march 2014 Issue 200 £3.95
THE BUSINESS MAGAZINE FOR RAIL
A man for all countries Global transport designer Paul Priestman on stations, high speed, increasing capacity and how the industry should advertise itself
Plus... Will BIM fail in the rail industry? How smart technology is powering rail’s digital revolution Is HS2 welcome in Yorkshire? Rail’s challenges now that Ofcom has given the go ahead for superfast satellite broadband
RSSB on strengthening rail’s defences against extreme weather Should we forget the driver? How technology is changing the face of our networks
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Welcome MARCH 2014 ISSUE 200 £3.95
MARCH 2014 ISSUE 200 £3.95
THE BUSINESS MAGAZINE FOR RAIL
THE BUSINESS MAGAZINE FOR RAIL
AAman manfor for all countries all countries
Global transport designer Paul Priestman on stations, high speed,designer increasing capacity andon Global transport Paul Priestman howstations, the industry high should speed, advertise increasingitself capacity and how the industry should advertise itself Plus... Will BIM fail in the rail industry? Plus... How smart technology is powering rail’s digital revolution Will BIM fail in the rail industry? Is HS2 welcome in Yorkshire? How smart technology is powering rail’s digital revolution Rail’s challenges now that Ofcom has given the go ahead Is HS2 welcome in Yorkshire? for superfast satellite broadband Rail’s challenges now that Ofcom has given the go ahead for superfast satellite broadband
RSSB on strengthening rail’s defences against extreme weather RSSB on strengthening rail’s defences against extreme weather Should we forget the driver? How technology is changing the face of our networks Should we forget the driver? How technology is changing the face of our networks
publisher RAIL PROFESSIONAL LTD publisher Hallmark House, Downham Road, Ramsden Heath, EssexLTD CM11 1PU RAIL PROFESSIONAL Tel : 02031 501 691 Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Editor Tel : 02031 501 691 LORNA SLADE Editor firstname.lastname@example.org LORNA SLADE DISPLAY ADVERTISING email@example.com christian wiles DISPLAY ADVERTISING firstname.lastname@example.org douglas lewis christian wiles email@example.com firstname.lastname@example.org STEVE FRYER douglas lewis email@example.com firstname.lastname@example.org MARK FRYER EUSTACE STEVE email@example.com firstname.lastname@example.org ANDREA HAKWINS MARK EUSTACE email@example.com firstname.lastname@example.org RECRUITMENT ADVERTISING ADVERTISING RECRUITMENT DEAN SALISBURY SALISBURY DEAN email@example.com firstname.lastname@example.org SUBSCRIPTIONS SUBSCRIPTIONS AMY HAMMOND HAMMOND AMY email@example.com firstname.lastname@example.org ADMINISTRATION ADMINISTRATION cherie nugent nugent cherie email@example.com firstname.lastname@example.org LISA ETHERINGTON ETHERINGTON LISA email@example.com firstname.lastname@example.org DESIGN & & PRODUCTION PRODUCTION DESIGN MILES JOHNSTONE JOHNSTONE MILES email@example.com firstname.lastname@example.org Rail Professional Professional welcomes welcomes Rail contributions in in the the form form of of articles, articles, contributions photographs or or letters, letters,preferably preferably photographs by email. email.Original Original photographs photographs may may by be submitted, submitted,but, but,while while every every care care be will be be exercised, exercised,neither neither the the editor editor will nor the the publisher publisher take take responsibility responsibility nor for loss loss of, of,or or damage damage to, to,material material for sent.Submission Submission of of material material to to sent. Rail Professional Professional will will be be taken taken as as Rail permission for for itit to to be be published published in in permission the magazine. magazine. the ISSN 1476-2196 ISSN 1476-2196 © All rights reserved. © All rights reserved. No part part of of this this magazine magazine may may be be No reproduced or or transmitted transmitted in in any any reproduced form or or by by any any means, means,electronic electronic or or form mechanical,including including photocopying, photocopying, mechanical, recording or or by by any any information information recording storage and and retrieval retrieval system, system,without without storage prior permission permission in in writing writing from from prior the copyright copyright owners. owners. The The views views the and opinions opinions expressed expressed in in this this and publication are are not not necessarily necessarily those those publication of the the publisher, publisher,nor nor does does itit accept accept of liability for for any any printing printing errors errors or or liability otherwise which which may may occur. occur. otherwise
Editor’s editor’sNote note
hich?’s annual train survey has found what it describes as ‘shockingly low’ levels of passenger satisfaction, with 11 of the 19 Toc’s it looked at failing to score more than 50 per cent. Greater Anglia and Southeastern shared bottom slot with 40 per cent. More than 7,500 passengers were asked for their views and whether they would recommend a Toc, and congratulations go to Merseyrail which, with a record score of 70 per cent, is the first Toc to become a Which? Recommended Provider. Lower ticket prices were top of the wish list, with eight in 10 people saying fares were too high. However, more than half said they wouldn’t mind paying more if they saw an improvement in their service. One in ten passengers told Which? they had cause to complain about their previous journey, but three-quarters didn’t bother. Of those who did complain more than half were dissatisfied with how the complaint was handled. Which? is encouraging passengers to complain to their Toc and also share their experience on its website, so that it can build up a picture and present each Toc with a dossier. Which? executive director, Richard Lloyd pointed out: ‘Seven rail franchises end in the next two years and we want to see passengers’ experiences put right at the heart of the tender process so companies respond to consumer expectations and can be held to account if they don’t.’ First Capital Connect (41 per cent) was quick to respond saying: ‘Our efforts have been derailed by repeated issues with the tracks, signalling and power equipment that – put simply – we do not maintain.’ Playing the blame game is not the answer. When is this situation going to be sorted? On page 87 Paula-Marie Brown, head of Transport at the Institution of Engineering and Technology asks why we accept collision avoidance systems in cars but it’s considered that driverless trains are not such a good idea? It’s a situation our main interview subject, globally celebrated transport designer, Paul Priestman, would like to see everywhere. The Economist described his Moving Platforms concept as ‘more technologically ambitious than maglev trains’ so this man’s ideas are ‘out there’ but with the magnetically levitated maglev’s already being used between Shanghai and its airport, Priestman asks why the technology can’t be used in conjunction with wheeled trains so that it becomes an electric train set in effect, with the trains controlled from a central point? Priestman added though, that there will still need to be staff on board to help deal with passengers, and given the potential of more extreme weather in years to come, I believe those are wise words. Lorna Slade Editor
Speciality Greases- making a point of being on time. www.klueber.com tel: 01422 015515 email@example.com
your global specialist
March 2014 Page 3
issue 200 • MARCH 2014
IRO news and diary
New Centre for Innovation in Rail underway; Unipart Rail partnership with CIR: Network Rail chooses electrification suppliers; risk of fatalities remains low says RSSB; railway alcohol ban a success; research funded for Halton Curve; female employment in rail constant in Europe; Thumbs up! to Southern disability scheme; Cumbria counsellor warns rural rail risks being sidelined; UK’s first rail-fly partnership; Severn Valley launches Heritage Skills Academy; boost for Scotland’s high speed plans; cost of Glasgow to Edinburgh rail upgrade soars; public consulted on Forth Bridge tourist attraction
Delays and disruption - what do passengers really want, asks David Sidebottom
Laying down the law
A lack of understanding of the Freedom of Information Act 2000 could seriously prejudice the commercial interests of your business says Claudia Gerrard
Is HS2 welcome in Yorkshire?
A Yorkshire business survey shows small and medium-sized businesses are sceptical about the supply chain opportunities presented by HS2 says Christopher Bowes
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Page 4 March 2014
Latest news and events from the Institute of Railway Operators
Delivering the goods
It’s vital that the debate on HS2’s wider effects, benefits and merits includes those on freight says Chris MacRae
John Dora describes the rail industry’s research programme designed to help target investment to strengthen the railway’s defences against extreme weather
Rail Professional interview
Transport designer Paul Priestman spoke to Lorna Slade about stations, high speed, increasing capacity and how the industry should advertise itself
National Passenger Survey results
Passenger Focus’s survey shows a wide variation in satisfaction, and finds that younger passengers in particular aren’t as happy as others
Follow us on Twitter RailProMag@twitter
IT’S RIDICULOUS THAT WE HAVE BITS OF ALUMINIUM RAMPS TO GET ON TRAINS. IT’S 2014 AND IT’S MAD Interview - page 44
Rail Professional interview
Be smart about technology
David Watts, MD of CCD Design and Ergonomics talked to Rail Professional about why, in 2014 the Institute of Human Factors and Ergonomics is promoting the use of human factors in transport
For the Games, for the legacy
The world will be watching Scotland in 2014 and if there is one project that epitomises a lasting legacy from the Commonwealth Games, it’s the awardwinning revitalisation of Dalmarnock station
Station fit-outs for long-term value
Andrew Jackson says rail refurbishment projects are being driven by the need to consider long-term capabilities and flexibility for future change
A look at the refurbishments and new stations in the news...
Anna Holness describes how smart technology is powering the rail industry’s own digital revolution
Saft batteries; Tensator; Federation of Piling Specialists; Adaptaflex; Arbil Rail; Colas Rail; Wacker Neuson; Rail Alliance news; Clos-o-Mat, Heraeus
Skelair International; Selectaglaze; Met Office; Permalok Fastening Systems; Bradgate; Dura Composites; Stocksigns; Abacus Lighting; Arbil Rail; King: KJ Hall
Simon Kirby; Julie Carrier; John Larkinson; Douglas McCormick; James Farnell-Smith; David McLoughlin; Andrew Shepherd; John Salmon
Look to the skies
As Ofcom gives the go-ahead for superfast satellite broadband for trains, Andrew Walwyn looks at the growth in demand for these services and the challenges facing the rail industry in delivering them
Get IT right
Traffic Management could become another procurement nightmare for Network Rail says Anna Matthews
Should we forget the driver?
The recent strikes that affected London Underground have highlighted how technology is changing the face of our railway networks says Paula-Marie Brown
Will BIM fail in the rail industry?
...and, asks Alan Barrow, will the industry continue to burn money by failing to learn the lessons of BIM?
A model of performance
De Montfort University and the University of Nottingham are developing computing tools for predicting the deterioration of track-bed performance under long-term train running
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March 2014 Page 5
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for latest news visit www.railpro.co.uk
News in brief Films collection is a driving force new volume of rare and unseen films has been added to the British Transport Films Collection DVD’s - among the most popular titles released by the BFI, with more than 70,000 copies sold. Volume twelve, The Driving Force, explores the improvements, developments and new services that were offered by British Transport from 1955-1982. Highlights include the titular film, The Driving Force (1969), which details the vast programme under which the changeover from steam to diesel and electric traction was achieved. www.bfi.org.uk
Support for Holt railway growing egistered charity The Melton Constable Trust, with its sister company the Holt, Melton Constable and Fakenham Railway, plans to extend rail services into and beyond the Norfolk market town. It has now received more than £75,000 in donations and loans to help secure the land to rebuild the railway from the North Norfolk railway’s present terminus at High Kelling to Holt town. A further £21,000 has been received in shorter-term interest-free bridging loans. The Trust has now bought the vital first section of land but needs a further £65,000 to complete the purchase of further trackbed for which it has successfully negotiated. www.norfolk-orbital-railway.co.uk
Get the Eurostar look he company has invested in new corporate wear as part of its £700 million
Page 8 March 2014
£20 million Centre for Innovation in Rail underway
The government is providing crucial funding to allow the University of Huddersfield’s Centre for Innovation in Rail (CIR) to go ahead. The £4 million Regional Growth Fund (RGF) grant will be matched by the project partners, bringing the overall investment in what will be a major railway research and training centre to more than £20 million. The CIR will be based within the internationallyrenowned Institute of Railway Research (IRR) at the university and will build on the Institute’s strategic partnership with RSSB, with the support of the National Skills Academy for Rail Engineering (NSARE) and technology partners, Unipart Rail (see below) and Omnicom Engineering. The Institute was formed at the university in 2012 and the RGF funding will take the size of the team to 40 research staff. Its director, professor Simon Iwnicki, expects the CIR to capitalise on the best of the institute’s research output and embed this within the UK railway industry. ‘The research and training carried out by the centre will contribute to the strategic needs of the railway industry as outlined in the Rail Technical Strategy and will increase the level of innovation and reduce the barriers to knowledge transfer as well as industry costs,’ said Iwnicki. The IRR’s assistant director and CIR project manager, Dr Paul Allen explained that the centre will have a dedicated team comprising academics, researchers, business development staff and administrators. ‘This will include all aspects of vehicle design and track construction to increase safety and reliability, reduce asset costs and drive performance improvement of the railway system. Priority will be given to assisting regional SME’s to develop competitive products and services that can be brokered into the railway supply chain, and result in new job creation and up skilling of the workforce,’ he said.
Unipart Rail announces partnership with new CIR Unipart Rail has partnered with the University of Huddersfield as part of a £20 million project to support the new Centre for Innovation in Rail. George Tillier, managing director of Unipart Rail’s Traction & Rolling Stock business commented: ‘Unipart Rail is delighted to be part of this innovative partnership between the academic world and industry; only by accessing the talent and research focus that this opportunity gives us, can we continue to grow our business into an internationally renowned provider of railway engineering solutions right here in Doncaster.’ John Clayton, director, Unipart Group added: ‘This initiative will bring significant benefits to the region and create opportunities to develop and introduce new products and technologies to the global rail market.’ This is the second collaborative venture between Unipart and the university sector to be announced recently. Last year Unipart Group announced the launch of a new Institute for Advanced Manufacturing and Engineering – a joint £32 million project
between Coventry University and Unipart Manufacturing Group – which will enable the development of the next generation of highly skilled specialist engineers and operational leaders needed for the UK’s highvalue manufacturing sector while delivering research into low carbon R&D programmes.
capacity and capability . . . . . . MAJOR FACILITIES located at Springburn near Glasgow and Wolverton near Milton Keynes, means that RailServices has the ability to carry out any rail vehicle and component overhaul or upgrade project . . . however challenging. Highly skilled technicians at both locations have the knowledge and experience to ensure that customersâ€™ trains are returned to original or enhanced levels of safety and reliability and back into revenue earning service. | www.knorr-bremse.co.uk |
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News in brief programme of investment. The designer, Christina Burke of Jermyn Street Design, explained: ‘Eurostar’s metallic ‘e’ sculpture and the curves of the lines on the new train livery is a theme running throughout each garment. We have incorporated the iconic Eurostar yellow as a classic contrast to the metallic tones.’ Pascale Wilson, on-board services contracts manager for Eurostar summed up the new look: ‘We have created a uniform that reflects who we are and how we want to be seen. It projects a modern, fresh, professional and elegant image.’ Crossrail stations a work of art anary Wharf Group is to part-fund a new permanent public artwork in the Canary Wharf Crossrail station, with a further £500,000 match-funded by the City of London Corporation. A contemporary art gallery will be appointed to work with Crossrail’s Advisory Art Board and Canary Wharf Group to commission an artist. The artwork will form part of The Culture Line, a permanent exhibition of large-scale art works across seven London Crossrail stations.
The key to easy travel ubic Transportation Systems has been named as Best Smartcard Ticketing Service Provider at the 2014 MasterCard Transport Ticketing Awards, for its work with Southern Railway’s ‘the key’ ITSO travelcard. Cubic’s work allows passengers to travel using the smart cards at stations on the Southern network stretching from Brighton to London.
Page 10 March 2014
Risk of train fatalities remains low says RSSB
The UK rail industry has sustained improvements in safety performance and risk through the efforts of its employees and is among the safest in Europe according to the RSSB’s Overview of Safety Performance for 2013. Colin Dennis, director of policy, research and risk said: ‘The risk associated with train accidents resulting in passenger or workforce fatalities remains low, with no such accidents occurring for the sixth consecutive year. However, the potential increase in risk from operating incidents1 recorded in 2013 and the occurrence of the significant multiple fatality train accidents in Canada, Spain, France and Switzerland in July 2013 remind the industry of the risks associated with railway operations and that there is no room for complacency in the ongoing management of risk. ‘Compared to 2012, when no passenger fatalities were recorded, 2013 saw an increase in passenger fatalities at stations to a level more consistent with the longer-term average. Five of the fatalities resulted from accidents at the platform edge which is an area of risk the industry is targeting over the coming years.’ Headline results are: • for the sixth year in succession, there were no passenger or workforce fatalities in train accidents • excluding trespass and suicide, the total number of fatalities in 2013 was 19, compared with 11 in 2012 • six of the fatalities were passengers at stations, compared with none in 2012. 2012 was exceptional in that it was the first calendar year where no passenger fatalities were recorded. 2013 was more consistent with the longer-term average. Two members of the workforce were fatally injured: the same number as in 2012. Excluding trespass and suicide, 11 members of the public were fatally injured, compared with nine in 2012 • the number of potentially higher-risk train accidents in 2013 was 29, compared with 36 occurring in 2012 • at 297, the number of category A signals passed at danger (SPADs) in 2013 was a 19 per cent increase on the 250 recorded in 2012. In contrast, SPAD risk remained relatively stable, ending 2013 at 69 per cent of the September 2006 baseline level, compared with 66 per cent at the end of 2012 • fatalities arising from trespass and suicide totalled 304 in 2013, compared with 297 in 2012.
1.Operating Incidents are acts or omissions by railway staff which result in an actual or potential safety loss.
Network Rail chooses electrification suppliers Four suppliers have been appointed to deliver a £2 billion programme to electrify more than two thousand miles of Britain’s railway over the next seven years. Balfour Beatty, AmeyInabensa, CarillionPowerlines and ABC Electrification (the Alstom, Babcock and Costain joint venture) – will work with Network Rail to plan and deliver a range of schemes which will see key routes in England, Wales and Scotland electrified for the first time. Six geographic framework contracts have been awarded, with each having a defined workbank of schemes to be delivered. This approach has been endorsed by supply chain and industry groups such as the Railway Industry Association whose director general, Jeremy Candfield, said: ‘This will encourage suppliers to invest in the training and equipment needed for the growing national electrification programme and pave the way for suppliers’ greater involvement to maximise the efficient delivery of the projects.’
Simon Kirby, managing director of NR’s infrastructure projects division said: ‘With many projects at different stages of development, it is absolutely vital that the supply market gets a clear, consistent message from Network Rail about what the company needs from its supply partners, where and when. The framework approach chosen by Network Rail gives suppliers a greater degree of certainty about the company’s pipeline of work and means they can target investment so they have the right people with the right skills in the right parts of the country to deliver schemes.’
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BASEPL ATED PANELS • Available in various grades for track access, depot, agricultural and pedestrian applications. • Easy to install baseplates coonnect the panels together. • Single panels can be removed and replaced from anywhere within the crossing area. • Easily adapted to fit complex crossovers, turnouts and tight curves.
ANTI-TRESPASS PANELS • Designed to deter animals, trespassers, or metal thieves from accessing the track. • Can be used as an anti-suicide measure. • Available in three types to fit any situation. • Simple to install. • All panels are delivered complete with fixing kits.
All Rosehill Rail crossing panels can be manufactured for narrow, standard or wide gauge track. • Panels are designed to ﬁt each bespoke crossing permutation of gauge, rail, sleeper and fastener type on sleepers at 600mm centres. • Signiﬁcant cost beneﬁts are achieved by quick installation, reducing track possession time.
For more information about Rosehill Rail’s Level Crossing systems, call Peter Anderson on +44 (0)1422 317 482, or email firstname.lastname@example.org. Alternatively visit our website www.rosehillrail.com
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Railway alcohol ban is hailed a success A pioneering campaign to combat anti-social behaviour by banning alcohol on Scotland’s railway has been hailed a success, with British Transport Police confirming it dealt with only four incidents related to a specific alcohol railway byelaw throughout 2013 - with three people reported to the Procurator Fiscal. In July 2012 First ScotRail banned the consumption and carrying of alcohol between 9pm and 10am. From that date until end December 2012 there were nine reported incidents with six people reported to the Procurator Fiscal. Jacqueline Taggart, customer services director at ScotRail, said: ‘This is welcome news and demonstrates that the vast majority of rail passengers respect – and welcome – the ban.
Female employment remains constant in European rail The average share of women working in rail has remained constant at around 20 per cent, but overall, women are still under-represented in technical areas according to the first annual review of the development of female employment in European Toc’s. 24 companies from 19 countries were consulted for the report, published by the Community of European Railway and Infrastructure Companies (CER) and the European Transport Workers’ Federation (ETF). It revealed that while women account for 18 per cent of positions with managerial responsibilities, they represent only 1.4 per cent of train drivers. The situation is slightly better in engineering, however current figures show that female engineers are under-represented in Italy, France, Luxembourg, Portugal, Switzerland, Austria, the Netherlands, Finland and Belgium, with an average of 11 per cent, compared to the Czech Republic, Latvia, Bulgaria, Poland, Slovenia, Romania, Turkey, Slovakia and Serbia where they account for 40 per cent. To overcome inequalities between women and men, states the review, participating companies have focused on improving the work-life balance, with around 80 per cent offering flexible and reduced working-time possibilities. Regarding career opportunities, 16.7 per cent of participating companies have installed campaigns to make science, technology and engineering professions more attractive to women and another 1.5 per cent plan to do so in the near future. Around 20 per cent of the Toc’s have agreements on quantitative targets in order to increase the share of women in the company, and a number have implemented measures to support women’s careers such as mentoring programmes, agreements on candidate lists and child care during professional training. ETF deputy secretary general Sabine Trier said: ‘The joint recommendations on a better representation and integration of women in the rail sector are an important instrument for awareness-raising but they need constant evaluation and promotion. Companies have to act now to attract women in the rail sector. They can no longer afford to do without qualified women.’ Page 12 March 2014
We remain committed to working with BTP to support our customers and staff in this important area. 2014 is a significant year for Scotland and, as a major transport operator, we take our contribution very seriously.’ John Mason, MSP, convener of the Cross Party Group on Rail in the Scottish Parliament, said: ‘Of course there are still problems but we are going in the right direction.’ David Birrell, chief executive of Edinburgh Chamber of Commerce, said the ban will boost the Scottish and Edinburgh economy – ‘in particular, by encouraging more shoppers and families as well as leisure travel and tourism.’ While passenger numbers have risen to over 83 million, crime on Scotland’s railway is down for the ninth consecutive year.
Thumbs up to Southern disability scheme Southern has teamed-up with groups run by and for people with learning disabilities to initiate a scheme promoting organisations that provide good customer service. The Thumbs Up! campaign, which operates at all of Southern’s staffed stations, is aimed at enabling those with learning disabilities to enjoy a greater sense of belonging to their community through the use of good services. The Toc has pledged to follow a list of 10 behaviours that those with learning disabilities have said help them use services. 1. listen to what the person is saying 2. give the person extra time 3. use plain English that avoids jargon 4. use pictures as well as writing, e.g. a picture of a venue as well as a map 5. if the person has a carer, talk to the person rather than the carer 6. if the person asks for help, show them as well as tell them 7. do not ignore bullying 8. offer good customer service 9. offer help with access if someone needs it (e.g. steps & doors) 10. do your best to make our service accessible to people Nicola Smith, a self advocate promoter of the Thumbs Up! campaign said: ‘It can be quite scary travelling on the train. If you see the Thumbs Up! sticker you know you will have better service. It gives you confidence.’ Southern’s accessibility manager, Kirsty Monk said: ‘Our staff receive training on how to help people with learning disabilities as a matter of course, but wherever people go, as long as they see a Thumbs Up! sticker they can be confident that everyone at the station will use the 10 tips to help them with their journey.’
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Rural rail risks being sidelined Cumbria County Council’s lead member for transport, Counsellor Keith Little, has warned that the gradual erosion of staffing levels at Penrith rail station could be ‘an ominous sign’ that rural areas risk being sidelined in the government’s future rail investment programme.
Little described how Virgin trains recently displayed a poster at Penrith’s ticket office advising the public that it was asking the Department for Transport for permission to reduce ticket office opening hours there. Although the poster was removed and Virgin Trains apologised, ‘It brings to the fore concerns that have been emerging over recent months on unscheduled closures of the ticket office due to lack of staff availability.’ The RMT said that only two days after Virgin Trains apologised for the poster, the Penrith ticket office was ‘again closed for most of the time it was scheduled to be open.’ ‘We are watching developments closely,’ said Little, ‘and seeking assurances from Virgin Trains that it will put the proper resources into staffing one of Cumbria’s key transport hubs. Staff at the station not only help passengers with rail information, they’re also a vital point of contact for Merseytravel’s local information, such as Integrated Authority accessing the bus network. has agreed to Merseytravel’s We can’t and we won’t allow Executive initially funding Penrith to become a ‘ghost research for the next stage of station’. a rail project which will allow for the outline design and construction of the ‘Halton Curve’. This would bring back into full use the section of the line that links the the course, all college fees and daily transport Chester/Warrington line and expenses from key points along the SVR are the Liverpool/Crewe line at covered for trainees. Frodsham Junction. Trainee James Lewis, aged 18, started Though research into the his apprenticeship in September 2013 economic benefits is still moving from his home town of Swindon underway, it is expected that the full re-opening of the to Kidderminster. James said: ‘I have been interested in steam railways for a long, long curve would improve links time so the best thing about the apprenticeship to Liverpool John Lennon Airport, as well as opening is that I can indulge my hobby every day. It’s fantastic to be working with steam up more leisure and work locomotives and the Severn Valley Railway opportunities across the and it’s great to see my contribution to the region. The project is being engine and carriage restoration projects. I would encourage anyone with an interest in developed by Merseytravel, engineering to come and see what it’s all about Halton Borough Council, the Welsh government and - even if you don’t think you’ll be interested, a consortium of the six you’d be surprised.’ Fellow trainee Max Green, 17, said: ‘It’s county authorities in North Wales - one of several being great because there’s so much variety to the taken forward to improve scheme. Every day involves a different job.’ The academy is one of three key projects connectivity. funded by the railway’s share offer and the Merseytravel will be seeking contributions to the fundraising efforts of the SVR Charitable latest complex phase in the Trust, alongside the restoration of locomotive No. 4930 Hagley Hall. The share offer raised research which is expected to cost around £500,000. more than £2 million in just 12 months. Said counsellor Welcoming more than 200,000 visitors per Liam Robinson, chair of year, the Severn Valley Railway is run largely Merseytravel’s Integrated by a team of more than 1,200 volunteers. The Transport Authority: ‘The full-size, standard-gauge railway line runs Halton Curve may be only regular steam-hauled passenger trains along a scenic 16-mile route between Kidderminster in one and a half miles long but could be the key to unlocking Worcestershire and Bridgnorth in Shropshire. so many more opportunities For more information on the academy, contact Richard Thurlow. Tel: 07792 241325 for people in our city region, North Wales and Cheshire’. Richard.Thurlow@svrlive.com
Size is not an issue
Severn Valley launches heritage skills academy Prospective engineers are being encouraged to hone their craft at the Severn Valley Railway (SVR) when it officially launches its Heritage Skills Training Academy in September. During the four year course, apprentices will work towards a Level 3 NVQ in Engineering. For the first two years, they will spend three days a week studying at Telford College and two days at the SVR, learning and experiencing all aspects of its operation, for which they will be paid. At the end of the two years, the students will gain a recognised Level 2 NVQ in Engineering. In the third and fourth year of the apprenticeship, typically one day a week will be spent at college while the other four days are spent in the SVR’s workshops.Throughout
Page 14 March 2014
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March 2014 Page 15
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Cost of Glasgow to Edinburgh rail upgrade soars The cost of improving rail travel between Glasgow and Edinburgh has risen by more than £90 million due largely to an expanded redevelopment of Queen Street Station. Contracts have been awarded for the Edinburgh to Glasgow improvement programme (Egip), which has risen in cost from £650 million to £741.5m. Much of the extra money will be spent lengthening platforms at Queen Street to allow for longer trains to meet passenger demand and integrating the station with Buchanan Galleries shopping centre. Egip was announced in 2009 to improve reliability, capacity and journey times between Scotland’s two biggest cities. The Queen Street redevelopment, which has more than doubled in price from £49 million to £120 million, is not expected to contribute to cutting journey times but will add to the ‘accessibility and ambiance’ of the station and wider public realm, according to a full business case by
consultants Ernst & Young. The cost of electrifying the line via Falkirk to make trains faster has been cut by one-fifth to £248 million. Land, infrastructure and contingency costs have also been adjusted. Transport minister Keith Brown said that in addition to the new £25 million building at Haymarket station in Edinburgh, the electrification of the Cumbernauld lines is still due in time for this summer’s Commonwealth Games in Glasgow. Brown hailed ‘hundreds of millions of savings for the public purse’ when the cost was cut to £650 million in a 2012 strategic review, which recommended a phased reduction of journey times to make Egip’s goals ‘more affordable and achievable’. Journeys of at least 42 minutes, rising to 44 minutes at peak time, are now expected by 2019 and shorter 37-minute journeys are expected by 2025, according to the full business case.
