and discharging residual currents is achieved with the Han® HPR HPTC P800 thanks to its two separate contact zones. It is directly connected to the flange housing by a surface on the underside and there is a thread on the upper side for a potential grounding, which dissipates the remaining residual currents.

Neither shrinking nor taping are required in the assembly process and the interfaces are quick to prepare; simply crimp the contacts, insert the insulating body with shield contact into the housing, close the cover, and the cable side is ready. Two coding elements in the panel mounted housing enable 16 different possible combinations and one connector is enough for the transformer connection, meaning there is no risk of confusion.

The Han® HPR TrainPowerLine (TPL) replaces existing solutions such as UIC, power or Y-distributors for train busbars. It is tailored to modern trains running in a network and offers weight advantages of up to ten kilogrammes per rail vehicle compared to previous standards. As a result, very little space is required to reliably supply all the electrical equipment and systems of the train.

Following requests from customers, the application was simplified considerably. A uniform solution replaces the many variants that were previously required for busbar construction and the number of parts used has been significantly reduced. At the same time, safety is top priority: male and female contacts are designed to be touch-proof and there are ground potentials on the top and bottom of the housing. The contours of the

TPL also effectively remove dirt and ice to the sides.

Previous interfaces for the underfloor were often hard-wired. The TPL is designed so that all connection points are now pluggable. The housings are equipped with Han® HC Modular high-current contacts that transmit power up to 800 A / 5100 V DC / 3000 V AC. The housing is based on the Han® HPR design and is made of corrosionresistant aluminium die castings. Therefore, the TPL is ideally suited for use in harsh environmental conditions and outdoor applications.

This interface is a uniform connector design for the entire underbody distribution system of a train. Its advantages include shorter installation times, more economical use of materials, weight reduction and standardised assembly processes.

HARTING is also constantly innovating products and solutions to drive advancements in transportation. Currently, there is an ongoing drive towards weight reduction within the rail vehicle construction sector as manufacturers strive to minimise energy consumption to improve efficiencies. One way of delivering savings is reducing the weight of components.

With the Han-Eco®, HARTING has developed new innovations for their industry standard Han connector series. The range contains a series of hoods and housings manufactured from high-performance, glass fibre-reinforced, polyamide plastic, which offer substantial weight savings compared to traditional metal connectors.

By switching from metal to Han-Eco®, you can achieve substantial weight savings of up to 50 per cent per connector. As well as being lightweight, Han-Eco® also supports modular inserts, meaning data, signal and power options can all be combined into one standard-sized industrial connector. Not only does this make them versatile, but it also further reduces the space requirement for connectors within the train. Han-Eco® complies with standards IEC 61948 and EN 45545-2 HL3 and is fire-resistant according to UL94 V0.

HARTING are also supporting retrofit solutions for the European Train Control System (ETCS) and have a wide range of railapproved products and solutions to support this challenge.

Interior fitting and retrofit work in trains is often awkward due to restricted space conditions, meaning easy installation is crucial. The M12 PushPull is the solution, offering handling, time saving and reliability benefits. M12 PushPull uses a tool-free connection, meaning the assembly density can be significantly increased, helping to save valuable space.

Used in combination, HARTING’s preLink® system and Ha-VIS EtherRail® cables allow you to build secure data networks in trains. EtherRail® cables are specially designed for railway requirements whilst the preLink® contact block allows you to pre-fabricate data cables outside the carriage before installing them, resulting in a reliable, simplified assembly.

As well as product systems, HARTING also offers customised solutions for rail vehicle technology. With specialisms including cable assemblies, box builds and inter-car jumpers for the rail market,

HARTING uses its experience to design and create custom solutions that meet your exact requirements. All customised products are built and tested at their fully IRIS-certified manufacturing facility in Northampton and are based on market-leading connectors from the extensive HARTING range, including M12 and Han-Modular®.

The company has recently retained their prestigious Silver Quality Performance Level award from the International Railway Industry Standard (IRIS). Silver Performance is currently the second highest performance level issued by IRIS and is a significant achievement for HARTING, making them one of only two UK companies to receive Silver status and putting them in the top five per cent globally of all IRIS certified companies.

Inter-car jumpers are designed to run connections between train carriages, including roof or underfloor systems, ensuring a reliable supply of data, signals and power along the train. The Han-Modular® series allows you to create a versatile solution by combining individual inserts for different transmission media into standard-sized industrial connector housings.

The series offers over a hundred different inserts, enabling a wide range of customisable combination options.

For example, as the demand for data communications in rail vehicles increases, powerful network and data interfaces are required to power information systems and fast, reliable internet access. The Han® Gigabit module enables Cat. 7A transmission in the inter-vehicle area and delivers higher frequency bandwidth for the flow of data. The interface is also shock and vibration resistant according to EN 61373 and shielded against electromagnetic interference (EMC).

No matter what the degree of complexity, HARTING have the capacity to produce bespoke, project-specific solutions to suit your needs, including installing components, efficiently routing cable harnesses and fabrication. To further assist you, their design team can create a 3D CAD visualisation of your build beforehand to ensure absolute accuracy before manufacturing begins.

To learn more about HARTING’s range of rail products and solutions, get in touch via the contact information below.

Email: salesUK@harting.com

Visit: www.harting.com/UK/en-gb/markets/ transportation

Han-Modular® allows you to combine individual inserts for different transmission media into standard-sized industrial connector housings.

The new products are part of a complete system of cabling that extends from the vehicle roof to the underfloor distribution.

HARTING retained their Silver Quality Performance Level award from the International Railway Industry Standard (IRIS).

Customised solutions include cable assemblies, box builds and inter-car jumpers.

Ace Every Test

A professional and customer focused accredited laboratory with experience in diverse industrial sectors testing products for vibration, climatic, corrosive atmospheres, ingress protection and shock

Axis Test Laboratories is a provider of comprehensive environmental testing that enables designers and engineers to qualify and evaluate the behaviour and performance of their products whilst ensuring all legal requirements are satisfied. With experience in offshore, deep sea, rail, road and military product approvals, the procedures employed by Axis Test Laboratories can be applied to highlight where the exposure to environmental conditions can present a potential hazard or cause performance issues to equipment.

The company was established in 2010 to meet the testing requirements of the marine and subsea sectors, and has expanded so it now provides environmental testing to industries ranging from; rail, military, aerospace, industrial, as well as packaging and transportation testing.

The team are on hand to offer extensive advice, drawing from the experiences of an expert team of Engineers to guide customers through every step of the testing process.

This expertise allows Axis Test Laboratories to provide insight and potential solutions, to shorten development times and help reduce the costs by finalising an optimal design as quickly as possible.

Vibration testing / Shock testing

Vibration testing involves the repeated oscillation about a central point at a specific level and frequency, meant to mimic the effects of ‘shaking’ experienced by products in everyday use. This shaking can be a result of nearby reciprocal machinery or the uneven road surface experienced during transportation from factory to customer. Imbalances in the construction can stress the materials and cause metal fatigue, which can result in cracks, fractures and breakages resulting in the product not being able to carry out its intended function and potentially resulting in injury. Vibration testing identifies weaknesses in the construction and can locate problems before they occur.

The assessment is not just limited to the physical observations. For many

products, full functionality is a requirement, particularly for safety critical equipment. As part of the vibration test schedule at Axis Test Laboratories, inputs and outputs of systems can be monitored to ensure no loss in signal or degradation of performance and that the equipment under test continues to function as normal both after and during any testing experience.

Corrosive atmospheres

Axis Test Laboratories can offer tailored testing strategies to give a broad analysis of how a product is affected by exposure to corrosive atmospheres. Multiple exposure periods are offered, ranging from several days to multiple weeks depending on the specified requirements.

Corrosion testing involves creating a damp, warm, high concentration salt atmosphere in which a product can be observed to see how resistant the materials are to the corrosive effects of the chemicals which occur naturally in outside conditions.

The effects of a corrosive atmospheres can adversely affect the performance of

products, and can even render products useless. Corrosion testing, as performed at Axis Test Laboratories is an efficient way to ensure the effectiveness of protective coatings and to identify any areas that may cause issues over the lifetime of a product.

Climatic testing

Climatic testing is useful in various industries to examine the effects that extremities of environmental conditions have on the functionality and reliability of products. Climate can affect the structural integrity of materials, can contribute to unexpected problems with electronics and interfere with safety critical sensors.

Performed to the highest of good engineering practices and by the methods outlined in BS EN 60068. Testing is carried out with accreditation from UKAS ensuring confidence in the robustness of the practices, precision of the equipment and accuracy of reporting.

The following conditions are trialled as part of the climatic testing at Axis Test Laboratories:

• Cold – simulates the effects of freezing conditions and general areas of low temperature such as what may be experienced in the Arctic and Siberia.

• Dry heat – ideal for simulation of hot, dry conditions such as engine rooms and deserts.

• Humidity – this test can detect problems caused by damp atmospheres. Changing humidity and temperature can cause condensation to form in areas of the product which may inhibit correct operation.

Rail and rolling stock

It is essential that rail equipment is proven to be safe and reliable, and is able to withstand any harsh environment. Axis Test Laboratories provides a range of suite testing to ensure that all equipment meets the rail industry requirements.

The types of testing done includes:

• Vibration.

• Shock and bump.

• Salt mist and corrosive atmospheres.

• Cold, Dry heat, Cyclic Humidity, High/ Low Temperature Storage.

• EMC, Stress and Voltage Testing.

The unique business model Axis Test Laboratories employs enables customers to send their equipment from anywhere in the world to their laboratory in Durham for environmental testing, and receive a full test report back within ten days or less of the completion of testing. For more information or to speak to the team, get in touch via the contact information below.

Tel: 0191 3784653

Email: info@axistestlaboratories.co.uk

Visit: www.axistestlaboratories.co.uk

Address: Axis Test Laboratories

Unit 11A, Oakway Court, Meadowfield Industrial Estate, Meadowfield, Durham DH7 8XD

climate positive CRADLE TO GA TE

Floor Coverings that Create a Positive Impact

Ever since Forbo Flooring Systems began making floor coverings, starting with linoleum more than one hundred years ago, the company has been committed to creating better environments in all the spaces in which people, work, live, travel, relax, learn and play

Today, with a vastly increased range of product choices, it remains every bit as passionate about sustainable floor coverings.

At the forefront of sustainable entrepreneurship for over three decades, Forbo was the first in using Environmental Product Declarations (EPD’s). This remains a transparent way to calculate the environmental impact of its raw materials and processes, as well as the products lifecycle.

When it comes to product design and production, Forbo follows the 4R principle of `Reduce, Reuse, Recycle and Renew` for all its collections. The design process is central to reducing raw material requirements, reusing factory waste, recycling old products and employing renewable raw material. Following green design principles means working with circular economy principles in mind as well. Furthermore, one hundred per cent of the electricity Forbo buys for all of its production sites, comes from renewable sources

Climate positive, cradle to gate

Marmoleum FR² and Marmoleum Striato FR are linoleum floor coverings made from natural materials. Floor coverings associated with sustainability, durability, high quality and innovative design. Created using a high percentage of natural raw materials, with renewable and recycled content, offering a sustainable solution to rail interior design.

As part of the Marmoleum product range, Marmoleum FR2 and Striato FR products are climate positive (cradle to gate) without offsetting. In simple terms, they absorb more carbon dioxide (CO2) during the growth of their plant-based ingredients such as flax, jute and resin, than is released during the manufacturing and transportation processes.

The result is a net positive impact on reducing greenhouse gases in the atmosphere from cradle to gate.

Marmoleum FR2

Marmoleum FR² is also naturally bacteriostatic, meaning it actively prevents the growth of harmful bacteria. In fact, it has been independently proven to suppress the spread and growth of numerous infections, including MRSA, Norovirus and C Difficile. This protection is active from the point of installation and will not diminish in quality over time.

What’s more, it is a floor covering solution that is easy to clean and maintain as well as durable, safe and comfortable for both wheeled and foot traffic. Awarded the prestigious Allergy UK Seal of Approval as, with the correct cleaning and maintenance regime, it won't harbour dust mites, contributing to a better indoor environment for all.

All Marmoleum FR² floor coverings include Topshield pro, a double layer, UV cured finish that is scratch, and scuff resistant, easy to maintain and ensures long-lasting appearance retention. The Topshield pro finish features a two-layer system that can be repaired or refreshed in cases of damage or after many years of use. Because the floor lasts for so long and is so easy to clean, Marmoleum FR² has a low cost of ownership.

More hygienic than other textile floor coverings

Thanks to its unique construction, Flotex FR is one of the world’s most hygienic textile floor coverings available on the market. A flocked floor covering that combines the cleaning properties and durability of a resilient with the comfort, slip resistance and acoustic properties usually associated with textiles. In addition, it is a textile floor covering that can be digitally printed, allowing for great design freedom.

Containing over 70 million upright fibres per square metre, Flotex FR is exceptional at capturing fine dust particles and allergens in the air, significantly improving the air quality within rail vehicles. Vacuuming Flotex FR removes twice as many allergens

than from conventional carpet due to its design allowing it to be cleaned down to the base of the pile. This is why Flotex is the only textile floor covering to receive the Allergy UK Seal of Approval.

Flotex FR floor coverings are waterproof and washable with many different cleaning products. Importantly, it is fast drying, maximising the efficiency of the cleaning process. When tested against six other carpet constructions, Flotex FR far outperformed its competition, having only 0.57 per cent moisture remaining two hours following cleaning.

Prolonging the lifetime of interior rail floor coverings

Stopping up to 95 per cent of walked-in dirt and moisture, effective entrance floor coverings can prolong the life of your rail vehicle interior floor coverings and finishes, as well as greatly reducing cleaning costs and the risk of slipping. With almost 50 years of experience, Coral FR offers you the best entrance flooring solutions for your entrance areas on board rail vehicles.

As an alternative to fully adhering the floor covering to the subfloor, Coral FR can

also be supplied with alternative backing types for quicker and easier installation and replacement.

Coral Brush FR, Coral Duo FR and Coral Welcome FR entrance floors all use Econyl® yarn which is made from used and abandoned fishing nets. Using Econyl® is a way to reduce existing waste, avoid additional manufacturing-related pollution, and keep the consumption of natural resources and energy to a minimum.

All the waste yarn from the Coral FR production is re-used by the yarn supplier and virtually zero landfill is achieved by the manufacturing plant.

Tel: 01773 744121

Email: transport@forbo.com

Visit: www.forbo-flooring.com/rail

Coral FR

Flotex FR

Unsafe

Safe Zone

A Pioneering Role in Geofencing

RSS Infrastructure (RSSI) has been at the forefront of safety innovations in the rail sector. Recognising the immense safety potential of geofencing, RSSI has been instrumental in championing its adoption

Geofencing is fast becoming the industry standard for bolstering track worker situational awareness and worksite visibility. Its applications aren't limited to the rail infrastructure; it can be used across worksites where workers might be exposed to hazards, such as moving vehicles or machinery.

Introduced as part of Network Rail's commitment to innovation, geofencing received product acceptance in September 2022. Its implementation is underway across various Network Rail routes, with several principal contractors already leveraging its benefits.

Jason Fidoe, TWS Technical Manager said: ‘RSS Infrastructure is a trusted partner in the innovative application of geofencing technology within the rail industry. Our mission is to elevate safety standards, boost operational efficiency, and deliver solid asset management and tracking solutions.

By collaborating with Tended, we combine their technical expertise and our proven track record in implementing successful track safety solutions to bring about a transformative change in the rail sector.’

Understanding geofencing

Geofencing is a geospatial technology that establishes a 'virtual' geographic boundary or zone. When these boundaries are crossed, real-time alerts are triggered. In the context of safety, geofencing can be a lifesaver. Companies can set out precise, safe working areas, and workers with wearable devices receive alerts if they venture out of these zones. This enhances situational awareness and ensures workers are clear about safe entry points and routes on a site. Additionally, geofencing can be employed to set up exclusion zones, especially in areas with operational machinery, ensuring that workers and machinery do not come into unintended contact.

Challenges and solutions

While large enterprises might find investing in geofencing equipment and training feasible, smaller businesses find it more challenging to justify the investment. Recognising this gap, Jason saw an opportunity to collaborate with accredited geofencing technology providers, Tended. The solution? A managed service that makes geofencing technology accessible to a broader range of projects.

Launched in July 2023, this service adheres to the Trackworker Protection and Warning Systems Standard. RSSI even offers businesses the option to engage a geofencing-certified Controller of Site Safety (COSS) for project support through its managed service.

Winning hearts and minds with demonstrations

RSSI understood the importance of demonstrating the tangible benefits of geofencing to potential clients. Through live demonstrations, clients could witness the technology in action, appreciate its ease of use, and experience firsthand the alerts when moving out of safe zones. These initiatives showcased the lightweight nature of the devices and their seamless integration with workers' PPE and reassured workers of the added layer of safety it provides.

Using technology to improve situational awareness

There are numerous brain functions that can lead to a loss of situational awareness, which in high risk environments, can be fatal. In the rail industry, minor mistakes can escalate into significant issues. Instead of demanding constant vigilance from individuals, which is unrealistic, Tended realised the focus should be on leveraging technology to enhance human abilities.

Geofencing technology stands out in this regard. It combines advanced GPS systems, like those in drones, with a planning system designed for the rail

sector. Its primary purpose is to establish virtual safety zones for track workers. With centimetre precision, wearable devices can determine a wearer's proximity to the zone boundary. If a worker strays outside the safe zone boundary, the device emits an alert, directing them back to safety. More than immediate risk prevention, this technology gradually influences behaviour, promoting safety-first habits.

Jules Reed, Head of Behavioural Science at Tended said: ‘Consistent feedback is essential for habit development. Geofencing wearables provide real-time feedback, acting as a continuous reinforcement tool. This constant reinforcement can make safety behaviours instinctive for workers, enhancing the overall safety culture.’

Situational awareness is more than just being alert. It involves understanding your environment, intertwined with cognitive functions and biases. Our brains, while designed for survival, sometimes conflict with the requirements of highrisk settings. Technology bridges this gap, not replacing human judgement but augmenting it. Effective situational awareness today combines human intuition with technological expertise, collaboratively reducing risks and promoting a sustained safety culture.

Highlighting the benefits of geofencing technology

The benefits of geofencing technology are threefold: it enhances worker safety, boosts efficiency, and improves asset tracking on worksites.

• Protecting Workers on Track – geofencing technology is a game-changer for track worker safety. It provides an additional layer of protection, alerting teams if they leave their safe zones. This helps them regain situational awareness, driving safer behaviours and decisions on site.

• Improving Operational Efficiency –geofencing technology can streamline your operations. With rail-specific map overlays that include ELRs, miles and chains, you can easily and precisely place geofence zones, protection assets, and safe access points. This reduces setup time and enhances project efficiency.

• Asset Management and Tracking –geofencing technology is vital in asset management and tracking. It ensures that teams and assets are precisely where they need to be, confirms the removal of equipment from the line upon project completion, enhances accountability, and reduces the risk of loss or theft.