The redevelopment of Queen Street is not expected to contribute to improved journey times. The business case added that Queen Street was one of Scotland’s busiest stations and the work would ‘align’ it with the extension of the nearby Buchanan Galleries mall. Labour transport spokesman Mark Griffin said: ‘I am still baffled as to how Keith Brown can claim this project is on track and charging ahead when it has been delayed and scaled back almost beyond recognition.’ He alleged that large parts of vital information had been removed from the public version of the document, ‘which makes me wonder what else the SNP government are trying to hide.’ Conservative transport spokesman Alex Johnstone said: ‘The Scottish government has already scaled back on their original plans for Egip. Now, we find the costs rising to almost three-quarters of a billion pounds for a project completely lacking in ambition.’
Boost for Scotland’s high speed plans Transport Scotland described Transport Minister Keith Brown’s recent meeting with HS2 Ltd as a ‘landmark moment for HS2’. The meeting, which took place at the high speed rail Centre of Excellence in Edinburgh’s Heriot-Watt University, allowed both parties to see how Scotland can contribute to the development of high speed rail both here and internationally, and comes after the Department for Transport extended HS2’s remit to include Scotland last year and. The centre is led by Professor Peter Woodward, one of the world’s leading experts on geo-engineering of railways (see his work in Rail Professional’s February 2014 issue), and is leading the way on high speed rail research. During a tour of the centre, Brown was shown the UK’s biggest purpose-built laboratory test track bed, which can predict the effects of high speed trains and simulate the effects of decades of operation on major lines. He said: ‘The centre at Heriot-Watt shows that high speed rail can benefit Scotland not just by cutting journey times and increasing investment potential here, but also from the export of our research and engineering expertise in the field. ‘High speed rail is a global industry and Scotland’s engineers are at the forefront. We have to ensure that our transport networks aren’t falling behind and take advantage of the worldleading knowledge that is right here on our doorstep. ‘As well as discussing with HS2 Ltd and the Department for Transport on how we can take forward plans for high speed Page 16 March 2014
rail in Scotland, I’m also working with Heriot Watt to see how we can create jobs, export skills and attract inward investment around high speed rail.’ HS2 Ltd spokesperson, Ben Ruse said: ‘We will work closely with and support leading researchers such as Professor Woodward to develop and design safe and efficient high speed train operations for HS2.’
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UK’s first rail-fly partnership launched Travellers from 11 Southwest destinations can now arrange their international flights and rail fares under one booking thanks to a partnership between Singapore Airlines, Heathrow Express and First Great Western. In the first ‘through ticketing’ of its kind in the UK, customers travelling from the southwest region will board a First Great Western train to London Paddington, from where they will take the Heathrow Express to Heathrow airport, where they will board their Singapore Airlines flight to Singapore and beyond. The process also works vice-versa when travellers fly into the UK. Until now this trip, without a car, would have required at least three separate bookings and three separate transactions with three different transport providers. The rail-fly partnership will also save customers time and money says Southwest. An economy SaverExpress fare from Bristol to Brisbane will save £140 or 13 per cent and those travelling BusinessExpress will save nearly £190 or 5 per cent*. While customers can enjoy the flexibility of travelling on any train they choose, the rail-fly.com website also shows the best train times to connect with their flight. Wilson Yong, general manager UK and Ireland for Singapore Airlines, said: ‘We are simplifying long-haul travel by enabling customers to exclusively and conveniently book their trains and flights in one transaction. Together we are proud to launch another industry first.’ Southwest destinations initially included in the partnership are; Bath, Bristol Parkway and Bristol Temple Meads, Cardiff, Exeter, Oxford, Par, Penzance, Plymouth, St Austell and Swansea. * calculated on 15 January 2014 for a Bristol to Brisbane itinerary between 3-17 September 2014.
Is the public impressed by Forth Bridge attraction? The public are being invited to give their views on new artist’s impressions of The Forth Bridge Experience - a proposed multi-million pound development which sees the bridge becoming one of Scotland’s landmark tourist attractions. To help develop the business plan further, Network Rail is seeking the opinions of the public and visitors to Scotland. The attraction envisages visitors being able to access the bridge via: • a bridge walk and climb to the top of the southern Queensferry tower accessed from a visitor reception centre at South Queensferry • a panoramic lift and viewing platform located at the North Queensferry side and accessed via a visitor centre situated directly beneath the northern Fife Cantilever. David Dickson, Network Rail acting route managing director for Scotland, said: ‘We’re currently assessing the early feasibility study and developing a detailed business plan for delivery of
Page 18 March 2014
these proposals. The market research study will give us more detailed understanding of the potential market for these visitor plans and we’re keen to hear from as many people as possible, whether you’re excited about visiting the bridge or completely petrified by the prospect.’ The new images show how the visitor reception centre at South Queensferry and the North Queensferry Visitor Centre could look. ‘The images provide a bit more of an insight into how we’d like to package visits to the bridge. They will be used to help facilitate discussions with local communities and relevant organisations and interest groups. We look forward to developing these plans further in the coming months at which point we’ll have a better idea of the delivery timescales,’ said Dickson. To find out more information about the proposals and to complete the market research survey visit www.forthbridgeexperience.com.
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In the passenger seat David Sidebottom Disruption and delays what do passengers want?
t the time of writing, many parts of Great Britain are being battered by unprecedented strong winds, heavy rain and flooding which is disrupting some rail services in a major way. No one predicted this level of disruption and the way it is handled by the rail industry will be a key factor in determining passenger satisfaction during this period. Our latest National Rail Passenger Survey (NRPS) (see page 53) found that only 40 per cent of passengers were happy with the way their train company deals with delays. The research, carried out between September and November 2013, showed that there was also a great deal of variation between the train companies that got the highest and lowest scores for dealing with delays. The top company, East Coast, scored 65 per cent, while the bottom, London Overground, scored 30. First Great Western, the train company currently bearing the brunt of February’s extreme weather, scored 40 per cent. How are the train companies and the rest of the rail industry dealing with this major disruption in early 2014? Well, we’re pleased to see train companies accepting each other’s tickets and lifting time restrictions on tickets where there is major disruption. Bus companies have also been helping out and extra long-distance coaches have been laid on where rail services are affected. These alternatives have been a great help to passengers planning journeys.
Rail continuing to struggle with information Passenger Focus is closely monitoring the quality of online information provided by the rail industry to passengers and there is a lot of good practice. But the rail industry continues to struggle with information. For instance, journey planners on 10 February were still showing some trains running via Dawlish – six days after the sea wall was destroyed. The immediate focus is rightly on restoring services as quickly as is safe to do so.
But important questions do need to be asked about passenger information accuracy and whether the level of investment in weatherproofing the railway should go beyond what has already been announced for the 2014 to 2019 Control Period. So, what do passengers want? Our research, Delays and disruption - rail passengers have their say, identified that during disruption passengers want train companies to: • treat me with respect passengers referred to messages being insincere and dismissive; of formulaic platitudes and simplistic explanations; and about just being left in the dark • recognise my plight passengers felt that train companies treat disruption as matter-of-fact, a purely logistical challenge to be overcome before normal running resumes • help me avoid the problem in the first place passengers want to be given information that enables them to avoid the disruption in the first place, whether by staying at home, delaying their trip, changing modes of transport, taking a different route, etc. If passengers can take an informed decision they feel much better about it. • you got me into this, help get me out once passengers are caught up in disruption, whether at a station or on a train they need to know how long they will be delayed. When they’re not given an estimate, about arrival times or resumption of service, passengers cannot take informed decisions about what they do. While the extent of the disruption may not initially be known, the industry must give robust estimates about the delay more quickly • act joined up passengers felt that there is no coordinated approach within or between train companies and that front-line staff often do not know what is going on during disruption. Passengers reported getting different answers depending on who they asked. The effect is that passengers lose confidence in the information provided by any source. The rail industry responded positively to this research. But as our recent NRPS suggests there remains a considerable way for train companies to go in handling disruption in a way that meets passengers’ expectations. It is worth remembering that simple things can often make a big difference. Providing an honest explanation of what is going on as quickly as possible – even if that means saying ‘we’re not quite sure at the moment’ – can be enough to lessen passenger dissatisfaction, or even generate satisfaction with the way things are handled. David Sidebottom is the acting chief executive of Passenger Focus. (Anthony Smith is taking a career break and will return in April 2014) March 2014 Page 21
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Laying down the law Claudia Gerrard
Feel free to know the FOIA A lack of understanding of the Freedom of Information Act 2000 could seriously prejudice the commercial interests of your business says Claudia Gerrard
recent query related to what is a fairly commonplace scenario. A company received a request from a client asking for information about work the company was carrying out for the client. The
client was a public body and the information was, in the company’s opinion, highly confidential. So, the company’s first reaction was to write back and say that it wasn’t happy to provide the information. Then they re-read the request and saw that the client
Freedom of Information: Ten Top Tips Protecting information 1. review information given to public authorities and held by public authorities: ensure that you monitor and keep track of information given to public authorities. If the authority has the information, you might not even be aware when it has been disclosed 2. establish clear policies and processes: these should cover management of information and how you can establish confidentiality for claims. As part of this, consider not only contracts (as covered below) but also how to make sure that your claims for confidentiality are effective 3. consider your status: if you are a government contractor, you may be designated as a ‘public authority’ and therefore be subject to a range of information supply obligations. Also, as part of this, consider whether you ‘hold information on behalf of a public authority’. If so, the public authority may be required to make such information available in line with the requirements of the FOIA. Contractual documents 4. define confidential information: it is often tempting to make all information confidential, in order to prevent any disclosures. However, consider whether confidential information can be defined, either by reference to specific documents or information, or in terms of categories. Then, use those definitions to specify the particular categories which should not be disclosed under the FOIA. This may be more effective than a carte blanche definition. 5. commercially sensitive information: specifically identify any commercially sensitive data in the contract. Such data may benefit
under the qualified exemption, so make it as clear as possible why your commercial interests could be prejudiced by disclosure of the information. This may assist when raising any objection to disclosure. 6. FOIA requests: include a specific obligation on the public authority to notify you if a request is made for disclosure under the FOIA. Such notification should be before, and not after, the information has been disclosed. 7. right to review information before sent: as well as notification, ensure that you can review information before it is sent. 8. time limits for response: include the limits within which you need to respond. As well as those limits, ensure that the client has to notify you promptly if information is required – and make sure you’re not liable for any delays caused by the client. The public authority has time limits within which to respond to an applicant and you should similarly avoid causing any delays. Responding to requests 9. raise any objections in a timely manner to enable the authority to respond to the request: this relates to the importance of knowing what information you hold in connection with a public authority and being prepared in terms of any objections to disclosure of that information. 10. disclose all information requested: except where there is an absolute exemption or where you want to claim a qualified exemption, you should provide all the requested information. Failure to do so may be a breach of the FOIA, as well as negatively impact your relationship with the client.
was asking for the information because someone had made a request under the Freedom of Information Act 2000 (FOIA). That puts a different complexion on matters. They knew that the FOIA existed and they vaguely recalled that it allowed people to ask for information. But they didn’t really know much more beyond that. So, the questions arose: did they need to comply? What must be disclosed? And in what circumstances could they say no? The FOIA came into force fully on 1st January 2005, allowing for a five-year phasing-in period. So, do you need to comply? Well this first question is often the most complex and difficult to answer. The FOIA sets up a general right for individuals and, interestingly, companies to access information held by public authorities. This means anyone, even your competitors potentially, could obtain details about your contract with a public authority. The definition of ‘public authority’ itself is also quite wide. It covers all government departments, local authorities, educational institutions and even publiclyowned companies. The aim is to facilitate transparency in the dealings of public bodies. So, generally, the answer is that, if a request for information is made to a public authority, you will need to comply. What must be disclosed? Against that starting point, therefore, the second question is: what must be disclosed? The FOIA says that ‘all information’ must be disclosed. Again, the language of the FOIA is quite wide and needs careful consideration. Generally, it will be easy enough to determine whether information is being ‘held’. However, in the query received, the information was held in email form but had been deleted from the company’s email systems. In those circumstances, there was no information ‘held’, one would have thought. Therefore, it seemed there was March 2014 Page 23
nothing to be disclosed. However, you need to consider whether the emails can be restored via the company’s computer backup systems, because, if so, the information is still being ‘held’ and must be disclosed. When can you say no? Moving on, the next matter to consider is when can you say no? In other words, are there any exemptions which apply? Are there any instances when you don’t have to disclose information under the FOIA? In our query, the company thought the information was confidential. The request related to pricing and could benefit the company’s competitors if it was disclosed. The company didn’t have a contract in place to deal with FOIA requests and the confidentiality clause was one-sided – in favour of the client. Therefore, in order to object the company had to establish that the information fell within one of the exemptions in the FOIA. The FOIA lists a number of exemptions and categorises them into absolute exemptions and qualified exemptions. As the categories suggest, some of the exemptions will apply regardless (the ‘absolute’ ones). However, qualified
exemptions are subject to a general test as to whether it is in the best interests of the public to disclose the information. There were a couple of exemptions which could apply. The first, most obvious exemption was that the information was confidential. Secondly, though, the company could argue that the information consisted of trade secrets which could prejudice the commercial interests of the company if it became public knowledge. Both these grounds were valid exemptions under the FOIA. Taking confidentiality first, the exemption relates to situations where information has been given to the public authority under a duty of confidence. If so, it is protected by an absolute exemption and a public authority cannot disclose it under the FOIA. Unfortunately, though, not all information given from one contracting body to another is treated as confidential. The only way to make sure that information is protected is to tell the other party that it is confidential. If not, the presumption may be that the information is not, in fact, confidential. In our scenario, the contract did not include an express obligation of confidentiality in favour of
the company. This meant that exemption did not automatically apply. Commercial interest Turning next to the issue of commercial interest. This is a qualified exemption which means the test is subjective and the public authority makes the decision. So, the company had to convince the local authority that the exemption applied. Due to the timescales under the FOIA, the delay by the company in reacting and the practicalities of proving the exemption applied, the company was unable to prevent disclosure of the information. By the time legal assistance was sought, the local authority had almost reached the deadline for responding and the company’s belated objections were not upheld. The scenario highlights some of the issues when dealing with public authorities and the FOIA. Timescales under the FOIA are generally mandatory. So, a lack of understanding and/or failure to act promptly could prove fatal. And, ultimately, this could seriously prejudice the commercial interests of your business. Particularly if the information gets into the hands of your competitors. Claudia Gerrard is a legal consultant at Excello Law. You can call her on 07447 985647 or email her at: email@example.com
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Welcome to the Abellio Way The ability to move freely, safely and with ease is a precondition for a successful society. This has always been and will remain the role of public transport within communities. At Abellio we believe our responsibility to passengers extends beyond their journey on our trains and buses, so our services are focused on a single objective: delivering the full door-to-door journey requirements of our passengers. This is the Abellio Way: Beyond a-to-b. Across the Abellio group, we operate rail, bus and tram services in England, Germany and the Netherlands, and every day over 12,500 of our people ensure that 1.4m passengers reach their destinations safely. Without the diligence and commitment of our people who consistently deliver our core values on a daily basis, we would not have the reputation we do for customer service and partnership working. We take great care, therefore, to invest in them as ambassadors for Abellio. Our way, the Abellio Way, focuses on talent management and international best practice programmes, which allow our people the freedom to achieve their full potential. Page 26 March 2014
And we donâ€™t just encourage excellence, we reward it with our annual Abellio Achievement Awards. Open to employees of all levels, the awards recognise and celebrate outstanding performance in six categories: Excellence, Bringing the Abellio Values to Life, Innovator of the Year, Leader of the Year, Team of the Year, and Employee of the Year. Our culture, our values, our commitment to customer needs and our dedication to creating world class partnerships represent the very essence of Abellio; it differentiates us in the world of public transport. It is the Abellio Way.
HS2: once in a generation supply chain opportunity or white elephant? A Yorkshire business survey shows small and medium-sized businesses are sceptical about the supply chain opportunities presented by HS2 says Christopher Bowes
n November 2013, law firm Nabarro, in conjunction with the Yorkshire Post, conducted a survey to take the temperature of the business community in Yorkshire and the Humber. The survey looked at key economic levers concerning infrastructure, procurement, supply chain and the timescales for delivery, reflecting the once in a generation opportunity presented by HS2. The results of the survey were fascinating and showed that HS2 has some way to go before it has won the hearts and minds of the SME community in the region. Some of the key findings are set out below Business appetite for HS2 Despite the links between infrastructure and economic growth being well evidenced, it is generally acknowledged that the UK has a poor track record when it comes to infrastructure investment. The World Economic Forum’s Global Competitiveness Report 2013 ranks the UK tenth out of 148 for overall competitiveness but only twenty-eighth for overall quality of infrastructure. Against this background, the survey sought to learn whether business believed that the HS2 project would actually go ahead, and whether there was a strong appetite for HS2 among the business community if it did. The majority of respondents to the survey thought that HS2 would happen, but 56 per cent did not want it to happen, and an even higher number (62 per cent) felt that Yorkshire did not need HS2. When asked about their attitude to HS2, only 34 per cent were positively disposed to it, 54 per cent were negative towards it, and 12 per cent were indifferent. It therefore seems clear that the businesses that were surveyed were sceptical about the benefits that HS2 would bring to the Yorkshire region and remain to be convinced that it will create
an opportunity for their businesses to exploit. Economic benefits for the region A large part of the business case for HS2 is said to be the economic opportunity created for the regions through which HS2 will pass. A report by KPMG, carried out for HS2, argued that the project could boost the country’s economy by £15 billion per year and that the regions will be the biggest winners from the project. As examples, the report says that HS2 will give the Birmingham city region economy a yearly boost equivalent to 2.1–4.2 per cent of the city region’s GDP. For Manchester city region the figure is 0.8%–1.7 per cent, for Leeds city region, 1.6 per cent and for Greater London the figure is 0.5 per cent. However, notwithstanding KPMG’s analysis (which was published before the survey was conducted), businesses in Yorkshire did not appear to believe that HS2 would create economic opportunities for them, with 60 per cent of respondents to the survey saying that the debate about HS2 had not created uncertainties for their businesses, and 88 per cent believing that the cancellation of HS2 would not lead to any economic loss for their business. When asked whether HS2 would benefit the North, the majority of respondents (59 per cent) did not think it would, with 63 per cent considering that it would simply extend the commuter belt for London. No supply chain opportunities In preparing the survey it was felt that the HS2 supply chain would be a key issue. At the launch of the initial report of the HS2 Growth Taskforce last year, the Transport Minister Patrick McLoughlin said: ‘With more than 95 per cent of Crossrail’s budget to date being spent in the UK, I am determined that HS2 will replicate and build on this success for
British businesses.’ Despite this, a surprisingly high 76 per cent of respondents could see no supply chain opportunities for their businesses, though an overwhelming majority (84 per cent) felt it was important, to ensure UK-based supply chain benefits and job creation, that procurement decisions should not be driven solely by the ‘cheapest tender wins’ approach to awarding contracts. It seems clear that HS2 needs to work hard to convince UK business that the procurement strategy will deliver supply chain opportunities for UK based suppliers. Timecales for construction The current programme for HS2 anticipates that phase 2 – the Y shaped stretch of lines from Birmingham to Manchester and Leeds – will not open until 2033 (phase 2 representing 215 miles of the total 335 miles of new track in the HS2 proposal). By comparison, Isambard Kingdom Brunel built the 150 miles of the Great Western Railway from London to Bridgewater in six years in the nineteenth century, while the Chinese recently March 2014 Page 27
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constructed 2500 miles of track in just two years. Against this background, if HS2 was to be given the go ahead, the majority of the respondents to the survey felt the current timescales for delivery are too long, with 48 per cent believing it should be delivered within 10 years. The survey also found there was a very clear view that construction of HS2 should start at the same time in the north as the south to bring economic benefits sooner, with 65 per cent of respondents considering that construction should start at both ends (one respondent advocated the ‘HS Northstart’ alternative which envisages starting from the north only and working towards the south to ensure that the north takes maximum advantage from the project). The views about timescale already seem to have been taken on board by the promoters of the project with the newly appointed chairman of HS2, Sir David Higgins, saying: ‘I will look at whether it can be done quicker and how realistic is the cost plan.’
government is committed to HS2 because it is vital to Britain’s future.’ The survey asked whether respondents felt there were better alternatives to HS2 that would similarly benefit Britain’s economic future. When asked to identify those alternatives, the majority (60 per cent) felt upgrading existing train lines was the most attractive, with video conferencing identified as the next best option. When asked about the use of the projected cost (£50bn), 26 per cent felt building faster links between Leeds/Manchester/ Sheffield would be a better use of the money, whereas only 23 per cent thought HS2 should be constructed as planned. The remaining 51 per cent of respondents felt the money should be spent on other things including the NHS, roads, addressing youth unemployment, shale gas developments, carbon capture, renewable energy, upgrading the motorway network, improved broadband, development area grants to encourage investment in the North, education and dedicated freight lines.
Alternatives to HS2 The government has said that building HS2 is central to future economic prosperity, with McLoughlin recently saying: ‘It is a challenging project and as I have said many times before the easy thing would be to do nothing. But this
Station locations The redevelopment of the area around Kings Cross – St Pancras that followed the construction of the HS1(Channel Tunnel Rail Link) terminus demonstrates the long- term regeneration benefits that rail projects can bring to an area. Recent
research undertaken by the government and HS2 also shows the economic benefits expected to be achieved by cities that have direct access to HS2. Within Yorkshire, stations are proposed at both Leeds and Sheffield, but while the station proposal at Leeds is close to the traditional commercial centre of the city, the proposed Sheffield location is at Meadowhall some distance
Survey finds majority would prefer cost of HS2 to be spent upgrading network A new poll of 2000 members of the public by the Institution of Mechanical Engineers has found that 62 per cent believe the UK’s rail network is worse than the rest of Western Europe - with 58 per cent saying the estimated cost of the HS2 link would be better spent upgrading the existing rail network. When asked separately about HS2, 33 per cent said they supported the project, 31 per cent said they opposed it and 30 per cent said they were indifferent. Of the people who said they supported it, 71 per cent said this was because it would make the UK’s train system faster; 61 per cent because it would boost the UK economy; 57 per cent because it would bring more jobs to the Midlands and the North and 54 per cent because the planning and construction would create more jobs. Of the people who were opposed to HS2, 80 per cent said it was because the project is too expensive, 73 per cent said the alternative of upgrading the existing network would be a better use of money and 62 per cent said they opposed the project because it would damage the UK countryside. 74 per cent of those surveyed said they would use the new HS2 link either ‘rarely’ or ‘never’, which compares with just 3 per cent who said they would use it ‘frequently’ and 18 per cent who said they would use it ‘occasionally’.
Behind the rest of Europe Dr Colin Brown, director of Engineering at the Institution of Mechanical Engineers, said:‘It is clear that public concern remains over the cost of the project as well as the impact it will have on the UK countryside. ‘These results show that people believe the UK’s railway network is way behind the rest of Western Europe. HS2 could help improve people’s perceptions of the UK’s railways, by removing the bottlenecks in the infrastructure, increasing capacity limits and helping to bridge the North South economic divide. Brown continued:‘It is also important for people to realise that upgrading the UK’s existing network is not a simple or cheap solution. It is estimated that even if we spent £20 billion patching and mending the existing main lines, it would deliver less than half the benefits of HS2.’
March 2014 Page 29
from the city centre. As a consequence, within the Sheffield city region there is an ongoing debate as to whether the station should remain at Meadowhall, should be moved to a site at the former Victoria Station close to the city centre, or whether there should be two stations. The survey asked where the Sheffield city region station should be located. 41 per cent of respondents were indifferent, but of the remaining 59 per cent who expressed a view, 35 per cent favoured the Victoria Station location, 19 per cent favoured Meadowhall, and 5 per cent thought here should be a station at both locations. Blight and compensation The blighting effect of HS2 has been acknowledged by the promoters of the project who have established an exceptional hardship scheme for certain categories of landowners who have an urgent need to sell their property in advance of the commencement of the land acquisition phase. However, the majority of landowners will not qualify for compensation under this regime and most will have to wait until HS2 is ready to acquire their property â€“ potentially restricting their ability to sell or invest in property on a timescale that suits them. Unlike the Chilterns and parts of Cheshire where the blighting effect of HS2 has been a major part of the HS2 Page 30 March 2014
debate, only 27 per cent of respondents to the survey felt their property had been blighted by the proposals. Of those that said they were blighted, only 30 per cent had been given details of the compensation to which they would be entitled, and an unsurprising 93 per cent felt the compensation was inadequate. Could Yorkshire lose out? Although environmental concerns were expressed by some respondents to the survey, and blight was an issue for others, the principal concern for most respondents was the huge cost and the fact that alternatives were perceived to be cheaper or to represent better value for money. The timetable for delivery was also seen to be a problem, with 20 years being seen as much too long to complete the project. Given the rich industrial heritage of the Yorkshire region and the expertise in heavy engineering (including rail), as well as in advanced manufacturing, it was surprising - if not a little disappointing - to see that so few of the respondents saw clear supply chain opportunities for their businesses. This may reflect the early stage of the project and the relatively long gestation of HS2, as well as the fact that such opportunities may not arise for some time, but given the scale of the project it was surprising that businesses were
the principal concern for most respondents was the huge cost and the fact that alternatives were perceived to be cheaper or to represent better value for money not more enthusiastic about potential opportunities. The overwhelming conclusion at this point of the HS2 debate in Yorkshire is that SMEâ€™s as well as some big business remain to be convinced about the benefits of HS2 either to the region in general or to their businesses in particular. However, as Paul Chapman, interim communications director of HS2 warned at the launch of the survey in January, if Yorkshire does not get behind HS2 it may lose out. The full Nabarro LLP/Yorkshire Post survey including a summary of the methodology used may be obtained by emailing firstname.lastname@example.org Christopher Bowes is a partner at law firm Nabarro with particular expertise in regeneration and major infrastructure projects. Visit www.nabarro.com
Page 32 March 2014
Become a member…
North East Area visit to Signaller Training Centre RO members in the North East visited a functioning Signaller Training Centre operated by Network Rail in Leeds city centre recently. Members had the opportunity for a hands on experience of signalling trains on both Absolute Block and NX (Entry/ Exit) Panel simulators (with all the bells and whistles). A member of the Network Rail workforce development team was on hand to run the simulators and answer questions on the design and operation of signalling systems. Attendees gained an insight into how Network Rail moves trains around the railway using a variety of signalling systems. They also gained perspective of the procedures and demands placed on signallers while working a shift in a signal box.
has been the result of the strategy of Health & Safety at Work Act and the law transport planners in Greater Manchester. governing both corporate and individual Development has occurred in successive manslaughter. There has been a change in projects. When complete in 2016/17, public mood from a view that ‘accidents Metrolink will be the largest light will happen’ to a view that accidents Our Annual Lunch for Members and Guests will be held at rail network in the UK, with 60 miles have an underlying cause and therefore The Mermaid, Puddle Dock, London. On Friday 19th April (97 km) of track and 93 stops, handling an someone must be responsible and should 2013 passenger from midday. Our guest speaker Rt. Hon. estimated 60 million journeys a be heldistothe account. As a result, there is Simon Burns, Minister of State for Transport. year. greater public pressure for prosecutions. Customer service has developed along Clive quoted Sir Michael Bishop of with the network and there–are now plans airline BMI as saying after the Kegworth Tickets £47.00 per head for a smart ticket called Get Me There! air crash: ‘If you think that safety is Table of 10way – £470.00 per tabletry having an accident.’ The which will operate in a similar to the expensive, (Ticket prices are inclusive of VAT @ 20%) corporate impact of an accident can Oyster Card in London. Staff numbers have increased by 25 per cent since MRDL threaten a company’s survival and Clive’s Download booking form at:for staying out of gaol included took on the operation in 2011. a There are advice now 250 drivers,www.railwayoperators.co.uk 110 passenger service not only implementing a safe approach to representatives and 130 engineering and work (‘embedded safety’) but ensuring that technical staff. Call: 01785 248113 you are able to produce written evidence Manchester Metrolink is a popular to demonstrate this. Clive’s advice in public transport service which illustrates respect of individuals was that companies the benefits of strategic transport should not allow them to be interviewed alone by investigators. Those called as witnesses in legal proceedings should tell the truth. They should be briefed on what to expect from the legal process and cautioned against speaking about areas outside their immediate expertise.
IRO Annual Members’ Lunch 2013
Valuable opportunities for members to learn and share knowledge
IRO South West & Wales Area Reading Train Care Depot visit ohn Murphy, First Great Western’s fleet manager for London and Your local IRO Area runs events all year round. There are opportunitiesThames to seeValley howwelcomed others IRO work, broaden your experience and add to your professional development. members recently to the £150 million Visit the website to ﬁnd out more… www.railwayoperators.co.uk depot, which was officially opened by Patrick McLoughlin, Secretary of State for Transport in July 2013. It was built to the west of Reading station to free up its previous location for new rail routes. North West Area presentation by planning, continuous investment and the Featuring enhancements to allow for Manchester Metrolink MD Chris Coleman adoption of operating ideas from around future stabling and servicing of electric anchester’s tram service, the world. trains, the new depot provides capacity for Manchester Metrolink, won For more information on TfGM visit 147 vehicles. the Light Rail Operator of the www.tfgm.com. For more information on RATP IRO delegates were given an overview Year award in 2013 and the Dev visit www.ratpdev.com/en of the facility that included the challenges network is now set to become the largest of operating two sites simultaneously; tram network in the UK. Chris Coleman’s North West Area presentation by Clive workforce and maintenance migration presentation reflected the energy behind Fletcher-Wood OBE Hon FIRO and introduction of new facilities with those achievements and his career, which embers of the IRO are minimal impact on service delivery and 2 aware that the began with1British Rail as a YTS trainee, no doubt an overview of the L&TV Fleet and its illustrates the opportunities available in current safety record for operation. This was followed by a tour of public transport. UK rail is the best it has the depotDay including the control office and South West Area: South West Area: Operations Experience – Manchester Metrolink is operated been, howeverWest companies have seenMinehead the October maintenance Modernising the Western Route – Swindonever October 2012 Somerset Railway, 2012 shed where First Great under a management contract from the penalties applied under the Health Western’s fleet of 165, 166 and 150/0 units Transport for Greater Manchester (TfGM) & Safety at Work Act steadily increase. are serviced and maintained. and delivered by Metrolink RATP Dev Clive Fletcher-Wood has been personally Limited (MRDL). RATP is responsible involved in most of the inquiries, inquests for most of the public transport in Paris and court cases which have followed the and its surrounding Île-de-France region, (mercifully few) fatal railway accidents including the Paris Métro, tram and bus since rail privatisation. He is uniquely services and part of the Réseau Express placed to describe not only what the law Régional network. In the Île-de-France says but how it has been applied and how region, RATP carries about three billion the application of the law has changed in passengers per year. RATP Dev is its response to public opinion. international arm with operations in In his presentation, How to keep the twelve countries around the world. railway running and stay out of gaol, Clive The first tram service began in 1992. summarised the legal position for both The subsequent expansion of Metrolink companies and individuals under the
March 2014 Page 33
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IRO 4 April 2014: IRO Annual Members’ Lunch 2014 Our annual lunch for members and guests will be held at The Place Hotel, Ducie Street, Manchester. Visit our website at www.railwayoperators. co.uk/whats-on/title/iro-annual-dinner/ for further details on how to book, or contact Lynda Dixey on 03333 440523 ------------------------------------------------------------Irish Area For information on Irish Area events contact Hilton Parr at email@example.com ------------------------------------------------------------Scottish Area For further information on the IRO Scottish Area please contact Jim Douglas on 0141 354 5684 or email at firstname.lastname@example.org ------------------------------------------------------------North East Area 11 March 2014: East Coast IEP A talk by Jon Colley, East Coast IEP project manager 27 March 2014: Social evening Join us at the Head of Steam, Huddersfield 8 April 2014: Forward facing freight A talk by Paul McMahon director, freight, Network Rail 20 May 2014: Level crossings – managing the risk A talk by Phil Graham, level crossing risk specialist. All speaker events are normally held (unless otherwise stated) at the East Coast
Academy, Platform 9, York Station, 17:00 for a 17:30 start. If you would like to attend any of these events or for further details please contact David Monk-Steel at email@example.com ------------------------------------------------------------North West Area 13 March 2014: TBA check the website for details Time: 17:45 for 18:00 start. Light refreshments will be available 16 April 2014: The Northern Hub A presentation on the Northern Hub Time: 17:45 for 18:00 start. Light refreshments will be available 13 May 2014: Simulator visit and FTPE presentation A FTPE presentation on progress towards the HUB. Time: 17:45 for 18:00 start. Light refreshments will be available If you would like to attend any of North West Area event, please contact Tricia Meade at firstname.lastname@example.org For general membership enquires please contact Carl Phillips at email@example.com ------------------------------------------------------------Midlands Area 10 March 2014: A whole-industry approach A talk by Graham Smith MBE, director general, the Rail Delivery Group Time 17:30 for 17:45 start 7 April 2014: The Staffordshire Alliance A talk by Dominic Baldwin, senior programme
manager, Network Rail For information on Midlands Area events contact Julia Stanyard on 0121 345 3833 or email: firstname.lastname@example.org Events start at 17:30 for 17:45. ------------------------------------------------------------South West Area For information on South West Area events contact Martin Bonnington by email: email@example.com ------------------------------------------------------------South East Area 10 March 2014: Crossrail update An update on progress of Crossrail’s infrastructure projects from Howard Smith, Crossrail director of operations. Time 18:00-19:30. Contact: David Pinder at firstname.lastname@example.org 2 April 2014: Charity quiz At The Parcel Yard, King’s Cross Station. Time 17:30-21:30. Contact: David Pinder at email@example.com For further information on the IRO South East Area contact Jonathan Leithead at firstname.lastname@example.org ------------------------------------------------------Young Operators To register your interest in IRO Young Operators events, please contact Petr Mikyska at email@example.com ------------------------------------------------------------More details of area events are listed on the website at www.railwayoperators.co.uk/whatson/
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HS2 – time to stand back and consider freight HS2 is a very important project, but it is vital that the debate on its wider effects, benefits and merits includes those on freight says Chris MacRae
TA’s Rail Freight Council in February discussed the issues for freight surrounding HS2. This included giving feedback to High Speed Two Limited who attended to present on freight issues. The same issues were later that day recounted to DfT officials and the minister responsible for HS2 at the DfT’s Listening to Industry event that FTA hosted, co-located with its Rail Freight Council. So let’s look at the issues that are now coming to the fore about freight and what the headline messages are: • government must consider freight Petitioning by the freight industry against the HS1 Hybrid Bill forced freight to be taken into account in terms of provision for its use of HS1 and there are likely to be the same arguments with HS2. It would be better if this could be dealt with up front as the inclusion of provision for overnight freight services on HS1 was forced upon it after the design stage leading to a sub-optimal outcome
main benefit to freight that HS2’s promoters and supporters claim for it is the capacity that will be released for freight on the existing ‘classic’ network once the high speed line is built. The argument goes that once HS2 starts operating, existing intercity passenger services will come off the WCML, so there will be spare capacity on its southern part. The danger though is that there will be pressure from towns along the southern WCML for more connecting services to London in fear that they become economic backwaters not on HS2. Slower but cheaper services along WCML south to compete on a different economic model with HS2 could also become an issue.
• HS2 Ltd and DfT’s HS2 team must engage with the freight sector This is key to avoiding future problems and misunderstandings that could lead to petitioning against the Hybrid Bill process to construct the line and that would slow its progress down • the rail freight industry needs clarity up front on how released capacity on the network will be allocated once HS2 is in operation. This point is key to the debate on the benefits to freight of building HS2. Irrespective of whether freight is allowed to use HS2 itself for overnight fast express parcels type traffic for example (which at this point in time HS2 Ltd intend it shouldn’t be), the
So what the freight industry needs here is clarity of how the process will work to turn the theoretical released capacity into actual and customer usable freight train paths
• The freight industry wants a commitment to generate a minimum number of freight train paths on the post-HS2 network. Leading on from the last point there needs to be an up-front commitment that the processes for allocating the released capacity on WCML south will be translated into an increase in customer usable freight train paths. This is especially important in trying to win more retail freight traffic to rail • There needs to be meaningful engagement between Network Rail, DfT and HS2 Ltd: DfT has to ensure this happens. All of the above issues need full and inclusive engagement to avoid future problems. And what about the impact HS2 will have on the existing rail freight network? The impacts during the development and March 2014 Page 37
implementation operation phases of HS2 will be different. There are some potential negative impacts: • as rail freight operators are at effective capacity at the moment without further substantial investment in equipment and personnel (locomotives, wagons and drivers) there could easily be market distortion during the construction phase • at the interface between HS2 and the existing network, passenger trains coming off the HS2 network will impact on freight on the classic network. HS2 will not be built to Scotland (though a feasibility study will look into ways of extending HS2 to the country) so HS2 trains running on from HS2 to the classic network or passenger services to connect Scotland with HS2 via the classic network will be competing for space with freight. The northern WCML over Shap and Beattock is already a constrained railway nearly (if not already some would contend) at capacity so this is certainly a challenge. The northern WCML is also a two track railway unlike the southern WCML four track sections of fast and slow lines where four tracking was also extended in the Trent Valley during the WCML upgrade
• during Phase 1 of HS2 to the West Midlands, HS2 could eat up the capacity on the classic network north of Hansacre Junction to Manchester and Liverpool before Phase2 takes it on to Leeds and Manchester: this is likely to lead to particular congestion in the Colwich area • the HS2 route as published will cut through a number of freight operating company’s sites: ironically there will be direct disruption to rail freight operations during construction. So, what is industry’s view on how government should make the most of the benefits to freight of HS2? • there needs to be recognition that freight delivers more socio-economic (e.g. carbon and road congestion) benefits than any other train except peak time passenger trains • freight could be used to help bolster the HS2 business case. As with HS1, fast moving freight (intermodal, overnight parcels, automotive, etc) could run on HS2 at less busy times, if this is catered for at the design and construction phases. DB Schenker is currently running trains on HS1 • rail freight has a key role to play in the construction of HS2 and has demonstrated its ability to deliver
as rail freight operators are at effective capacity at the moment without further substantial investment in equipment and personnel there could easily be market distortion during the construction phase against major construction capacity, for example for the Olympics. But, the supply of aggregates, etc, for the HS2 project needs to be considered alongside demand from existing projects and Network Rail’s maintenance programme. FTA’s Rail Freight Council includes all parties to the rail freight supply chain, including rail freight operating companies, Network Rail, wagon builders, logistics service providers and bulk, intermodal and retail shipper customers. For more information contact the Secretary: Chris MacRae Email: firstname.lastname@example.org Tel: 07818 450353
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Turning back the tide of climate change John Dora talks about the rail industry’s £2.5 million research programme designed to help target investment to strengthen the railway’s defences against extreme weather
he unprecedented natural forces experienced in the last few weeks, especially in the south, have brought the issue of climate change back on the agendas of the media, decision makers and engineers. Up until recently, managing railway assets like embankments, bridges and sea walls, would not be something you’d seek to lead with on the national news, just something for some geeky engineers. They are all structures built and maintained by experts, and we take them for granted.
However, those incredible aerial shots of a First Great Western HST triumphantly but tentatively crossing what appeared to be a giant lake in Somerset, and the tracks at Dawlish dangling and waving in the wind having had the wall they were sitting on washed away by waves, changed all that. Not only did it show how important the railway is in connecting communities, but also the role it played in helping to protect those same communities from the impact of extreme weather. What is the rail industry doing to tackle this? Britain’s climate is perhaps unique; influenced by the Gulf Stream and by the European land mass it exhibits such variations in climate and weather patterns that even its world-renowned Met Office has been known to comment how ‘The UK has just experienced its weirdest weather on record’. This statement came after the driest spring for more than a century gave way to the wettest recorded April to June in 2012 in a dramatic turnaround never before documented. And while
some people still debate the causes and development of climate change, there is no denying that the climate has changed and will continue to change in the longterm, and that evidence suggests that the frequency of extreme weather events in the UK will continue to rise now and in the future. Such weather could be rain and flooding as seen recently, but it can also be snow, wind, more direct sunlight and heat, indeed any type of weather. Is today’s extreme weather going to be tomorrow’s normal weather? The question is, what impact will this have on railway assets and operations? How can we plan ahead and make the right decisions about where to invest in protecting assets, such as infrastructure and rolling stock, before the point of absolute failure, such as that witnessed at Dawlish in January? What weather impacts will need to be designed for long-life infrastructure like a coastal railway? Will we still get cold winters? How will earthworks fare in long dry spells in the future? How will this impact the overhead conductor line performance and track geometry? How should design and maintenance specifications for electronic equipment need to change if it will be renewed in ten years? How will train staff cope with the heat? Are current track installation and maintenance standards and systems appropriate for the 2050’s? The issues are taken seriously by rail industry leaders and form part of the scene setting in the Rail Technical Strategy. Network Rail, train operating companies, rolling stock companies and suppliers, together on the Technical Strategy Leadership Group (TSLG) are sponsoring RSSB and Network Rail to continue an ambitious programme of jointly funded research. The work is collated under the banner Tomorrow’s Railway and Climate Change Adaptation (TRaCCA), and aims to answer some of the more difficult questions facing railway organisations when setting longer-term policy objectives. The first tranche (ref T925) was published back in November 2011. This first step was really
about getting to know what we didn’t know. It provided information on the potential vulnerability of the GB railway to projected climate change, and where possible, indications of the change in risks. The study highlighted the significance of the identified research and knowledge gaps to the understanding of climate change impacts and the consequential constraints to making decisions for investment and management of the railway. Armed with a better picture of the issues facing the railway, TRaCCA entered its second phase with a more comprehensive piece of work worth £2.5 million (ref T1009) to begin developing support tools to assist delivery of increased weather and climate resilience of the GB railway. Specific aims of the TRaCCA programme include: • facilitating an early step-change in improving railway performance and reducing disruption costs • providing help for local managers as soon as practicable, such as hotspot mapping and decision support tools, to aid improved weather resilience • enabling targeted investment in operational and adaptation measures over a long (30 year) time period • identifying adaptation and resilience best practice from overseas railways, particularly in locations where the March 2014 Page 41
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climate today is analogous to the climate GB railways will face in the future • fostering a systems-wide approach by signposting and disseminating knowledge that currently might be residing across the industry in ‘functional silos’ • providing long-term sustainable support by building an appropriate skills base through links to academic institutions, staff training and the provision of staff recruitment opportunities for the rail sector. This first phase of the T1009 work is being supported by an Arup-led consortium, which includes the University of Birmingham Centre for Railway Research and Education, the Met Office, the Construction Industry Research and Information Association (CIRIA) and JBA Consulting. The Consortium is working closely with RSSB, Network Rail and other railway organisations. This package of work has built on the 2011 work, being chiefly about identifying climate change and weather resilience knowledge so as to identify gaps affecting delivery of the TRaCCA aims and to direct a longer-term set of work. Looking overseas The research is shortly to look overseas, to identify countries facing similar climate issues and weather problems, as well as putting together guidance on standards, exemplar case studies, and pilot testing new concepts, such as ‘system of system’ decision tools, weather/infrastructure metrics and guidance on policy, operations and engineering. As some questions are likely to be complicated, we are also looking at ‘deep dive’ analyses as a later part of this work. We now have more knowledge than we had before. We have a compendium of research on climate change impacts and information on weather resilience management relevant to the GB railway, and we’re in the process of opening up this knowledge to share with others. TRaCCA is still in its early stages, but the wide cross-industry liaison, the increased interest in weather resilience brought about by recent unusual weather patterns, and the mention of the programme in the UK government’s statutory National Adaptation Programme, all indicate a growing momentum that will culminate in some of the most advanced understanding of climate and weather resilience on any railway network in the world. John Dora is a leading engineering expert in sustainability, climate change and infrastructure systems, and a consultant working for RSSB on the TRaCCA programme. He is a Fellow of the Institution of Civil Engineers, of the Royal Meteorological Society and of the Permanent Way Institution. March 2014 Page 43
RAIL PROFESSIONAL INTERVIEW
Paul Priestman It would be a disaster if HS2 Ltd got some sort of reject Euro train to run on the new line Paul Priestman, co-founder of travel and transport design agency Priestmangoode spoke to Lorna Slade about whether we need stations, high speed defining countries, increasing capacity and connectivity, and how the industry should advertise itself
enerally acknowledged to be the leading transport designer in Britain, and according to Homes & Garden magazine ‘maybe even the world’, Priestman has the demeanour of a man individuated by his success. Impeccably polite and engaging, his mind-set is toward ideas that push boundaries - the agency is involved with a private project to send a couple on a 501-day round-trip to Mars in 2018 - and he is passionate about getting people out of cars and onto public transport Having just returned from New York where he picked up a prestigious IDEA Award from the Industrial Designers Society of America for an aviation concept, Priestman is happy to admit that he is primarily a fan of rail. ‘We like to think we’re the leading transport agency in the world and what’s really interesting is that we bring all our learnings from the shipping, aviation and car industry and apply it to rail.’ Indeed, Richard Branson was so impressed with Priestman’s lie-flat Virgin Atlantic bed that he asked the company to design the interior of what became the Pendolino. As Priestman puts it, ‘We work with cities and with countries. And at the moment, high-speed trains are almost the symbol of modernity of countries; they have that amazing emotive power. What we specialise in with airlines and rail is in effect the branding of countries, so they’re culturally correct but also the symbol of that country. And we’re quite careful not to stand up and wave the Union Jack saying ‘British designed’, because that’s not the spirit of what we’re doing, so we keep quite out of respect for those countries.’ Priestman was recently appointed global creative director of one of the world’s largest rolling-stock manufacturers, Chinese firm CSR Sifang - the culmination of a relationship that began in 2009 when it asked the agency to design the ‘world’s biggest train’, and in 2011 Priestmangoode opened an office in Qingdao, northern China in order to service the client. ‘It’s an interesting move,’ says Priestman. ‘There aren’t many locomotive manufacturers who would appoint a foreigner to such an important role, and particularly in China where CSR Sifang Page 44 March 2014
is a government-owned company. I think it shows how forward thinking they are, and they really do understand the importance of brand and design. If we’re going to encourage people to get out of airplanes and cars there has to be something done about that. I mean Beijing had a two-day traffic jam, it was gridlock and people just walked away and left their cars on the highway. ’ No need for stations Moving back to the theme we agreed to talk on, good old British stations, it’s on record that Priestman doesn’t see the need for them in the long-term. His Moving Platforms concept (www. youtube.com/watch?v=19hXm0J_3Uc) proposes a system whereby local trams move to the outskirts of a city to ‘dock’ with a passing high speed train via a gangway that extends out from both trains allowing passengers to transfer across. ‘I thought, wouldn’t it be great to get on a tram outside this building and then seamlessly go to another street in another city,’ says Priestman animatedly. ‘The nature of high-speed lines now is that they have to go around the outside of cities because it’s too expensive to go through the middle, in which case you’re having to build another car park, or use more taxis or buses to get to those links. And if we’re talking about a new line from China to Europe or across the East to West Coast of America, if high-speed trains are going to compete with long-haul air travel then we’re going to have to do something about them stopping and starting, because it adds hours to the journey.’ I suggest the concept makes me feel giddy just thinking about it, and Priestman lets out a loud and hearty laugh. ‘The classic one is ‘So what if granny gets her shopping bags stuck in the doors, is she going to get chopped in half and end up half on the East Coast and half on the West?’ It’s definitely a far in the future concept and really it’s for big destinations or some of the intercontinental tracks that have been planned, but it’s had a massive amount of hits on You Tube and I’ve been asked to talk about it all over the world. It’s just like docking in space except on the ground, which is a little easier.’ So what would Priestman’s station of the future look like,
Priestman was a member of the UK Design Council and chair of the Design Sector Skills Panel from 2004 to 2006. He was also president of the Design Business Association from 2001 to 2003, and a member of the D&AD Executive from 2005 to 2007. He is currently a member of the Royal College of Art Council. In 2012, the Evening Standard voted Priestman one of Londonâ€™s 1000 most influential people.
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INTERVIEW Paul Priestman
assuming we’re not at the Moving Platforms stage any time soon. ‘The question still remains,’ he says, ‘Do we need stations? The word ‘terminus’ is out of date because you never stop at that point so let’s scrap that. And think about the joined up nature of public transport. I’m a great advocate for trying to get more people to use public and not private transport because I think it’s the only way forward, and design is everything to do with getting people to consider that. Moving Platforms isn’t a new idea, I think when trains were first invented there were people questioning why they have to stop, because it does seem crazy that you still have to stand on a piece of concrete and get wet when it rains while you’re waiting.’