Ease of deployment

With extensive experience in Track Warning Systems and worksite management, RSSI has developed a comprehensive Geofencing service for the rail sector. This service includes three key offerings:

• Fully Managed Service – RSSI will handle everything from consultation and planning to supplying qualified staff

who distribute wearable devices, conduct safety briefings, manage the planning dashboard and worksite, and ensure safe working zones.

• Planning Service – for businesses that buy geofencing wearables but lack the time, resources, or expertise to set them up, RSSI's TWS planning department is ready to help with detailed planning services.

• Dry Hire Option – for businesses that own geofencing wearables and have fluctuating needs, RSSI offers a flexible dry hire service to accommodate varying requirements. These services are designed to provide additional safety and efficiency and are tailored to each business's needs.

These services, designed with precision and expertise, will improve safety and efficiency and are tailored to the unique needs of each business or worksite.

The road ahead for geofencing

The potential of geofencing extends beyond the rail sector. RSSI's vision includes exploring its applications in other areas, such as light rail or construction projects, and other sectors, such as civils, highways

and utilities. Plans are also underway to utilise geofencing for creating exclusion zones around moving machinery, further enhancing safety across various operational scenarios.

In conclusion, geofencing is undeniably gaining ground across the rail sector, offering a blend of enhanced safety, operational efficiency, and ease of deployment. With pioneers like RSS Infrastructure leading the way, the future looks promising for this transformative technology.

For more insights into RSS Infrastructure's work with geofencing technology, contact Jason Fidoe, Technical Manager, at jason.fidoe@rssinfrastructure.com or on 07769 645202.

Tel: 0330 113 0004

Email: info@rssinfrastructure.com

Visit: rssinfrastructure.com

Lower-carbon Cement in the Rail Sector

Easy installation and durability make it a popular choice for rail infrastructure projects

Concrete Canvas is a flexible, cement-filled fabric that hardens when hydrated. Its unique properties make it an ideal solution for a wide range of rail applications, including crest drainage, slope protection, weed suppression and erosion control.

Concrete Canvas® (CC) is a flexible, concrete-filled geosynthetic that hardens on hydration to form a thin, durable and waterproof concrete layer. CC combines the robustness of a precast or poured concrete solution with the ease of installation and reduced permeability of a geomembrane. CC allows concrete construction without the need for plant or mixing equipment, offering a rapid, lower-carbon, environmentally sensitive solution for erosion control and weed suppression applications. Essentially, it's Concrete on a Roll™.

CC is manufactured in South Wales and exported to over 100 countries worldwide from its purpose-built headquarters, incorporating state-of-the-art R&D laboratories and a demonstration park.

The speed and ease of installing CC mean it is well suited to time-critical track-side work, reducing line possession and improving safety. Eliminating issues associated with rebound from shotcrete and the large plant and equipment required for traditional concreting methods means rail works can continue without line closures. CC is certified with a durability of over 120 years when used in erosion control applications – HS2 requires a 120-year design life for products; this provides vital accreditation to the physical properties, design and installation guidance of CC, enabling designers to ensure they are specifying a quality material.

With tightening budgets and a greater focus on increasing the efficiencies of current assets rather than building new ones, CC offers a unique solution for the remediation of existing infrastructure. CC can improve the industry by utilising existing assets, reducing waste and contractor burden. One Bulk Roll of CC

equals two 6m³ ready mix trucks; therefore, one 40ft vehicle movement would cut down on 32 mixer trucks.

CC is an industry-accepted alternative to conventional concrete that has been widely used by Network Rail across the UK for over 14 years and is one of a few products included in the Network Rail Standardised Task Portal. Route Directors, Senior Asset Engineers (Drainage) and minor works teams across the five Network Rail regions and their 13 routes have specified the geosynthetic.

CC has been extensively used through CP4, CP5 and CP6. Most route network framework contractors have installed CC, including QTS, Balfour Beatty, BAM Nuttall, Costain, AmcoGiffen, Alun Griffiths and Story Contracting. CC has been specified on numerous projects for Network Rail, Transport for London, Translink NI Railways and others. Typical applications for Rail in the UK include channel lining, culvert repair and weed suppression.

During three control periods, the company has been fortunate to be involved in over 600 Network Rail schemes across the UK. Some recent standout projects include the installation of Concrete Canvas® for the rapid lining of crest drainage channels across several Network Rail routes, including work at Slochd, Charfield and Bath Road Cutting. It was specified over ST4 poured concrete to line crest perimeter drainage channels on different compounds at HS2; this application is typically required to prevent saturation of embankments and potential slip onto a track below as a result. For all projects, the ease and speed of installation allowed contractors to increase workers' health & safety by minimising the time on site, reducing line possession during the works and providing a lower carbon alternative to conventional concrete lining methods.

As a supply chain partner with Network Rail since 2009, CC has worked and collaborated with most Tier 1 and Tier 2 consultants and contractors in the rail sector

across the UK. As a manufacturer, CC can provide expert support at all project stages, from pre-design to completion, with regional technical sales support, specification and installation guidance.

Recently, a new product range has been developed to reduce further the environmental impact of the original Concrete Canvas® material whilst delivering even higher performance for the customer. The new T-series has 33 per cent less embodied carbon than standard CC, providing more than 63 per cent savings when used to replace conventional poured concrete for erosion control applications. The new material also has 25 per cent higher abrasion resistance providing longer-lasting protection.

The T-series was a vast project for Concrete Canvas, with thousands of hours in research by the R&D team with well over 150 documents carefully being checked,

updated and re-issued by the Marketing Department to launch successfully in June 2022.

CC Ltd is working hard to reduce the company's environmental footprint and is proud that by replacing conventional concrete solutions, CC products sold to date are estimated to have saved over 3000 tonnes of CO2 emissions globally. The T-series product line mentioned previously has 33 per cent less embodied carbon than the original CC and is building on this legacy as we advance.

The introduction of the T-series has already seen several of its key benefits utilised by clients in the Rail Sector and beyond to help them deliver their KPIs and objectives to reduce embodied carbon on projects.

One of the biggest challenges to the railway network in recent years has been extreme weather conditions. Long-term

trends show changing weather patterns with increasing average and maximum daily temperatures with drier summers, wetter winters, and severe storms. The increased risk of weather-related events such as floods and landslips causing delays, rising operating costs and increased safety risks along the network is a genuine issue.

There has been increased investment in CP6 and a focus on weather resilience, which has led to long-term asset resilience improvements, reducing the number of assets susceptible to adverse weather. Drainage management has also been enhanced, focussing on the importance of water management around rail infrastructure to prevent saturation of slopes and minimise the risk of landslips.

An example of use is a recent multiagency scheme, headed by the Environment Agency with National Highways and Network Rail collaboration to provide an erosion protection solution to a Network Rail embankment as part of an overall flood alleviation scheme in Birmingham. The use of Concrete Canvas showed the materials' innovative approach to solving issues the original poured concrete design presented to the contractor regarding the project's buildability.

The GWP saving on this scheme alone, compared to ST4 poured concrete was a massive 66 per cent. All parties had approved and accepted the original material. Still, after the launch of the new T-series formulation, even better-embodied carbon savings than initially expected were achieved.

CCT-series is already reducing the amount of embodied carbon emitted by the rail sector. Since launch last year, Concrete Canvas has sold over 12600m² of material to the rail sector across the UK at just under £330,000. The switch to the T-series has saved 175 tonnes of CO2, equivalent to approximately 28.5 days of airline flight or over 8,000 trees absorbing CO2 in a year.

The new product ranges are a large step forward in evolution for the GCCM material class used in the rail sector, and the company is still innovating. Since day one, Concrete Canvas has strived to provide the best material possible for erosion protection with continuous innovation critical to the company's growth, evolving and moving towards a better, greener, and brighter future for the rail sector.

Tel: 0345 680 1908

Email: info@concretecanvas.com

Visit: www.concretecanvas.com

DIGITAL FREIGHT TRAIN

CONNECTED FUNC T IONS FOR INTEGR ATING RAIL VEHICLES AND FLEE TS AR E THE KEYS TO F U TUR E-PROOF R AIL OPER ATIONS.

Social megatrends such as urbanisation, eco-efficiency, digitisation and automated driving are shaping new technologies. And it ’s not just the vehicle subsystems and products that are getting more intelligent − services are keeping pace: remote diagnostics, predictive maintenance and innovative connectivity solutions add genuine value for vehicle manufacturers, operators and passengers alike.

At Knorr-Bremse in the UK, we provide end-to-end digitisation and automation, boosting transportation capacity with automated processes and digital solutions, and improving efficiency and availability to make rail freight faster, more flexible, and more accessible to schedule.

| rail.knorr-bremse.com |

Reaching out and Pushing Boundaries

As part of Network Rail’s technical strategy, they are continuing to drive and promote research and development into new ideas and technologies to address challenges faced

WM Plant Hire is proud of its continued work with contractors across the UK, exploring the best application of long reach and Spider excavator machinery to achieve the most efficient delivery on both maintenance and emergency operations. Long reach and spider excavator specialists, WM Plant Hire, with a wide-ranging fleet from four to 115 tonnes continue to invest ensuring the team has the capability to tackle almost

every eventuality. Whilst the reach is always a major factor, access constraints usually dictate the size of the machine and so the company continues to extend its offering in this specialist market. Their fleet includes:

• Wide track, low ground pressure long reach machines.

• Ten to 16-metre zero-tail swing excavators – fully rotating within the width of the tracks.

• ‘Spider’ or ‘Walking’ excavators up to 16 tonnes.

By investing in some of the largest Spider machines in the UK, this enables its clients to work on steep slopes, in deep water and overcome obstacles such as fencing and safety barriers to achieve a rapid response. With powerful hydraulics up to one hundred per cent more than equivalent size tracked machines, these larger Spiders offer more versatility with the capacity to handle heavier attachments for more varied applications. In addition, by offering experienced and dedicated long reach

22-metre-long reach working in tandem with Spider excavator at Sevenoaks

operators, the company believes they can give the customer the very best in safe and productive working.

WM Plant Hire has developed its expertise over 30 years working on numerous high-profile contracts including HS1, HS2, Evergreen, Crossrail, West Coast Mainline and Hope Valley Upgrades together with numerous emergency schemes – most recently Nuneham Viaduct. By prioritising client relationships, the company facilitates open communication necessary to ensure optimum plant selection by Network Rail contractors and efficiencies achieved thereby in operations. The crucial understanding developed between parties in turn helps promote the exploration of new ideas, pushing boundaries in delivery.

Commitment to Safety and Environment

As a specialist plant hire business, the company is committed to safety, working with equipment manufacturers on machine specification to enhance safety features wherever possible to meet the stringent requirements of rail operations.

Most recently this has been evident in their Euromach Spider excavator specifically customised with a dedicated inbuilt winch, which can be anchored to plant at the top of an embankment as a secondary fail safe. This machine can travel where conventional

tracked machines cannot. This approach was adopted by BAM Nuttall at Sevenoaks on a regrading scheme where the machine was able to work safely on an embankment above a live railway line.

WM Plant Hire offers the full range of machine control systems (height, lift, slew, envelope control) as well as additional safety features including LED lighting, 360 degree all-vision cameras with boom and dipper cams to maximise safety. This includes the latest Network Rail approved X-watch full envelope control system to manage machine movement near to the rail line, used in some challenging locations at Hope Valley and on an embankment repair at Hook.

The addition of the Euromach Spider with the latest stage V engine also demonstrates the company’s continued commitment as part of the supply chain to help clients work toward net zero targets.

‘We continue to invest across our fleet in machines with better fuel consumption and environmental credentials, demonstrating cleaner and more efficient operations; ensuring our clients are able to use alternative greener fuels such as HVO; as well as exploring better ways to record our own carbon footprint’ said Director Damian McGettrick

As a Chartered Civil Engineer and past Chairman of the ICE West Midlands region,

his engineering knowledge has improved productivity through efficiency and sustainable engineering practices, which he is keen to help deliver for his clients.

Collaboration with Clients

Ensuring clients select the machinery to facilitate the most efficient operations is important to WM Plant Hire as evidenced in their collaboration at Hook with Universal Piling and VolkerFitzpatrick. A failure of an embankment resulted in the mainline from Southampton to London being reduced to one operational line. Following the emergency installation of piles to stabilise the bank, WM Plant Hire assisted with the install of 1,200 soil nails to depths of up to 25 metres. A range of long reach excavators were supplied to suit the varied locations and included the 24 tonne (16-metre reach), 40 tonne (18-metre reach) and 46 tonne (22-metre reach) long reach machines.

Mark McIntyre, Construction Manager at Universal Piling commented: ‘Using WM Plant Hire is time saving for us as Director Damian and his operational team understand and anticipate our attachment requirements and their machines are always ‘ready to go’ without us needing to carry out additional fabrication for our masts to work.’

The company’s specialist heavy lifting configuration offered on some of their

30-metre-long reach supports emergency slope stabilisation at Selling Tunnel

machines also provided the additional lifting capacity required to handle the larger drill masts for the soil nailing operations at Hook.

Reaching where others can’t!

Rail schemes on embankment sites or around bridges often face real challenges with access constraints. Innovative approaches using machines within the WM fleet have improved efficiencies in overcoming some of these problems. Where tracked long reach options are just not an option the ‘Spider’ machine comes into its own.

At Sevenoaks this provided BAM Nuttall with the additional reach required on a slope length in excess of 40 metres. The Spider, capable of working on steep slopes around 40 degrees, worked in tandem with a 22-metre-long reach excavator and reprofiled the toe of the slope passing back material to the long reach for removal. Fitted with a tilt-rotate unit the Spider machine was able to regrade the slope to any angle required.

At Nuneham viaduct it was limitations of height and water that were factors overcome by the Spider. Working with Teignmouth Maritime Services it was able to overcome the challenges of low headroom by lowering

itself while working from a pontoon underneath the Viaduct. Its extendable boom allowed the specialist excavator to reach out and lift the temporary piles which had been cut off by their divers.

Rapid response

With emergency rail schemes rapid response can be of the essence. With the largest fleet of long reach in the UK including the longest reach at 32 metres, WM Plant Hire are well resourced to support emergency schemes. Following a landslip in Kent –efficient communication between their clients, hauliers, police, and Network Rail ensured that the 30-metre super long reach, mobilised in two loads due to its considerable size, reached its destination at Selling Tunnel within days.

Pushing the boundaries

Customer service and investing in the best equipment is particularly important to this family business. Looking to improve efficiency and widen the applications of their specialist equipment has led to discussions with the Story Contracting geotechnical team, who had recognised the impressive hydraulic and lifting capacity of the Spider machines.

WM Plant Hire has been working with Lee Healey, Head of Technical Services at Story Geotech and his team to trial the use of these specialist excavators for drilling applications using a large TEI mast attachment. Utilising machinery capable of traversing slopes could provide a unique opportunity to undertake Ground Investigations and in-situ testing, as well as installing monitoring systems and implementation of soil reinforcement/ regrade of earthworks.

WM Plant Hire is looking forward the future development of this ‘Spider’ methodology versus conventional bespoke temporary works platforms, as it could lead to greater efficiency, less disruption to the public and environment and greater utilisation of staff.

Tel: 01746 769555

Email: info@wmplanthire.com

Visit: www.wmplanthire.com

Rail Site Investigation

Established in 1999, Lankelma has grown

to become a world leader in specialist Cone Penetration Test (CPT) site investigations

With nearly 20 years of experience working in the rail industry, Lankelma can perform fast and effective ground investigations in all areas of the trackway.

Boasting a team of qualified, highly experienced field operatives, and an extensive fleet of specialised CPT rigs, all of which can be mobilised anywhere in the UK at short notice. CPT is a technique for soil testing that is ideal for rail investigations due to it being a clean, quiet, and quick method coupled with the ability achieve deeper penetration (depending on the geology). Clearly work on the rail is a time sensitive endeavour, and this makes CPT ideal for on track investigations, providing a highly accurate and easily repeatable assessment of soil conditions. A CPT is performed by pushing an instrumented cone into the ground at a constant rate, with measurements recorded every 20mm.

CPT investigations characterise subsurface materials in situ, produce continuous profiles, and determine soil parameters including soil type, in situ stress conditions and shear strength for use in geotechnical design. High quality results are available in real-time which allows engineers to take decisions on site during the ground investigation. This is particularly useful when identifying the best locations for further investigation, especially as detection of potential problems is of paramount importance on the railway, and can expedite the program of works at all levels of the project.

As the use of CPT in railway investigations has grown, Lankelma has developed specialist rail CPT plant and equipment specifically designed for ground investigations in the four main rail environments: track bed, embankments, tunnels and stations. These rail CPT plant can be used with the full range of standard and specialist cones to fulfil a variety of testing requirements including soil analysis, magnetometer detection, and seismic wave testing. Provided there is sufficient reaction force and a power supply, CPTs can be carried out almost anywhere, and in almost any material.

CPT units

One of the biggest innovations in rail CPT site investigation over the years, has been Lankelma’s one-of-a-kind road-rail CPT truck – the world’s first dedicated rail CPT truck. Arriving by road and accessing the track from level crossings or authorised road rail access points (RRAP) using the central turntable mechanism and rail wheels. This capability of the self-contained truck allows rapid deployment of operatives and equipment to numerous test locations, meaning multiple CPTs can be achieved in quick succession in the four-foot. The rail CPT truck has significantly improved productivity and efficiency in on-rail site investigation.

For ground investigations on other areas of the trackway, Lankelma’s rail excavatormounted CPT unit is the answer. The CPT unit attaches to the arm of an RRV

excavator; the excavator manoeuvres the self-contained unit to each test position. Testing can be carried out in the cess, sixfoot, ten-foot, up and down embankments and cuttings.

Site investigations in challenging environments like tunnels and stations are also possible. Lankelma has developed lightweight, hand-mobilised, CPT rams suitable for testing positions with access restrictions, including confined spaces and into vertical walls. These rams which are bolted into position to gain the necessary reaction force and can test in otherwise impossible to reach locations minimising enabling works and reducing cost and time loss. The same equipment, which is electrically powered, and therefore quiet, is suitable for testing within open stations, tunnels or on platforms.

Projects

Lankelma have been involved in rail investigations for electrification schemes, emergency slips/faults on track, track upgrades and embankment stability work.

The rail CPT truck helped gather high quality ground information for the reconstruction of a failed section of railway embankment at Wrecclesham, Surrey. Network Rail discovered that a 250-metre section of the embankment had failed, causing the track to settle. Emergency stabilisation works allowed safe reopening of the line and work began to find a permanent solution. Lankelma carried out ten CPTs over a single shift along the failed

section. Tests were carried out through one-metre thick ballast and into the sand and clay below, to a maximum depth of eleven metres. This information proved invaluable to project engineers needing to characterise the embankment material and the geology beneath.

Ground investigations to support Network Rail’s South Wales Re-Signalling project involved working over a series of seven-hour Saturday night shift possessions. Lankelma’s rail CPT truck was ideal, able to efficiently travel along the 35-track-mile length of the scheme and carry out multiple CPTs during the short possessions, covering new signals, location cases and Functional Supply Points.

The Edinburgh Glasgow Improvement Programme (EGIP), delivered by Network Rail, involved modernisation and upgrades of key junctions, plus electrification of the rail network. Lankelma, working for ABC Electrification (a joint venture of Alstom, Babcock and Costain), carried out more than 250 CPTs to depths of twelve-metre in sands and soft, sensitive clays on the railway over 90 nightshifts. Testing was carried out using Lankelma’s two rail units – rail CPT truck and excavator-mounted CPT unit. Geotechnical data was used directly in the design of the overhead line equipment

support structures and for station remodelling along the route.

Following the identification of embankment instability on several rail assets in Hampshire and Somerset, Lankelma responded to the needs of an urgent requirement for geotechnical definition by delivering preliminary soil stratification, pore pressure and geotechnical parameter derivations within one week of completion. The rail CPT truck and excavator-mounted CPT unit working in conjunction, carried out investigations at three sites over ten twelve-hour shifts.

As part of a scheme to improve London’s transport network, Lankelma were procured to carry out CPTs at Finsbury Park tube station. Using a lightweight mobile CPT unit anchored to the walls of the station’s stairwell, horizontal testing was performed. Four horizontal CPTs were pushed 14 metres into the wall to provide an assessment of the current structural arrangement.

In each case, Lankelma’s fast and effective methods, performed by skilled crew operating specially designed equipment, expedited the progress of works and provided invaluable information with minimum disruption unmatched by alternative methods.

Future plans/ambitions

A rail track facility at Lankelma’s head office facilitates development of its rail-specific CPT units and maintenance of equipment. In-house mechanics ensure all rail plant is compliant with standards so they can offer a first-class service to clients.

Lankelma continues to offer an expanding array of testing options with the ambition to fulfil any shift pattern required.

Lankelma is RISQ accredited, trading as a specialist ‘plant hire’ company under Network Rail’s Plant Operator Scheme (POS), and all on-track rail plant are VAB approved.

Lankelma also expanded its rail capabilities with a second track-mounted CPT unit. The latest addition is cutting edge technology and will assist to speed up rail investigations.

Tel: 01797 280 050

Bridging the Skills Gap in Rail Infrastructure

For over four decades, McGinley Support Services has distinguished itself as a leader in the UK's rail infrastructure sector

The company’s steadfast commitment to identifying, sourcing, and placing exceptional talent has made it a go-to resource for both employers and jobseekers in this critical industry. Renowned for its comprehensive staffing solutions, the company stands out not only for its commitment to quality but also for its embrace of diversity and inclusivity. These core principles were recently acknowledged, as McGinley Support Services was named one of the Top 100 Apprenticeship Employers in England.

Understanding the rail sector's unique demands

The complex nature of rail infrastructure requires a staffing solution that exceeds mere role fulfilment. McGinley Support Services understands that its recruits must be adept in safety regulations, project management, and continual professional development. Specialising in Track Labour, Trades & Labour, Tunnelling Services, Project Works, Professional & Technical, S&T, E&P and Welding, Grinding & Burning Services, the company offers staffing solutions tailored to meet these high demands.

An unwavering commitment to diversity and inclusion

Inclusion is not a buzzword at McGinley Support Services; it is a core value. The achievement of a diverse workforce is central to the company’s mission as a provider of recruitment services. McGinley Support Services actively enhances its workforce by creating and offering opportunities for underrepresented groups – including women, individuals from BAME backgrounds, those with disabilities, or participants in various CSR programmes like Prison Leavers, Homeless to Work, the longterm unemployed, and Apprenticeships. This diverse workforce not only enriches the company culture but allows the company and the clients it works with to be reflective of the society we live in which brings a range

of experience and skills. McGinley Support Services’ business culture reflects that belief.

Recognition as a Top Apprenticeship Employer

The company's dedication to nurturing talent and entry level careers has been recognised at a national level, with its inclusion in the list of Top 100 Apprenticeship Employers. This accolade reflects McGinley Support Services' long-standing efforts to develop new apprenticeships, promote diversity, and achieve apprenticeship goals. As an award-winning Flexi Job Apprentice Agency, McGinley Support Services can

design apprenticeship programmes which are designed to work in construction and infrastructure projects creating environments where the apprentice is at the centre of the programme. This has supercharged the effort to introduce new entrants into the infrastructure market.

Addressing the skills gap with training

In an industry where a skills gap looms large, McGinley Support Services goes beyond recruitment to include comprehensive training and development programmes. Every employee is not just qualified but is developed to excel in their roles, thereby setting new industry standards.

Upholding industry and ethical standards

Compliance with legal requirements is just the starting point. McGinley Support Services’ commitment to ethics, safety, and professional conduct surpasses industry norms. This dedication to quality is reflected in its involvement in some of the UK’s largest infrastructure projects, including those in airports, energy, metro, ports, roads, telecoms, waste, and water sectors.

Tailored solutions for complex projects

Understanding that no two projects are the same, McGinley Support Services offers customised staffing solutions. Whether the need is for a short-term workforce or a long-term team of specialists, the company possesses the resources and expertise to deliver without compromise.

Sustainability and future-readiness

McGinley Support Services not only addresses immediate staffing needs but also prepares for future industry challenges. A culture of continuous learning and advancement ensures that the workforce is ready for the ever-evolving landscape of rail infrastructure. With its unique blend of quality, diversity, and professionalism, McGinley Support Services is more than a staffing

agency; it is a partner in progress for the UK’s rail & civil engineering infrastructure. As the sector continues to grow and adapt, McGinley Support Services will evolve alongside it, offering robust, adaptable, and inclusive staffing solutions that set new industry benchmarks.

For more information, get in touch via the contact information below.

Tel: 0845 5435953

Email: info@mcginley.co.uk

Visit: www.mcginley.co.uk

Discover in-depth insights and strategies on rail infrastructure with whitepapers and reports. Scan the QR code to access these expert resources.

Tackle Tunnel Noise with Sateba Sleepers

SATEBA UK (formerly Sateba Stanton Precast) has a rich history in working with clients to resolve project needs

From noise and vibration mitigation sleepers used on HS1 and the Elizabeth Line to levelling bolt holes in sleepers used on Midland Metro SATEBA UK supports the needs of the track environment and the people who install it.

SATEBA UK is one of 13 manufacturing sites across nine countries that form the SATEBA Group, a European leader in precast concrete solutions for sustainable Rail Infrastructure, developed in a safe and responsible way.

Key benefits of working with

SATEBA include:

• A range of innovative products proven in the UK and overseas.

• More than 35 years of High Speed Rail experience combined with a century of infrastructure expertise.

• Offsite manufacturing at a central UK location with well-connected distribution links.

• Collaboration with an expert team of rail engineers in anything precast, combining high performance with sustainability.

• Bespoke, adaptive, flexible design options, working to your project needs.

The company’s portfolio includes products for metro, tram, tube, suburban (light rail), high speed rail and mainline rail. These include noise and vibration attenuation sleepers, integrated sleepers, sleeper fittings, digital tracking technology, pole foundations, drainage channels, embankment access stairs, cable troughs and made to design, bespoke products.

Vibration Mitigation Solutions

SATEBA 312 technology is available in a variety of sleeper types: twinblock, monoblock or bearers, and can accommodate any type of fastening. They are suitable for high speed, mainline and urban lines.

When the Eurostar arrives in London, it does so with serenity. This is partly thanks to the SATEBA S312 twinblock booted slab track sleeper, designed to respond to the noise and vibration mitigation requirements

of London tunnels with various levels of performance (5db – 15db). This reinforced sleeper is approved by Network Rail with Certificate of Acceptance PA05/06822.

The M312 monoblock high attenuation booted sleeper, is the result of a joint development between SATEBA and Alstom. The sleeper mass combined with the resilient boot provides extremely high levels of acoustic performance (insertion gain is >20db) comparable to the performance of traditional floating slab track and can be installed up to 10 times faster!

M312 sleepers were used on the Elizabeth Line (Crossrail) project which benefited from safe, easy, rapid installation of up to 250 metres per day, using the same installation methodology as the twin block booted sleepers.

Another key advantage of the booted 312 systems is how easy they are to maintain or replace thanks to the rigid boot.

All of these benefits result in significant savings in cost, programme and maintenance over traditional floating slab track insitu installation. In certain circumstances it is estimated that the M312 track can be up to 30 per cent less costly to construct.

Integrated Systems

The SATEBA TW120 sleeper system is used for embedded rail slab track construction and can be used with all fastening systems. This solution allows for rapid installation and accurate alignment of the track by using levelling inserts precast into the sleeper blocks resulting in significant cost and time savings on both construction and programme. As a result the TW120 system only requires concreting up to the underside of the rail foot and can then be finished with a variety of materials e.g. grass, asphalt, and block paving.

Around 20,000 SATEBA TW120

Sleepers have been supplied to the Midland Metro line in the UK and are the common sleeper type for light rail construction throughout Europe.

Carbon Reduction and Sustainability

Decarbonization is a major focus of SATEBA’s environmental strategy. SATEBA’s specialist R&D team have developed pioneering sustainable sleepers using the latest technology, resulting in new profiles with less material, and the incorporation of fibres and materials with high performance properties. Other developments include products made using recycled steel and decarbonated cement known as

green cement with the lowest possible clinker content.

The company also buys raw materials as close as possible to production sites to limit transport related CO2 emissions.

Precast concrete is highly recyclable so often used in other products or backfill for highway projects.

Each sleeper has a validated carbon value (EPD), guaranteeing a reduced CO2 impact. This is only the beginning as SATEBA is committed to ever decreasing decarbonization to further contribute to preserving the environment. This includes SATEBA targets of ten per cent carbon reduction by 2026 and a 30 per cent carbon reduction by 2030.

Always at the forefront of innovation and deeply committed to reducing the carbon impact of infrastructure, SATEBA, together with VAPÉ RAIL, is part of an ambitious circular economy project known as ECOTRACK™ dedicated to the reuse of track products. Watch out for further company innovations and updates.

Precast Concrete Credentials

Accreditations include RISQS, ISO 9001, ISO 14001 and ISO 45001. Projects supplied include:

• Grand Paris Express (current supplier)

• Elizabeth Line (Crossrail)

• High Speed 1 (CTRL)

• TGV in France

• ICE in Germany

• Light Rail schemes including Nottingham (NET), Manchester and the Midland Metro.

For further information, get in touch via the contact information below.

Tel: 07534 131046

Email: daniel.cross@sateba.com

Visit: www.sateba.uk

S312 TWIN BLOCK BOOTED SLEEPERS

Greater Safety in a Fire

Highly flexible, EN 45545-compliant insulation materials for railway vehicles; reliable thermal protection and condensation control on refrigerant pipework and air ducts

Improving space and energy efficiency is a key challenge for today’s railway industry. Armacell’s thermal and acoustic insulation products and sustainable foam cores optimise the weight-to-performance ratio. What’s more, they increase passenger safety and comfort. Our innovative solutions are used in rail vehicles all over the world, where they ensure safe and smooth operation.

When railway vehicles are designed and constructed, the safety of passengers and staff is of the highest priority. The level of safety has been increased successively over the past years and today all materials used must fulfil the highest fire protection requirements. The introduction of EN 45545-2 sees the legislation being further tightened and standardised throughout Europe.

Armaflex Rail thermal insulation, manufactured by flexible technical insulation market leader Armacell, is the first closed-cell insulation material to offer greater fire safety for railway passenger vehicles.

Armacell offers flexible, closed-cell insulation materials with integrated fire protection for railway vehicle construction: All Armaflex Rail products meet the high requirements of the new European fire protection standard EN 45545. They achieve hazard level HL2 or 3. According to EN 45545 Armaflex Rail SD-C and Armaflex Rail ZH-C can even be installed in trains operated on underground track sections or in tunnels. The innovative materials – including halogen-free and covered insulation materials – have very good fire properties and develop extremely little smoke.

Armaflex Rail products protect refrigerant pipework, air ducts and other components against energy losses and condensation. Because the elastomeric insulation materials are highly flexible, installation is unbeatably fast and easy.

The energy required for heating and air conditioning passenger rail vehicles can account for 30 to 40 percent of the total energy use. With Armacell’s thermal insulation, rail operators can reduce costs and meet the growing demand for increased energy efficiency and an enhanced weightto-performance ratio.

Armaflex Rail products at a glance Armacell provides innovative system solutions for insulating refrigeration and air-conditioning systems in vehicles ranging from trams to high-speed trains. The new technologies ensure more safety and comfort on the tracks.

• Armaflex Rail SD – elastomeric insulation material achieves HL2, R1 under EN 45545 and is also classified under the national fire protection standards NFPA 130 and DIN 5510-2. The Microban® technology for additional protection against bacteria and mould contributes to a healthy indoor climate.

• Armaflex Rail SD-C – the first closedcell insulation material for use in areas requiring the highest hazard level – HL3. The product is based on Armaflex Rail SD and is equipped with a shiny, silver covering. The attractive surface is UVresistant, protects the insulation material against mechanical impact and is very easy to clean.

• Armaflex Rail ZH – the first halogenfree, closed-cell insulation material to

achieve the classification HL2, R1 under EN 454545. The product not only has very good flame-retardant properties and low smoke density, it also minimizes the risk of secondary damage. Acidic fire gases cause damage to property leading to costs many times higher than those of the actual fire loss. In a fire, the halogenfree Armaflex Rail ZH does not release corrosive gases which, in combination with the fire-fighting water, could form aggressive acids.

• Armaflex Rail ZH-C – the first halogenfree, closed-cell insulation material for applications with the highest requirements regarding the materials used. Armaflex Rail ZH-C achieves hazard level HL3, R1 and can even be used in sleeping cars and couchettes which are rated operating class 4 and run on underground track sections or in tunnels. The shiny metallic, UV-resistant covering is easy to clean and so flexible that it regains its shape after mechanical impact such as knocks and blows.

Tighter fire protection requirements

In a fire, low smoke density can be of vital importance in order to allow passengers and staff to escape and be rescued quickly and safely. For this reason, the new European standard EN 45545-2 defines tighter requirements for the fire behaviour of materials and components. In accordance with their classification as R1 materials, technical insulation materials are tested under ISO 5658-2 (spread of flame), ISO 5660-1 (heat release, smoke development and mass loss rate) and EN ISO 5659-2 (optical smoke density and smoke gas toxicity).

Safety is the top priority. the new Armaflex Rail products meet the highest fire protection requirements (Photo: Armacell)

Because they are closed-cell insulation materials with low thermal conductivity and high resistance to water vapour transmission, Armaflex Rail products provide installations with reliable, long-term protection against energy losses and condensation. As is the case with all Armaflex products the Armaflex Rail products have a ‘built-in’ vapour barrier. Unlike conventional insulation materials which have to be protected against moisture penetration with a separate vapour barrier, in Armaflex the resistance to water vapour transmission is built up throughout the entire insulation thickness. The Microban® technology provides additional protection against harmful microbes such as bacteria and mould.

Neat and simple installation

Armaflex Rail products are supplied as tubes, sheets, selfadhesive sheets and tapes in the usual insulation thicknesses. A great advantage of the synthetic rubber, which becomes particularly apparent in the tight installation situations in rail vehicle construction, is the highly flexible nature of the material. The homogenous, three-dimensionally linked structure of the elastomeric insulation allows the sheets to be cut neatly without the release of dust or fibre particles which could pose a health threat if breathed in. The high flexibility of the material allows it to be fitted simply even on complex fittings and equipment. Application times can be further reduced by using self-adhesive sheets.

ArmaPET

Armacell also manufactures ArmaPET foam core insulation, made from fully recycled PET plastic bottles material.

ArmaPET Struct FR is a halogen-free product with very low smoke generation and reduced smoke toxicity that enhances rail passenger fire safety. Achieving EN 45545-2 compliance up to hazard level HL3. ArmaPET can be used for rail vehicle flooring, walls, ceilings, doors and body work as well as a lightweight core for tables.

ArmaPET Struct provides a durable final product with superior impact resistance to ensure long-term performance, fewer repairs and easy maintenance in use.

About Armacell

Armacell is a world leader in flexible insulation foams for the equipment insulation market and also a leading provider of engineered foams. In 2015, the company with currently approx. 2,900 employees and 24 production plants in 15 countries generated net sales of EUR 540.2 million.

In addition to ARMAFLEX, the world’s leading brand for flexible technical insulation, Armacell offers thermoplastic insulation materials, covering systems, fire protection and noise control solutions as well as special foams for a multitude of industrial applications. In recent years, Armacell has developed new insulation systems for the oil and gas market, core foams for composite materials, and low-smoke products that have set new standards in the industry. Armacell´s products make a significant contribution to global energy efficiency.

Address: Armacell

Robert-Bosch-Str. 10

48153 Münster, Germany

Tel: +49 251 7603-0

Fax: +49 251 7603-448

Email: info@armacell.com

Visit: www.armacell.eu

Innovative Solutions for Transport

The primary business focus of TRB Lightweight Structures has traditionally been the rail sector, but the company has proven its versatility and adaptability by branching out into hybrid and electric vehicles, medical devices, and more

It is constantly developing lighter and more sustainable materials for use across various markets, and these new solutions are now being widely applied to rolling stock. TRB Lightweight Structures Ltd. (TRB), based in Huntingdon, Cambridgeshire, is a leading tier 1 manufacturing and engineering company, offering comprehensive conceptto-delivery and rolling stock refurbishment services using its in-house production, engineering and laboratory testing facilities. The company has been working with the rail industry for more than 40 years, designing and manufacturing a wide range of interior and exterior components for both new build

and refurbished rolling stock, including flooring, doors, partitions, galleys and storage units.

TRB is proud of its strong reputation as an International Railway Industry Standard (IRIS)-approved supplier of engineered parts and complete systems to leading train builders worldwide, including Hitachi, Alstom and CAF. The company is also DIN 6701 certified, and registered and approved by the Railway Industry Supplier Qualification Scheme (RISQS).

One of TRB’s core strengths is its capacity to develop, test and validate innovative lightweight metal and composite materials, which can be supplied to original equipment manufacturers (OEMs) as either individual components or fully assembled, ready-to-install units. In recent years, the company has continued to research and manufacture a range of lightweight structural components based on more environmentally friendly materials for use in different sectors.

Promoting sustainability

The 2016 Paris Agreement to reduce CO2 emissions has resulted in numerous mergers, collaborations and major capital investments by the global transport

industry to develop hybrid and electric vehicles. Transport companies have therefore been placed under pressure to rapidly adapt their manufacturing processes in order to stay in line with ever-changing legislation, as well as the public’s demand for cleaner modes of transport. TRB believes that advanced composites are a crucial part of this move towards greener travel, as they make rolling stock lighter, faster, more energy efficient and cheaper to maintain. TRB’s ultimate strategic goal – which is central to its business ethos – is to help reduce overall transport emissions by offering OEMs lightweight alternatives based on sustainable materials.