The idea of re-using what we already have in station buildings is greatly appealing to Priestman since he is as much of a conservationist as transport designer. ‘A lot of them are redundant, boarded up and I found this recent concept, not ours, to use them as store houses for internet orders to be a brilliant idea. If you‘re at work you do your internet shopping and collect your parcel on the way home a couple of days’ later. That is a fantastic re-use of infrastructure and buildings. And that’s where it gets really interesting for me – I love that kind of thinking, of re-using what we’ve got.’ A consistent approach to train design needed Having people get on and off trains faster to reduce dwell times at stations is important to Priestman, ‘and that’s all to do with design.’ Platform doors are going to become a requirement he believes ‘because that will help with passenger flow and minimise the unfortunate accidents we still have, and congestion could also be eased by encouraging people to walk instead of taking the tube for one or two stops.’ More sources of information will also cut hanging around at stations apparently. ‘Because everyone is going to be mobile connected.’ Even older people I ask? ‘I think they are more and more. The amount of people I see reading Kindles now, silver surfers I think they’re called - people are going to be reading their devices rather than looking around for information.’ Living and working in London, Priestman’s perspective is clearly very much that of an urbanite. ‘On my phone I can call a cab using my Hailo app, I can tell when my bus is due to arrive and I pack up work and walk to the bus stop. Or I can use a Boris bike to get from A to B.’ Though many of Priestman’s comments reflect his position as a techno-savvy and physically able person, the agency’s work is incredibly March 2014 Page 47
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INTERVIEW Paul Priestman conscious of the needs of all travellers. ‘Everything we do has to be as accessible as possible, but it is ridiculous that we have bits of aluminium ramps to get on trains. It’s 2014 and it’s mad. I understand the issues because we have different rolling stock running on the same track, but there needs to be a judgement on this. Someone needs to say ‘From now on every new train is going to have this floor level’, and then eventually we will get over the problem. But inappropriate vehicles being bought by private companies and stuck on a line which then takes longer for people to get on and off clogs up the whole system, so someone needs to be quite firm.’ The manufacturers I suggest? ‘Someone needs to…I mean I’m quite happy to take a view on it myself it’s all so obvious,’ laughs Priestman. Global learnings In terms of train design Priestman feels the more conversations that are had globally the greater the learnings, ‘But the different characteristics of countries is incredible,’ he points out. ‘I met with the New York Subway last week and they asked ‘How can you have fabric seats? Because on their system they would be destroyed. American trains are very utilitarian but it works for that society. They have different issues to us, and fewer CCTV cameras because of their civil liberties lobby. So it’s fascinating to work with different cultures and we have to address their needs. We’re doing a train in New Zealand right now where they want surf board racks, which is great! And on Chinese trains every vestibule has boiling water because everybody has tea. We’re also trying to push that all trains should have a defibrillator because they are proven to save lives. To me design is all about problem solving and making things better, not just about styling, and that goes for stations and we need to look at what works in other countries and
HS2 a chance to fly the flag Speaking about HS2, Priestmangoode is hoping to be chosen to design the trains. ‘I strongly believe the vehicles should be a great symbol of British design and engineering and manufactured here in the UK,’ says Priestman. The agency has ‘had some discussions with HS2 Ltd’ and Priestman is pleased that the ‘government really loved our Mercury train design. It became a bit of a pin up boy in fact. It’s beautiful and designed with a nod to the old Mallard steam trains. We wanted that ‘Britishness’ and tried to get that sense of place and feeling, which is very important. It would be a disaster if HS2 got some sort of reject Euro train to run on the new line, what a missed opportunity that would be. Obviously it would be in the interests of a lot of manufacturers to say ‘You’ve got a train right here, use that – it doesn’t need any development’, but that would not be culturally correct.’ I noticed that in reference to HS2, Priestman says ‘If it goes ahead’ quite frequently. Does he think it will? ‘I don’t think I should comment on the political side but I’m a great advocate for new rail lines – what’s the alternative – another six line highway that takes up ten times the amount of space?’ In any case, Priestman must find the debate quite irritating given the high speed developments he is involved with around the world and he feels the need for HS2 is ‘obvious’. ‘Go through any part of the countryside and you see the effect of the railway, and I
must admit I quite like it, the English landscape lends itself extremely well to beautiful pieces of architecture. A high speed line is slightly different in that way I know and it’s not great if your house is in the way, but there is a need as it encourages investment in the UK – you only have to look at the effect of rail development in China which has been very positive.’ what’s good for them.’ With all the new build stations around the world, Priestman must see some amazing sights. ‘Near our office in Qingdao they’re building a high speed interchange the size of Wembley stadium – bigger. And if that was being built in the UK it would be the biggest headline news, yet when we drive past it, they’re like ‘Oh yeah, it’s a new station’, and they just carry on. The scale and speed of development is just incredible compared to ours. I mean how many years is HS2 going to take, if it happens?’ I wonder what country’s stations Priestman is most impressed by. ‘Japan. I love the fact that on the platform you have some good food offerings and the stations are spotlessly clean. Singapore is beautiful and I think the rail link at Hong Kong is probably one of the best in the world, which I think is to do with its link to the airport. As you walk from the plane through immigration and baggage handling, the train is in the same building. It’s perfect. To me it’s like ‘Why on earth would you get a taxi?’
Capacity an issue A constant theme of Priestman’s conversation is around increasing capacity, and he strongly believes that double decker cars are a sensible idea. ‘They have them in France and the UK, why not here? In a small country like the UK optimum capacity is imperative which is why our Mecury design is a double deck because you get about 30-40 per cent more capacity, but at the moment it doesn’t seem to be under consideration - I don’t know why.’ He gave a talk at the Design Museum last year on Getting the grit out of the system, ‘because in developed countries you can’t just keep building more motorways and railway tracks – London’s going to fall apart because there are so many tunnels. So we’ve got to make what we have work better, and I believe that’s through technology. You can get driverless cars going at 100km an hour inches from the bumper in front, so what’s the difference? I think there will be technology that allows more trains to travel on the existing infrastructure and when we can do that, then we’re going March 2014 Page 49
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INTERVIEW Paul Priestman
but the rail industry can’t do that and so it’s at a constant disadvantage - the fact that you can get off the train and be in the centre of a city doesn’t seem to be shown.’ I agreed that rail ads tend to be slightly ironic showing people sat on a train looking fed up. ‘Yes, or on a tube train everyone is looking down at their mobile or newspaper. Something is not right around the world, there isn’t a positive campaign for rail transport which is unfair and lopsided. In fact Virgin Rail is probably one of the few Toc’s that sells itself on the experience rather than cost from A to B and how long it takes to get to B.’
to get the capacity.’ I pointed out that in one of his interviews, Priestman said the inventions of the future are here now, they’re just too expensive to become mainstream. ‘Yes, the way vehicles are controlled needs to change. You could control the trains from a central point, which would minimise the risk of accidents – it seems crazy that someone is driving along looking at a light and then deciding to slow down. I still think that someone needs to be on board to help people and deal with the public, but whether they need to be controlling the vehicles is probably moving on from that, as it is all over the world now.’
The big issue with advertising Highly eclectic, Priestmangoode employs designers, ergonomists, materials and finishes specialists, retail experts – ‘Everything to do with a train,’ says Priestman, ‘when Richard Branson asked us to look at the Pendolinos and Cross Countries, he said ‘We want someone who hasn’t designed a train before’, because he thinks the passenger experience is what counts.’ But an issue for Priestman is how the industry sells itself to those passengers. ‘One of the big problems that the rail industry and public transport encounters is the advertising that goes on from the auto industry which always shows cars gliding down an empty highway with the sun shining,
Loves trains Priestman is a very busy man. ‘My diary is crazy,’ he admits. Part of David Cameron’s entourage on a recent visit to China, ‘I’ve been with him once or twice,’ he throws in, ‘I imagine he gets to hear some pretty high level views on the rail industry. ‘I do yes,’ and his answer is polite but circumspect. ‘Boris is a great fan of rail. But I think what’s great about the UK is that there’s a real love of railways, you get the fanatics, and there are more privately run Heritage lines than anywhere else in the world. When we first started working with Virgin, the industry was going through a really bad patch. There had been some horrendous accidents and under-investment from the previous government. But look where we are now, I think things have moved on tremendously - apart from some horrendous mess-ups with the awarding of franchises, which is ridiculous. The ECML was doing well and there weren’t people taking out million pound bonuses.’ It’s obvious that Priestman loves the whole process of trains. ‘One of the lovely aspects is looking out of the window, and the motion, and feeling drowsy in the afternoon – all those sorts of things which on an airplane you never feel. You can’t wander off and stretch your legs on a plane, or go to the restaurant.’ That city centre to city centre aspect is key for Priestman in his working life. ‘I mean who would fly to Paris now? You’d be crazy to. The station experience at St Pancras is fantastic and if I get on a train at 10:00pm, I can go to sleep in a hotel-type cabin, wake up and go to the meeting and come back again, and save money on the hotel and all of the hassle. I think that is the way that we’re going to combat long-haul travel. If you’re going from Europe to the Far East that approach of a day and two nights and you’ll be there is good, but if you go by air it’s not that much of a saving if you think about the hotel at the other end and sleeping and recovering.’ Rail is the way forward in mass transit for Priestman then. ‘Of course the other industries will fight back but there are so many positives to rail. Many countries have the infrastructure so the hard work is done, it’s just looking at how to make the best use of it, to make it more efficient and transport more people. Rail needs to join the internet age, whereby you can go wherever you want in the world – it’s going to be a very different place in 10 to 20 years’ time and we have to think of alternative ways to travel.’ March 2014 Page 51
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Satisfaction not guaranteed Passenger Focus’s recent national survey shows a wide variation in satisfaction, and finds that younger passengers in particular aren’t as happy as others
ow happy are rail passengers with their train service? Well, 83 per cent of the 29,000 passengers we recently spoke to said that they were satisfied overall with their journey. Only six per cent rated their experience as fairly or very poor. This is from our latest National Rail Passenger Survey (NRPS) which we published in late January. The NRPS is one of the largest published passenger satisfaction surveys of rail passengers in the world and is released as an official statistic. Twice a year we speak to around 29,000 passengers and produce satisfaction ratings for around 30 factors including punctuality, helpfulness of staff and cleanliness of stations and trains. At face value this appears to be a very good score. Most businesses and organisations would probably be happy with this level of customer satisfaction. However, when you delve deeper you see that this relatively high level of overall satisfaction masks a wide variation among Great Britain’s train companies and routes. It also masks lower levels of satisfaction with factors such as punctuality and value for money.
Satisfaction with value for money scored 45 per cent – down from 47 per cent in autumn 2012. The survey was carried out between September and November 2013, before announcements on rail fare increases, which would be expected to have some impact on the next round of NRPS this coming spring. In fact 15 of the 19 franchised train companies had at least one route where less than half of their passengers were happy with value for money. For instance, 76 per cent of ScotRail passengers travelling on rural rail lines thought their ticket was good value for money. This contrasts starkly with 28 and 29 per cent respectively of Greater Anglia passengers on Stansted Express and Mainline routes. Value for money scores descend further when looked at by journey purpose. Less than a third (32 per cent) of rail commuters were satisfied with value for money. This compares to 46 per cent for business and 61 for leisure passengers. We spoke to 12,000 commuters, so 8,000 of them didn’t think that their ticket was good value. The chart on the right shows the percentage of passengers by train company who are dissatisfied with value for money. This is hardly surprising as fares continue to rise, albeit it, at a slower rate this year, and punctuality performance was down over the period. When you buy a ticket to travel by train, you are in essence buying the timetable and paying your train company to get you from A to B at a particular time. When the train is late it means they are not providing what you have paid for. The satisfaction rating with punctuality has dropped since last autumn’s survey – from 83 to 79 per cent. However, passenger satisfaction with punctuality has barely changed in the last five years (in 2008 it was 81 per cent). How train operators handled delays dropped from last year’s 44 to 40 per cent satisfaction – and varied between 23 and 69 per cent across the country. Although this is a slight improvement on March 2014 Page 53
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the situation in 2008 (when this factor scored 37 per cent), it is disappointing considering the amount of work that has gone into helping operators better manage and communicate during delays.
Younger passengers short-changed by rail travel This year we took a special look at how passengers of different ages rate their train journey. We found that Britain’s younger passengers aren’t as happy as others with value for money, punctuality and frequency. They were also less satisfied with station facilities and services, helpfulness of staff at stations and on trains. The chart, left, shows how much lower younger passengers scored these aspects of their train journey. The rail industry should look closely at these results to ensure that young passengers are not priced or put off the railway. They are, after all, the passengers of tomorrow’s railway! Satisfaction with stations In this round of the NRPS we also looked carefully at how satisfied passengers were with their station. The top were Liverpool Central, London St Pancras, Bath Spa, Birmingham Moor Street, and Hull. Crewe, Peterborough, London Bridge, Birmingham New Street, and Nottingham, were in the bottom five. Some of these stations are at the centre of massive redevelopment projects, so their inclusion is not surprising. It will be interesting to see how these scores change once the improvement works are finished.
Opening up our data We recently launched an open data tool which allows anyone who has web access to find out satisfaction ratings for train services going back over a period of time. It will also allow you to explore the complaint appeals we have received for each train company. The last three years’ core NRPS results are available through our more technical research analysis tool, ‘Reportal’. What next? Passenger Focus has already started speaking to passengers for the next round of the NRPS due to be published in June 2014. Now the real work begins as we use these results to identify problem areas with train companies and Network Rail and see that they are addressed. We are also pushing to have the results of the NRPS used more in the servicequality targets within new franchises. This already happens to a certain extent, but we want greater accountability based on what passengers think. The best judges of quality are the people who have used the services in question, so it is essential that the experiences of passengers, through the results of the NRPS, are at the heart of all new franchises. Visit www.passengerfocus.org.uk
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RAIL PROFESSIONAL INTERVIEW
David Watts Human factors input means that everything works better... as it should - it’s unnoticeable Rail Professional spoke to David Watts, managing director of CCD Design and Ergonomics about the current ‘buzz’ around human factors in the rail industry and why, in 2014 the Institute of Human Factors and Ergonomics is promoting the use of human factors in transport What is human factors? Put simply, human factors (HF) is the science of understanding how people interact with their environment – emotionally and physically. Ergonomics is often thought of as a sub-set of human factors, focusing more on the physical interaction. The real value of human factors as a discipline is that it avoids an egocentric approach to design. Different viewpoints are taken into consideration, ensuring that solutions are more inclusive and embracing. When it comes to a station that’s being refurbished, it plays a very significant role because it stops the tendency to think that simply because something has been done in one particular way it should continue like that. Staff might have accepted something because they’ve got used to it, but it might not work for passengers, and refurbishment gives the opportunity to reconsider it from a different perspective. Why is human factors becoming more important? The railway is undergoing a revolution. More and more it is moving away from an operations driven mind-set to being much more customer-focused. That means what matters above all else is the customer experience. To achieve a positive customer experience in our stations, human factors has a huge role to play in understanding passengers and their differing needs – for example what are the needs of a mum with three children compared to a commuter? And how does that differ from the needs of a disabled passenger? Once we understand passengers’ needs, rail operators are much better placed to deliver what’s required. But it isn’t just about how people feel at the station or on the train: these are just one part of the door-to-door journey that the passenger experiences, and therefore it needs to be joined up. The passenger won’t remember how easy it was to buy a ticket if the train is dirty or their seat reservation is wrong. It’s about getting the whole journey right and making sure the different services work together. That’s why the gimmicks and the isolated bits of ‘passenger experience’ technology don’t always work as well as hoped. A human factors approach is even more important in the current Page 56 March 2014
fragmented structure of the railway where different services are provided by different organisations. Human factors has become more important because of the investment in new and refurbished stations. At the moment we’ve got Crossrail and Thameslink seeing massive investment, and this means the level of work going into stations is phenomenal. As a result we’re seeing human factors playing a significant part in the re-development of stations on those lines. Stations such as Manchester, and Farringdon and Blackfriars in London are also seeing the benefit of human factors thinking as they are re-created. What do you mean by the passenger experience? Passenger experience has become a hot topic in public transport especially for airports, but it is equally applicable to the rail sector especially now that the revolution in social media means that customer feedback on that ‘experience’ is loud and public. The reputation of the service provider or operator is quickly formed and changed on the basis of how it delivers the experience. When talking about ‘experience’ we should be asking: is it about services and things we can do at the station? Or is it actually about how we feel…feelings about stress, security…attitudes, beliefs, perceptions…how do the things we interact with make us feel? How does the total interaction make us feel rather than just the elements? Providing a positive experience should be at the heart of the design of environments, products, staff roles, etc. – all the touch-points with the service. Passenger experience should be the thing that unites the various elements of the station. We think it is an area where human factors, design research and design thinking need to be at the centre of the approach to getting it right. So does this mean that human factors is only important in the public spaces such as concourses or platforms? No, on the contrary, if we look at the three key staff groups – service staff, operational staff and maintenance, what human factors allows them to do is to work more effectively and therefore provide a better service to the end user – the
passenger. Up until three or four years ago human factors and ergonomics were predominantly focused on the back of house – the operations and safety side of the rail industry. But the trend is now focused on applying it more directly to passengers and their needs. This is a reflection of the rail industry itself becoming more customer-centric. So by using human factors in frontline service, operations, and maintenance, the railway can better meet its objectives. So for example, on the operational side, we look at changing the philosophy in how the control function works to provide better information. HF work is effective in looking at, for example, how decisions in the control room affect passengers, as control room staff need to be given the right tools to do their job. Equally service staff need to feel good about the organisation they work for – part of their role is to represent their employer, so they have an important role to play. HF helps make staff feel valued and appreciated…so that might mean that when it comes to station refurbishment we look at the staff facilities, staff rooms etc. and ensure these are attractive and well-designed spaces. For maintenance staff too, we look at their challenges. For example if lighting is placed too high, or is difficult to reach, then what tends to happen is that when bulbs blow they are not repaired, giving a poor impression, and potentially increasing passenger concerns about safety and security. Refurbishment can ensure that there is a good level of design that goes into the back-of-house facilities as well as the customer facing areas…the public spaces.
‘business traveller’ for example. Our needs as passengers are complex, dynamic and individual. It’s also often never the same as how the designer sees the world. In one of the major station projects at the moment, this research has taken place at the earliest possible stage, the master planning, meaning that the results can have much greater impact on the final design. The research covered passengers, their behaviour and differing cultures, their needs and their door-to-door journey to create the wayfinding system. The data has been used to map all the decision points throughout the station enabling the team to define passenger information needs and information hierarchy at each point. The studies have shown how different passenger types will interact with the architecture and spaces within the station – for example the route a passenger arriving at Manchester Piccadilly might take to connect with a train for Stoke on Trent, or how a traveller might get from the car park into the station, pauses to look at the customer information system to find the next train to Bristol, then walks to the ticket office to buy a ticket, then on to the cafe to get a coffee before going through the gate line to the correct platform. We know, for example, that commuters always try and find the quickest route, tourists are faced with the unknown, and the less able passengers need to be given suitable support. From this information and research we can create story boards and prototypes. Ultimately it can and should involve passengers reviewing the designs. The aim is to provide passengers, whether regular commuters, infrequent rail users or passengers with reduced mobility, with the smoothest and easiest guided route from point to point.
What steps are involved in creating a great customer experience? Naturally, we start with the passenger and trying to understand them as a person. This is more than market research of ‘What do they want?’. It’s about understanding behaviours now and predicting needs into the future. This is often done using broad groups of user types with the assumption that there is commonality – but in reality there is no such thing as the
What other areas does human factors impact on? Ticketing is a constant challenge on the railways, and human factors is helping make substantial improvements here. We look at how tickets are sold both now and in the future (where smart phone technology will become ever more pervasive) and help make the process and the interaction as easy as possible. During station refurbishments, HF experts can look at how the facilities suit the task of selling tickets. Are the March 2014 Page 57
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ticket offices comfortable and efficient spaces for ticketing staff to work in? How does their position mean they interact with passengers? Do they have to move awkwardly when they are completing a booking and issuing a ticket? When looking at ticketing we will review, and get staff involved in, understanding space layout and space efficiency, and may well mock-up the ticket area to see how it will work in the real world. There is the increasing drive for self-service and the removal of the traditional ticket office. HF is important to make the devices we are left with as usable as possible – how easy they are to find, whether they are confusing to use, how they inform passengers about ticket options in an easily digestible format so they can make the best choice etc.. Obviously in the future, people will start using mobile phones to buy their ticket and rather than print them out, they will be available in a digital format (you can do this in some European countries already)…. this is where HF will have an impact ensuring that the digital process meets people’s needs. Human factors can also take a wider perspective on this issue and look at the wider service around ticketing. If the ticket offices are closing and we are reliant on devices and TVM’s, then how do we get the human touch into the process? Can we re-deploy the staff to a more front-of-house role away from being behind a desk? What about on-going maintenance? Stations are designed by architects who tend to have a great understanding on the bigger picture, human factors experts tend to look at matters in more detail at the individual experience. Maintenance is one area we look at very closely. For example, in confined spaces, tasks become more difficult, or impossible…and the increased difficulty will reduce the frequency of maintenance or the safety of the staff. When maintenance becomes less frequent, it impacts not just on the efficiency of the station, it also impacts on the customer experience – you see we keep coming back to that. If the toilets are dirty, the staff unhelpful or absent, the ticket machine out of order, none of the flashy stuff will make any difference. So we will look at the fabric of the station, the services and see what are the potential challenges for the maintenance staff to make recommendations. With all the refurbishment work that is going on at stations across the network there is also the need for using human factors to help manage temporary and possibly counter intuitive passenger flows, the close proximity of construction site workers and equipment, temporary facilities, signage and hoardings all while carrying on our daily business. These can all impact on the passenger experience – so while the long-term benefit will be achieved, in the short-term too often passengers are forgotten about. Temporary but highly flexible wayfinding which can evolve with the scheme, alongside additional information provision across all passenger touchpoints reduces confusion and improves efficiency. In other words, a toolkit of strategic and tactical solutions needs to be developed to
help ensure that smooth running is maintained and that the passenger experience of the service provided during these works in progress is as good as it can be. Do the same rules apply in all stations? Not at all. In smaller stations, there are different considerations, where you might find that effectively the ticket office and control room are combined. In that sort of situation there are different needs as the communications and other elements interact differently. What remains absolutely core though is the people…whether they can do their job well, efficiently and safely. Increasingly stations are interchange points, so HF is helping operators understand how the rail station fits into a complete journey, wherever the start and end, and whatever the original transport or onward transportation are…whether that’s private car, taxi, or pedestrians.
And how will people be able to point to something and say it’s better because of HF input? Well the truth is, they won’t. That’s the entire point, HF input means that everything works better…as it should – it’s unnoticeable. In contrast, if you’re inconvenienced, or uncomfortable as a passenger, if you’re working in a control room and the screen is partially obscured that’s most likely because HF thinking has not be used in the design and development. And finally cost? Budgets are always constrained, so how much extra does HF add to the overall cost? HF consultancy is a tiny fraction of the overall cost of a station refurbishment. If we take London Bridge, which is a multibillion pound investment, the HF work has cost a few hundred thousand pounds. But the reward will be a much better, more efficient station…and when passenger satisfaction levels are measured, they will be much higher. March 2014 Page 59
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For the Games, for the legacy: revitalising Dalmarnock station The world will be watching Scotland in 2014. As well as the Homecoming celebrations and the historic independence referendum, the country will play host to two of the world’s biggest sporting events – the Ryder Cup and the Commonwealth Games
he business to get Scotland’s transport networks ready for 2014 has been a mammoth task, particularly given that much of the summer’s Commonwealth Games will take place in what was one of the country’s most rundown communities. If there’s one infrastructure project that epitomises what will be a lasting legacy from the Games, it’s the awardwinning revitalisation of Dalmarnock station. Positioned in the east end of Glasgow, the station first opened to the public on November 1st 1895 and sits on the doorstep of a number of the Games venues – Celtic Park, the Athletes Village, the National Indoor Sports Arena and the Sir Chris Hoy Velodrome are all just a short walk away. Five minutes from Glasgow city centre, in the heart of the biggest regeneration initiative in Europe, the station - re-opened in the late 1970’s as
part of the Argyle Line - had begun to show its age by the mid-2000’s. Historically, the area was a centre of labour-intensive heavy engineering employment with a large residential population up until the 1960’s. However, it is now one of the ‘most deprived’ in Scotland according to the Scottish Index of Multiple Deprivation. Levels of economic activity are low compared to adjacent city centre areas and national levels. Latest figures characterise Dalmarnock as having high unemployment and public transport needs are significant due to low car ownership - only 28 per cent of households having car access. With a current footfall of around 80,000 passengers a year, and likely to attract many thousands more throughout the summer’s events, Dalmarnock’s position in the heart of Games-land identified it as a key transport hub for the events. A catalyst for regeneration There was obvious opportunity for the station to act as a catalyst for the regeneration of the area and attract inward investors, and a feasibility study
was commissioned to make it fit to welcome the world. With the Commonwealth Games development and the significant regeneration plans of Clyde Gateway, it was vital that Dalmarnock had a modern, attractive transport hub at its heart in order to attract business, new residents and visitors to the area. The Clyde Gateway Urban Regeneration Initiative was established to deliver comprehensive regeneration of the area with a mixed-use development March 2014 Page 61
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The refurbishment works have transformed the station into a modern, attractive 21st century transport hub and the Atkins design won the Best Proposed Project at the 2012 Scottish Design Awards in Glasgow. comprising, among many other land uses, 10,000 new homes and 20,000 new jobs in the area. A revitalised station would ensure that the new homes, business areas, educational establishments and worldclass sporting facilities have accessible, efficient and attractive transport infrastructure adding impetus to the quality of regeneration sought in the East End of Glasgow. Dalmarnock station was in dire need of refurbishment when SPT, Glasgow City Council and Clyde Gateway decided to work together to refurbish the station. It was run-down and uninviting in appearance, with poor ambience, little visual impact and access difficulties, particularly for passengers with mobility issues. Facilities were basic – for example, no automatic ticket machines or waiting rooms. The northern part of the station is in a tunnel and suffered poor ventilation and lighting. Due to poor drainage and the proximity of the River Clyde, the station also suffered flooding during heavy rain. After a thorough project development process involving STAG and GRIP, each partner funded circa £2 million for the project, with SPT securing a further £2.8 million from the European Regional Development Fund (ERDF). As the project progressed, Transport Scotland took on the role of project sponsor, with Network Rail as the project delivery agent. Network Rail also contributed £2.5 million to the project through support made available by the Scottish government for future network development and work began in September 2011. Network Rail’s main contractor to deliver works at the station was C Spencer, who employed a number of local
apprentices to work on the project. Local glazing company Reglit (WestCrowns), based in nearby Rutherglen, carried out the glazing work at the station under a six figure contract, bringing the added advantage of local investment and lower costs due to shorter transporting distances for the glazing materials. The challenge for designer Atkins was to enhance the travelling experience within a new station that contributes positively to the wider architectural heritage of Dalmarnock. The design philosophy was intended to raise the passenger experience along with the overall quality of place making. Atkins made a deliberate effort to design a dynamic sequence of spaces that inform and direct passengers through the station in a simple, elegant manner. Transitions between high and low spaces form an identifiable route through the building from platform to street. Internally, materials are an honest expression of galvanized steel and acidetched concrete in large format panels that describe the descent from street level to the platforms. The stair and passageway construction has a monolithic presence as do the tall concrete structural columns containing lighting and communications fixtures. The roofscape is therefore conceived as a designed set of peaks and valleys that reinforce the themes of the station interior. High fold lines suggest entrances and interfaces with the outside world whereas low fold lines suggest the internal world’s connection to the railway. Designed to be ‘cut’ from a larger template, the roofscape is ‘seen as a quiet memory of grander station architecture’ while being appropriate to the scale and form of Dalmarnock station.