Advanced composites for the rail industry

TRB’s design and materials processing capabilities now include a broad selection of alternative lightweight composite materials for the rail sector – such as modified epoxy glass prepreg, fire retardant foam cores and select thermoplastic materials – that comply with the latest and most stringent fire, smoke and toxicity guidelines detailed in EN 45545. The company’s main production facility in Huntingdon is also DIN 6701 (Parts 1-4) A1 type certified

TRB Lightweight Structures’ composite body side panel for very light rail, developed in conjunction with TDI. These composite bodyshell, one-piece structural panels form both the inner and outer walls of the Revolution VLR lightweight rail vehicle. The modular panels are composed of moulded carbon fibre laminates with a recycled foam core.

LIGHTWEIGHT STRUCTURES

The completed B&B units produced by TRB for Hitachi meet GM/RT2100 Issue 5 specifications, which cover all mandatory requirements for the design and integrity of rail vehicles, both primary and secondary structures, including interior crashworthiness.

for the bonding of safety-critical rail vehicle parts. Switching to bonding where possible eliminates the need for many fixings – further reducing weight, while improving assembly productivity and reducing overall production costs – and this comprehensive certification allows the construction of bonded rail vehicle products under any of the four DIN 6701 A1-3 and Z type classifications. This includes safetycritical products requiring A1 approval for applications where part failure during use risks endangering passengers, and TRB currently manufactures and supplies emergency detrainment door systems, driver cab doors and passenger exit doors.

Weight and cost-saving rail projects

TRB works in close partnership with its rail customers to continually devise new designs that minimise weight, reduce maintenance, repair and overhaul (MRO) costs, and improve safety. This service covers a wide range of potential applications, with past

projects including the development of a new lightweight composite antenna cover for Hitachi and Alstom Transport, and the reverse engineering of a stiffer and lighter coupler hatch for the West Coast Pendolino.

TRB is also proud to have been working closely with Transport Design International (TDI) over the last few years to develop the composite bodyshell design of the Revolution VLR (Very Light Rail), which was launched in early 2022. The brief for this project was to create a lighter vehicle with reduced energy consumption, while still maintaining the same structural strength and adhering closely to both industry safety standards and governmental decarbonisation goals. To achieve these aims, TRB and TDI together developed modular wall panels composed of moulded carbon fibre laminates with a recycled foam core. The partnership also employed a unique polyfurfuryl alcohol (PFA) bioresin – a sustainable alternative to the commonly used phenolic resins. The Revolution VLR is 40 per cent lighter than the equivalent traditional heavy rail vehicles, with reduced energy consumption and CO2 emissions.

Giving train refurbishment an overhaul

TRB has extensive experience in the refurbishment of rolling stock, providing high quality, lightweight solutions for

a number of common problems. This knowledge and expertise covers everything necessary for refurbishing doors, internal partitions, floors and roofs, including a detailed survey and quote, reverseengineering and finishing specific parts to meet customer needs. The company’s expertise covers everything from assessment and reverse engineering of components to improving maintenance efficiency, all while reducing the overall cost of components. TRB’s comprehensive service offering comprises all manner of processes to ensure that refurbished products stand up to the demanding rail environments. This includes stripping down panels, replacing worn materials – such as handles and rubber trims – fixing water ingress problems, filling dents repainting, and a host of additional services, all tailored to precisely meet each customer’s particular needs.

Future-proofing the rail industry

TRB has made major strategic investments to grow its capabilities, while also running continuous improvement programmes across the business to increase efficiency, reduce costs, and raise quality even higher. Looking forward, the TRB management team plans to make further strategic investments and establish additional partnerships with specialist technology providers that complement its capabilities. Richard Holland, Managing Director of TRB, explained: ‘We will continue to invest in product innovations and technologies to provide end-to-end manufacturing and refurbishment services across all transport sectors. We are dedicated to meeting the dynamic needs of this vital industry, and to supporting sustainability goals by further developing our repertoire of environmentally friendly materials.’

The clear aim is for TRB to continue to grow by focusing on providing its customers with complete solutions that meet their evolving needs, and by responding directly to the growing global socio-economic pressure for greener, more sustainable products.

Tel: 01480 588050

Email: sales@trbls.com

Visit: trbls.com/rail

TRB has a range of finishing processes at its facility in Huntingdon, UK. Finishes include wet painting in its state-of-the-art facilities – approved by Trimite and Dupont – vinyl wrap, and high-pressure laminate application.

The Class 800 bi-mode trains and Class 801 electric trains are built by Hitachi Rail Europe in Newton Aycliffe, County Durham. The new trains came into service in the UK on the Great Western Main Line in 2017, and the East Coast Main Line in 2018.

Illuminating Space

In the realm of rail travel, the intrinsic value of light for our wellbeing and health is universally acknowledged

It orchestrates our sleep-wake cycles, invigorates our daily routines, and enhances our focus. The presence of abundant light not only fosters a sense of safety but also aids in spatial orientation. For a span of over three decades, Twinfix has been a stalwart in the provision of well-illuminated spaces. Throughout the United Kingdom, Twinfix has worked its magic, aiding the rail industry in the transformation of stations into secure and welcoming environments, alleviating the rigors of travel.

Twinfix, armed with its proficiency in polycarbonate and roof glazing, is committed to developing state-of-theart, safe, and high-quality solutions. This commitment finds particular significance within the rail network, where the preservation of historical buildings necessitates meticulous and considerate approaches to restoration and refurbishment.

Twinfix's range of roof glazing products seamlessly marries the aesthetic appeal of traditional glass with the advantages of contemporary material technology, ensuring that historic railway stations bask in the embrace of natural light once more. This impact transcends the realm of enhanced travel experiences, contributing to a reduction in reliance on electric lighting, ultimately resulting in lower carbon emissions and a more environmentally friendly planet.

As masters of polycarbonate, Twinfix has perfected the art of emulating the timeless allure of traditional glass through their array of polycarbonate products. Even intricate designs, such as the Georgian Wire, can be faithfully replicated. Polycarbonate, with its substantial weight savings compared to glass, allows support systems and roofs to maintain their authentic appearance while adhering to building regulations. Moreover, polycarbonate outlasts glass, resisting UV damage and exhibiting remarkable strength and durability.

Maintenance and cleaning become effortless, ensuring a persistent source of natural light. When it comes to ensuring the safety and durability of roofing systems, Twinfix has emerged as a trusted name in the industry. The Multi-Link-Panel Non-Fragile (NF) roofing system has been a catalyst in redefining perceptions of roof safety.

The Twinfix Multi-Link-Panel NF roofing system is endowed with a wealth of safety features that prioritise the protection and well-being of individuals. Constructed with high-quality polycarbonate material, known for its exceptional strength and durability, the system ensures that the roof can withstand diverse environmental conditions and potential impacts without the risk of shattering or fragmenting.

This innovative system incorporates a unique Multi-Link design that securely interlocks the panels, creating a stable and

robust roofing structure. This eliminates the risk of panel dislodgment or collapse, even under the duress of substantial stress or severe weather conditions. With these features in place, the Twinfix MultiLink-Panel NF roofing system stands as a dependable and secure solution for the safeguarding of individuals and properties beneath it, making it a preferred choice for railway stations across the UK.

A recent instance of the transformative power of Twinfix's solutions can be witnessed at Pembroke Dock Station. Steeped in history and character, this station opened its doors in 1863 and evolved in the early 1900s, including the addition of fully glazed canopies over the station entrance and platform following the Great Western Railway's takeover of Pembroke and Tenby.

Now a Grade II listed building nestled within a conservation area, Pembroke Dock station underwent a revival as part of the £24 million Wales Station Improvement Scheme. The project encompassed the restoration of the station canopies, designed to withstand the test of time. The principal contractor, AmcoGiffen, undertook the renewal of the station, while meticulously adhering to the specifications that preserved the historic design and character of the station.

AmcoGiffen enlisted the expertise of Twinfix, a family business with nearly three decades of experience in the polycarbonate

roof glazing market. With a team of specialists in polycarbonate and roof glazing, Twinfix is dedicated to developing the latest and most cost-effective roof glazing products.

In the process of revitalising Pembroke Dock station, Twinfix supplied its MultiLink-Panel non-fragile roofing system to replace the existing glazing, which had grown old, tired, and discoloured. Notably, the innovative Georgian wired MultiLink-Panel NF roof-glazing emerged as an ideal fit for the refurbishment project at Pembroke. While it was essential to preserve the station's character through a sympathetic restoration, it was equally crucial to transcend a like-for-like replacement. Traditional materials, despite their resemblance, often come with inherent disadvantages.

Georgian wired polycarbonate, a 6mm solid polycarbonate sheet with a dimpled surface that mirrors the Georgian wired glass it replaced, stands out for its longevity and low maintenance. Beyond aesthetics, the focus was also on enhancing roof safety. The Multi-Link-Panel system earned the classification of non-fragile in accordance with the ACR(M)001:2019 roofing test, a significant safety update in line with modern-day requirements.

Furthermore, the access hatches at Pembroke Dock were designed to facilitate entry from underneath, enhancing the safety of the roof. These access hatches seamlessly integrated with the glazing, meeting the heritage demands of this historic station.

The importance of off-site construction in the rail industry cannot be overstated. Panel manufacture and assembly within the Twinfix factory have streamlined installation, leading to swifter and more error-free outcomes. Any necessary corrections are executed before the panels reach the site. Vicky Evans, Managing Director at Twinfix, lauds the myriad advantages of the nonfragile Multi-Link-Panel, particularly its crucial safety feature. The Georgian wired polycarbonate glazing seamlessly aligns with the station's historical appearance while incorporating essential safety features.

Chris Howchin, Capital Delivery Programme Manager at Network Rail, lauds Twinfix's contribution, highlighting the brighter and better canopy at Pembroke, which harmoniously complements the station's character. The safety features, including resilient polycarbonate panels and sturdy fixing mechanisms, ensure that the canopy will remain in excellent condition for years to come.

Paul Childs, Company Secretary for the Railway Heritage Trust, emphasises the trust's support for Network Rail's choice to partner with Twinfix in the restoration of the canopies. The restoration was conducted with sympathy and consideration for the historic structure.

The installation at Pembroke Dock station serves as a splendid example of the Georgian wired Multi-Link-Panel system in action. Twinfix, AmcoGiffen, and Pembroke Dock station all have every reason to be proud of the refurbished premises.

So, the next time you find yourself at a well-illuminated and welcoming railway station, take a moment to appreciate the natural light filtering through the roof. You might just be witnessing a touch of the magic that Twinfix brings to rail travel, making your journey brighter and better.

Tel: 01925 811311

Email: enquiries@twinfix.co.uk

Visit: www.twinfix.co.uk

bespoke torque control solutions specially

Feel the Torque

From humble beginnings 80 years ago, in a small workshop, to the latest purpose-built factory, Norbar has pioneered many of today’s solutions for torque control

Incorporated in 1943, the ‘North Bar Tool Company’ became the first company in Britain to commercially manufacture torque wrenches. The initial demand was driven by the need for the gasket-less cylinder head of the Rolls Royce Merlin engine to be accurately tightened. Bill Brodey and his partner Ernest Thornitt obtained a licence from Britain's wartime Government to begin the manufacture of torque wrenches and Norbar was born.

Norbar specialises in the manufacture and worldwide distribution of torque tools for torque tightening, measurement and calibration, as they are engaged solely in the design, development and production or torque tightening and measuring equipment. Their main customers include manufacturers, and engineering services who operate within a wide range of industries including transportation and rail industry.

Transport

Norbar’s involvement in the transport industry begins with the manufacturers, and extends through the life of vehicles and rolling stock. It also plays a key role in the infrastructure element of transport, building and maintaining road and rail networks. The company provides the industry with ergonomic tools including; torque wrenches that are easy to read and adjust, power tools that emit low levels of noise and vibration, and torque measurement instruments.

Torque wrenches

Norbar has worked to manufacture a torque wrench that addresses the market needs, and is both fast and light to adjust with the clearest possible scale. Another version of the industrial wrench that has found great success in the rail track maintenance industry is the 1 11/16” bi-square wrench. It was produced at the request of the rail industry for torque tightening rail fishplate

bolts. It eliminates the possibility of sockets or square drives being left on the railway track by integrating the 1 11/16” socket permanently onto the end of the wrench.

Powered torque tools

EvoTorque® are electronic torque tools designed for applying torque to threaded fasteners. The unique ‘Intelligent Joint Sensing’ technology will accurately tighten to the correct torque without the risk of excess overshoot or undershoot that is common in other electric tools. EvoTorque® tools give continuous (non-impacting) rotation and are quiet in use. EvoTorque® tools utilise patented technology to give unprecedented joint control from hard through to soft joints. They are available in both mains-electric and battery-powered ranges. The battery tool version EvoTorque® Battery Tool (EBT) shown on the previous page is a transducer controlled battery powered torque tool that is designed for

accurately applying torque to threaded fasteners with data memory and data transfer capabilities.

Pneumatic torque tools are handheld, air driven, non-impacting torque delivery tools intended to tighten and loosen nuts, bolts and threaded fasteners. However they do come with various health and safety risks as they involve the operator being subjected to high levels of noise and vibration, but Norbar’s PneuTorque® is a rotating pneumatic torque wrench that features almost no vibration and low levels of noise. PneuTorques have been used on many transport infrastructure projects including bridge and tunnel construction.

Measurement and calibration

The importance of keeping torque tools in peak calibration condition is well established. The main reasons that more companies do not perform calibration checks on their own wrenches are the cost of testers and fears over the complexity of the testing equipment. Norbar’s TruCheckTM torque wrench testers are cost effective being significantly cheaper than most similar products on the market and simpler to use. TruCheckTM was designed specifically with the needs of automotive and transport workshops in mind.

The importance of torque control

Torque is defined as any force or system of forces that tends to cause rotation about an axis. In order to control this many methods exist to join the two or more parts together, and typically the threaded fastener is what is used to streamline this process.

The threaded fastener clamps parts together with a tension that exceeds the external forces leading them to separate. It is vital that the initial tension is correct, as if its too low varying loads act on the bolt and it will quickly fail, and if initial tension is too high the tightening process may cause bolt failure. Finding the correct balance is done by specifying and controlling the tightening toque.

Engineer to order service

Whilst Norbar produces an extensive range of standard equipment, there are times when something outside the standard range is required, and Norbar’s engineer to order service can be beneficial.

As an ISO 9001 company, Norbar both designs and manufactures special equipment to meet customer specifications. These projects range from modified torque wrench end fittings to complete torque and angle control of multi-spindle nut runners.

Relevant European Safety Directives are applied where appropriate, giving further assurance that the engineer to order equipment is of the highest standard.

Case study: London Underground Norbar Torque Tools’ Specialist Engineering Department has developed a unique torque tool for London Underground. The new tool has been developed to solve a specific engineering challenge, namely the removal and refit of the inter-car coupler mounting bolts on the fleet of 47 Bombardier 09 Stock trains used on the Victoria Line in London and maintained at the Northumberland Park depot.

The inter-car coupler mounting bolts are accessed from the underside of the train, either from the pit road or with the train jacked up. The coupler mounting has four bolts with a significant boss in the middle that houses the Absolute Position Reader (APR). Of the four bolts, the upper two were particularly difficult to access due to them being deeper up into the train and surrounded by other hardware. The bolts are required to be tightened to a torque of 1,050 N·m.

London Underground’s tool supplier, Hayley Group, contacted Norbar with the remit of providing one tool to reach all of the bolts on the coupler.

The Norbar solution was to use a PneuTorque® PTS tool with a specially developed drive that is slim, long and offset from the PTS square drive, with a series of gears arranged in line and driving each

‘My colleagues and I were very impressed by your entire manufacturing operation, and it was evident from the tour the standards you achieve are impeccable. It's comforting to know we're in good hands, and we proudly promote the use of your equipment internally.’

Michael Millard National Repair Improvement Manager for The Automobile Association

other. This enables all of the bolts on the Bombardier 09 Stock trains to be reached during maintenance.

In addition, the gearbox of the tool is supplied with quick change reaction arms in order to reach all of the bolts and safely take torque reaction from the tool. The aluminium bodied gearbox can also be positioned on the bolt before the driving tool is coupled. This significantly reduces the total weight that has to be lifted and makes the location of the offset gearbox and its reaction plate much easier.

Norbar’s website features a toque tension calculator, to use the calculator visit: https:// www.norbar.com/Support/Calculators/TorqueTension-Calculator

For more information and to view an example list of projects previously delivered by Norbar visit: https://www.norbar.com/ Support/Services/Engineer-to-Order

Tel: 01295 270333

Email: enquiry@norbar.com

Visit: www.norbar.com

Address: NORBAR TORQUE TOOLS LTD.

Wildmere Road

Banbury, Oxfordshire OX16 3JU United Kingdom

Dyer & Butler, part of M Group Services’ Transport Division, delivers specialist engineering services to the UK’s rail and aviation sectors as well as providing expertise in adjacent markets.

Putting Health, Wellbeing & Safety of people first

Engaging and empowering everyone to deliver and grow

Our Vision

Helping deliver our clients business needs

Conducting ourselves respectfully, being open, accountable & honest in all of our operations

To be the leading provider of essential infrastructure to the transport sector in the UK.

MAINTENANCE MACHINERY

Making on Track Working Safer and More Efficient

McCulloch Group is a Scottish based company that provides the world’s railways with their innovative solutions to improve safety and efficiency on track

Now operating in the UK, Europe, North America and Australasia, McCulloch Group’s fleet of machines take on railway maintenance tasks that would otherwise be time consuming, costly, and sometimes dangerous, to carry out manually.

Founded 30 years ago, McCulloch Group was founded on a desire to do better. Solving problems is at the core of the business, as is innovation – and have been since the very first product, the TRT™, was invented by the McCulloch brothers in a yard, in a small Scottish village.

30 years, and many products later – the fleet of machinery was recently enhanced yet again, with the creation of McCulloch Group’s first all-electric piece of kit – the

TRTe. For decades, the challenge on the railways has always been safety. McCulloch Group was born of innovation; creating technical solutions that make on-track work safer for all. Whilst rail infrastructure projects still have their dangers, the new challenge is one that, if tackled properly, will save the planet.

With government targets encouraging more and more of the countries companies and infrastructure agencies to set their own ambitious sustainability goals, providers of infrastructure solutions – need to get greener. The TRTe™ is a step towards this, one which will make a sizeable contribution to the move towards zero emission working practices. Here’s a breakdown of the McCulloch fleet and the problems it’s solving across the world’s railways.