Games a massive boost Fully DDA-compliant with new lifts and a new bridge, customer information screens, CCTV/help points, improved lighting waiting areas, new signage, surfaces and wall cladding, improved drainage system, potential for retail and improved integration with other transport modes – the station has been comprehensively revitalised. The redeveloped station is a key element of the long-term regeneration of the east end of Glasgow.The total cost of the project was £12.6million and, following a closure of just over a year, the station reopened to passengers in May 2013. Deputy First Minister of Scotland Nicola Sturgeon MSP marked the completion of the project with a media photo call event in December. She said: ‘Scotland is ready for 2014 and is organising what we are determined will be the greatest Games ever. This will be the biggest sporting and cultural event Scotland has hosted and the Scottish government is determined to maximise benefits beyond 2014 through investing in our communities. ‘In just a few short months, this station will play host to visitors from all corners of the world and possibly some of the best known sports stars on the planet. It is hugely exciting to see this station complete and to know what lies ahead. ‘While we wish our athletes every success, the Games is much more than medals – it’s a catalyst for regeneration, innovation and for sustainable economic growth and the refurbishment of Dalmarnock Station demonstrates this. ‘The Games is already providing a massive boost to reviving areas such as the east end of Glasgow and helping communities contribute to Scotland’s economic success.’ March 2014 Page 63
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Station fit outs for long-term value Andrew Jackson says rail station refurbishment projects are being driven by a need to think about long-term capabilities and flexibility for future change
his means the design and integration of the fit out needs to be durable, maintainable and flexible. These elements are addressed from design stage. Being involved at the earliest stage enables a manufacturer to ensure performance while taking responsibility for delivery. To significantly reduce the risk for project teams, some manufacturers are choosing the design, supply and install route to market. Transport hubs need to be designed and fitted out to tight programmes and value is generated by having one entity take ownership for the entire process. Todayâ€™s contractors have to deliver project value, limit risk and have the comfort and benefits of all-encompassing warranties for clients. Working directly with the manufacturer installer can provide a single point of contact from start to finish. Prefabricating products and systems in turn can provide better quality control, reduction of lead times
and safer working. These large scale projects are not without their own unique set of challenges for the project team, and the bespoke approach is therefore critical. With a new build project there is opportunity to realise innovative technical design features right from the design stage, while refurbishment projects need to work within the constraints of existing fabric and structural dimension. The fit out of any transport hub is a challenge. Design, material choice, durability, the risk of issues on site during installation and programme slippage have huge repercussions for ensuring projects are delivered on time and to budget. This is where using prefabrication can have a significant benefit. Complications of working in live stations Working in live stations poses many complications including limited hours working in a fully operational station as well as the actual location, therefore factory solutions which can be installed
quickly and delivered just-in-time have an advantage in these environments. Compliance to tolerances and other performance criteria can also be achieved as well as a reduction in lead-times. Importantly site health and safety is improved; usually fewer operatives are required on site. Prefabrication of products and services also helps reduce site waste. SAS Internationalâ€™s architectural metalwork solutions are specified for many stations around the world. A striking example is the bespoke suspended soffit linings and binnacles specified for Blackfriars station. Blackfriars serves as the main terminus between Kent and South London and is visited by more than 44,000 passengers a day. Many of the materials required for the construction process at Blackfriars were carried on barges on the River Thames to avoid road congestion in this central London location. Balfour Beatty managed the multidisciplined construction team who
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Station round-up A look at the refurbishments and new stations in the news...
£43 million upgrade at Peterborough he works, to be completed this month, were done to relieve a long-standing bottleneck and improve capacity on the ECML as part of the CP4 investment programme*. The project also included station and platform enhancements, an extended footbridge, a new signalling system and a new freight loop and sidings. Rachel Lowe, Network Rail senior communications manager LNE & EM told Rail Professional that the project used polystyrene platform technology for the extension of platform 1.
The extension, needed to accommodate future Thameslink trains, was 67m going south on the existing platform 2 (re-numbered platform 1 during Christmas 2013 works). ‘It’s a very challenging brown field site constrained by the now abandoned bay platform 1 and car park to the east and live railway to the west,’ explained Lowe. ‘This platform is extremely busy for passengers and trains so a significant benefit for Toc’s was to minimise the possession window to <20 days - between 8-28 December 2013.’ Three options were considered: traditional concrete, modular steel and
modular polystyrene. According to Lowe, modular polystyrene was the only solution possible in the timescale. ‘It’s widely used in Europe but has only been used once in the UK by NR as a trial several years ago, despite its availability as a standard design.’ After assessment and consultation of members of the NR team who carried out the trial, the project team (NR and Carillion) decided the risks were manageable compared to the benefits to be gained. Megatech, which was engaged during the planning stage to develop the design in collaboration with Carillion, was sole sourced to supply and install. The results were impressive: the project was delivered on time in ~15 possessions with a total of 73 hours of cumulative time, with no injuries, incidents or delay minutes. This time included the recovery of the existing bay platform and preparation of the ground. The actual time to construct the platform was 35 hours. ‘It was much safer for construction by eliminating the need for foundations and therefore the risk of striking buried services,’ said Lowe, ‘plus
the modular construction minimised the need for labour on-site and maximised mechanical handling. There was very little waste/spoil apart from scraping a level surface. All in all it was demonstrated to be four times quicker than a traditional build and two to three times faster than a steel modular solution.’ *Also includes the Hitchin flyover, north Doncaster chord, platform 0 at King’s Cross, Finsbury Park to Alexander Palace improvements, GNGE upgrade and Holgate 4 tracking. March 2014 Page 69
Fabulous new â€˜bridgeâ€™ station concourse with lifts to all areas What can a Stannah bespoke lift do for you?
Project: The installation of bespoke passenger/goods lifts in the much-anticipated regeneration of Reading Station Client: Network Rail Principal contractors: Costain/Hochtief Lifts: 14 Stannah bespoke lifts to ensure the easy movement of people and goods to every platform of this multi-million structure. Stannah engineers worked round the clock during an intense three-month period when ten lifts were installed simultaneously to meet deadlines Result: The new station concourse opened on time at Easter 2013, cleverly created on a gigantic bridge that provides access to every part of the station
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Secretary of State visits new Leeds station entrance atrick McLoughlin visited Leeds last month to mark the start of work on Metro and Network Rail’s £17.3 million project to create a striking new entrance to the south of Leeds station, which will significantly improve access for pedestrians and passengers. Said McLoughlin: ‘Leeds has great importance within our rail network as a gateway to the north. That is why it is crucial to our new high-speed rail link, which will improve connections for the entire region and boost the West Yorkshire economy to the tune of £1 billion a year.’
T Phil Verster, route managing director for Network Rail, said: ‘As a gateway to one of the biggest and most economically important cities outside London, Leeds station must reflect and enhance the city it serves. We expect passenger numbers using the station to rise by 16 per cent by 2014 and by 62 per cent by 2029. With more than 100,000 people already using the station each day, meeting that growth in demand will be a significant but very welcome challenge.’ There are further plans to make the main concourse lighter, brighter and more spacious through improvements to the lighting and retails units.
Twickenham station improvements in time for Rugby World Cup he Network Rail and South West Trains Alliance will carry out the work at the station in time for the tournament in 2015. As well as step-free access between the ticket office and platforms there will also be improvements to the facilities, resurfaced platforms, new lighting and a new footbridge. In addition, Platform 2 will have a greater area set aside for the public to help cope with the growing number of passengers who use the station during stadium events. A total of £5.2 million will be invested using funding from the alliance, the government’s National Station Improvement Programme and a £1.6 million contribution from the Greater London Authority via Richmond council. Sam McCarthy, commercial director for the Network Rail and South West Trains Alliance, said: ‘The station will be improved in time for the Rugby World Cup and will help create a better first impression for fans as they make their way to the stadium. There will also be longer-term benefits for passengers and commuters who use the station every day and those who will attend future sporting and social events at Twickenham.’ Work is due to start in May this year. The Solum scheme to deliver a new station and improve the public realm will commence after the World Cup.
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New station building for Wakefield atrick McLoughlin also recently opened the new Wakefield Westgate station following completion of the £8.6 million project to create a new gateway to the city. The station also received a blessing by the Bishop of Wakefield, the Right Reverend Stephen Platten and the railway chaplain, the Reverend Dr. Stephen Sorby. New features include: • a ‘golden’ footbridge and lifts linking the platforms, making the station fully accessible • a travel centre • a first class lounge and standard waiting area • four new retailers • ticket gates to improve passenger safety and combat fare evasion • improved integration with local buses and taxis • covered storage for 30 cycles • free Wi-Fi across the station provided by O2 for all station users Wakefield council leader councillor Peter Box CBE said: ‘This is a stunning new gateway to Wakefield and an integral element of the massive regeneration programme that has transformed this area of the City. The £8 million investment makes us home to the first newly constructed station building on the East Coast Main Line in decades.’ The new station building is 71 per cent more energy efficient than the
previous one due to natural lighting and a photovoltaic system on the station roof. It has been rated ‘excellent’ for sustainability in the BREEAM assessment standard.
Improvements at Gatwick ransport Minister Baroness Kramer’s opening of the new Platform 7 and its associated facilities marked the culmination of more than £80 million of investment in the Brighton line over the New Year. Network Rail completed the building work, while signalling equipment was renewed at London Victoria, and rails
replaced at Stoats Next Junction, near Purley. Despite the difficult weather conditions, the projects were delivered on time and on budget. Tim Robinson, Network Rail’s route managing director for Sussex, said: ‘Gatwick Airport is significant not just as an important station for passengers, but an important part of the UK’s infrastructure. This £53 million investment is crucial to keep trains flowing and improve the experience of passengers from all stations in the region.’ Growth on the line is currently hitting 7 per cent per year and is expected to go up by 22 per cent by 2020.
March 2014 Page 73
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Sustainability is key to our business Now and in future ERS Railways runs its long distance trains only based on electric long haul locomotives.In 2010, ERS Railways joined EcoTransIT in order to have access to a trusted source of information about emissions produced respectively saved.ERS Railways is authorized to issue certified reports on the amount of CO2 and other emissions saved. Reducing noise emissions by 50%? We are aiming to achieve it. On the noise reduction side ERS Railways together with our partners started a project introducing low noise brake systems. After the conversion to so called LL â€“ brake blocks the wagons produce 10 decibels less (a halving of the perceived sound by local residents) on 30% of our trains running through the Rhine Valley. We plan to continue such kind of projects and are pro â€“ actively searching for such kind of improvements, says Frank Schuhholz, Managing Director of ERS Railways. A wide range of rail solutions ERS Railways provides daily connections to and from several terminals in The Netherlands, Germany, Poland, The Czech Republic, Switzerland, Austria and Italy. ERS Railways also provides domestic rail services. Please visit our website www.ersrail.com and find out what we can do for you, by making use of our route planner. Contact details of our Sales departments Germany: +49 The Netherlands: +31 Poland: +48 Czech Republic: +42
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Balfour Beatty Crystal Palace rail station work wins national heritage award
alfour Beatty and Transport for London have received a prestigious national heritage award for work to refurbish Crystal Palace station in South London. The London Underground Operational Enhancement Award, given by the National Railway Heritage Association, recognises ‘the upkeep of our rich heritage of railway and tramway buildings and structures’. The works included the reinstatement of the grade II listed Victorian era ticket hall and station to its original form as built in 1854. It also included step-free access, three lift-shafts and a new footbridge which now links all six platforms. New CCTV and mechanical and electrical services were hidden so as not to detract from the Victorian architectural features. The Balfour Beatty team worked in close collaboration with English Heritage, Rail Heritage and Local Planning Authorities throughout the project.
Chancellor of the Exchequer opens fourth platform at Manchester Airport station
eorge Osborne MP marked the start of construction of a fourth platform at Manchester Airport station recently part of the first phase of the £600 million Northern Hub project. Osborne said: ‘Each part of this project, like the first work at Manchester Airport station will help us build the infrastructure we need to compete in the global race.’ Andrew Cowan, chief operating officer for Manchester Airports Group, owners of Manchester Airport, said: ‘The fourth platform will further open up the airport for our catchment area across northern England. Furthermore it will provide direct access for businesses and employees to our £800 million Airport City development, which is transforming the area around the station into an international business hub.’ Construction will take place between 14 March and 7 April 2014.
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Time to give Victoria a makeover fit for a queen ork on a major, multimillion pound transformation of the Manchester Victoria Metrolink has begun. The nine-month project will see the stop completely redesigned and expanded to provide additional platforms and tracks, accommodating the new Second City Crossing and wider network expansion – in conjunction with the transformation of the railway station by Network Rail. A comprehensive public information campaign is in place to support passengers through the changes and to keep them up to date with the latest developments. Peter Cushing, TfGM’s Metrolink director, said: ‘The Victoria project is incredibly exciting, it complements the wider transformation of the station but also plays an essential part of Metrolink’s Second City Crossing development and ongoing expansion of the network.’
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Look to the skies As Ofcom ‘green lights’ superfast satellite broadband for trains, Andrew Walwyn looks at the growth in demand for these services and the challenges facing the rail industry in delivering them
any rural dwellers may feel that improving the accessibility to next generation superfast broadband services to homes and businesses is more important than looking into broadband on trains. But with the trend in franchised rail route passenger miles increasing, and more than 50 per cent of weekday passengers travelling on business*, there can be few more important environments for reliable, fast broadband to be available than on our rail network.
Although the first train-based broadband systems were available to ECML customers as early as December 2003, many routes still don’t offer any kind of dependable, defined broadband service. Virgin Trains does seem committed to providing on-board wireless broadband on the majority of its journeys but services don’t offer any defined service level and are relatively expensive except for First Class passengers who get offered them for free. Anyone who has tried to do work on a long rail journey where consistent,
reliable internet access is important will know how frustratingly slow, flaky and unpredictable the data and internet services provided by the mobile phone networks are. The meteoric rise in cloud-based computing means that if commuters and business travellers want to be able to work effectively when travelling by train fast broadband is pretty much essential. Passengers travelling purely for pleasure or tourism are also more likely to opt for the (often more expensive) rail option as a means of transport if they know they can access the internet during the trip. So with broadband access and its importance so high on the agenda of the paying passenger, why aren’t train operating companies doing more to improve broadband provisions on their services? The answer is, like the fixed line broadband speed challenges that face many consumers and small businesses, a complex one. The challenge of connecting a wireless network to a moving thing Up until now, the availability of technologies which facilitate an economically viable, consistent broadband on trains has been sparse. While there is consistency and uniformity in the standards adopted by most wireless broadband hardware manufacturers, the physical challenges of providing integrated equipment that will interconnect with different rolling stock and provide a stable service are immense. However the biggest hurdle is the same one faced by every broadband company or service provider whether land based or mobile – the physical backhauling of the local service, in this case a moving train, to the main backbone of the internet. In simple terms, providing a wireless network on a train is one thing, but connecting the wireless network to a constant, fast internet service as the train moves about the country is another. The whole reason that train-based systems are needed is because the mobile phone data network is so patchy and fickle. Despite all their publicity for 4G, the major mobile networks like Vodafone and O2 are in fact reducing the number of cell sites across the UK, not increasing them. Many cellular sites aren’t equipped March 2014 Page 79
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to give even 2G data, meaning that while in some locations you might be able to make and received calls or text messages, accessing email or browsing simply isn’t possible. This is because of the lack of availability of local fibre infrastructure to connect the cellular sites to the internet. The bottom line is that there isn’t a viable business case for the wired infrastructure companies like BT Openreach to dig and lay fibre to vast parts of the UK. There isn’t much government money available to help, and what there is, is often wasted on schemes that don’t actually deliver broadband to remote users. Unlimited resource above the earth So what is the answer? One option is to look towards the skies and take advantage of a well-developed but not well-known technology — satellite broadband. Many people don’t realise there’s a virtually unlimited broadband resource stationary above the earth, some 22,000 miles out. Communications satellites send and receive broadband traffic from remote moving and static equipment from all parts of the globe and bounce it to a location on the earth where very fast core
connections to the internet exist. The military and broadcasters have been using satellite communications for years, but recent advances in technology mean smaller, lighter equipment, much faster speeds and considerably lower costs. Recent releases of previously
unavailable spectrum by Ofcom particularly favourable to satellite broadband on trains, boats and planes have given rise to new services and hardware being developed for this market. Vital to understand customer’s broadband needs Another obstacle that always comes up in the broadband debate is that of cost. Train operators struggle to come to grips with the fact that many consumers view broadband as a commodity that should be abundant, even unlimited, and that they have a right to it for free. Surveys show
that the public accept that someone has to pay for services like broadband, but they feel that it shouldn’t be them. Many commuters feel that broadband is a vital part of the journey, and that the train operator should be delivering it reliably, much like light and heat, at whatever stage they are in their journey. In 2013 36 million adults in the UK (73 per cent of the population) accessed the internet every day. This is some 20 million more than in 2006, when comparable records first began. Increases in the use and ownership of highly portable tablet computers and smart phones means that consumers expect to be able to connect to broadband wherever they are. If they are benefiting from a service such as public transport and no broadband exists, this leads to immediate dissatisfaction in their minds. It’s vital therefore for train operators and the rail industry to understand customers’ broadband needs if passenger numbers are going to continue to grow. *Source HM Government Department of Transport Andrew Walwyn is CEO of Europasat, Europe’s only independent satellite broadband provider www.europasat.com
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Get IT right Traffic Management could become another procurement nightmare for Network Rail says Anna Matthews
he UK rail industry is facing unprecedented change. The challenges of increasing capacity, reliability and efficiency while reducing costs mean that business as usual will not be good enough. And society in general expects more; better and real time information, slicker live and interactive user experiences, rapid and seamless resolution of service failures. Network Rail’s operating strategy Network Rail published an operating strategy to centralise control into 12 Regional Operating Centres (ROC’s), removing more than 800 manned signal boxes. According to Network Rail’s figures centralisation will reduce annual operating costs by £250 million per year. The strategy includes Traffic Management systems aimed at realising performance improvements. Few would disagree with a strategy that brings together operational control and signalling control to improve performance, delivering joined-up route wide automation and decision support. It is not the strategy but rather its implementation and narrow focus that are fundamentally flawed. Procurement process Network Rail commenced the procurement process in 2010. The ITT’s wide scope mandated that systems were already in operation on a railway. Four years later, the scope has been reduced to the core capabilities of the winning tenderers’ proto-types, which were all architected in the 1990s. The Traffic Management programme will burden the UK railway with near obsolete technology. It has many of the characteristics of the failed BBC Digital Media Initiative, except that it is significantly bigger - £550 million planned spend 2014-2019. The Traffic Management suppliers have only been awarded prototyping contracts. This was a very sensible first step, and it has enabled Network Rail to identify the changes to process required to deliver the performance benefits. Network Rail must not walk blindly into procuring these systems for pilot and rollout. A full economic and technical evaluation of the alternatives must be made.
£1 billion saving and earlier performance improvements The Traffic Management programme has a slow implementation plan. The current approach creates delays because it introduces new market entrants into a safety-related environment, who are unfamiliar with controlling the UK’s high-complexity and highdensity brownfield railway. With £250 million a year of savings available, the economic case for bringing forward the centralisation of control and delivery of performance improvements is compelling.
strategy – savings that would otherwise be lost forever. The £1 billion is conservative as it assumes that the Traffic Management programme will deliver on schedule. However, at this preliminary stage, it is one year behind the plan published in November 2011.
Traffic Management delivers most benefit on the main line routes and suburban commuter routes. These are already controlled by computer based and electro-mechanical signalling. DeltaRail is uniquely positioned, by its experience and technology, to consolidate this in situ signalling into ROC’s - without the need for costly and lengthy upgrade programmes. Accelerating the implementation will deliver benefits to passengers sooner and bring forward £1 billion of savings compared to the current implementation
the railway. The reference sites (Lisbon, Bologna and Tokyo) are not comparable to the UK in either size, complexity or performance levels and they have demonstrably lower levels of automation and/or significantly higher numbers of staff to operate them. DeltaRail’s solution is based on a modern, flexible IT architecture developed in the digital age and designed with advice from Gartner. It will allow Network Rail to take advantage of ongoing advances in IT capability, transfer best in class business solution developed
The wrong technology The prototype systems all use outdated 1990’s proprietary technology which will significantly stifle innovation, limit competition through vendor lock-in and impact future procurement decisions on
March 2014 Page 83
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by other industries, and deliver a railway able to adapt to the ever increasing demands of its stakeholders. Our solution could be implemented now, avoiding the need for the published £50 million bespoke development. Export potential The Technology Strategy Board and the Transport Catapult, funded by BIS, have been looking at the export opportunities in the rail market. A recent government-funded report stated that the international rail market is significant and growing. It rated UK capability in rail control systems in the highest category for both capability and investment suitability to generate exports1. As experts in rail control, DeltaRail agrees with the report’s recommendations. By giving a UK company a fair hearing, Network Rail would provide a reference site for UK expertise and support the export potential in a growing rail world market. Independent review required DeltaRail is well positioned to have an informed view, since we are the largest provider of computerised signalling control systems in the UK. We have 30 years’ experience in this area and have been the top performing Network Rail
supplier for the past eight months as defined by its own formal supplier league tables, PRISM2. We believe that Network Rail is following an outdated approach that will negatively impact on the users and suppliers of UK rail and waste £1 billion of taxpayers’ money. We call upon Network Rail to undertake an independent economic and technical review of the options before they sleep-walk into another IT procurement disaster that will adversely
affect the performance of the railway for many years to come. 1 http://www.futurerailway.org/eit/ SiteAssets/Pages/Strategic-Programmes/ EIT%20-%20Railway%20capability%20 mapping%20-%20Phase%20B%20-%20 Final%20report.pdf 2 http://www.networkrail.co.uk/supplyof-works/categorised-supplier-deliveryperformance-table.pdf?cd=1 Anna Matthews is CEO of DeltaRail www.deltarail.com
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Should we forget the driver? The recent strikes that affected London Underground have highlighted how technology is changing the face of our railway networks says Paula-Marie Brown
any readers will have quite happily travelled in a driverless system. Maybe it wasn’t comprised of multiple carriages and it had a limited number of destinations, but once inside with the doors closed, you were under the protection of an autonomous system. Recent advances in the automotive industry have produced cars with systems that autonomously parallel park and have collision avoidance systems. These brake the car when it considers the driver is not reacting fast enough and are two examples of where the human is removed from the control loop. The principles are similar and the technology is proven. Why then is it considered that trains on the main line, without a driver in the front, are not such a good idea? So, what functions do drivers perform in a modern railway? As far back as 1988, Tony Hawker presented a paper at an Institution of Railway Signalling Engineers event titled Have we forgotten the driver?, the focus of the paper was that in making signalling systems more efficient (simplfying layouts, reversible operation etc.) meant that, while systems were safe and when the signalling system was operating correctly, it became more and more difficult to drive the train
manually under degraded conditions. That was, of course, with a driver in the cab. To take the scenario a stage further, should we forget the driver? If that is done, what happens under degraded modes conditions? However, initially, an examination is required of the skills needed of a driver on a day-to-day basis (in normal and degraded conditions). Once that is understood, the impact on risk of removing the driver can be better debated What a driver does under normal conditions will depend on the level of automation of the train. In a manually driven train in general they manage the speed of the train to keep it at or below a safe speed and by observing and reacting to the signals. They give a safe separation between the trains as well as observing the track ahead for obstructions, especially at stations. Is the driver more of a hindrance than a help? On a number of modern systems (mostly metros) these are functions where technology already manages the safety of the train around the railway network. Systems have been around for many years that can easily manage and monitor the speed to a correct profile. Additionally,
other systems manage the separation between trains and the stopping of trains at the correct place in platforms and in heavy traffic areas, the electronic system can manage the throughput of trains much more effectively than a driver can manage. So is the driver more of a hindrance than a help? There are two issues to consider in support of the driver. Firstly, the driver is also the on-board front line mechanic for the train and has all sorts of overrides and bypasses which ensure that virtually all train failures can be overcome - even if the train has to proceed at very low speeds. Secondly, the driver is human and able to adapt to each unusual situation. A transport system is there to move people. By their very nature, people are random in their reactions to the events around them. When there is a perturbation, a driver can cope with this (indeed is trained to cope); we may forecast a computer system able to adapt to this degree but not yet. There are also downsides with too much automation. Valid concerns have been raised that if the driver lets the automated system control the train for too much of the time, the driver will lose the ‘feel’ of the train and thus the ability to effectively drive the train when the system is operating in degraded mode.
Valid concerns have been raised that if the driver lets the automated system control the train for too much of the time, the driver will lose the ‘feel’ of the train and thus the ability to effectively drive the train when the system is operating in degraded mode March 2014 Page 87
In fact, it is common among metro operators to ensure that the driver should operate the train manually for a period of time. For one operator, the figure of 30 per cent of the time in manual was tried and while it was appreciated how necessary it was for the driver to retain the competence to drive the train, the 30 per cent figure meant that in a lot of cases this manual driving had a negative effect on the train performance, which then impacted on headways and ultimately the system was unable to maintain the timetables. The 30 per cent figure, while desirable was then revised down quite significantly. On the Jubilee Line, the trains are only driven manually into the depot and that is really to react to events that may be occurring on the ground (shunters and depot staff walking in the area). More relevant to mainline trains is the driver’s ability to sound an audible warning to announce the presence of the train – an essential safety function when staff are working on the line. Another consideration is whether the autonomous vehicle concept is looking in the wrong area? Is there a case, based on the logic that some freight trains spend a lot of their time waiting for the availability of a path, that a better
utilisation of driver resources (e.g. at the start and end of the journey) will be to make the freight trains autonomous and reduce the number of train crew needed. However, after reviewing the published accident reports of the last few years, it is very evident that most derailments occur to freight trains, which would have to be a serious consideration if they were to be made driverless. Notwithstanding, driverless freight trains have been achieved on the Rio Tinto mineral trains in Western Australia, but they are on a dedicated line and are only freight and are all driverless. This is quite different to running driverless freight trains on the West Coast Main Lines among high speed and commuter services. Are the railways ready for autonomous vehicles? They do exist in some applications, mostly in low speed people movers on dedicated and protected infrastructure. There are some fully automatic metros, such as the DLR in the UK and in Denmark the Copenhagen lines Ml & M2. However, there are no mainline railways that are completely automated and without a driver, in the world. But, the Klang Valley Metro in Malaysia is migrating towards driverless (non-attended) operation.
massive legacy infrastructure may constrain us as we judge ourselves against those for which driverless is more about ‘why not?’