TRT

The invention that kick-started it all, was the Trac Rail Transposer (the TRT), a mobile, remote-controlled machine which lifts and moves sizeable lengths of rail and associated ironwork across project landscapes. In the last 15 years it’s operated in the UK with 99.7 per cent proven reliability and is now trusted by infrastructural organisations such as Network Rail, Paris Metro, London Underground and Kiwi Rail. It also has a variety of attachments which minimize the need to bring other equipment on to the track, including a rail saw, a plough, and a jib arm.

The Rail Saw attachment releases zero emissions and carries out the functions of a hydraulic long arm saw. With full use possible from a standing position, this attachment not only minimises additional machinery on site but also protects the workforce from fatigue and back injury due to its position.

Moving on to the Plough attachment, again this piece of supplementary kit clears the majority of ballast from the side of the track and from sleeper ends, without bringing a further machine on site. The TRT Plough eliminates manual handling and fatigue and can work on most track types. On one project, you can have multiple TRT and plough systems working in conjunction with each other.

The final attachment, the mounted Jib Arm, allows for the safe and easy lifting of track furniture. This attachment for the TRT operates off of the TRT’s own power supply, again minimising emissions that would be generated by hiring a separate piece of kit entirely. The Jib is capable of lifting various track furniture up to a maximum of 990kgs.

Panel Lifter

This patented system removes and replaces rail panels swiftly and safely. Another remotecontrolled piece of technology, the Panel Lifter creates an instant exclusion one which eliminates any handling issues and keeps on track teams safe while panels are removed and replaced. It works incredibly quickly,

IMAGE CREDIT: W&D MCCULLOCH LTD

A fleet of McCulloch Panel Lifters at work.

meaning it’s a more efficient process – an incredibly important factor to consider on projects with limited possession timescales.

MMPV

The MMPV is a self-mounting, self-propelled vehicle which, with a crane attachment, can also be self-loading. It can be adapted to a variety of tasks on the railways and is best put to use in environments where significant volumes of materials and track furniture need to be moved, where waste and equipment need to be removed from the infrastructure, and where track occupation times are limited due to scheduled train movements.

InfiniTy

The McCulloch InfiniTy (previously known as the TCT) is a solution that lifts, transports, and dispenses cable from pre-wound cable reels. Again – it’s an entirely remote-controlled piece of kit and

so completed this task more safely and efficiently than traditional methods. The rubber tracked machine is easily moveable across the infrastructure and can lift and dispense reels of cable up to 1,600mm in diameter and two metric tons in weight.

To find out more about the McCulloch Group products, visit mccullochgroup. com or follow them on LinkedIn to see the machines hard at work on the world’s railways.

A new Net Zero solution – the TRTe

Whilst safety and efficiency will always be a top priority for those operating in rail, the last decade has also brought a new challenge – one which is going to require the transformation of how we work, to solve.

Net Zero targets are now firmly in place across governments and businesses across the UK, Europe, and wider globe. As we, as an industry, try to clean up our act in a significant enough way to actually achieve

the ambitious targets, as problem-solvers our next challenge is to create a Net Zero Solution.

In September 2022, the TRTe – the newest member of the McCulloch Group fleet, was launched. The TRTe offers all the same services as the TRT but with the added benefit of being entirely electric. It has been designed in response to the climate crisis and the need for rail organisations to meet ambitious Net Zero targets. Entirely battery powered, the TRTe also reduces noise pollution on track, an issue which is faced by many projects operating near residential areas.

By providing the industry with an effective, all-electric solution McCulloch Group plays its part in transforming the industry, acting as a catalyst for change.

Reasons to use McCulloch products

McCulloch Group’s motto is ‘we’re built for rail people, by rail people’ – meaning it understands the day-to-day challenges faced by companies and on-track teams alike. Here are just a few of the useful features you’ll find across the fleet:

• Many products are entirely remote controlled, meaning a safety exclusion zone is created when operating.

• Products can be operated during the day, or at night.

• Most of the fleet can operate in completely live environments.

• The kit is designed to move on rubber tracks, meaning it can easily move around uneven track landscapes and around track furniture.

• Much of McCulloch kit is incredibly agile, meaning it can easily move within difficult environments such as tunnels, bridges and other tight spaces.

• For large projects, some of the products can be used in conjunction with others to create a system. This means that even the largest quantities and volumes of track and line can be manoeuvred.

• McCulloch products are now trusted worldwide, with fleets in operation as far afield as Autralasia, North America, and Malaysia.

• McCulloch Group is a trusted partner to companies like Affective Rail, the Paris Metro, London Underground, Kiwi Rail, and Network Rail.

With 30 years of successful business now past – McCulloch Group is excited for all that the future holds, here with its domestic operations in the UK, and internationally as it takes on more work on the world’s railways.

Tel: +44 (0)330 0130 010

Email: sales@mccullochgroup.com

Visit: www.Mccullochgroup.com

Address: Riverside Works, New Mill Road, Kilmarnock, KA1 3JG UK

LinkedIn, Tik Tok, Facebook, Instagram and Youtube at McCulloch Group

The McCulloch Panel Lifted can be used alone, or as a system for larger lengths of rail.

The McCulloch TRTe – a new Net Zero solution for Rail Infrastructure projects.

Operated during the day or at night

Brush strip solutions from Kleeneze-KOTI are perfect for sealing doors, compartments and sensitive equipment against uncontrolled air infiltration, energy loss, rodents, dirt, noise and cold smoke without impairing moving parts.

Escalator SAFETYSTRIP™ helps prevent sidewall entrapment on escalators and walkways. Simple to install and maintain, SAFETYSTRIP complies fully with EN115 and A17 codes.

Trackside ducting and electrical enclosures are irresistible places for determined rodents to squeeze in and make a nest. Approved by Network Rail, RODENTBRUSH™ protects vital signal and electrical cables from gnawing rodents.

Whatever you need to seal or protect, get in touch and we’ll be happy to help

T +44 (0)117 958 2450

E sales@ksl.uk.com

www.kleenezeko�.co.uk

Door to Door Brush Solutions

Founded back in 1923 and now part of the KOTI group of companies, Kleeneze-KOTI are the leading manufacturer of brush strip products in the UK

From humble beginnings selling household brushes door to door around Bristol, Kleeneze-KOTI now design and manufacture flexible brush strip seals and solutions for all aspects of the rail, automotive and aerospace sectors.

Brush strip is one of the most adaptable sealing products available and much like Bristol’s own industrial heritage and evolution, Kleeneze-KOTI are continually developing practical solutions to today’s problems.

Many of their dedicated team have over 30 years’ experience in providing bespoke solutions, and because they focus entirely on brush strip, Kleeneze-KOTI have built up an unrivalled knowledge and expertise that enables them to provide innovative solutions across all industries.

Minding the gap

Wherever there are sliding or pivoting parts, brush strips seals the gap perfectly. From cab control levers to signalling and points covers, brush strip seals prevent the intrusion of rodents, dirt and contaminants. Sliding platform screen doors fitted with fire retardant brush strip seals, suppress underground train noise, improve station climatic control and help keep platform environments cleaner. Gaps between sliding train carriage doors and internal panels are discretely sealed with custom formed brush strip, preventing accidental entrapment and foreign objects fouling the door operating system.

Passenger safety

Escalator Safetystrip is a durable brush deflector designed to provide a tactile reminder to passengers to keep away from the hazard zones between the moving step and the stationery sidewall and reduce the risk of an entrapment incident.

First installed on London Underground escalators in 1982, Escalator Safetystrip has been protecting passengers from sidewall entrapment for over 35 years. Successfully fitted to over 400 escalators across the

existing network, Escalator Safetystrip and platform screen door seals will also protect the expected 200 million passengers on the new Elizabeth Line due to open in 2022.

Trackside cable protection

Electrical enclosures, junction boxes and trackside ducting are warm dry places, irresistible to rodents. There are many points of access through which a determined rodent can squeeze and make a nest and problems occur because rats love to chew. As they gnaw through the protective plastic casing they dangerously expose the vital electrical and data cable.

Specially designed RODENTBRUSH

is easy to use, and incredibly effective in deterring rodents. Unlike other forms of pest control, RODENTBRUSH can be easily removed for routine maintenance and then replaced for ongoing cable protection. Rodent brush can be exposed to all elements, allows air to circulate and water to drain away.

Always here to help

As a close knit and dedicated team, KleenezeKOTI are proud of the products and service they provide. They offer a complete design, advisory and manufacturing service, providing friendly assistance in all aspects of problem solving with brush strip technology. So whether you are a designer, specifier or end user, their brushes may provide the perfect solution. Simply contact their friendly customer service team or ask one of the technical team to visit via the contact information below.

Tel: 01179 582 450

Email: sales@ksl.uk.com

Visit: www.kleenezekoti.co.uk

Professional training for professional maintainers

Modern Production Supervision (Rail Vehicle Maintenance)

An EAL Assured quality course, delivered over 5 days on site with you

A brand-new, regulated, course that provides your Team Leaders with all the Production management and control skills needed to run today’s modern railway depot effectively.

Shaping the UK’s major rail programmes

Using independent multi-disciplinary advice to set up and deliver major rail programmes with our proven full project life-cycle capability.

Let’s support you on your journey ahead, talk to an expert at www.gleeds.com

Courses with…

EAL-assured Professional Supervisor Course

Are we letting our team leaders down?

It seems several years since I was a team leader, but I can still remember my time in the role with fondness It was a great position being able to directly control and manage a fair portion of your daily activity. The close contact with your team offers rewards when you see improvements in productivity and performance, and just seeing people improve from your inputs and guidance is so rewarding. It can be a tough role too at times as you try to balance the demands of managing scheduled delivery with the needs and desires of your team. I don’t think I realised when I was a Team Leader, how important the role was.

But are we letting our Team Leaders down? And hurting business performance at the same time.

Team Leader is a tough role to balance; they are right in the mix of things, needing to be connected to their teams and yet also managing multiple activities in a complex technological environment, often with moving targets to achieve. It might be said, ‘a hard tight rope to walk and get right.’ Team leaders are pivotal in turning direction from the plan into action and

ultimate effective output. No train runs on your network without it being touched by production, overseen by a team leader. Without effective, well-skilled team leaders an organisation will always struggle to deliver to a plan. We often talk of Production teams being ‘the engine’ of a maintenance business; well, team leaders have control of the accelerator!

Yet do we set them up to succeed in this vital role? Many papers split the role into leadership (people) and management (things).

Leadership is best described as being about inspiring others to perform at their optimum ability, with management best described as being able to effectively use all the available systems, processes, and resources at your disposal to achieve the required results.

Additionally, the rail Team Leader has full technical authority for work on the trains in the depot, giving three key aspects to the team leader competency skills required:

• Leadership competence.

• Technical (on train) competence.

• Production Management competence.

Typically, organisations spend a reasonable amount of time training and developing people’s leadership competence, often termed soft skills. There are many providers of leadership training, ourselves included; and several good products such as Insights® and situational leadership® have emerged over many years undertaking such development. It is an area that in most businesses is covered reasonably well.

Technical (on train) capability, being regulated by ROGS in our safety critical world, is amply covered from a development perspective. It must be as it is part of the legal compliance around competence management. And often is the only part of the three legs of team leader’s competence that is assessed… discussion for another article I’m sensing!!

But we are not so great at teaching our junior leaders the skills and importance of production management. How to manage the depot or department effectively and efficiently. Typically, we leave that to learning through osmosis, which will always lead to degradation of business capability over time. Train drivers are taught to drive the train, then they have route training layered on top; airline pilots learn to fly, then have airline and other cockpit management training layered on top. This additional (role-specific) training provides the required competence for the person to deliver optimum results. And let us be honest, as travelling public we prefer our pilots being competent! Airline mechanics pass their basic licence and then have system and organisation training to give the full competence in role. So, why don’t we do this in rail – as part of formalised development?

Well interestingly, as an industry, we used to teach production management competence; in the good old British Rail (BR) days, in fact some people reading this article will recall the NEBSS courses that were run, a very well received course. The BR NEBSS course systematically took prospective Team Leaders through many aspects required, everything from H&S, to employment law, to depot safety, to quality procedures… production efficiency – basically, the full

range of skills and knowledge required to perform the job well. Observationally, we lost many good things when BR broke up, EngPro hope to replace a little bit of it with this brand new course.

Our CS08 course has taken that old BR course, updated and modernised it to fit with the modern depots, trains, and working styles. It leaves the soft skills training to one side as that is covered well by most organisations, and if it isn’t then we always have CS01.

An EAL approved professional level training course, that following successful exam and work-based assignment returns a recognised certificate for your team leaders; The Modern Production Supervisor (Rail Vehicle Maintenance). Giving them a sense of pride in the role by raising the professional bar of these key individuals, improving their depth of knowledge, and in turn incrementally improving the depot management and output performance.

Running for five days the Course covers:

• Brief introduction to rail history, and application today.

• Understand the typical TOC organisation and where the TL fits in.

• Discuss the future challenges rail maintenance will have to tackle in the PSC world.

• The ‘big three’ that control availability.

• Routine maintenance –production control.

• Defect management and improving MTTR.

• Maintenance programmes and optimisation.

• Planning and scheduling effectively.

• Use Method Study approach to streamline production tasks.

• Contract and contractor management.

• Developing the competence of their team.

• Assigning work well.

• Operational communications.

• Running the effective shift brief.

• The perils of the 02:30 email.

• Safety management and risk assessments.

• The critical 60 minute after an incident – gathering and protecting perishable evidence.

• Quality control and assurance and the TL role in delivering this.

• Managing practical drift.

• Reporting performance (of train).

• KPI and metrics and how to use more effectively.

• TRUST 701D and delay attribution.

• LOTO, tool control, and governance boards.

• Technical publications and their origin and upkeep.

• Introduction to RCM ? and the future of maintenance.

• Reporting and learning cultures.

• Human performance limitations –recognising when your team is limited.

• EAM and other modern systems.

Logistics: At the moment we are running this course onsite at (or near) your location, which works well for our larger clients. Releasing team leaders for the course will always be a challenge especially for smaller organisations. In 2024 we will be running some open access courses in London (and Manchester) to cater for individuals and smaller organisations. We are also happy to discuss forms of licencing the product to train internally – reducing your costs.

More details of the certification and the course can be found at: https://engpro.co.uk/ cs08-workshop

EngPro is a boutique consultancy and training organisation specialising in maintenance professionalism and efficiency improvements. We are in our eighth year of business during which time our highly experienced small team have trained over 1000 delegates. As well as this we also train incident/near miss Investigations to RSSB standard, maintenance efficiency programmes, and managing change in the maintenance world – a very dynamic course. All our training immerses the delegate in topic with several in-class exercises and selfreflection.

HOWARD LEACH

C.Eng

Maintenance management professional in rail and aviation with extensive experience in both fields. We focus on the people in the system.

Tel: 07841029276

Email: howard@engpro.co.uk

Visit: www.engpro.co.uk

The future of rail infrastructure & asset monitoring

Discover unparalleled insights with future-proof, self-learning technology. Our award-winning Trains with Brains® rail portfolio delivers one of the most comprehensive head-to-toe monitoring solutions available today. Proven in the field, operations and maintenance teams worldwide are experiencing enhanced e ciency, reduced costs, and prolonged asset lifespan with this ground-breaking technology. We are shaping a smarter, more e cient, and sustainable future for rail transportation, where innovation meets reliability. Scan

Revolutionising Rail Infrastructure Monitoring

Damage to the overhead line and pantograph poses significant issues in the rail industry, costing the UK rail network alone over £100 million annually, and causing severe service disruption and reputational damage

Transmission Dynamics, a UKbased, multi-award winning, global innovator, and Industrial Internet of Things solutions provider, has been working with clients to identify and resolve these issues with its market-leading Pantograph Damage Assessment System (PANDAS) since 2008. Building on this success, the latest innovation, PANDAS-V®, incorporates a camera unit, providing critical footage of incidents detected. Deployed in various regions across the UK and multiple countries, PANDAS-V® is significantly reducing service disruption and saving costs globally.

Michael Dobbs, Principal Engineer for Network Rail Northwest and Central Region, emphasises the severity of dropper wire faults in particular, stating these incidents: ‘Are one of the main causes of overhead line related train delays and disruption.’

Statistics from the NW&C region ‘show 518 incidents over last five years, resulting in 51,307 minutes of train delays and estimated £5.7 million of associated cost.’

He added: ‘PANDAS-V is playing a critical role in identifying and immediately reporting all problematic locations.’

With twelve initial systems currently deployed across Class 390 trains in this region, PANDAS-V® has brought about transformative change. Ndaba Moyo, Senior Contact Systems Engineer, Network Rail (NW&C) stated: ‘Having installed our first PANDAS® system in August 2021 this technology now provides critical actionable intelligence, that has allowed us to focus less time on fault identification and more time on fault remediation. It has had a vast impact on our ability to inform and prioritise our operations and maintenance, leading to less delays resulting from overhead line incidents.’

Below are examples of some of the faults identified and reported by this powerful technology.

These issues regularly cause dewirements and cost the industry an estimated £1 million to £1.5 million each time.

PANDAS-V® provides invaluable intelligence regarding these infrastructure faults, immediately notifying rail stakeholders of issues identified which could lead to potential dewirements. These issues are efficiently found using GPS tracking and effectively reported with visual footage, allowing Network Rail engineers to plan remedial work before attending the location, within the same day if necessary.

Traditionally, preventing such faults requires regular manual inspections, with maintenance teams walking miles of ballast to assess the condition of the overhead line. However, these methods prove to be timeconsuming, costly, and often fail to identify emerging faults before they escalate. The longer a fault remains undetected and unresolved, the more catastrophic the resulting damage.

In fact, during one week in September 2023, two separate regions in the UK suffered dewirement incidents, as a result of issues that had been successfully identified and reported by PANDAS-V(R)®. These incidents have led to a significant cultural and operational shift within Network Rail, to ensure these critical alerts are prioritised, ensuring faults are resolved before further damage and disruption occurs.

The need for more efficient and reliable railway monitoring methods has become paramount for rail operators and infrastructure maintainers worldwide. Subsequently, the digitalisation of the railway through remote condition monitoring has become essential. In pursuit of innovation, Transmission Dynamics continues to lead the industry with the groundbreaking solution, PANDAS-V®.

PANDAS-V® combines advanced IIoT sensor technology and unique, innovative design to provide a comprehensive solution for the rail industry. A roof-mounted camera, synchronised with a pantographmounted wireless accelerometer, detects changes in overhead line conditions as the train travels. This synchronisation triggers video captures of potential issues based on impacts, generating invaluable ten-second clips, and pinpointing precise locations for immediate analysis through automatic and instantaneous reporting to relevant stakeholders. What sets PANDAS-V® apart is its real-time onboard processing using Machine Learning, saving critical time in fault identification, and allowing stakeholders to implement fault remediation works appropriately and before the issue causes further damage.

Traditionally, similar systems require one to two weeks of post-processing, a delay that PANDAS-V® eliminates entirely

by reporting such issues within one minute from detection with its train-borne instrumentation. Faults identified by PANDAS-V® today are typically serviced by Network Rail with immediate effect, on the same day and often within just one hour.

PANDAS-V® is engineered to operate in some of the most arduous outdoor environments, from heavy rain and high winds to extreme temperatures ranging from -40°C to +85°C and deliver reliable performance during both day and night. As such, it is now in successful operation across a wide spectrum of climates, ranging from scorching Indian summers to freezing Canadian winters. A key feature enhancing its robustness is the incorporation of a patented dual-arm wiper-scraper mechanism with automatic rain detection. This innovative design ensures consistent and reliable visibility, even in adverse weather conditions. Remarkably, this mechanism eliminates the need for frequent cleaning of the lens, a common issue caused by carbon deposits that can impair visual clarity after just a few days of operation.

The combination of this market-leading hardware, high-quality video footage, and onboard edge processing with selflearning image processing algorithms, propels PANDAS-V® to the forefront of rail infrastructure monitoring, making it not only advanced but also future-proof in its capabilities. As well as reporting impacts and identifying issues such as broken dropper wires, misaligned neutral sections, pantograph flip, arcing and bird strikes, PANDAS-V® offers a comprehensive range of additional critical measurements related to pantograph and overhead line performance.

Currently, these measurements encompass parameters such as pantograph height, wire stagger, and carriage sway.

Soon, the system will incorporate features like carbon wear monitoring and contact force measurement (uplift), enhancing its diagnostic capabilities even further.

Global impact

By harnessing cutting-edge technology, PANDAS-V® provides real-time data and insights, enabling operators to make informed decisions promptly. This proactive approach not only minimises downtime but also significantly reduces the likelihood of costly repairs, resulting in substantial financial savings for operations, all while enhancing safety and extending the lifespan of railway infrastructure.

Key impact themes include:

• Maximised operational efficiencies through preventative rather than reactive maintenance, enabling operations and maintenance engineering teams to plan, mobilise and undertake maintenance when issues occur. Network Rail have already reduced some of their manual inspection intervals from every six weeks to every eleven weeks following the adoption of this technology.

• Increased safety by reducing boots on ballast. Having previously been physically walking and searching miles of rail network for new and known faults, PANDAS V® can provide visibility of the entire network during live passenger service. Using these insights to prevent incidents associated with pantograph and overhead line defects, which could cause catastrophic incidents such as dewirements, provides exponential increases in the safety of the network, its passengers, and its workers.

• Reduced delays caused by infrastructure faults and unplanned maintenance. Engineers are now made aware of issues

quickly and can plan a suitable time/place to undertake the resolutions required without disruption to services and keeping boots off ballast. With dropper wires alone causing more than 10,000 minutes of delays in one region of the UK network, PANDAS V® is having a vast impact on service reliability, reporting such events within one minute of occurrence.

• Reduced costs come from the above operational efficiencies, the resulting reduction in costly delays and remediation works, and the extension of asset life as a result of more proactive operations and maintenance works. Michael Dobbs, Principal Engineer at Network Rail stated: ‘The PANDAS® system could have prevented more than £5.9 million worth of costs over the last five years on the Class 350 trains alone.’

With this proven impact on reducing delays, improving maintenance practices, and enhancing rail service reliability, PANDAS-V® is poised to play a pivotal role in revolutionising the way rail infrastructure is monitored. Transmission Dynamics is committed to continuing its global rail sector collaborations in order to lead the future of rail infrastructure monitoring worldwide.

Tel: 01915 800 058

Email: support@jrdltd.co.uk

Visit: www.transmissiondynamics.com

OPTICAL FIBRE TUNNEL CABLES

Non-armored and armored Flame-retardant Wrapping Tube Cable using SpiderWeb Ribbon (FR-WTC-SWR) for rail, underground and metro applications.

Range of ultra-high fibre density cable designs including 288, 432 and 864 fibres both non-armored and armored variants specifically intended for OVERGROUND RAIL TUNNEL and UNDERGROUND network applications.

www.fujikura.co.uk

HD

• Illustration is 432 fibre over-ground double-jacket design

• Cable can be jointed in 4-5 hours compared to 20+ hours using traditional loose tube cables and conventional installation methods.

• Small and lightweight compared to traditional designs

• Fully dry (gel-free) construction

• 12 Fiber Spider Web Ribbon (SWR)

• CPR Class B2ca-s1a,d0,a1

Inner sheath (FRPE, Yellow)

Corrugated steel tape

12F Spider Web Ribbon in each bundled unit

Water blocking tape

Strength member (FRP)

Water blocking material

Ripcords

Outer sheath (FRPE, Black)

High density CPR compliant Fast installation Light weight construction

HAV Free and Eco Equipment

Diamond Hire and Sales have invested in innovative electric machinery which can make your site carbon neutral, free of HAV, and compliant with all aspects of manual handling with just one call

Our equipment is your gateway to a cleaner and safer working environment, carbon free, remote operation and minimal labour costs; the future looks safer with Diamond Hire and Sales.

Why you need innovative equipment

The workplace environment is different today, there are many mandatory conditions that have to be attended to, that’s why innovation is so important as it helps us to meet those requirements without compromising the job in hand. We know the concrete is still very hard and heavy, that has not changed it’s just how we go about removing it! Traditional methods are not acceptable as they don’t meet legislation, so the future has to come from innovation as they combat the issues and provide the answer, ‘Safe working for all’ on time and within budget.

Equipment that we hire and sell

Part of a full range of models to suit your environment, the automated Minnich Rock Drill is ideal for rock drilling, vertical or horizontal dowel bars and anchor holes in concrete. The robotic electric Brokks is perfect for controlled demolition, whether breaking or crunching these machines demolish concrete like no other. For removing debris, look no further than the Hi-Tip electric Twinca barrow with 800kg load capacity, this one-man operation makes light work of shifting rubble. Last but not least is our very own Sindrilla, the first patented hands-free drilling solution for those everyday holes, you can drill all day long, free from drill rotation and HAV, the Sindrilla is compact, mobile and dustless.

Minnich Rock Drill

This drill is essential for future railway projects, perfect for dowel bar drilling, induction line drilling, anchor hole drilling and hydraulic bursting prior to removing unwanted concrete. It mitigates HAV to the

operator due to its remote operation and keeps workers safe. The drill penetrations are fast, cost effective and reliable ensuring accurate placement of dowels and fixings after drilling.

Brokks

Our Brokks are the robots that you need. It enables your business to keep up with Health and Safety vibration legalisation along with commercial pressure. They are small in size meaning they can fit into tight spaces; however, they boast a hydraulic system that runs on a low flow/high pressure principle which gives them enormous strength. These Brokks do not emit any fumes and keeps

noise pollution at a minimum. Hiring or purchasing this excellent piece of Swedish engineering from us will guarantee safety and a faster, cleaner, and more accurate job. Perfect for those challenging railway projects where health and safety is paramount.

Twincas

This is your perfect machine for the clean-up process and is a necessity for those labour intensive clear up jobs. The Twinca HI-Tip Electric Dumpers are battery powered and omit no noise or fumes whilst in operation. Allowing operatives to use the machine inside or outside all day on a full charge. It can hold up to 800kg debris and with the

press of a button can dump its load into your skip. Operatives have no fatigue or manual handling concerns when operating the walk behind Twinca Hi-Tip Dumper.

Sindrilla

Our very own percussive mobile drill that will leave you with the perfect dustless hole that is clean and accurate ready for your chosen bar or anchor. It is rig mounted

and offers a perfect hands-free drilling solution for those everyday percussive holes. Omitting no vibration exposure to the operator, they are safe from HAV and can be used all day.

Our equipment which is available to hire is safe, robust, and very cost effective, it can be delivered to your project by contacting us directly. It provides solutions to those everyday site constraints that all

construction managers and workers face each and every day. This is the new method of working, a glimpse into the future and we are happy to share it with you.

Tel: 01252 524141

Email: info@diamondhiresales.co.uk

Visit: www.diamondhiresales.co.uk

DIN-Rail Power Supplies for Railway Applications

PULS DIN-Rail power supplies are authorised by NRAP for use on railway infrastructure for which Network Rail is the manager under ROGS regulations

PULS Power the specialist manufacturer of high reliability DIN-Rail power supplies provides a range of reliable, efficient and robust DIN-Rail power supplies specifically for railway applications. Using technology based on designs already proven in tens of thousands of industrial applications worldwide PULS power supplies also feature DIN-Rail mounting to enable simple integration into cabinets and enclosures both on board rolling stock and trackside.

Performance requirements for electronic systems in railway applications are challenging on several fronts; failures cannot be tolerated, even under extreme mechanical stress over an extended temperature range. Further, the input voltages in railways differ from those experienced in industrial applications ruling out the use of standard commercial grade devices. PULS railway approved power supplies are ideally suited to the latest infrastructure projects such as HS2 and extensions to underground rail networks.

PULS railway specific power supplies may be used in a wide range of applications within the train and on the track including, central power, air conditioning, communication and infotainment systems, signaling technology and train protection systems. PULS products are deployed in major infrastructure investments such as the SBB (Swiss Federal Railways) where power supplies have been installed along the railway track in some 800 electrical cabinets all over Switzerland for the control of power lines for the trains. Critical to this contract was the ability of PULS to deliver and support the chosen product types for many years after design-in, while also delivering cost savings over the existing installation.

PULS continue to innovate and have recently introduced the new FIEPOS range of rugged IP67 rated power supplies which need no protective enclosure. These power supplies provide an intelligent distributed power solution and may be mounted in close proximity to, or actually on, the

load. This reduces installation costs and simplifies commissioning while introducing increased flexibility and the ability to easily reconfigure systems.

PULS railway range of power supplies provide one hundred per cent greater mains failure bridging time than required by the railway standard EN 50155 (S2), are weather resistant with all PCBs having conformal coating as standard and are completely convection cooled simplifying installation, further increasing reliability and minimising system noise.

Fully EN 50155 certified PULS DIN-Rail power supplies are classified according to T3, TX, C2 and S2 for use on rolling stock. They also meet EN 61373 for shock and vibration, EN 50121-3-2 for EMC requirements and EN 45545-2 for fire protection on a railway vehicle according to hazard level HL3.

Five models from the PULS QS Series have been awarded full acceptance certification by Network Rail for use with

signaling equipment in environments not exceeding 95 per cent relative humidity. The Network Rail product acceptance process is required for products intended for use on or about rail infrastructure and ensures they are safe, reliable, fit for purpose, compatible and do not export unacceptable risks to the infrastructure. Only accepted products, (except those allowed by NR/ L2/RSE/100/05) may be used on rail infrastructure.

Three of the Network Rail approved PULS DIN-Rail power supplies feature the advanced PULS ‘Hiccupplus’ overload protection mode. These employ technology innovations to overcome the problems associated with early hiccup protection circuits which were considered too sensitive when used in conjunction with motors or loads that are equipped with large input capacity, running power supplies in parallel or battery charging. Th ese are the QS40.241 with a DC output of 24V/40A, and the

QS20.481.C1 and QS20.241.C1 with outputs of 48V/10A and 24V/20A respectively and feature conformal coating.

The two other approved DIN-Rail power supplies are the QS10.481.C1 providing an

output of 48V/5A and the QS5.241.A1 rated at 24V/5A, which are also conformal coated.

PULS DIN-Rail power supplies offer system designers and installers’ uncomplicated assembly and permits flexible

positioning of the devices. Optional wall and side mounting brackets offer alternative mounting options. Spring-clamp terminals provide shock and vibration resistance, making installation intuitive and facilitates simple wiring without tools.

Key features of the PULS QS Series of DIN-Rail power supplies include a wide input range from 100 to 240Vac, and a very wide operating temperature from -40⁰C to +70⁰C (depending on model) without derating (+60⁰C to +70⁰C with derating), typical efficiency greater than 94 per cent and operation in environments with up to 95 per cent maximum relative humidity. All models have a nominal 110Vdc input with a wide voltage fluctuation tolerance of -30 to +40 per cent and are available with an output voltage range from 24 to 28VDC with power ratings of 100, 200 and 400W.

For more information on PULS DIN-Rail railway power supplies, get in touch with them via the contact information below.

Tel: 01525 841 001

Email: sales@puls.co.uk

Visit: www.pulspower.com

RISE TO THE CHALLENGE

WAVE TECHNOLOGY

ADAPTABLE F I T

COLOR CODE

SIMPLIFIED SELECTION

COATING

ANTI - FOG & ANTI-SCRATCH

UNIVERSAL was engineered to combine strength, flexibility, and ergonomics in a light yet panoramic eyewear. Through these innovative goggles, bold adventurers can explore the furthest reaches of time and space. As they venture outward, they can have peace of mind that their eyes are protected with confidence in their enhanced vision.

IT’S TIME TO RISE TO THE CHALLENGE.

The beauty of the universe resides in the equilibrium found between the elements that compose it, each of them, having a clear purpose.

UNIVERSAL was engineered to combine strength, flexibility, and ergonomics in a light yet panoramic goggle, leading to a model adapted for both the wearer and the working environment. Indeed, UNIVERSAL concentrates all Bollé Safety’s latest lens and frame technologies in just over 100g.

AFTER 3 YEARS

OF RESEARCH AND DEVELOPMENT, BOLLÉ SAFETY UNVEILED THEIR LATEST SAFETY GOGGLE : UNIVERSAL. THIS ICONIC MODEL ENCOMPASSES ALL THE BRAND’S EXPERTISE AND REACHES NEW HEIGHTS IN TERMS OF ERGONOMICS, COMFORT AND STYLE. IT OFFERS OPTIMAL PROTECTION FOR EVERY USER IN ANY WORK ENVIRONMENT.

SAFETY FIRST!

The purpose of PPE eyewear is first and foremost to protect the vision of the wearer from harmful elements, from shards to liquids or gas. UNIVERSAL has reached the highest level of protection under EN166 certification (B-rated). Available in several versions, each adapted to a specific work environment to offer more peace of mind & efficiency for the worker. For the most demanding jobs, a pivoting faceguard can be easily attached to UNIVERSAL’s main frame, so that every worker may be safe, regardless of the risk they face.

While many eyewear brands claim to protect the eye, Bollé Safety goes beyond with UNIVERSAL and offers enhanced effectiveness and efficiency.

THE PINNACLE OF ERGONOMICS

When developing safety eyewear, one of the first challenges manufacturers are confronted with is the product’s fit. Indeed, while every user’s face shape is different, the protection of a goggle is as good as its fit. The solution found by Bollé Safety with their UNIVERSAL model resides in a simple yet effective feature: its Wave technology.

UNIVERSAL’s TPR soft frame was indeed equipped with the company’s latest innovation: a unique threefold bellows design that allows the model to morph and adapt perfectly to every user’s face structure. As a result, wearers benefit from a superior protection without any compromise on comfort, even in the long-term.

COLORS WITH A PURPOSE

Through UNIVERSAL, Bollé Safety also introduces a new concept by employing a visible color code on their goggles’ straps and flexible frames. Its mission is to simplify the selection process for the wearer based on his/her work constraints, improve visibility, and allow site safety managers to ensure proper use of PPE, even from a distance.

A CLEAR VISION IN ANY SITUATION.

Because the best safety goggle requires the best lens coating, UNIVERSAL is coated with Bollé Safety’s exclusive PLATINUM formula. This K & N certified lens technology offers a resistance to fogging that is 100 times more efficient than the required standard. The product also maintains its properties even after 100 cleanings, thanks to its dipping application process which enhance its robustness.

With an enhanced vision, users can be more aware of their environment, which leads to two positive effects for both the user and his/her company: Increased efficiency while reducing the risk of accidents in the workplace.

UNIVERSAL offers the promise of enhanced efficiency and peace of mind, essential for users to RISE TO THE CHALLENGE.

bolle-safety.com

Sealed

Vented

Welding

Neoprene

UK’s leading hose

suppliers to the

“We have the hose world in our hands”

Variable Rate Sanding

In April 2018, AB Hoses was approached by RSSB and DB-ESG to develop a sander for the purposes of the DVRS pilot trial on the 323 fleet

AB Hoses was selected as preferred supplier in August 2018 due to its proven capability in variable rate sanding, as is seen with Class 220 and 221 Diesel Electric Multiple Units for Arriva Cross Country, and also its ability to develop bespoke sander equipment within a relatively short timeframe; 16 weeks from concept to installation for Arriva Cross Country.

Other sanding equipment competitors either stated that it would not be possible for them to develop variable rate sanding or quoted a minimum of one to two years for the development of a bespoke DVRS sander to RSSB, which would have resulted in the risk of the trial not going ahead at all or the funding being unavailable in later years. However, AB Hoses quoted 23 weeks for production of DVRS with twelve weeks for fitment as a commitment to supporting the development of data on DVRS and braking performance in the industry. The trial 323 units were completely installed with DVRS by April 2019.

In addition, AB Hoses also made the decision to undertake production of the sanding equipment as a non-profit project i.e. AB Hoses did not make any margin at all. This was decided due to the desire to be involved in a meaningful trial, having shared ownership of investment into the project with RSSB which makes for effective teamwork, whilst remaining the leaders in innovation of sanders in the industry as opposed to turning a profit. This commitment to RSSB saw AB Hoses invest into research and development, explore new technology ideas and test

emerging products available on the market, ultimately exploiting the existing AB Hoses products and using them as a platform to demonstrate capability.

Based on AB Hoses general and sander specific operational experience, it was recommended to undertake a series of comprehensive HAZID/HAZOP workshops, for full life cycle from design, validation and verification, installation, operation, maintenance, evaluation, removal etc be conducted involving competent operational staff from all parties. This process enabled all safety concerns to be identified and recorded, in particular where challenges and outcomes had potential to influence or change the design of the sanding equipment and its interactions with the train and Instrumentel’s monitoring equipment.

This documented process clearly defined the outputs required and took several iterations/workshops with all team members to agree the scope of work and to what extent I.e. the level of detail e.g. IP ratings of particular equipment, types of material to be used, performance level indicators etc. Ultimately with such safety critical equipment and the nature of the installation and operation, the entire project came under the scrutiny and approval of Ricardo Rail to the mandatory applicable standards i.e. Railway group standards, European Normalised standards, and Statutory law. However, as this process was undertaken in collaboration, the expectation for AB hoses to deliver sanding equipment to these requirements was communicated and set from the outset by means of a technical requirements document and also an applicable list of the relevant standards

to the application. This process assisted in ensuring good working relations between all team members as no lines were blurred as a result.

Like any team working on a project, success depends entirely on the contribution of every member. It was imperative that all team members had a sense of personal ownership within the project; for RSSB this was quantifying their research as leaders of the rail industry to achieve continuous improvement in health and safety performance of the railways, for WMT this trial could result in a route to the removal of the autumn timetable and provide longer term capacity gains and for AB Hoses and Instrumentel this was the incentive to develop the equipment at the forefront of technology and innovation that could achieve RSSB’s objective and maintain their own position of market leaders in their expertise. This shared vision enabled the team to work harder for the project as everyone had an invested interest in its success or failure.