The UK will have one of the few main lines with ATO when Thameslink and Crossrail are commissioned, but that is a few years away. The step to driverless and full automation is still considered a long way off for main line trains, unless they are specially designed for that purpose (in particular the infrastructure) and will require maximum protection to reduce access from errant people and vehicles. So, in places like Britain with a massive legacy rail infrastructure it may be this very legacy which constrains us as we judge ourselves against those new build railways which continue to be constructed and for which driverless is more about why not rather than why. Paula-Marie Brown is head of transport at the Institution of Engineering and Technology (IET)
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Will BIM fail in the rail industry? …. and, asks Alan Barrow, will the industry continue to burn money by failing to learn the lessons of BIM?
hat’s an observation based on my twenty five years of experience surveying for railway designers. There can be very few who haven’t heard of BIM but are you aware that BIM Level 2 has been mandated by the government for all public sector projects regardless of size from 2016 onwards? As you know, BIM is an acronym for Building Information Management. The ‘B’ is an unfortunate part of the acronym that we have inherited from the US, where there it reflects the origins of the system. However BIM is not just for buildings. BIM will be applied as well to structures, roads, airports, railways, ports and, in fact, anything that is constructed and part of the built environment. Some say AIM - Asset Information Management would be a better acronym. This is wider-reaching, it is true, but presupposes that the asset already exists whereas BIM starts in the conceptual stage before the asset exists. For a better interpretation we should consider the ‘B’ as being the verb ‘to build’ then it at least includes the conceptual and design stages through to construction supporting the Grip1 to Grip8 stages. What is so different about BIM is that it is a total environment of information management that will live beyond Grip8 and throughout the rest of the life of the asset. BIM is a set of protocols and procedures for data exchange by which all information required to develop, operate and manage an asset will be available to everyone at the appropriate stages in the life cycle of the asset. BIM will satisfy every discipline and will be used by the asset’s developers, planners, architects, engineers, contractors, outfitters, maintainers and operators. Put simply it is better information management enabling everybody who may be involved in the planning, designing, constructing, fitting out, operating, maintaining, refurbishing and eventually the demolition of an asset to
be able to work together efficiently and in harmony. BIM is the enabler of collaboration In short – everyone will sing from the same hymn sheet and there will be no conflicts of design, no misunderstandings, no duplication of effort and most importantly there will be no disputes and, as a consequence, there will be no need for dispute resolution. That’s the theory. Putting that theory into practice will require that every BIM will need to be tailored around and focused on the needs of the target asset’s owner. Therefore, every BIM will inevitably be different but they will all have one thing in common. The foundation for every BIM is a 3D model of the asset that features every component, fixture and fitting that collectively makes up the asset. Behind the 3D model, and possibly accessed through it by hyperlinking, will be a series of relational databases that contain everything of relevance concerning the
asset, its fixtures and fittings. Some BIM’s will be 12D or more. It follows therefore that to remain relevant the BIM must be continually updated as the project itself develops and matures from ‘concept’ to ‘design’ to ‘asbuilt’ to ‘as maintained’ to ‘as refurbished’ and finally to ‘as demolished’. Apart from the owner the surveyor has the only role that will contribute to the BIM throughout the life cycle of the asset. The roles of the planners, architects, engineers, builders and asset managers will all contribute at different times in the project life cycle but they are all transient in comparison to the role of the surveyor that is central to maintaining the BIM database. Clearly the geospatial engineers have a huge part to play but don’t make the mistake of thinking it doesn’t affect the commercial managers – it does. From the moment of design the BIM will start to be populated with programme and phasing of the works
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Fit for purpose is a phrase that is still frequently used in the railway industry to justify not spending more than is absolutely necessary to meet a particular discipline’s requirements right down to the fitting out and the BoQ’s (Bill of Quantities) of the components that comprise the asset. Progress will be mapped against the BIM and monthly measures will drop out automatically. Throughout the life cycle of the BIM it will be the roles of the geospatial engineers and the commercial managers that will keep the BIM model and its underpinning schedules up-to-date and relevant. The BIM will be tested continuously during the asset’s life cycle. It will be tested in the areas of accuracy, completeness and currency and if it is found to be wanting at any time there is the inevitability that it will fall into disrepute and it will fail, with the possibility that the ultimate test might be a legal test in the courts. The culture in rail will not support BIM and must change Sadly the development of the railways over the best part of two hundred years has been to segmentalise railway operations and maintenance into various disciplines each with its own distinct methods of recording and unique data requirements for decision making. Often collected at different times, using different methods with a different accuracy requirement and a different focus, these datasets will rarely fit together and are a reason for much of the re-design and re-working that is commonplace in the railway environment. Permanent Way, OLE, signalling, structures, stations and gauging are just a few of the disciplines that come to mind and which all work their way through the GRIP design stages with different data requirements and with datasets that are not interoperable. The practice of designing by discrete segment activity results in datasets being commissioned by managers who understand only the dataset they require.
This may indeed provide a ‘fit for purpose’ dataset but it is a dataset that is ‘fit for only one purpose’. Often these datasets will be discarded when the project moves into the next GRIP stage as being not sufficiently detailed or not accurate enough for that next stage. Often, they stem from nineteenth century practices. You would not be surprised to know that we still get asked if we can do Hallade Surveys! ‘Can we provide Hallade data?’ would be a better question to ask if the designer really wants to work with this type of dataset. The answer would be ‘Of course we can’ but it will be derived from a data set captured by modern methods that are much more accurate and much less resource hungry than a length of string and an offset rule. Adhering to nineteenth century
reason for limiting the amount collected to that which was ‘fit for purpose’ for only that design stage. Fit for purpose is a phrase that is still frequently used in the railway industry to justify not spending more than is absolutely necessary to meet a particular discipline’s requirements at different stages of the design. Fit for purpose describes a devalued dataset that has only limited application and does not fit the BIM concept.
practices is only one reason why datasets may still be discarded between GRIP stages. Other reasons may be that the data set lacks any traceability in its quality, including accuracy and content. Two hundred years ago the collection and plotting of survey data was an extremely labour intensive operation and there was clearly a sound commercial
plus, then nobody can foresee the questions that might be asked of the database or foresee for what purpose the data need be fit. The database must at all times be maintained current, complete to an agreed scope and as accurate as the specification (standard) of the day requires. Fortunately surveying is now a highly
The phrase ‘Fit for purpose’ no longer has any currency in a BIM world …..that has as its foundation a 3D dataset that is available to all disciplines at any time in the life cycle of the asset. Given that the lifetime of the asset may well be fifty or one hundred years
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automated data collection process that allows comprehensive and highly accurate datasets to be collected at a much earlier stage in the project. GNSS (the generic name for all satellite navigation systems including GPS), digital aerial imagery and LIDAR, automated robotic total stations and 3D scanning have all made data collection cheaper, more accurate and more comprehensive than ever before. Surveyors now routinely collect data with an accuracy level of just a few millimetres and for little or no additional cost. These rich data sets can be mined for additional data as the project lifecycle progresses and the need is recognised. The cost of producing high accuracy survey datasets from this data has shifted from the field data collection into the office with the processing, data abstraction and CAD modelling. The 3D point cloud, the product of the LIDAR and 3D scanners when registered to grid and datum, will likely become the source dataset underpinning the future BIM. Other bespoke datasets needed for design, operation or maintenance such as CAD models, clearance files, heights and staggers to name just a few will all be derived from this source dataset.These derived datasets will only be produced by the surveyors at the time when they are needed thus minimising any unnecessary costs. It may well be that parts of the source dataset will lay archived and untouched until a question is asked, possibly at a future stage of the asset’s refurbishment. ‘Do we have space for a new CMS in the void?’ and ‘What steelwork is there in this concrete?’ might be typical questions where the answers are readily available from the source dataset. The government’s BIM Task Group recognises the central role that surveyors will play in keeping the BIM relevant and has agreed the formation of a new group to formalise the role of the surveyor in the BIM environment. The new group, called Survey4BIM, has been formed under the auspices of the government BIM Task Group and this is under the direction of and being chaired by the senior vice president of the Chartered Institution of Civil Engineering Surveyors, Ian Bush. This group will be producing the procedural and guidance notes that will cover the correct formation and maintenance of future BIM’s. What is needed for a culture change in rail? The benefits of BIM are clearly understood by government and the challenge for the railway industry is to bring those benefits to the ‘coalface’. The fundamental concept of BIM is for better information management and one hymn sheet for all disciplines. From
this hymn sheet it will be the job of the surveyors to derive the unique datasets, heights and staggers or gauging for instance, that the individual disciplines require. ‘Fit for purpose’ should be replaced in the railway vocabulary with ‘Fit for BIM’. Individual disciplines are too inwardly focused to be able to conceive a functional all-embracing BIM although they will need to buy into it and contribute to it. The ownership of the BIM therefore must rest with the asset owner and not with any one discipline or, indeed, any one project. It follows that the asset owner must assume responsibility for the design, integrity, maintenance and currency of the BIM. Whether this is done in-house or by buying in the resources will be a commercial decision for the railway industry. At the very least the design and maintenance of the BIM must be taken out of the project level and must be seen as a regional or national asset with a dedicated management resource. A common BIM database framework needs to be developed and rolled out on a regional or route basis to encourage local ownership, interest and enthusiasm. Project managers need to be trained to ‘think BIM’ and leverage the availability of information. Can it work? Yes it can The rail industry already has wellrespected and very comprehensive national standards for data collection and surveying. These surveying standards cover the procedures, scope content and accuracy levels that are required to satisfy the complete range of design and compliance requirements. They are also simple to aggregate and harmonise into one standard of data set that will satisfy all current design requirements. Survey once and use many times is the essence of BIM but this aspiration will only be realised if the dataset has the content and accuracy to support the design decisions. I have no doubt that there are other major projects that have
From my own experience I would hold up the Thameslink project as being one that approaches best practice datasets approaching BIM level content but from my own experience I would hold up the Thameslink project as being one that approaches best practice. Having been connected with the programme since its inception, my company has helped the project grow its data base from ‘survey for design’ through the design and construction stages and more recently through the ‘as built survey’ stage. Throughout the project the data set has been maintained at an accuracy and content to satisfy all aspects of the design and the Thameslink team have made it available to all consultants, design teams and contractors through ProjectWise. Because of the foresight of the Thameslink team there now exists a highly detailed ‘as-built’ dataset that is the perfect foundation for the BIM that will take the scheme many decades into the future. Of course there are lessons to be learnt and there is always room for improvement, but the concept of longerterm thinking and making a conscious investment in BIM is the only way to efficiency and cost saving over the lifetime of the asset. And that’s why the culture in rail must change... Alan Barrow is managing director of ABA Surveying and president of the Chartered Institution of Civil Engineering Surveyors. Email: alan@ABAsurveying.co.uk Visit: www.ABAsurveying.co.uk March 2014 Page 95
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This has left many consumers and procurement buyers confused as to what to purchase and specify as they struggle to identify what offers the longest life and best return on investment. McVeigh Parker now has the answer in its Clipex® post solution There are so many advantages in using Clipex® for your next project, less ground disturbance, reduced distribution costs, reduced labour in both handling and erection, less reliant on heavier machinery resulting in less commercial outlay and ground compaction. When used with XTM fence® premium alu/zinc coated high tensile wire netting, fewer stakes and again reduced labour are required. Clipex® steel system has many advantages over traditional timber stakes. The posts are easier to handle and erect, the hot dip galvanized finish to BSEN 21461 provides a longer maintenance-free life. The grade 201 stainless steel rivets and simple dacromet clip system make erecting a fence a fifty per cent quicker operation. When used with XTM fence® premium wire netting a life in excess of 30 years
can easily be expected. The simple Y shaped design is fabricated from 450-grade high tensile steel with dissimilar metal components, which take boundary fencing to a new level and life expectancy. The three way pointed end and steel construction make driving in most soil types an easy operation, while the even parallel flanges give a stronger strength to weight ratio and superior holding in most ground conditions. All Clipex® posts have a strengthening ground level plate and below ground an anti lift device which not only holds the post down in undulating ground, it also deters opportunistic thieves. A 30 year guarantee is offered on all Clipex® posts solutions that use Clipex® Beefy posts and an alu/zinc coated stiff stay wire netting. Consider Clipex® for your future fencing projects, a real return on investment. Watch Clipex® in action by logging onto the McVeigh Parker web site at www.mcveighparker.co.uk Tel: 0845 1207755 Email: email@example.com
Modelling long term train-track performance De Montfort University and the University of Nottingham are developing computing tools for predicting the deterioration of track-bed performance under long-term train running
The full title of the SMARTRAIL project is Smart Maintenance and Analysis of Transport Infrastructure and it is coordinated by University College Dublinâ€™s School of Civil, Structural and Environmental Engineering
Track profile, mm
Standard deviation, mm
ith increasing rail transport markets and advancing technologies, greater levels of prediction are required to support maintenance decisions and for design of track bed structures. In order to reduce railway track failures, a large number of inspections have to be typically undertaken and a major maintenance issue for railway infrastructure is the track-bed itself. The ballast needs to be maintained, and to an appropriate depth and quality, so that the track is adequately level and stiff. Maintenance operations may involve local repairs or major rehabilitation and/or replacement of ballast. A first step towards designing efficient and optimised maintenance is modelling of long-term track bed settlement. Numerical modelling can be undertaken through integration of existing and new methods, and understanding the longterm performance of track-bed structures under repeated train loading is essential to improve reliability and maintenance of a railway.
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15 partners from nine European nations As part of the EU FP7 project SMARTRAIL, a model for simulation of long-term track-bed performance has been developed. The UK participants in the model development are researchers from De Montfort University’s Faculty of Technology (led by Professor Andrew Collop, with Dr Xincai Tan), and the University of Nottingham’s Faculty of Engineering (Dr Nick Thom). The modelling work is focusing on (a) simulating the response (notably settlement) of an individual sleeper to repeated loading, depending on ballast properties and subgrade stiffness; and (b) evaluating the response of a length of track trafficked by trains (which depends on axle load, speed, suspension stiffness, initial track quality (evenness) and rail and sleeper details). The commercial software MATLAB has been used in the development of the model and the code is flexible and can be modified for different users’ needs and requirements. The user can input their own data or use supplied reference data for the modelling. The full title of the SMARTRAIL project is Smart Maintenance and Analysis of Transport Infrastructure and it is coordinated by University College
The model can be used to predict the relationship between the number of load passes and evolution of vertical track geometry which will be helpful in better understanding the longterm performance of track-bed structures Dublin’s School of Civil, Structural and Environmental Engineering. There are fifteen partners from nine European nations, including experts in transport infrastructure from academia and industry. Some features of the model developed include: • an in-house computer tool with easymaintenance and ready-for-innovation • deterministic approach to solve
problems of dynamic train-track interaction • empirical formulae based on experimental data from the University of Nottingham (e.g., a realistic settlement law) and the literature • input data from measurements if available, otherwise default data can be used, such as variable initial roughness and subgrade modulus • incremental simulation: individual settlement under repeated load for each sleeper calculated and profile updated. Outcomes from the model include predictions of long-term settlements, related standard deviations and vertical dynamic forces applied to the rail by the train. The model can be used to predict the relationship between the number of load passes and evolution of vertical track geometry which will be helpful in better understanding the long-term performance of track-bed structures. Some example predicted results can be seen in the illustrations shown on the previous page. Professor Andrew Collop, Dr Xincai Tan, De Montfort University, Dr Nick Thom, University of Nottingham. www.smartrail.fehrl.org
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Be smart about technology With 96 per cent of passengers across the transport industry dissatisfied with their ‘digital journey’, Anna Holness discusses the role of smart technology in powering rail’s own digital revolution
s the recent tube strikes have demonstrated, the advent of new technology has created a digital revolution, demanding a level of customer service hardly dreamt of even five years ago. Passengers are constantly connected and they expect access to information instantly. Whether via their smartphones or from station staff, official channels or more informal ones such as Twitter and Facebook, they expect information to reflect the very latest service status, especially during major disruptions. Passengers expect operators to provide this level of service, which means that their staff must be constantly connected with information too. Smart technology holds the key to ubiquitous connectivity, and we can already see the benefits in the industry today. During the recent tube strike, the Travel Ambassadors were out in force. Following their success during the Olympics, the magenta army were back on the streets of London, equipped with mobile devices able to provide real-time travel information to enable the Ambassadors to help passengers navigate London. Similarly, through smart technology solutions, track-side engineers are able to predict and prevent problems before they cause disruptions, and in turn, customer service teams are able to provide real-time, accurate updates to passengers when disruptions do occur. Achieving this connectivity is no mean feat, of course. It requires joined up networks, as well as a multitude of co-ordinated mobile devices, all of which need to be robust, reliable and 100 per cent secure. A similar revolution is taking place in critical asset information management. In the past year, O2 has worked with Network Rail to mobilise a set of tools to enable it to examine and understand rail assets in ways that haven’t been possible to date. The Offering Rail Better Information Services (ORBIS) programme has deployed iPhones and iPads to NR’s trackside workers to deliver instant information about the exact location and status of assets, as well as guides, tutorials, manuals and videos. And the information flow isn’t just one-way. Trackside engineers can take GPS location-stamped photos and share them with colleagues for efficient, timely joint decisionmaking. The system has the ability to
provide a dynamic, real-time picture of Network Rail’s assets, something never before possible. A challenging environment ORBIS, joined up networks, and other similar innovations are arriving at an opportune time for the industry. The 2013 National Rail Passenger Survey, released last month by Passenger Focus (see page 53), shows a decline in passenger satisfaction with rail journeys all across Britain. Unsurprisingly, the two measures of satisfaction that declined most were punctuality and performance in dealing with delays. Separate research commissioned by O2, the 2013 Digital Journeys report, indicates that 96 per cent of passengers across the wider transport industry are dissatisfied with some aspect of their ‘digital journey’ — from the online booking experience right through to the way that operators use technological solutions to solve and communicate operational problems. Keeping pace with the rapid evolution of smart technology holds the key to building stronger relationships with passengers. It can also help improve reliability and safety, as well as create a better, more joined up experience for passengers. At the same time, it can create improved efficiencies and lower costs for operators. It will also bolster Britain’s economic competitiveness by creating
and sustaining jobs in the rail and wider engineering sectors, supporting not only the industry’s employees but helping create its future customer base as well. Meeting the challenge with smart digital solutions Smart technology isn’t only about railway maintenance and operations — it’s about the front-line passenger experience too. Journeys now begin with the tap of a finger or the click of a mouse. The ‘digital journey’ carries customers all the way from the point of ticket purchase through to the journey itself and arrival at the destination. Customers want a fully integrated experience. And as with innovations in rail operation and maintenance, innovations in passenger experience are not merely on the horizon — many of them are already here. ‘Smart media’ contactless ticketing and payment systems, for example, enable easy payment for transport services, reducing hassle for passengers while also reducing costs for operators. Already widely in use in and around London, the advent of contactless credit and debit cards, and their integration with these systems, is set to finally extend smart media payment right across the UK. Improved data networks and realtime information gathering are also enabling better journey planning, going beyond merely providing passengers with March 2014 Page 101
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access to timetables, to actively feeding into them by generating responsive intelligence on passengers’ travel patterns and trends. This will ultimately create a better service for passengers that is more responsive to their needs, while at the same time reducing the number of empty seats and underused services. At a wider level, entire smart transport networks can provide predictive analytics for an entire city or region’s transport network, spanning not only rail but other key transport modes as well. Operators and travellers will be able to optimally manage demand with fares and fees in real time, and planners will be able to create more effective solutions to transport challenges than ever before. A bridge between passenger and operator Smart technology has the ability to help operators create a better product for passengers while at the same time cutting the cost of operations. Indeed, smart technology is at its best when it creates a bridge between passenger and operator, using data and computing power to improve the industry for everyone. Right now, the advantage is with the early adopters who can implement these technologies, which are proven but still not yet widespread, to gain a competitive
edge over their peers. But soon, passengers will simply demand them, to the peril of operators who are too slow to adapt. With two thirds of passenger spend already influenced by digital channels, and smartphone penetration expected to reach 90 per cent in the next three years, operators need to create a truly joinedup passenger experience across digital and traditional channels, from sales to operations to customer service. A growing trend The smart technology revolution will only continue to grow. Not only can it make rail travel more attractive and easier to use and operate, it will make it more reliable and, importantly, more economical. It is also part of a wider trend towards a truly digital Britain, which is opening up ever greater opportunities for businesses of all kinds. Flexible working, ‘m-commerce’, mobile broadband and ubiquitous 4G, constant connectivity — these are only pieces of the revolution that we can already see transforming our lives. We’re just as certain to be surprised by pieces of that revolution we would never have predicted. In a time of economic uncertainty in the UK and around the world, signs of recovery are appearing in greater numbers every day. We know that the digital
Smart technology has the ability to help operators create a better product for passengers while at the same time cutting the cost of operations customer will be a major driver for future growth in the rail industry, just as we know that smart technology will drive the development of the railway operations systems of the future. The time is now for savvy operators to take a step ahead of their peers and join this revolution, and in the process reap the benefits — both foreseen and unforeseen — of doing so. The risk for those who don’t is no less than being left standing at the station. O2 is a partner of the Campaign for Better Transport, the UK’s leading authority on sustainable transport. Anna Holness is managing partner, O2 Passenger Services. www.o2.co.uk/enterprise
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Saft to supply batteries for Hitachi aft, the designer and maker of advanced technology batteries for industry, has been awarded a multi-million Euro, five-year contract by Hitachi Rail Europe to supply turnkey, fully integrated battery systems on the new Class 800 series trains destined for the Great Western Main Line and East Coast Main Line services. The contract, one of Saft’s largest in the UK rail industry, covers the supply of MSX battery systems for up to 122 Hitachi Class 800 and Class 801 train sets. As part of the Intercity Express Programme, Hitachi is replacing the 40year-old InterCity 125 high speed dieselpowered fleets with the new electric and bi-mode trains. Jamie Foster, procurement director of Hitachi Rail Europe said: ‘Saft provided us with a commercially competitive offer and met our customer’s demanding technical requirements.’ ‘This a very significant contract that builds on the relationship we established with Hitachi in supplying batteries for its Javelin trains,’ said Xavier Delacroix,
general manager of Saft’s IBG Division. Saft engineers worked with Hitachi to develop the optimum onboard battery system to support passenger safety and comfort functions on the Class 800 series trains - such as lighting, ventilation, door opening and communications - for up to three hours in the event of an interruption to the main power supply. A key requirement was to ensure total reliability and power continuity over a 15year service life, even in the harsh winter conditions encountered on the train routes in North Scotland. Visit www.saftbatteries.com
Benefits are not an illusion assenger journey management specialist, Tensator, is helping to improve traveller safety at King’s Cross station with its virtual assistant - designed to enhance the passenger experience and the company brand. The assistant uses cutting-edge technology to project an image and create the illusion of a real person ‘Louise’ who advises travellers with heavy, awkward to
handle baggage to use the lift rather than risk the escalator. Fully customisable, Louise brings messages to life and helps engage passengers with consistent and clear directional and safety announcements. Tensator worked with telecommunications and security systems integrator TEW Plus to supply, configure and install the unit which, during a sixweek trial, has seen an increase of more than 260 per cent in passengers using the lift. Louise, who is situated at the foot of the escalator and close to the lift, delivers her messages whenever she detects movement in the immediate area. Neil Sheffield, director at TEW Plus said: ‘We are very excited about this product and foresee a multitude of applications across the industry. We expect our relationship with Tensator to be a strong and fruitful one over the coming years as more virtual assistant systems are developed and implemented in the various rail environments.’ Visit www.tensator.com March 2014 Page 105
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FPS issues safety alert on poor working platforms he Federation of Piling Specialists is reminding piling companies to ensure that working platforms for rigs have been properly risk assessed, following a number of reports from its members that they are being asked to work on inadequate platforms. FPS Chairman, Jim De Waele, said: ‘It is concerning that as the economy improves, FPS members are increasingly reporting arriving on-site only to be met with a poor, or even no working platform, which is extremely worrying.’ Thirteen years ago, FPS Members
passed a resolution agreeing not to commence work on any site unless a properly completed Working Platform Certificate had been issued. Since then, said De Waele, the number of incidences of rig instability involving FPS members has declined significantly. ‘However, now that we are witnessing an upturn in work, we must not forget the lessons of the past. We urge the wider piling community as well as clients and principal contractors tempted to cut corners with such a safety critical area to consider the implications and to not put pressure on the piling contractor to work under such circumstances.’ Visit www.fps.org.uk
Adaptaflex secures Birmingham Metro trams contract panish firm CAF (Construcciones y Auxiliar de Ferrocarriles) has selected Adaptaflex conduit systems to provide protection for critical electrical wiring on 19 new Urbos III trams which have been specified by Centro, the West Midlands regional transport authority for the Midland Metro System. The first of a new fleet of hi-tech trams is being shipped to the West Midlands and will initially be used between Birmingham and Wolverhampton, before being run later on the new extension to Birmingham’s New Street Station. The trams currently run between Birmingham Snow Hill station and Wolverhampton. This latest order marks a further stage in the long-term commercial relationship between CAF and Adaptaflex, which has been selected to provide a succession of vehicles
manufactured by CAF for similar projects in Europe, North and South America and as Australia. This is one of CAF’s biggest projects of its type so far. Meirion Buck, technical manager for the Adaptaflex brand at Thomas & Betts said: ‘Our close co-operation with CAF’s engineers on successive projects and our Technical Support has ensured that CAF’s vehicles are always equipped with the most technologically advanced Adaptaflex conduit systems.’ This third generation of the Urbos tram is noteworthy for low power consumption, conformance to the strictest ecodesign requirements and reliability. Each unit is 30 metres long, 2.65 metres wide and has an aluminium body. Lower floors and easier access are key features of the new trams. Visit www.adaptaflex.com