Tel: 01246 208831

Email: sales@abhoses.com

Visit: www.abhoses.com

Address: AB Hoses & Fittings Limited

Units 5-7, Warwick Street Industrial Estate Chesterfield S40 2TT

Why Choose Huck® Fasteners?

Fasteners are an important engineering component; product reliability is key

Huck fasteners are used in many tough engineering applications, although their function is simple – to hold components together – there are a wide variety of designs and sizes available. These fasteners have been designed to cope with extreme stress and vibration, providing strength and facilitating lighter, stronger, more durable structures. Huck Fasteners are commonly used in railcars, railway tracks, rolling stock, aerospace, truck suspensions and chassis, bridge construction, heavy defense vehicles and mining/quarrying applications. In fact, anywhere that fastener failure is not an option.

Engineered for easy installation, and long, reliable life

Direct-tension HuckBolt’s and structural blind fasteners can often be a faster, more cost efficient, and safer alternative to traditional processes. Fasteners are an important engineering component; therefore, product reliability is key. Due to the complex working environment, traditional bolted joints often experience self-loosening (gradual loss of preload) over their working life, which can cause a decrease in the structures strength and loss of joint integrity.

The key difference between HuckBolt and conventional fastener installations is found in the structure of the threads of each of the fastening systems. Instead of the deep threads required to achieve a tolerance fit between conventional nuts and bolts, the HuckBolt pin requires only shallow locking grooves into which the collar is swaged. Th e shallow design of the locking grooves allows for a much larger pin root radius, which contributes significantly to the fatigue strength – up to five times that of a conventional nut and bolt.

Alternatives to welding

For years, welding was seen as the only way to ensure the integrity of joints in demanding load-bearing or high-vibration structures. Today there are alternatives to

welding, the direct-tension, swaged Huck BobTail® Lockbolt is a uniquely engineered fastener. It is a two-part fastening system that consists of a pin and a collar. This enables the structure to be easily preassembled by hand allowing for additional alterations and checks. Th e fastener is then installed using a direct tension technique, in which the pin is pulled and the collar is simultaneously swaged into the locking grooves of the pin, deforming the collar into the grooves and swaging the material forward. Th is action develops the high clamp force.

The Huck BobTail has been designed to provide superior joining strength and offers fast, secure and simple installation. Even taking into consideration the need to drill holes, installing a Lockbolt is significantly faster than welding a joint and a quick visual inspection is all that is required to confirm the accuracy and quality of the installation.

HuckBolt’s can be effectively used with virtually any metal, and disparate metals with dissimilar coefficients of thermal expansion present no problems. Varying piece sizes in a joint are readily accommodated, and surface finishes are not harmed. Most importantly, HuckBolt’s are proven to hold up over years of service in demanding high-stress, high-vibration environments.

Independently tested with third party approval

The Huck BobTail 12,14,16, 20mm and one-inch diameters, after lengthy and vigorous independent testing, has gained the prestigious Allgemeine bauaufsichtliche Zulassungen (German national technical approval) from the world renowned DIBt (Deutsches Institut für Bautechnik) for use in both static and dynamic applications in civil engineering. The approval concludes

that retorque/re-tension of an installed Huck BobTail LockBolt is not possible and also not necessary, and connections do not require maintenance regarding preload. Joints fastened together by BobTail large diameter LockBolts, within the range specified, are maintenance free.

Technical support that will add value to your project

Star Fasteners have been a Huck fastener distributor for over thirty years and are the UK’s largest stockists. Star Fasteners work closely with their customers to understand their applications and suggest new products that they may not have initially considered for a project. They can do this thanks to the knowledge and experience that they have within the market.

Tel: 0115 9324939

Email: sales@starfasteners.co.uk

Visit: www.starfasteners.co.uk

Electromechanical Relays in the Age of Digitalisation

The experience of recent years has shown that relays have by no means lost their importance in the age of digitalisation. On the contrary, they are taking on ever more specialised functions

ComatReleco AG, incorporated in 1970, is a Swiss headquartered global supplier of high-quality relays and contactors of any kind. The core competencies are industrial relays, timing relays, monitoring relays and contactors. The electromechanical relay was invented in 1835 by Joseph Henry, who is mainly known as the inventor of the electromagnetic phenomenon of selfinduction and mutual induction. Henry was only really interested in the science of electricity, and the relay was a laboratory trick to entertain students.

Henry’s invention remained relatively unknown for several decades, but it became widespread in the 1860s with the development of the telegraph and telephone. In 1941, Konrad Zuse used electromechanical relays to build the world's first functioning computer Z3. Today, electromechanical relays have disappeared from computers.

Although fewer logic circuits are realised with the help of industrial relays nowadays, the relay is gaining in importance as an interface between logic and load due to the increasing use of process control systems and controllers. In their daily work,

designers are mainly guided by the specified values such as 10 A at 250 VAC or 10 A at 30 VDC with a width of 15.6 mm (interface relay) or 22.5 mm or 38 mm (industrial relay). It is quite often not considered that these specifications refer to the ohmic load.

Contact load resulting from switching operation

Experience has shown that statements such as ‘we have always used the relay, but never had any problems before – why now?’ are first asked to the supplier. In most cases, however, it turns out that the type of signals to be switched has changed. This is because the levels of the signals to be switched are becoming smaller and smaller and the loads are becoming more and more inductive. Nevertheless, the proven relays with their standard contacts continue to be used.

It is not the stable current that stresses the contact, but the actual switching operation in connection with load size and load type. Therefore, the ratio of the switching current to the stable continuous current must be considered. In case of a resistive load, switching current and continuous current are approximately identical. With a lamp load, however, the

switching current can be up to twenty times the continuous current due to the cold resistance of the filament. Motors, valves and contactors, on the other hand, are inductive consumers that are characterised by an inrush current that can be five to ten times higher. The switching peaks of valves can also be up to twenty times the continuous current. These inductive loads also cause strong switch-off sparks. Capacitor loads and very long cables are a special case. Here, the switching currents can reach forty times the continuous current.

If the switching contacts are opened under high DC loads, an electric arc is formed that can lead to fast wear or even welding of the contacts. Thanks to the magnetic field of a blow magnet, the Lorentz force acts on the electric arc, which is ‘blown away’ or ‘pushed away’ and thus extended as a result.

Utilisation categories

Some manufacturers specify the utilization categories for switching elements according to IEC/EN 60947. However, usually only the utilization categories AC-1 and DC-1 are specified, whereby the utilization categories

AC-1 and DC-1 are described according to IEC/EN 60947-5-1 as resistive loads, precisely as ‘non-inductive or only slightly inductive loads (resistive loads)’. But in practice, the user hardly ever finds a resistive load. Here, the utilization categories for inductive loads are needed to find the right relay for the respective application.

For the utilization categories for DC voltage, the standard refers to the calculation of the load limit curve, here the time constant t = L/R is evaluated. Resistance heaters are resistive loads (t = 0.95) and are classified in class DC-1. DC-13 includes electromagnets with 6 x P (continuous load in W) and DC-14 are electromagnets with economy resistors (IE = 10 x IB; t = 15 ms).

Basically, the categories DC-1 and DC-13 are of interest for an industrial relay. The utilization category DC-13 describes the control of electromagnets, auxiliary current switches, contactors and solenoid valves where the inrush current is less than or equal to the rated current, but the cut-off voltage peak can reach fifteen times the rated voltage.

The influence of the inductances on the switching capacity of a contact can be illustrated by the typical relay power curve. A normal contact reaches its limits under inductive load even at low currents. With the knowledge of this problem, ComatReleco has created a complete product range for these applications. These special relays in the sizes of the standard industrial relays (38 and 22.5 mm) make it possible to switch even higher direct currents reliably due to their contact architecture.

The right choice

The basic condition for a satisfactory relay service life is the correct selection of the relay type. If inductive loads have to be

switched, it is generally recommended to connect the load in order to eliminate the disturbance at the point of generation. For alternating current with an RC element or a VDR, for direct current with an RC element or a free-wheeling diode. This measure is rewarded by lower interference and a considerably longer contact life.

With capacitive loads, only a series resistor or a choke can help. If the designer does not have data of the connected devices, ComatReleco relays can be fitted directly with a protective circuit.

Relays have some very good properties that make them ideal components for coupling between systems. The galvanic separation between the coil and the contacts makes isolation between systems easy. The choice of coil voltages is wide and does not limit the voltage and current values of the contacts. It is relatively easy to select a relay to interface between a 24 V DC control circuit and a 230 V AC circuit. Relay coils are almost immune to overvoltage and EMC. There are also no software malfunctions. Due to the mechanical nature and simplicity of a relay, it has predictable behaviour in the event of a fault. However, there is no such thing as a one- fits-all relay. Knowing the application exactly is crucial for optimal dimensioning.

Usually, the actuation of the relay is manageable. It is more challenging when it comes to the load. It is not only important to know the voltage and current of the load, but also whether the load is resistive, inductive or capacitive. The switching interval, the switching frequency and special ambient conditions have an influence on the selection of the relay. The utilization categories according to IEC/EN 60947 help to characterise the application cases considering the operating conditions. Depending on the application and when

specified correctly, relays offer reliable solutions in railway applications in many cases and are therefore state-of- the-art even today. Relay -based designs are usually simpler than electronic controls with software and this also simplifies certification.

With one of the widest product portfolios of Relays and Contactors including customized solutions ComatReleco serves customer within the segments of industrial automation and building installation technology as well as transport and railway. Built with latest solid-state technologies, using the traditional electro-mechanical design or a combination of both. For more than 20 years, ComatReleco products have found their way into rail vehicles and their subcomponents such as toilet systems, HVAC, doors, etc.

Our future

Based on customer feedback, continuous improvements, and adaptations to comply with the standards, the product range has been continuously expanded over the past years.

ComatReleco’s CMS-10R IoT messaging system, often referred to as remote relay or SMS butler, secures contact with your assets.

One of the newer additions to the product range is the remote relay, the CMS-10R monitoring and control system. Despite the connected world, there are always situations where there is no internet access, the PLC control is unavailable, or monitoring is required outside the existing IT infrastructure. For these cases, ComatReleco has developed a remote relay with an integrated eSIM for 4G, 3G, 2G communication that works worldwide. The system includes an IoT cloud and an app for smart phones.

The world today is full of uncertainties. Nevertheless, we need to look forward and continue to grow our business as you and we did during the pandemic. A workplace where you can develop, share and evolve and the satisfaction of having done a good job will help us innovate and prepare for the future.

Tel: +41 31 838 55 77

Email: info@comatreleco.com

Visit: comatreleco.com

LinkedIn: ComatReleco AG

Address: ComatReleco AG

Bernstrasse 4 3076 Worb

Switzerland

ComatReleco’s CMS-10R IoT messaging system, often referred to as remote relay or SMS butler, secures contact with your assets.

URBAN TRANSPORT

With

Rubber Components and Materials

J-Flex offers an extensive range of unique elastomer materials for Surface, Sub-Surface, Tunnel and Rolling Stock applications

J-Flex EPDM, Silicone and Neoprene and Vamac® materials are tested and approved to EN45545-2 and many other certifications, including LUL S1085 compliance and are designed specifically for low smoke low toxicity requirements, particularly with regards to enclosed space applications.

This makes them ideal for all safety critical applications in rail, mass transit, marine vessels, oil & gas, public transport and heavy goods vehicles. With resistance to corrosion, moisture, salt and light fuels, they offer outstanding flexibility, strength and durability. This includes environmental resistance – withstanding Ozone, U.V., rain and frost – meaning outdoor applications such as lighting systems and enclosures are kept water and dust tight.

Vamac® for example has excellent abrasion resistance, so is ideal where

wear is a concern – one notable use being protection of cables laying on ballast trackside. Gaskets and seals for enclosures such as lighting fixtures, battery boxes/ covers and the like will prevent the ingress of environmental factors.

Extruded seals are perfect for glazing partitions, door portals and floor covings. Anti-vibration gaskets and mouldings come into play for seating mounts and floor vibration dampening. As you can imagine, our various elastomers can perform many functional and critical roles within Surface, Sub-Surface, Tunnel and Rolling Stock applications. With various degrees of hardnesses being available, and gaskets, seals and mouldings being achievable in virtually any required dimensions, the possibilities are endless.

The following page should gives some food for thought but with so many

possibilities, maybe there’s something you have in mind that isn’t shown? Get in touch, we love a challenge and providing solutions!

Materials that can be supplied:

• EPDM

• Silicone

• Vamac®

• Silicone Sponge

• Neoprene Sponge

• Natural Rubber

Which can be supplied as:

• Calendered Sheet Rubber.

• Cut Gaskets; Joints and Strips.

• Precision Moulded Components.

• Extruded Profiles and Sections.

• Vulcanised Joined Profile Frames.

• Laminated Composites (rubber and sponge).

• Sponge/Foam Sheets or cut parts.

• Machined Plastics and sheets.

• Seals.

J-Flex’s extensive range of unique elastomer materials are tested and approved to EN45545-2 and many other certifications, including LUL S1085 compliance. J-Flex can also cross reference international standards, providing the best solutions – matching or alternative – that meet or exceed your specifications. The company’s extensive knowledge of the worldwide rubber market means it can usually source any specific material requirements you have.

About J-Flex

Established in 1984, J-Flex is a privately owned company involved in the manufacturing & distribution of high

performance rubber products. Over this time they have gained an enviable reputation for high quality manufactured rubber components, elastomer sheetings and vacuum forming consumables, backed up with excellent customer service.

Trackside applications include:

• Cable Jacketing.

• Signal Cable Hose.

• Cable Ductings.

Material data sheets, test reports and samples are available upon request.

Datasheets and A Guide to Flame Retardant, Low Smoke, Low Toxic Rubber Materials can be downloaded at www.j-flex.com/productmarket/rail-and-mass-transit

Tel: 01777 712400

Email: sales@j-flex.com

Visit: www.j-flex.com

Address: J-Flex Rubber Products

Units 1 & 2 London Road Business Park

Retford, Nottinghamshire, DN22 6HG

LinkedIn: j-flex-rubber-products

Facebook: JFlexRubber

Twitter: JFlexRubber

7548

Shaping the Future of Mobility

for Transportation Gateway

Fanless Embedded System with Intel Atom® Processor E3940 for Vehicle PC

Key Features

CE and FCC certified and ISO 7637-2 compliant

Intel Atom® processor E3940

Supports 9 to 36 VDC and 12/24 VDC typical in-vehicle power input

Smart Ignition for power on/off schedule, vehicle battery protection, and different power modes

Rear

Smart Ignition Support

Withstanding Day-to-day Operational Conditions

Axiomtek’s EN 45545-2, EN 50155 Transportation Embedded System Ready for Railway Applications – tBOX110

Axiomtek – a world-renowned leader relentlessly devoted to the research, development, and manufacturing of innovative and reliable industrial computer products of high efficiency – is proud to announce its tBOX110, a compact fanless transportation embedded system now EN 45545-2, EN 50155 certified. The tBOX110 is designed with low power consumption and heavy-duty construction that can withstand challenging day-to-day operational conditions. It accommodates varying voltage demands, effortlessly adapting to different environments.

The reliable transportation system supports 12/24 VDC typical automotive power input with smart ignition, or 24 to 110 VDC for railway use and a widerange 9 to 36V DC power input for general purposes. The tBOX110 is powered by the Intel Atom® x5-E3940 processor and has a wide operating temperature range of -40°C to +70°C and 3Grms vibration resistance. Its comprehensive verification and certification provide a more sustainable and safer solution for transportation applications.

The DIN-rail and wall-mountable tBOX110 measures only 164 x 128 x 44 mm and weighs 1.0 kg. The compact size ensures that it can fit in various space-constrained environments. The tBOX110 is equipped with one DDR3L-1866 SO-DIMM for up to 8GB of system memory. It also has one internal 2.5” SATA drive and one mSATA for extra storage needs. There are two full-size Rev.1.2 PCI Express Mini Card slots – one USB/PCIe with external SIM socket and one mSATA/USB/PCIe with external SIM socket – for high integration. Equipped with smart ignition power control, the tBOX110 enables to schedule power on/off events to protect the vehicle battery from unstable voltage and supports different power modes.

Axiomtek's tBOX110 offers comprehensive transportation gateway solutions, catering to a wide range of applications, from in-vehicle to railway. This transportation-grade embedded system not only meets ISO 7637-2 standards but also

has full certification to EN 45545-2 and EN 50155. By choosing the tBOX110, customers can benefit from significant cost savings and reduced waiting time, since they have no longer needed to bear verification fees or lengthy certification processes. This makes the tBOX110 a highly efficient and reliable choice for transportation-related projects. With the innovative and reliable safe shutdown feature, the tBOX110 safeguards critical components and data during power disruptions or emergencies.

Customers could also easily setup power on/off scheduling in the BIOS menu. It ensures the longevity and optimal functionality of the devices as well as making tBOX110 a responsible and environmentally conscious choice for energy saving solution.

The tBOX110 also offers rich I/O interfaces to ensure seamless connectivity and performance across transportation applications. For in-vehicle applications, the tBOX110 features two RS-232/422/485 with shield grounding, two isolated CANBus with SocketCAN, two RJ-45 10/100/1000 Mbps Ethernet ports (Intel® I210-IT), and one DB9 8-bit programmable DIO.

While for railway applications, it offers four isolated RS-232/422/485 with shield grounding, two M12 A-coded 10/100/1000 Mbps Ethernet ports (Intel® I210-IT), two M12 X-coded 10/100/1000/10000 Mbps

Ethernet ports (Intel® I210-IT), and one isolated 4-in/4-out DIO (terminal block). Two HDMI 1.4b with keylock, two USB 3.0, one reset button, one power button, one remote switch, and four antenna openings are available. Moreover, the tBOX110 is compatible with Windows® 10 64-bit and Ubuntu 20.04.

Advanced Features of tBOX110:

• EN 45545-2 and EN 50155 certified; ISO 7637-2 compliant.

• Intel Atom® x5-E3940 processor.

• Fanless and wide operating temperatures from -40°C to +70°C.

• Supports 9 to 36VDC and 12/24VDC typical in-vehicle power input.

• •Supports 24 to 110VDC for railway power input.

• Compact size with multiple COM, CANBus, and DIO for communication.

• Smart Ignition for power on/off schedule, vehicle battery protection, and different power modes.

Tel: +44-161-2093680

Email: info@axiomtek.co.uk

Visit: www.axiomtek.co.uk

ANY APPLICATIONNOT JUST ANY BATTERY!

Capitol Industrial Batteries - the perfect power solution.

Here at capitol industrial batteries, we have operated as an independant battery manufacturer assembly plant sales and service agent since 2004.

We have the ability to match customers’ requirements for wet lead acid, gel VRLA and lithium type batteries. whilst also offering bespoke manufacturing for client needs.