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Arbil Rail receives TRACTEL® calibration centre status he provider and fabricator of rail equipment has secured exclusive load cell calibration centre status for the full range of TRACTEL® Dynafors™. Marcus Taylor, commercial sales and service manager at Arbil Rail said: ‘Up until now, every 12 months users of Dynafors™ had to return their equipment to TRACTEL® to have them calibrated. TRACTEL® then put these Dynafors™ through state-of-the-art testing. The quality of this testing is second to none, however as the products have to pass back through TRACTEL®, (who the user may not have purchased the Dynafors™ from originally) it potentially led to TRACTEL® being an additional step in the process. ‘After highlighting the need to streamline its Dynafor™ calibration
procedure, TRACTEL® began to look for a calibration centre partner. As Arbil was the largest single seller of Dynafors™ and had a proven history in servicing and calibration it made sense for talks to begin.’ Taylor continued: ‘It quickly became apparent that Arbil providing a calibration service was the obvious solution. Our 25,000 ft² service, testing and calibration site more than had the capabilities to take on additional calibration jobs. Our testing and calibration division workforce are already skilled in the calibration of Dynamometers and as we are the largest seller of the range of eight models of Dynafors™ from TRACTEL®, product knowledge and understanding is already there. Now our customers have the option to return their Dynafors™ to the place they purchased from, limiting their number of suppliers. We can also
send our customers reminders as to when Dynafors™ we sold to them are due for calibration. This helps to enforce the highest safety standards.’ To book in a Dynafor™ to be calibrated contact email@example.com Visit www.arbil.co.uk Colas Rail signs freight haulage contract with Network Rail he £90 million contract means Colas Rail Freight will provide haulage for daily network services and possession services mainly for the Western and Southern regions. Additional services to Eastern and Northern regions including Scotland could also be provided. The Network Rail haulage contract, which this contract is a significant part of, forms the largest freight contract in the UK. Stephen Haynes, managing director of Colas Rail Services said: ‘We are committed to providing a high quality service to Network Rail in an alliance approach.’ The requirements of the new contract and the growing demand on Colas’s rail freight business will be satisfied by the acquisition of 10 new Class 70 locomotives announced earlier in the year. Visit www.colasrail.co.uk
Wacker Neuson surface heater-light he company’s HSH 700 surface heater is now available in a lower-weight version - the HSH 650 - and an additional model - the HSH 350 which - like the two larger models is equipped with a generator. The company says the HSH 650 is an attractive, economic alternative for users who do not generally use the maximum capacity of the HSH 700. In order to reduce the weight, Wacker Neuson has shortened the length of the pipes by 50 meters to 650 metres and reduced the tank size. This means a maximum thawing area of 390m sq (versus 410) and an operating time of 67 hours without refuelling (versus 130). In addition, the HSH 650 does not need a lifting eye but can be manoeuvred to any location without difficulty with the aid of the trailer on which the surface heater is assembled as standard. The HSH 350 (maximum thawing capacity 200m sq) was previously only offered without a generator. It suits smaller projects in urban or semi-urban areas where there is an electricity supply, but with the increased awareness of the energy-saving hydronic heat exchanger concept in Europe, the HSH 350 is increasingly being used in rural areas with no infrastructure. For this reason, the new model has an integrated generator (but can also be operated using electricity), and can run for 63 hours without re-fuelling. Visit www.wackerneuson.com
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Creating accessible toilets atest research shows transport hubs still need to make significant improvements, especially to their toilets, to enable more people to use the services. But management can enhance their toilet provision more easily, despite new legislation and ‘good practice’ guidance, with a new online document. Clos-o-Mat, the UK’s leading disabled toileting solutions provider, has published a white paper, Provision of Accessible Toilets in Public Transport Sites. In one source, available for download, the guide covers the effects of the new Building Regulations Approved Document M 2013, plus all other appropriate guidelines, to create the most accessible toilet provision at transport hubs. ‘The three modes of transport adults with an impairment report to use ‘less than would like’ are local buses (18 per cent), and long distance trains (18 per cent)*1. Some 25 per cent of disabled people surveyed after the 2012 Olympics said they still had problems using train stations, sometimes enough to put them off completely, in particular being unable to access toilets*2,’ explained Robin Tuffley, Clos-o-Mat marketing manager. ‘Research also shows people, both able and disabled, make a conscious decision not to visit somewhere if
they believe there are not appropriate toilets. There are more than 11 million disabled people in the UK - 1 in 6 of the population - so their needs, especially regarding going to the toilet away from home, are a significant and important consideration to be addressed. The white paper aims to provide a simple reference point for providers, sparing them having to wade through reams of complicated
documentation to ensure compliance.’ The white paper can be downloaded free of charge at www.clos-o-mat.com. The website also has available for free download other sector-specific white papers, plus all relevant CAD drawings. *1 Papworth Trust Disability in the UK 2012 *2 Leonard Cheshire Disability Visit www.clos-o-mat.com
Heraeus short wave emitters speed up tool heating at Mettis Aerospace hort wave infra-red emitters from Heraeus Noblelight have allowed Mettis Aerospace to reduce the time required for the heating of tools and dies used in the manufacture of high specification titanium aircraft components to one seventh of the heating times required by a previous gas system. When modernisation work was carried out in the facility, particular attention was paid to the tool-heating system and Heraeus was asked to provide an alternative infra-red solution. The short wave system installed consists of two 72kW infrared cassettes, each mounted on an aluminium vertical profile frame. The two frames are positioned on either side of the table used to support the tools, which can be heated in pairs or singly, with heat applied from one side only or from both sides. During heating, a pair of thermocouples measures the temperature of each tool face and this measurement is then used to automatically regulate each cassette’s emitters constantly from 0-100 per cent to maintain the set temperature with optimum energy consumption, maximising the system’s efficiency. Since installation, the new system has allowed significant energy savings as it is now only switched on when required, while tool heating times have been reduced, in some cases, from ten hours to just 90 minutes. Dr. Xenofon Gogouvitis, R&D lead at Mettis, said: ‘Implementation of an IR heating solution has been a very important step towards an eco-friendly factory. The system’s efficiency has allowed us to reduce energy and time consumption during the pre-heating stage of the dies, while improving overall control of the process. In addition, the absence of any open flames means that we now have a safer and more comfortable working environment.’ Visit www.heraeus-infraredsolutions.co.uk
March 2014 Page 111
News from the Rail Alliance Rail Alliance members display at BIS foyer o celebrate the unsung heroes of rail, the Rail Alliance was asked to put together a mixture of members’ products to showcase the diversity that exists in the sector. It was important to us to show how our members had tackled the existing challenges, kept their heads, and developed their products through the Technology Readiness Levels (TRL) into production and onto commercial success. The display, which took place between January and February, saw a mixture of exhibitors, reflecting those capable of designing, prototyping and producing concept demonstrators as well as those who had fully commercialised products. We were keen to find members’ products and capabilities that reflected as many of the TRL as possible as well as highlighting genuinely innovative products (whether at the concept demonstrator stage or actually in production). We also wanted to show and highlight companies that had diversified into rail bringing technology from other sectors to ours – more importantly we wanted to show that ‘not being a railway company’ did not disadvantage you… so long as you had something innovative, ingenious or - simply - something that can do the job while demonstrating significant cost reduction and/or significant improvements in reliability and resilience over the existing ‘usual suspects’. We hope to repeat this event in the future and yet again highlight the achievements of our members. And while
it would be wrong to single any one exhibitor out, it’s worth mentioning that FT Transformers has benefited (recently) from the Regional Growth Fund. This injection of £100,000 considerably enhanced its product and allowed the company to work with the knowledge base (Bourneville College) – a great example of the different ways that government can offer assistance to UK-based SME’s. It’s probably no surprise that this level of technical brilliance saw Richard Bradley of FT Transformers winning the coveted Signalling and Telecommunications Engineer of the Year at last year’s Rail Staff Awards. Exhibitors included Creactive Design, DePe Gears, FT Transformers, GLS Coatings, H2GoGo, iLecsys, PreCast Advanced Track, Revaluetech, Southco and Westermo. Rail Alliance wins BIS Sector Mentoring Challenge Fund Competition for the rail sector housands of small business are set to receive expert help to grow their business as the successful providers of the £2.6 million Mentor Challenge Fund were announced recently. Thirteen projects, including the Rail Alliance, will share £1.27 million of government funding which has been matched by industry for a total investment of £2.69 million. It is expected this will help to sustain and create more than 200 jobs, increase skills levels in participating firms and generate increased sales in excess of £7 million. Launching the fund, Skills and Enterprise Minister Matthew Hancock
said: ‘Growing a business is hard work and we want to do everything we can to support ambitious entrepreneurs. The best source of advice for businesses comes from others in their field who have been through it and can offer practical, trusted advice. ‘As well as ensuring these businesses receive sector specific monitoring, we hope this raises the profile of how valuable this kind of help can be.’ Research shows that small and medium-sized businesses looking to grow, particularly in the manufacturing sector, want mentoring from a peer with direct experience of their particular sector. The Mentor Challenge Fund aims to meet this need. As far as the rail sector is concerned, the £305,000 project will run throughout 2014-2015 and be delivered by the Rail Alliance. ‘We are hopeful that this can be built upon for future years,’ said Robert Hopkin, executive director. He continued: ‘Importantly, this activity is core territory for the Rail Alliance and it is something we have carried out with distinction since our inception. The award of this funding means that we can directly assist many more UK companies with a more detailed and substantial level of support than ever before.’ ‘In particular, the project will help those companies that have appointed business development managers (BDM’s) to develop action plans to better place their company’s goods products and services in the rail market. Quite often that BDM ‘force’ is just one person and they have been appointed to ‘go after rail’ or, not unusually, to go after ‘transport’ and, more often than not, the ‘knowledge’ for rail in particular can be in short supply. ‘Importantly, this programme is not aimed at providing marketing support – more to provide a form of toolkit for the BDM’s to better understand the needs and requirements of the rail sector and its own peculiarities – addressing issues such as supplier quality assurance and how that fits in with the Railway Industry Supplier Qualification Scheme (RISQS) and how they can best determine their particular route to market. Although it’s early days yet, in that the scheme does not go live until 1 April 2014, in typical Rail Alliance style we will be seeing where ‘quick wins’ can be established and we will be keen to hear from UK-based SME’s looking to diversify into the rail market and, quite possibly, UK-based SME’s looking to return to the industry. ‘Once complete, the legacy of the scheme will be imprinted into that company’s DNA such that it will be able to deploy that mentoring toolkit from within and thereby provide a tailored, organic mentoring capability. Moreover, for some companies, this programme will be the beginning of a route for success March 2014 Page 113
Signalling the way forward
OSL Rail is a world-class railway engineering company specialising in the delivery of signalling and multi-discipline remodelling projects.
• Signalling design, Signalling Data Preparation
We price ourselves on our highly experienced, competent and professional people; and our track record of working collaboratively with our clients to increased delivery certainty and value for money.
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Whilst built on traditional values, OSL Rail embraces the latest thinking and technology. Our company has an established range of agile, client focused processes, tools and systems that demonstrably help to minimise ineﬃciencies and reduce project delivery timescales and costs.
For further info, please contact: Tel: +44(0)1793 600 793 Fax: +44(0)8701 236 249 Email: firstname.lastname@example.org Web: www.oslglobal.co.uk
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• Mechanical/Electrical Design Engineering • Environmental Design • Project Management and Planning
Unit 1.3, Alexander House 19 Fleming Way, Swindon Wiltshire SN1 2NG
which we can start, and others, such as the Manufacturing Advisory Service (MAS), can knit in some of their extant – highly regarded – provision. Exporting should not be far from a UK SME’s mind and here, the linkage provided by the United Kingdom Trade and Investment’s (UKTI) Passport to Excellence scheme, would form an ideal adjunct to the initial mentoring provision. ‘Naturally, we will be working with other sectors to see how best we can develop the Rail Mentoring Toolkit which will include specific components solely aimed at mentoring such as the very basics – what is a mentor, what is a mentee, how does mentoring differ from coaching? Additionally, this programmeDate will address all the important questions that a company may have such as, ‘How can this affect our 5 November bottom line?’ ‘What is for sure is that this is a brand 6 November new offering from government and one for which we have been championing the need for some time and it will be interesting 12-14 November to see how its provision can be added to the support that SME’s already enjoy from, amongst others, MAS, Chambers 19 November (tbc) of Commerce, UKTI schemes, not forgetting linkage to, and with, the ever21 November (tbc) growing landscape of Local Enterprise Partnerships.’
Recent New Members of the Rail Alliance as at end January 2014 S-Norton & Co Scrap metal recycling merchants in the UK exporting worldwide with depots in Liverpool, Manchester and Southampton www.s-norton.com Rosehill Rail Manufacturer and supplier of rubber level crossing systems around the world. Location www.rosehillrail.com
Outline Events Programme – 2013 systems related to the rail industry www.hima-sella.co.uk Event
h2gogo Industries Hima-Sella Independent design, research and ICC Birmingham HS2 Supply Chain Conference 2013 – first of a series of events www.hs2.org.uk/ev Specialises in ‘engineered solutions’ development company focused to enable suppliers to meet the HS2 team for safety, control and automation exclusively on manufacturing, selling Derby IMechE Seminar 'Vehicle Re-engineering – IMechE applications in the oil and gas,Railway Divisionand developing products which Performance to today’s Railway' – Rail Alliance petrochemical, rail, steelMatching and power provide measurable and authenticated members can attend at IMechE member rates. industries. Current services include improvement in vehicle emissions Cologne integrated systems, Railway Interiors www.railwayinterio completely panel Expo 2013 and potential fuel efficiency. h2gogo’s building, sub-assemblies, product Engine Carbon Clean solution reduces development and on-site support. More& networking emissions, improves performance andRA NE Members’ meeting event – details tbc than 40 years’ experience in designing, enhances responsiveness in 30 minutes. installing, commissioning and www.h2gogo.com London Euston Member’s meeting & networking event hosted by Network RA maintaining complex safety and control www.enginecarbonclean.com Rail – details tbc
10 December (tbc)
Members’ Meeting & Networking Event – details tbc
Rail Freight Group Christmas lunch
19 December (tbc)
EIT Test & Trials Networking meeting – details tbc
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If you are interested in attending one of our events or would like to find out more about becoming a member of the Rail Alliance, contact Rhona C on email@example.com or call 01789 720 026
LPCB Security Rated Steel and GRP Enclosures and Doorsets Tested to LPS 1175 SR2 and SR3 and SR4 Please refer to Red Book Live for full listings
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The world is complex. Your decisions donâ€™t have to be.
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Transportation networks around the world are becoming more crowded, more congested and more complex to manage. The ability to run these networks smoothly and efficiently is crucial to economic growth and quality of life. We design, develop and deliver equipment, systems and services that enhance the safety and operational efficiency of ground transportation infrastructure and improve passenger experience worldwide: signalling, communication, supervision, revenue collection and toll road management systems. We combine them into what we call the Critical Decision Chain. It enables network managers and decision-makers to master complexity in critical scenarios and make timely decisions that deliver the best outcomes. To find out more about our Transportation solutions, scan the QR code or visit thalesgroup.com
Network capacity? Improving flow with automated signalling for optimal train frequency
Developing rail networks from the ground up
Chris Neighbour at Skelair International discusses some of the common challenges faced when drilling in railway applications, and offers practical advice on how to overcome these
round engineering plays a critical part in maintaining current rail networks as well as developing new lines. However, undertaking the necessary groundworks can often present a number of challenges, particularly in the context of rock drilling and slope stabilisation. The nature of cross country routes and the direct line they must take mean that for a railway to be viable it is often necessary to stabilise or reinforce the adjacent ground. This most commonly requires works to be carried out to soil slopes or tunnels which pass through existing hillsides. The process of stabilising such areas typically demands the soil nailing of slopes or the installation of rock bolts or anchors in tunnels and portals. In both of these circumstances, drilling forms a critical part of the method. Drilling down to detail When drilling in railway applications all types of drilling are commonly used i.e. rotary, rotary percussive or augering. Perhaps the most well known is ‘hollow bar drill and grout’, but all facilitate slope stabilisation and railway cuttings. Unlike many other civil engineering applications railways present unique site challenges, which impact on the types of drill which can be used. The main challenges when drilling in a rail related environment are access, working time restrictions and ensuring all the rigs comply with health and safety legislation. Regarding access, which relates to very tight sites and/or restricted height because of overhead lines, this can be overcome by using excavator mounted drill booms. All TEI products, such as the MME/HEM machines, are ideal as they can fit directly to any type of excavator whether tracked or RRV (road/rail vehicle) and they can be plumbed directly into the excavator hydraulics with the minimum of time and fuss. Skelair supplies all TEI drills and masts with UK compliant guards, which makes it easier to safely guard the rotating parts
while also permitting clear line of sight to drill the mouth of the borehole and for the drill rods or augers to be changed. Understanding the types of challenges faced on railway sites, Skelair can advise on the most suitable machine for a specific project – whether this be on a rental or purchase agreement. For example, excavator mounted drill booms enable the drill to be positioned efficiently at multiple locations across the workface. Long reach excavators can also be utilised for deeper cuttings. Drilling equipment most frequently specified for rail side projects is rotary percussive tophammer as this facilitates fast drilling
in a range of ground conditions and mixed fills. Hydraulic drilling is cleaner, quieter and generally much quicker than pneumatic so Skelair would often recommend this type of drilling as it helps to minimise impact in more residential areas. Skelair International is the UK’s exclusive supply partner for the full range of TEI drill rigs and masts, which comes with extensive technical expertise and support from the TEI team. For further information visit www.skelair.com. Chris Neighbour is sales director at Skelair International March 2014 Page 117
Excellence In All We Do WHEELS ▪ AXLES ▪ WHEELSET OVERHAUL ▪ TYRES ▪ GEARBOX OVERHAUL ▪ WHEELPAN REPROFILING
Lucchini UK (LUK) is part of the Lucchini RS Group of Italy, specialising in the machining of train wheels and axles, the assembly of complete wheelsets for new passenger carriages and the maintenance of train wheelsets and gearboxes. LUK has met with outstanding success promoting the high quality of its products and intensifying a close relationship between Staff, Customers and Suppliers, in particular via its Continuous Improvement Programme called Lukomotion. The company commitment is constantly to update its machining capability and nondestructive testing technology and increase efficiency to keep up with customer demands for top quality, service and flexibility. As well as being approved to ISO 9001, LUK is certified to IRIS, RISAS and more recently added ISO 14001 and OHSAS 18001 to its long list of approvals.
LUK’s wheel and axle plant in Trafford Park, Manchester, claims over one hundred years of history. Now owned by Lucchini RS (Rolling Stock), the plant has undergone an £11m investment programme to update its facilities, making it a “one-stop shop” for any activity related to wheelsets and gearboxes. LUK’s Italian parent company is at the forefront of the design and manufacture of wheels, axles and wheelsets, with its own steel production, R&D laboratories and state-of-the-art facilities for wheel and axle manufacture.
The home of Lucchini RS - Lovere, Italy
Lucchini UK Ltd ▪ Wheel Forge Way ▪ Trafford Park ▪ Manchester ▪ M17 1EH Tel: +44 (0)161 886 0300 ▪ email@example.com ▪ www.lucchinirs.co.uk
Secondary glazing benefits Selectaglaze, a leading designer of acoustic secondary glazing systems founded in 1966, has worked on a framework agreement with Crossrail and Network Rail since 2011 to provide sound insulation in line with statutory requirements
uge investment in rail infrastructure and station upgrades generates significant noise levels both from the construction works and day-to-day operations. Major stations are also an attractive location for hotels and offices. Intrusive noise is a real problem and failure to deal with it can lead to sleep loss, lapses in concentration and increased levels of stress that can affect general health. Noise needs to be carefully managed to ensure that it does not have an adverse impact on peopleâ€™s living and working environments. Noise mitigation Acoustically, windows are often the weakest point in a building with most single glazed windows reducing noise by just 25-30dB - less if they are ill-fitting. Even modern double glazed windows only achieve 30-35dB. Set against
potential external noise levels of 7080dB, significant additional insulation is required to meet best practice guidelines from the World Health Organisation of 30dB for bedrooms or living rooms and 35dB for meeting rooms. Secondary glazing offers a very practical solution. A fully independent tailor-made window system is set 100mm or more from the existing window and the sizeable air gap decouples the two panes of glass to reduce resonance. High performance frame seals will limit airborne sound. Noise reduction in the range 40-45dB is achievable using standard glazing materials and up to 50dB with heavier acoustic laminates. Selectaglaze secondary glazing systems are designed for high performance and this is backed up by test data from Taywood laboratories in accordance with BS EN ISO 140-3:1995. Besides acoustic benefits, secondary glazing can also improve security and energy performance Enhanced security Major stations form an important part of the national infrastructure and security is a key consideration. Windows in critical locations need to be protected both against forced entry and the effects of blast. Selectaglaze has developed and tested a range of high security frames suitable for retrofitting. These have resisted physical attack up to level 3 of Loss Prevention Standard LPS1175 and blast to level EXV15 of standard ISO16933 (100Kg of TNT equivalent at a distance of 15M). Energy saving Windows lose energy through draughts and by conduction of heat across the glass and frames. Bespoke secondary glazing with high performance seals will significantly reduce air leakage and the inclusion of low emissivity glass can cut heat loss by about 60 per cent compared to traditional single glazed window frames. As a result the building will use less energy for heating and achieve a higher rated energy performance certificate. Selectaglaze has recently cooperated with English Heritage on a programme of research including the Bolsover Test March 2014 Page 119
For any rail network, maintaining track geometry is vital to reducing ongoing maintenance and restrictions. That’s where Tensar Technology can help. Tensar geogrids stabilise ballast and sub-ballast over soft subgrades, increasing bearing capacity and reducing settlement. Tensar has launched the larger aperture Tensar TriAx® TX190L, now with Network Rail approval, designed to be compatible with track ballast, locking it in place to limit the lateral movement that leads to track settlement. Maintenance cycles are extended up to three times or more, reducing both costs and disruptions. So to make your maintenance costs smaller, simply think bigger.
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programmes that clients often need. The company works to consistently high quality standards and has been a Royal Warrant holder since 2004. Advice and training Selectaglaze offers a free technical advisory service and a RIBA approved CPD seminar Understanding and Specifying Secondary Glazing. This will be relevant to architects, designers and contractors working on refurbishment and up-grade schemes, particularly those involving traditional or listed buildings. Energy performance, environmental noise problems and enhanced security issues are all fully covered and a Q and A session allows for more detailed discussions. The company will be exhibiting at Ecobuild (Stand S830, Excel 4-6March) and Counter Terror Expo (Stand 170, Olympia 29-30 April). For more information please contact the Marketing department on 01727 837271. Email firstname.lastname@example.org or visit www.selectaglaze.co.uk House where a secondary window glazed with Pilkingtonâ€™s Spacia sealed units recorded a centre of pane U-value of 0.8. The use of this technology, in conjunction with air tightness measures and mechanical ventilation using heat recovery, could allow a refurbished listed building to get close to EnerPHit standards. Window Styles Secondary glazing is available in a wide range of styles including horizontal sliding, balanced vertical sliding, hinged and fixed. The preferred frame material is aluminium, a strong versatile metal that can be extruded into complex shapes and readily formed to deal with the curved windows often found in traditional buildings. Framing sections are powder coated to provide a permanent finish, normally white but almost any colour can be accommodated. Listed buildings Many station buildings are listed or have special architectural merit and the windows need to be retained. Purpose designed secondary glazing can be sympathetic to the character of a building and as a reversible adaptation will generally receive Listed Building Consent. Professional delivery As with all elements of upgrade or refurbishment, a successful outcome needs careful up-front design and close project management. Selectaglazeâ€™s secondary windows are purpose made to precisely fit each window opening. Full off-site fabrication allows installation to be rapidly completed with minimal disruption to buildings in occupation. The use of lean processing methods and flexible programming will support the very tight March 2014 Page 121
Experts in Communication Windows for Cash and Ticket Offices â€“ Communication, Hygiene, Security
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Sonic Windows incorporate a wide range of communication and security features, including intercom facilities, induction loop and attack-resistant or bullet proof glass.
For further information simply call 01424 223864 or visit www.sonicwindows.co.uk Sonic Windows Ltd. Unit 14/15, Beeching Park Industrial Estate, Wainwright Road, Bexhill-on-Sea, East Sussex TN39 3UR
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Railway Safety Management Specialists Change Management & Independent Validation Independent Assessment (CSM) Interface Risk Management PTI Risk Management Organisational Interface Management Operational Safety Safety Certificates and Authorisations Accident Investigation Services and Training Call Peter Abbott on 07872 609619 www.AbsTracked.co.uk
Keeping on top of winter weather The recent stormy weather shows how we need to prepare for winter and all the challenges it brings. Met Office services help keep railways running efficiently and to time
igh winds and heavy rain have an impact on the rail industry, damaging overhead cabling, rail assets and leaving storm debris on railway lines, as can flooding, ice on the tracks or snowdrifts. Accurate forecasts and live data can help the industry to focus its resources and keep key lines and stations open. Following the St Jude’s Day October 2013 storm, Robin Gisby, managing director of Network Rail Operations, praised the Met Office saying: ‘The information provided by the Met Office meant we were able to plan and effectively deploy staff ahead of the storm. Workers were in the right place to clear 250 fallen trees, move debris from tracks and repair several miles of overhead lines across Southern England. ‘This meant that 99 percent of the rail network was open and running to normal timetables just a day after the storm.’ More recently, we have provided critical weather warnings to the industry to keep the public safe. For example, the Met Office has participated in COBRA emergency planning meetings since 30th January 2014 as the extreme weather continues to impact the UK. As a world leader in weather forecasting and climate change science, you can rely on the information the Met Office provides. We keep much of the UK rail industry running efficiently with a number of vital, cutting-edge services: • a Hazard Warning service provides a warning alert system to help the rail industry plan for the impact of snow, frost, high winds and heavy rain. It is tailored to the particular requirements of individual companies, for example weather events such as high wind, lightning or wave overtopping, for specific locations or regions. Our hazard forecasts enable businesses to choose their own critical thresholds such as high temperatures, snow, gales or frost and will warn when these thresholds are at risk of being exceeded • Leaf Fall service - during autumn, leaf fall can contaminate the rail-heads
across rail networks increasing the risk of low adhesion. The volume of leaves falling can vary significantly day-to-day depending on the weather and the behaviour of different trees. High winds, storms and frosts accelerate leaf-fall and the Met Office, in partnership with Agricultural Development Advisory Service (ADAS) provides a Leaf-fall forecast which warns customers within the rail industry of leaf-fall contamination up to five days ahead. This helps rail operators identify areas where leaffall may cause problems, allowing operations to be planned accordinglyreducing the delays caused to passengers and improving rail safety
Map, showing infra red satellite images and rainfall radar imaging, or colour coded graphs. Text warnings and forecasts are also available for key staff • Rail Ice forecasts - helps to predict when ice may form on the overhead lines and the conductor rail impacting on the train schedules of companies
• OpenSite Rail - a new, site-specific service, based on road surface temperature forecasts, which allows station or platform managers to identify when to treat surfaces such as platforms, car parks and walkways for improved passenger safety. This can be viewed by either a detailed Interactive March 2014 Page 123
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...ONE SOURCE Cable Protection: Flexible ducting systems that protect cables and helps to minimise vandalism and theft. 4VSGBDF8BUFS%SBJOBHF: Robust, durable, light in weight and supplied in long lengths, enabling quick installation and therefore minimising track closures.