We pride ourselves on supporting the market through our stock holding facility as part of our business model which allows us quick delivery upon product orders. the following describes us we make supply maintain a full range of types with regards to our own direct replacement range of products ..... capitol are fully aware and committed to support the evolving market in terms of the electrification and decarbonisation agendus

RAILWAY

which are current thus future proofing the ability to supply any product type to support the long term running of alternative fuel powered trains.... ... since 2004 we have been acutely aware of the need of localised battery production within the uk ... which is why we continue with the final assembling of our batteries here in Cumbernauld and is something we pride ourselves on.

We have the backing of our major existing manufacturing partners for this. Aligned to our own business model in place to keep on establishing our company as a reliable and safe option for battery product and service.

MATERIALS HANDLING AVIATION GSE AUTOMOTIVE RENEWABLE ENERGY

By offering a bespoke customer driven level of service from manufacturing through to consultation and collaboration stages of discussion we can tailor individual battery types from our dedicated range of product specifically for use in Rail applications. Visit: www.capitolbatteries.com

Where Service is Alive and Well

Capitol Industrial Batteries - perfect power solution

Whether you require batteries repaired, overhauled or replaced, Capitol are trusted and relied upon by a wide range of UK rail industry companies, who have come to know that we deliver on our promises to provide exacting standards of product, service, ongoing technical support and commitment in all aspects of our business dealings.

Investing in Plant and People

Multi-million pound ongoing investment in plant and people is driving export success at William Cook Rail and keeping the British company at the forefront of the design, manufacture and overhaul of safety-critical components for the global rail industry

The company serves international rolling stock builders and operators including Alstom, Siemens and Transport for London from its world leading foundry, machining and workshop facilities in Leeds, West Yorkshire. Its products are on trains around the world, including the UK, France, Germany, Canada, India, Australia and the United States.

William Cook Rail has secured substantial new work this year, including a multimillion-pound contract with Transport for London to overhaul mechanical and electrical systems on Jubilee Line trains. The work will be completed on a tight turnaround time to keep the line running as usual.

William Cook Rail is the Original Equipment Manufacturer of the wedgelock

autocoupler, in service on all deep Tube lines, and has overhauled thousands of coupler systems and components for the capital’s transport service in the past.

The company also won new export orders with several European tram and train builders in 2023 to design and manufacture complex cast steel components used in the construction of bogie frames, beating fierce competition from elsewhere on the continent.

Across the Atlantic, William Cook Rail has continued its work with Alstom North America manufacturing precision components in a specialist grade of stainless steel for the Long Island Rail Road in New York – one of the busiest commuter lines in the world. The components will extend the life of the fleet and reduce the noise of the trains to improve comfort for passengers.

Fit for the future

This export success comes as a result of sustained investment in plant and machinery at William Cook Rail, including a brand new full-service paint shop in 2023. The facility brings in-house the capability to coat everything from individual components to complete bogie frames, all to rail industry standards.

The company has also added millions of pounds worth of new CNC machining centres to its already extensive and modern machine shop, which includes a Correa FOX gantry milling machine, capable of accommodating complete bogie frames, and a top-of-the-range Correa Norma five-axis CNC machining centre.

These latest investments follow a multi-year programme of upgrades to the company’s steel foundry, fabrication, heat treatment, machining and metrology facilities and an expansion of its coupler and bogie overhaul workshops.

Mr William Cook – Group Commercial Director for the William Cook Group – said: ‘Our ambition is to be a ‘one-stop’ shop for design, manufacture and overhaul of safetycritical rolling stock subsystems. Doing everything in-house, under one roof, reduces our reliance on subcontractors and shortens turnaround times for our customers.’

Against a backdrop of soaring energy costs and the UK’s transition to net zero, William Cook Rail has successfully reduced its energy consumption by investing in highefficiency equipment and reorganising its manufacturing operations.

Its new high efficiency heat treatment furnaces help achieve the superior mechanical qualities required for the ultra high-strength but lightweight steel components demanded by the rail industry. Meanwhile new extraction units reduce the factory’s emissions and improve working conditions for employees.

Combined, these efforts have led to a 60 per cent reduction in gas consumption and a 15 per cent reduction in electricity

William Cook Rail’s world-leading foundry in Leeds, West Yorkshire

consumption over the last year, without any fall in production output.

Mr Cook said: ‘William Cook Rail is investing for the long term to develop our world-leading foundry, machining and workshop facilities and our workforce of highly skilled engineers, technicians and apprentices, helping to create a sustainable future for British manufacturing capabilities.

‘We are proud that the world’s major train builders come to William Cook Rail for safety-critical components that they can rely on. We’re also proud to manufacture and export from the North of England, despite the sad lack of a British rolling stock builder and decades of under-investment in the North’s rail infrastructure.’

William Cook Rail holds certification from the Railway Industry Supplier Approval Scheme (RISAS), which ensures key suppliers can become recognised as bestin-class at delivering the most challenging and high-risk products and services. It is also one of only 19 British manufacturers to meet the International Railway Industry Standard (IRIS), the leading quality benchmark for the global rail sector. This covers the company’s management systems for the manufacturing, machining, assembly and overhaul of safety critical components for rolling stock builders and operators across the world.

William Cook Rail is part of William Cook Holdings, a specialist manufacturing group serving the defence, rail and energy sectors. The Sheffield-headquartered group has over 500 employees and five factories across the north of England, with sales of over £70 million in 2023.

Investing in the next generation of talent

In addition to brand new state-of-the-art facilities, William Cook Rail has also continued its investment in the next generation of industry talent, taking on nine apprentices in 2023. The company has a strong track record in the development of engineering talent and has built close links with local education providers in a bid to encourage more ambitious and enthusiastic young engineers to pursue a career in the rail industry.

The apprentices – ranging in age from 16 to 19 years old – are working in a variety of roles including Mechatronics, Technical Support, CNC Machining, Metrology and Welding.

Barry Swift, Executive Director at William Cook Rail, said: ‘We are great believers in giving young people an opportunity to develop careers as engineers. To succeed in the global rail industry, you need to invest in the future and bring young people into an environment where they can learn new skills.

‘They find it very rewarding to be able to contribute to finished products that are running on railways throughout the world. Equally, our experienced engineers find it very exciting to be able to share their

knowledge with the new recruits. It gives everyone a spring in their step.’

William Cook Rail’s apprenticeship scheme is proving to be a successful route into the rail industry. In a workforce of 123 people, 20 are either in apprenticeships or fresh out of training. They are being guided by some of the most experienced engineers in the industry: the company has just handed out long service awards to four members of staff with a combined tenure of 137 years.

Tel: +44 (0)113 249 6363

Email: rail@cook-rail.co.uk

William Cook Rail

Cross Green

Leeds LS9 0DX

England

William Cook Rail has recently expanded its coupler and bogie overhaul workshops as part of an ongoing programme of investment

William Cook Rail’s in-house heat treatment furnaces help achieve superior mechanical qualities

Bring Your Branding to Life

Aura Brand Solutions puts innovative technology and pioneering products to the foreground of everything it does

Aura Brand Solutions regularly works in close contact with the highest level of suppliers to bring its customers’ projects to life. Taking on contracts across all sectors but mainly specialising in large, complex branding projects where it can utilise the team’s rail expertise and project management skills. In the last year alone, Aura Brand Solutions had the opportunity to work on several high-profile projects that are now coming to fruition – with incredible results that showcase its close partnerships.

Some of Aura Brand Solutions’ most recent notable work includes:

• Heathrow Express – Full refurbishment, including supply and apply of exterior rail carriage branding, as well as labels and branding for interiors of 14 x 4 car sets.

• SouthWest Railway and Greater Anglia – Supply and application of branding to new build trains, through the C2C train operator.

• Irish Rail – Recently awarded a £1.2 million livery contract with Irish Rail, after an extensive tender process.

Aura Brand Solutions has also been hard at work providing refurbishment services to Transport for Wales Class 150 trains, supplying them with heat reflect window films, which are used to control the ambient temperature of their trains.

In the coming months, with energy bills due to rise, the specialised window films will help to reduce heat inside the train –leading to less costs for running interior air conditioning units. The films also work to retain heat in the winter months, which will help with spiralling heating costs.

Alongside this offering, Aura Brand Solutions’ has also been supplying window protection films to various rail operators to protect their rolling stock from graffiti and vandalism attempts.

Aura was also recently awarded the full supply and application for 68 sets of livery for Cairo Monorail, in partnership with Alstom.

Currently under construction in Cairo, Egypt, the Monorail will be the largest

Aura Brand Solutions pictured in Paris with Alstom to sign the new framework agreement

A freshly branded Class 29000 train prepared by Aura Brand Solutions

IMAGE CREDIT: AURA BRAND SOLUTIONS

driverless monorail system in the world. Alstom are leading the project in designing, constructing, operating and maintaining the two lines. One line will connect the New Administrative City with East of Nile covering 57 kilometres, and the second line will connect West of Nile with Giza covering 42 kilometres.

The new Monorail will provide improved mobility for the citizens of Cairo, able to transport 45,000 passengers per hour in each direction, along with reduced traffic congestion and environmental impact.

In an age where sustainability is at the forefront of business, it’s incredibly important to continue using cutting-edge products and solutions. Aura will always champion state-of-the-art solutions that transform the face of the rail industry.

In line with this, the Cairo Monorail will be produced from the highly versatile 3M Envision range film, further strengthening our sustainable ambitions.

The range includes the 3M Envision Print Wrap Film 480, which is a non-PVC, highquality film that has twelve years durability, and can amazingly be used for both external and internal application. It also has a sixyear warranty, a slower burn rate with less smoke giving 4.5x longer evacuation time

and is equipped to withstand the UV rays and high temperatures in Cairo.

Through its ongoing partnership with 3M, Aura has used the phenomenal 3M Envision Print Wrap Film 480 on other several projects and continue to gain great feedback from clients. Another sustainability initiative that Aura has regularly used on fleets, but recently adopted for rail livery, is the RE:CYCLE system. This solution gives decommissioned train wraps a new lease of life as a sustainable product, and drastically reduces carbon footprints.

As part of the GreenBrand portfolio, this system is zero waste to landfill or incineration and provides a complete lifecycle service through utilising existing materials. Once stripped down, PVC graphics are then compacted and turned into bales that are taken away to be further recycled into products, such as plastic furniture, traffic cones, and road barriers.

This recyclable film is responsibly manufactured in the UK and utilises existing materials, providing proven durability and performance. Alongside this, over the course of the past three months, Aura has successfully negotiated terms to become one of four companies globally to sign a five-year framework agreement with Alstom.

This agreement will see Aura become one of the main approved suppliers of Alstom globally, opening up the opportunity to take on extensive international rail projects of various offerings – including maintenance, design, and paint refurbishment.

Aura’s Director of Rail, Tim Locke, negotiated this joint commitment following several months of discussions with Alstom’s head office in Paris to allow Aura to bid for more work. This will include offering Aura’s comprehensive services, including our industry-leading online portal, digital printing processes, and customer services hub to a host of new customers.

If you’re looking for comprehensive, expert rail branding solutions, get in contact with Aura Brand Solutions via the contact information below.

Tel: 07774 473 707

Email: tlocke@aurabrands.com

Visit: aurabrands.com

LinkedIn: www.linkedin.com/company/860668

Address: Freemantle Road, NR33 0EA

Rope Access and Geotechnical Engineering

Derbyshire Geotechnical Ltd is an established Rope Access Geotechnical installation service provider with a strong track record of Quality, Competitive Pricing and Safety

From its base in the Derbyshire Peak District, Derbyshire Geotechnical’s Ltd’s teams of Certified and experienced IRATA Operatives undertake a broad range of specialised Rope Access Geotechnical services installing stabilisation mechanisms (Rock Anchors, Soil Nails & Rockfall Mesh etc) in hard to reach/working at height situations.

Using fully qualified and time served experienced IRATA Qualified Rope Access Technicians work includes de-vegetation, large/difficult tree removal, the installation of rock anchors, soil nails, rockfall mesh, erosion matting and catch fences. Roof inspection and bolting in mines and tunnels.

Still considered a relatively young company, Derbyshire Geotechnical Ltd was established in 2017 and has in this short period of time built a good reputation as a safe, reliable Geotechnical Rope Access operator that delivers top quality installations at a very competitive price. This wealth of experience in the industry enables Derbyshire Geotechnical Ltd to design and build projects like the ones listed below.

De-vegetation

De-vegetation involves the removal of weeds and dangerous or obstructive vegetation from either a structure, slopes or rock faces. This can be done to assist inspection, remove potential hazards or as preparation of a face or slope for further works. Then the cleared area may then be treated with an herbicide in order to restrict or reduce regrowth.

Rockfall containment

Rockfall containment normally involves the installation of a strong fence or barrier (An approved Debris or Catch Fence) that is placed on or bat the base of a slope or beneath a rockface to catch debris, and protect structures, plants and persons beneath. Derbyshire Geotechnical Ltd is frequently recommended by Catch Fence manufacturers (E.g Geobrugg) as an

Hand drilling bottom anchors to secure mesh at Whitwick Quarry

installer. The company can also offer Catch Fence Inspection and maintenance services where these structures are already installed.

Slope stabilisation

These are Geotechnical Installations, usually anchors and/or soil nails and rockfall mesh that provides long term stabilisation for over-steepened or unstable soil slopes. The strength of the soil/slope is increased by drilling, installing and grouting hollow bar anchors into the slope in a regular pattern. The anchors are installed in conjunction with a geotextile erosion matting or a combined rockfall mesh and geotextile layer which is secured to the slope by the anchors.

Rock face stabilisation

Rock Face Stabilisation involves the securing of unstable rock faces. This can be achieved in three ways:

• De-scaling – removing loose materials such as rock and overburden by hand, and for large blocks with airbags, to leave sound rock that requires little further intervention apart for regular inspection.

• Installation of Rock Anchors and Dowels – Anchor holes are drilled using either a hand operated pneumatic drill or more frequently a rock drill and drill mast mounted on a drilling frame or 360 excavator. Strong Steel Anchor Bars (Usually a Galvanised High Yield Steel Gewi Bar) is then inserted into the anchor holes and affixed into place with either a resin or cement grout, and these can hold both rock mesh and sections of rock face into place.

• Installation of Rockfall Mesh – Often used in addition to the installation of

Facing Systems

Facing systems encourage vegetation growth and enhances the stability of the soil slope through soil retention. This is done through the use of a variety of anti-erosion and soil retention geo mats, but can alternatively be done with semi rigid geocell baskets or reno mattresses installed on steeper slopes or where high erosion rates can be anticipated. These facings may be tied back with soil nails or driven earth anchors.

Structural Repairs

Although not typically a core area of work for the company, Derbyshire Geotechnical Ltd is able to offer structural repair services such as re-pointing, brickwork and concrete repairs.

Over the years Derbyshire Geotechnical Ltd has developed business relationships with clients such as; AMCO Giffen, Aggregate Industries, Bam Nuttall, Breedon Aggregates, Hanson UK (Heidelburg Aggregates & Materials), Keller Geotechnique, National Trust, TARMAC, and numerous local authorities.

In addition to the company’s regular work Derbyshire Geotechnical Ltd also works for the film industry offering Rope Access Support for works including on site safety cover and the installation of items/ equipment on to set for filming. Such works has included providing support on the new Mission Impossible 7 filming and Emmerdale.

TESTIMONIALS

‘I wish to express our thanks for the work of your team and associates. The team were courteous and professional throughout. Communication was excellent and we were able to safely make our contribution by clearing the track of vegetation and liberated stone. The team could not have worked harder during the two days.’

Kevin Bunting (Assessor & Track Support – Steeple Grange Light Railway)

‘Thanks Simon. The team – as usual – were great to work with.’

Jenna Roberts (Quarry Manager –Tytherington Quarry)

‘Great job, great team, if you ever require a reference either written or verbal, I will be happy to oblige.’

Robert Wood (Property Owner, Huddersfield Area)

As the company grows it endeavours to stay true to its mission statement to provide a safe, reliable, professional, and excellent value for money service to all of its clients in the UK and beyond, whilst striving for continual improvement.

For more information about the services that can be provided by Derbyshire Geotechnical Ltd Rope Access Operators and specialists please contact the team via the contact information below.

KEY PERSONNEL

Managing Director: Simon Brooks

Operations Manager: Charlie Scouler

Office Manager: Nicola Lait

Accounts Manager: Zoe Green

CONTACT INFORMATION

Address: Derbyshire Geotechnical Ltd

C/O Torr Croft

Pittlemere Lane (Off A623)

Tideswell Moor, Nr Buxton

Derbyshire SK17 8JF

Tel: 01298 931030

Email: admin@d-geo.co.uk

Visit: www.d-geo.co.uk

rock anchors this high tensile mesh is held into place by the rock anchors and cables to secure the whole of an unstable face.

J536 Gt Hucklow – Soil Nail installed on North face and first section of longer North East face –July 2023

Safer, Greener, Efficient Walking Routes

Safety is of paramount importance to our railways; whether we are referring to ensuring safe journeys for the travelling public, or the guaranteed provision of a safe working environment for our lineside colleagues it is imperative that safety really does come first

The Office of Road and Rail Regulation (ORR) in June 2023’s periodic review (ORR PR23 Draft Determination executive summary) states that when holding Network Rail to account in the coming Control Period, CP7, it will focus on the following four objectives:

• Safety – the rail network must be maintained in a safe condition for all of

its users, workers and the public.

• Performance – the railway must be customer-focused, making effective use of its capacity to deliver passenger and freight services that are punctual and reliable.

• Asset sustainability – assets must be planned and managed to deliver their greatest value over the course of their operational lives.

• Efficiency – Network Rail must be subject to stretching but realistic efficiency targets.

With safety paramount, the introduction of the safe walking route instruction in 2005 specified the railway must have an authorised walkway alongside the track for the workforce and passengers, should they need to be evacuated from a train in an

TTS combined anti-slip walkway and cable management system

emergency. In spite of this instruction, it is well documented by Network Rail that the largest proportion of mainline workforce specified injuries were due to slips, trips and falls, the majority of which were caused by obstructions on walkways or due to uneven surfaces (Health and Safety Executive).

Quite often the ‘safe walking route’ that runs along the cess is nothing more than a rough path constructed from aggregate, tarmac or timber, which all create significant safety, environmental, maintenance and repair issues as they suffer from the impact of the weather and environment. Critically, it is also commonplace for the railway to feature separate cable management solutions (CMS) that require considerable space in an already constrained and safety critical area. Cable management systems, also referred to as cable troughs, are traditionally manufactured from concrete, and are therefore difficult to modify and are prone to cracking and can therefore never be deemed to be safe walking routes, official or unofficial.

The railway relies on an inordinate amount of power and communications cables alongside the track to operate lineside equipment, collate and deliver data, and ultimately ensure the uninterrupted running of the network. The integrity and value of these assets is only as good as the protection offered by the lineside cable management systems, from wear and tear, extreme weather and theft and vandalism.

The latest Network Rail National Performance Affecting Cable Theft Impact Summary found there were 51 incidents of theft in 2021/2022, re