8BUFS"UUFOVBUJPO*OÃ¥MUSBUJPO: Modular systems designed to fit any underground space to manage water within the development. 3BJOXBUFS3FVTF: Modular construction allowing tanks to be sized for any application capturing rainwater for washrooms, irrigation and rolling stock wash.
01509 217671 to order your Product Selector or visit
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encroaching on the track. This forecast is delivered by email and provides a simple display of risk of overtopping by a colour warning code (red, amber, green)
such as the London Underground • Overtopping forecasts - for coastal rail tracks a warning is given of the risk of waves breaching coastal defences. Overtopping can make rail lines that run close to the sea impassable and in severe cases can derail carriages. Our forecasts provide details of prevailing sea conditions (including wind, water level, swell direction, wave height and wave period) both near-shore and inshore at sea defences, providing a warning of the risk of waves
• Rail weather training - The rail weather course is designed to provide information on why the UK has such diverse weather and how weather events have an effect on the rail industry. The course explains the causes and effects on the rail network of strong winds, thunderstorms, snow and ice, flooding and extreme temperatures; improves understanding of forecast limitations and why forecasts can go wrong and understanding of the most up-to-date theories on climate change and how they might impact the rail industry. The Met Office’s capacity to predict the weather for the next hour, day or five days, as well as our longer-term climate forecasts, makes it a critical partner in decision-making and contingency planning. This sits alongside the worldleading Met Office Hadley Centre, which looks years and decades into the future, helping people plan for and adapt to the effects of climate change.
absolutely Visit us at
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MTM Power Supplies for Transportation Resistant against mechanical stress like shock and vibration — power supplies up to 2 kW developed by MTM Power acc. to EN 50 155, EN 45 545 make an essential contribution to the technical components in trains, vehicles and other applications in transportation.
Our experience and expertise means that we can offer tailored research and consultancy services to help develop the most advanced scientific solutions to meet many industry needs, including those of the rail industry. For more information on how our rail services can help you, please call 0870 900 0100 Email: firstname.lastname@example.org Visit: www.metoffice.gov.uk/railways
March 2014 Page 125
KEL-ER with an IP 65 rating Cable Entry Systems for Pre-terminated Cables. Quick and easy cable installation. Suitable for cables from 2-14mm. Once inserts are placed in the frame they will not fall out, ensuring quick and easy installation and assembly. M. Buttkereit Ltd Unit 1 & 2 Britannia Road Industrial Estate, Sale, Cheshire M33 2AA Page 126 March 2014
Tel: 0161 969 5418 email@example.com www.buttkereit.co.uk
Your fastening solution For more than 20 years, Permalok Fastening Systems has been at the forefront of supplying vibration resistant fasteners to a wide range of industries
s a well-established ISO9001:2008 and Link-Up accredited company, Permalok has gained a reputation for providing fastening solutions to many new-build and maintenance problems. Safety is of critical importance in all engineering areas but this is especially true in the highly demanding rail market. By specifying Huck brand products, Permalok can offer high- performance, high strength solutions to many vibration-related fastener issues, both for
track and rolling stock. Huck is a well respected name across industry, with a deserved reputation for manufacturing fasteners that consistently out-perform many rival products. Mechanically installed using dedicated tooling, Huck lockbolts and blind fasteners also have the advantage of being tamper resistant - they can only be removed by cutting them out, so malicious opportunist removal is impossible. The latest lockbolt development from Huck is the Bobtail - which has a twosecond installation sequence - up to twice as fast as other large diameter lockbolts available on the market. The fastener also has the benefit of no pintail or pin-break;
quick turnaround to minimise customer downtime and disruption. Extensive stocks of new tooling and maintenance spares are also available from the main warehouse facility. For smaller diameter fasteners, pneumatic tools are generally specified, for both lockbolts and blind rivets. For the larger diameter bolts - up to 1.3/8 â€œ (35mm) diameter - heavy duty hydraulic tooling is necessary. These can be powered by electric or petrol powerpacks. A comprehensive hire fleet is also available for both long or short-term contracts, giving the customer total flexibility in being able to source tooling without the expense of purchasing. Another service offered by the company is training in the correct use of all its equipment to ensure operators are able to work in a safe and efficient way. Away from the rail industry, Permalok is proud to be associated with the
this reduces the material waste and results in a low-noise installation sequence. Permalok also worked together with Huck to offer a solution to the expensive and highly disruptive problem of cable theft. By designing a shield that could be lockbolted over the cables, the thieves no longer have access to the cables. Considerable interest has been shown in this as a possible solution to a major network-wide problem. Centre of Excellence for tooling Being the only Huck approved Centre of Excellence for tooling in the UK, the company also offers an unrivalled and highly efficient tool repair and service facility. Dedicated engineers ensure
prestigious Kelpies structures at the Helix development near Falkirk, in Scotland. More than 12,000 stainless steel C50L type lockbolts were used in the construction of the two horses head figures. At more than 30 metres high and over 300 tonnes each, the sculptures dominate the landscape and are generating interest from around the world. Looking to the future, Permalok continues to develop new and interesting applications, working with design engineers to produce cost-effective, safe and strong structures. Tel: 01302 711308 Email: firstname.lastname@example.org Visit: www.permalokfastening.co.uk March 2014 Page 127
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Mention this ad and we’ll give you 10% off your first translation order! AST Language Services Ltd Tel: 0115 9705633 E: email@example.com W: www.astlanguage.com Page 128 March 2014
A module of excellence Bradgate supply low-maintenance stainless steel equipment modules for the third-rail network
he high currents used to power the electrified DC third-rail system within the South East require closely spaced substations in order to limit system power loss. In order to control the ongoing running costs of this greater number of sub-stations Network Rail introduced specification 21030, a stipulation that requires new sub-station modules for this part of the network be delivered with a sixty-year low-maintenance assurance. Bradgate, the manufacturer and supplier of project-specific railway equipment containers and switchgear modules with more than 25 years of experience - and a long-standing working relationship with Network Rail, took on the challenge of finding an effective solution. The Leicestershire-based company manufactures both mild steel and stainless steel substation modules especially designed for reduced maintenance and added durability. ‘All our containers are built to last,’ explained Bradgate sales director, James Bexon. ‘The only difference is the stainless steel sub-station modules will last for sixty-years without the ongoing costs of maintaining painted steel structures.’ It’s difficult today to imagine how the UK or its rail network will look in 2074, but so long as we’re still using trains
Bradgate – 25 years as a market leader Bradgate is a market leader in the design, manufacture, and installation of purposebuilt modules. Bradgate’s products are always custom designed for each customer’s needs, and it offers services and backup that ensures the equipment can be installed and working on site as quickly as possible. Bradgate offers comprehensive documentation, providing customers with all the necessary information and meeting the requirements of authorities all around the world. If you need railway equipment containers or switchgear modules, contact Bradgate today. www.bradgate.co.uk +44 (0)1509 508678 firstname.lastname@example.org
in some shape or form, it’s likely the Bradgate stainless steel sub-station containers will still be there. Because Bradgate custom-builds all its products, the stainlesssteel modules can be adapted for almost any purpose or location where hassle-free durability is desired. For example, modules can be pre-fitted with AC switchgear, DC switchgear, or rectifiers, and size-adapted to meet rail gauge requirements. Bradgate can also (as part of its in-house service) mechanically and electrically fit out enclosures with free issue switchgear. Its team of experienced electricians is able to install interconnecting cabling so that the unit is fully FAT tested before leaving the production site, minimising the risk of problems at the end site. On this particular project the module design itself has been through a rigorous and successful approval process with Network Rail, all before seamless incorporation
into the network. ‘Our experience means we understand the requirements of Network Rail. It’s not just durability; the importance of maintaining schedules for on-time deliveries is also vital to Network Rail and its suppliers. By making the process as hassle-free as possible Network Rail and our other customers can better spend their time worrying about other things,’ said Bexon. March 2014 Page 129
e us at Come and se
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Composites becoming more mainstream Dura Composites has been supplying hard wearing and long lasting fibreglass (GRP) composite flooring solutions to various rail-related applications since 1996
hose applications include antislip walkways for maintenance and wash areas, station platforms, pit covers, hand railing and signal box access structures. Although composites have been around for several decades, it has taken a long while for engineers to recognise their many qualities and enormous versatility within the rail sector, and recently this has been put to great use by using the technology for an enhances spend application known as Hidden Critical Element (HCE) projects where GRP ballast in retention systems have been used. HCE ballast retention system project A major contractor that focuses on Network Rail projects approached Dura Composites in late September 2012 enquiring if it could review HCE (Hidden Critical Element). Although the design was already provided by Network Rail, it was clear from the outset that although a straightforward supply-only company could deliver the relevant components, it would not necessarily be able to apply technical knowledge and practical solutions to the project to enable the main contractor to deliver a successful end result.
The basis of the project was to use Dura Compositesâ€™ GRP products to engineer a ballast retention system (BRS) that allows removal of ballast
against the critical elements of bridge structures and a system to retain ballast at a set dimension from the track to allow periodic inspections of critical steel /iron structures at any given time without the need to remove ballast. Hurdles to overcome Because this application was only at a design stage, a supplier of this system such as Dura had several hurdles to overcome to enable the correct specification to be met and to give confidence to the main contractor and Network Rail. Specifically it needed to reinforce that it was the right company to work in collaboration with contractor and design agency and ultimately deliver safe, robust solutions. Live testing was carried out for critical, fabricated parts for Form A approval and the specification was accepted in early December 2012 and the testing certificated by a full government approved testing centre. The first material supply was in mid-December 2012 and several meetings both on and off-site with design agencies and main contractor allowed Dura Composites to assist with development of the initial design to allow accelerated installation to take place with refinement to certain aspects of the system from the existing Dura product range. Different designs for different contractors During January 2013 Dura Composites received three new enquires from three separate main contractors for similar systems. However, slightly different objectives had been set which meant that a full redesign would need to take place to meet the intended brief. A further new system meant another round of full, certificated testing to prove materials in the different scenario. As expected based on computer modelling, the design criteria was significantly exceeded and approval for Form 2 was granted by independent design agencies Mott McDonalds and
PBA. Dura Composites was able to then produce products for both contracts in May following approval from NR in readiness to supply in June for the start of the new contracts totalling approximately 15km of HCE ballast retention systems. Drive for efficiency on site Right from the trial installation stage, it become clear that although the design met the criteria, fabricating the system on site had a major impact on the delivery schedule as it was very time consuming. As a result, Dura Composites was approached to pre-fabricate all parts of the system to enable a faster and more accurate installation to take place within tight possession timescales and deadlines. It became clear during the process of the in-house fabrication works that Dura Composites could redesign the supporting web stiffening structure to ballast boards to eliminate fabrication
works, provide a cost saving to the main contractor and end client and ultimately allow a 40 per cent increase in BRS installed in a given time frame. Patented solution With a redesign complete and involving all parties Dura Composites commissioned and invested in bespoke tooling that allows products to be produced in large capacity quickly and with minimal added fabrication works. The new Modular Web Stiffener product was tested, approved and patent applied for within six weeks of design March 2014 Page 131
concept and on site in a matter of a further two weeks with further gains being made on site within a few days. In short Dura Composites had engineered a solution that enabled production of parts to raise from 200 items per week to 200 items per day along with major cost savings in materials and labour on site and overall project delivery speed improvement. Better processes to allow faster delivery lead-times With five contracts being delivered in 2013 and several live current enquiries, further development work has taken place allowing CNC machining for corrugation panels and inspections hatches to give solutions to specific site issues that contractors face on track. This provides main contractors with the confidence that solutions can be engineered and delivered within short timeframes and gain approval within this process, enabling contractors to concentrate on installation. This deep understanding of contractors needs has led to Dura Composites having a unique insight into the projects and issues that arise in the real world and the company has developed a workshop whereby new and existing contractors come to its HQ in Essex for training on fabrication works, as well as viewing full solutions and discussing learnings from contracts to date. This not only allows projects to be delivered with a skilled workforce but also provides an awareness of the backup and capabilities of Dura Composites while completing the contract. In return the company has asked all learnings to be shared so it can assist with future development of systems and issues as they arise. Why is GRP such a good material choice The key attributes of GRP which make it so suitable include its anti-slip properties, its toughness and noncorrosive attributes and its ability to withstand harsh chemicals as well as UV. They can also be supplied in almost any colour including blue, and can have a mesh composition that allows full drainage where necessary. Furthermore, GRP technology is also spark free, making it a great alternative to metal for handrails and walkways. With significant benefits over traditional materials, itâ€™s clear that GRP is already proving its suitability for a wide range of rail applications. Dura Composites is a global supplier of high-strength, low-weight composite products and has been working with key Network Rail contractors on major rail projects in recent years. Visit www.duracomposites.com/about-us Page 132 March 2014
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Stocksigns embraces creative station design Station signage manufacturer, Stocksigns, has been involved in a number of exciting projects that have required heightened creative design - which has spilled over into station signage
avin Wilding, technical sales at Stocksigns has noted a developing trend in projects within the rail industry that have more of a design focus. He commented: ‘Last year saw more people travelling by train putting a strain on capacity. The UK has to invest in stations to tackle this growing demand. As a result, where some other industries have seen a reduction in spend due to the downturn, the rail sector has budget to spend. I believe this gives the opportunity for creative architectural talent to move into the rail sector, and it is clear Network Rail is embracing these creative ideas.’
Adventurous style at Dartford An example of this experimental, adventurous, design style can be seen in the recent develop at Dartford station. About four million journeys are made to or from Dartford each year according to Network Rail. The improvement work has been funded by £6 million from the Homes and Communities Agency and £1 million from the National Station Improvement Plan. The design includes a beautiful kidney shaped terminal. Stocksigns’ involvement with this project was working with contractor Osborne and directly with Southeastern. The
signage consisted of cut-out letters on a dynamically changing background. The effect is created using a form of magnetized paint. As the sun’s rays hit the surface they agitate the magnetic particles in the coating to give a constantly changing appearance depending on the angle of the sun. The colour changes from an electric blue, through various hues, to a deep gold. Stocksigns was awarded the signage contract because of its successful involvement with Osborne in the past. Extensive changes at Peterborough In line with moves to tackle capacity improvements, Peterborough station has undergone an extension to facilities with three additional platforms being built. Peterborough was always an important hub for East Coast Trains but the additional platforms have been constructed to increase capacity for commuter and local routes. Stocksigns was brought in to produce the initial designs for signage by Tata Design. The
commission was based on Stocksigns’ past experience of working with the East Coast brand signing of the entire ECML. After the success of the design phase, Stocksigns was subsequently employed by Carillion to manufacture and install the signs. Wilding’s experience in rail signage goes back to 1989 and his association with Peterborough station spans these 25 years,
being involved at all stages from install, design and manufacture. He reflected: ‘My personal knowledge of Peterborough station goes back many years from my time as an installation engineer. So to be part of this important expansion programme, and to have produced the design, and overseen the project has made me immensely proud.’ Stocksigns is currently involved in more than 20 rail projects throughout the UK, delivering a wide range of signage products including Vitreous Enamel. The company has been manufacturing vitreous enamel for more than 100 years for the London Transport Network, DLR, Overground rail and other applications which require very durable high quality signage. Email email@example.com Visit www.stocksigns.co.uk March 2014 Page 135
PO X E IL PO RA 4E4X RA DAICL F 4 IN TAANR C4 E SR D H T IANF N A B AT KHAE ST E T A SE AT AB K E E S
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New dual-hinged mast from Abacus From one hinge to two, Abacus is doubling up for the next generation of column to make installation easier in tricky locations
reated in the sixties, the basehinged raise and lower column was a landmark moment not just for the company, but for the thousands this pioneering development would come to affect. The first of its kind, it improved the way in which the rail industry operated and maintained equipment and can be seen still standing strong today at most Network Rail stations. The robust design gives long-term durability in harsh environments, while the simple yet timeless engineering behind this column places safety and ease of use, in both installation and maintenance, at the fore. The idea that a column could be installed and maintained at a low height, without the use of a cherry picker, was a new yet positively effective idea which in 1970 saw British Rail adopt the hydraulically operated base-hinged columns like disco adopted platform shoes.
In 2013, Abacus held a seminar for rail companies to discuss health & safety and product maintenance. While the company pushed home the importance of these points, it also listened. Visits to site had already thrown up questions and personnel at rail companies had brought up the problems they endured: it became clear that a main and reoccurring issue was a lack of space available to work with. A roadblock for many sites is this lack of space in areas requiring lighting, areas which are difficult to reach for both installation and maintenance purposes such as Kent Junction - a project won and led by K H Electrical which considered ways in which to work around this issue. K H Electrical came to Abacus and found the ideal solution following discussions and feedback on the task at hand. Abacus set about solving this problem to ensure stations and depots could still have the quality and quantity of lighting required with the retained ease of maintenance.
Dual-hinged mast the answer When faced with severe space constraints and the inability to efficiently install and maintain in hard to reach areas, the answer appeared to be the dualhinged mast as it allows for both ease of installation and regular maintenance to a high standard. The dual-hinged mast has already been successfully installed at Kent Junction. K H Electrical was given the task of installing 10 metre, mid-hinged lighting masts adjacent to open lines along with lighting provision. This work was to be undertaken without the requirement of taking a possession with isolation, as these were in short supply due to the amount of upgrades to the infrastructure. Proposals and consultations later led to Network Rail approving the new idea and for its development to take place with Abacus fabricating a prototype unit in four weeks. Roughly 100 dualhinged masts are being placed around
March 2014 Page 137
Ceramic Facades have now integrated its experience of Vitreous Enamel and bespoke Cladding systems with international infrastructure specialist The Global Rail Group
InfrastructureSpecialistsinVitreousEnamel &CeramicFacades Design,Supply&Installation
to combine their respective expertise to offer efficiencies and cost benefits through ‘economies of scale’, greater production, together with a larger range of products and services. Together we have over 20 years’ experience and due to increased market activity we have formed a Façade Engineering division to provide Design, Supply & Installation services to clients who require a turnkey solution. Our experienced Vitreous Enamel and Cladding team provide a personalised service; work with our clients every step of the way, delivering many high profile projects for both new build and refurbishment sectors.
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16 sites in this first phase with Abacus Trent floodlights lighting the areas of installation. Kevin Hollingsworth of K H Electrical endorsed the joint solution saying: ‘The first of the new masts went in at Charlton on the new bases and the solution has proved to be a complete success with five sites delivered to date. Well done to all involved - great collaborative working.’ The dual-hinged mast is designed for situations where lack of access for crane use, or other costly and heavy machinery, prevents the installation of a traditional mid-hinged mast while operation limitations mean a full basehinged design is not possible. This is made possible through the breakdown of components allowing the sections to be carried onto site with ease, the base is then installed onto the prepared foundation bolts and the mast is built up and lifted into position complete with head load via the use of a hydraulic ram. This process reduces installation time on site to the minimal length while reducing the involvement of hired machinery. Once operational, the mast then functions as a standard mid-hinged design to allow for effective maintenance at ground level by using a hand winch fitted to the door opening. Why use the base-hinged column? So, why still use the base-hinged column? The simple answer is a cliché that rings true – if it isn’t broken, don’t fix it. The
proven base-hinged design will stand strong for many years to come, but with the changing environment it requires a partner to successfully stand in areas where its use is simply not a viable option. In stations where lighting is required in a small and somewhat closed off area, in
depots where ground space disallows a base-hinged mast to be maintained, the two masts are designed to complement each other and solve the rail industry’s growing spatial problems. Email: email@example.com March 2014 Page 139
See You at Infrarail
Stand E40 May 20-22
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Jack of all demands Arbil Rail is looking to expand the globally recognised Zwicky™ range of obstructionless jacks to include a jack of both 8t head and toe capacity, adding to its fleet and meeting increasing track maintenance demands throughout Europe
ith growing demands to increase not just the UK but also the European passenger and freight rail network, it is becoming increasingly commonplace to encounter requirements for heavier capacity obstructionless track jacks. Marcus Taylor, commercial sales and service manager, Arbil Rail, explained: ‘With the increased reliability and economy within the rail passenger and freight network, we are beginning to see a change in trends regarding the percentage of our products being used for rail track maintenance network developments. Particularly within Europe we have seen sharp increases in sales, largely in Scandinavia, The Netherlands and Italy and also sales as far afield as Australia.’ Arbil Rail has primarily put increases in sales down to not only the strength of the Zwicky™ brand name, but also to the fact that it is currently the most complete range of obstructionless jacks
March 2014 Page 141
Heading in a
new direction Launched on 18th December with new seats, air conditioning and a brighter, quieter environment, the Class 321 Demonstrator is a high capacity, competitive and reliable commuter train. During a year-long trial, on the Abellio Greater Anglia network, weâ€™re measuring public reaction by inviting passengers to complete a survey. If you get the opportunity to travel on the Demonstrator please let us know what you think at
www.greateranglia.co.uk/class321 or alternatively
www.eversholtrail-innovations.co.uk Weâ€™re proud of this train and weâ€™re looking forward to receiving feedback following the launch.
In partnership with
available; with further models now being developed. In the instance of the new Zwicky™ 808 jack, it will be a vital piece of kit for applications in both track laying and maintenance usage. Brian Timmington, engineering manager at Arbil, commented: ‘The new jacks are being constructed using the same footprint as the existing 805 track jack, making it exactly the same height as its 8t head and 5t toe counterpart and still remaining obstructionless. The toe to head height of the new jack is just 140mm. As the 805 comes from the tried, tested and trusted Zwicky™ name, we knew it would just be a case of building on an already impressive product.’ He continued: ‘To maintain the highest safety standards all of our Zwicky™ range of jacks come fitted with an overload safety valve set at 105 per cent and are tested to 25 per cent above rated capacity and the 808 will be no exception. The new jack will remain obstructionless for rails of 42kg/m and over.’ With prototypes nearing completion, Arbil Rail is now looking for industry users to trial the Zwicky™ 808 Track Jack. To contact the team about trialling the jack telephone: 0845 600 4332 Visit: www.arbil.co.uk
viasINFOPOINT ‘Aud-standing’ announcement of display content for visual impaired Enhance the experience of being able to independently navigate your railway and truly enjoy your facilities
For more information please contact LPT-it at email@example.com or call +45 76740484 LPT-it ApS, Stormgade 9, DK-7100 Vejle | www.vias-lpt.com
March 2014 Page 143
TOGETHER WE MAKE IT HAPPEN
ABC Electrification Ltd is a joint venture between Alstom, Babcock and Costain, bringing together global electrification experience, large scale UK rail capability and major programme management expertise. Currently delivering Network Railâ€™s West Coast Power Supply Upgrade contract, ABC Electrification is delighted to have been awarded two of Network Railâ€™s largest National Electrification Programme framework contracts in Central (London North Western, South) region and the Wales and West region.
www.abc-electrification.co.uk Page 144 March 2014
King of rail plant King is best known for its heavy duty low loaders, but more recently it has diversified into aerial access, traffic management, waste handling and rail plant
n a very short time King has become a well-known name among operators of on-track plant Although King’s early involvement in its partnership with Caterpillar to produce on-track excavators did not progress, recent changes to RIS-1530PLT have given King a fresh opportunity to demonstrate its technical abilities to get the best duty cycles out of a range of equipment, while at the same time upgrading machines to meet the latest demanding criteria set by Network Rail. Traditionally King is best known for its range of heavy duty low loaders but since a change of ownership in the midnineties it has continually impressed the transport equipment market with its diversification programme taking it into aerial access, traffic management, waste handling and most recently; rail plant. Chief executive Mark Carrington believes that the recognition of King as a quality engineer has enabled the business to grow through the employment of dedicated industry teams that are able to develop specialist businesses while at the
same time depending on King’s sizeable manufacturing capacity and engineering competences. Although King manufacturing is handled as a group function by Jez Green as group operations director, each market sector is controlled by a dedicated sales and engineering team. The company’s manufacturing facilities include a fullyequipped 65,000sq ft assembly facility with excellent access and crane capability of up to 20 tonnes, on-site grit blasting of large structures, welding capacity, a 20m paint oven and hydraulic, mechanical, and electrical fitting skills. All products are manufactured to ISO EN 9001 and tested to standards laid down by Network Rail. Whether First of Class or a repeat rail conversion produced by King, each one is built or converted to a consistent standard and delivered ready to perform. The recently reformed Rail Division, KingRail, is overseen by Phil Bacon. Bacon is director of Special Projects and the fast growing rail business sits within this area. Investment in a new test rig has enabled King to perform
cost-effective Tip Testing and such is the recent growth in new business that this facility is now double shifting to achieve sufficient first of class tests to allow King to meet its output targets on RIS1530-PLT conversions. The company’s testing facilities include a backwards stability test rig, delta Q test facility and a tip testing turntable located within its factory. KingRail can offer complete or part upgrades, where customers wish to carry out some of the work themselves. In addition it provides a replacement Rated
March 2014 Page 145
Specialists in painting the interiors & exteriors of trains and trams Millenium Site Services are specialists in various paints, coatings and ďŹ nishes. They have built up a fantastic reputation for providing high quality repairs, refurbishments and professional painting. Their skilled workforce carry out all types of coatings for the rail industry not only at their Derby premises but also on-site at numerous depots throughout the UK. By understanding their clientsâ€™ needs they have devised a specialist system, especially for the repair, refurbishment and painting of trains and trams. This tried and tested system has produced outstanding results, is highly efficient and effective and is also environmentally friendly. This enables them to paint both the interiors and the exteriors of vehicles at depot level. Not only does this keep the vehicles in a pristine condition, it also eliminates inconvenience and potential expenses associated with removing your vehicles from service. Millenium Site Services operate from fully-equipped mobile workshops so they come to you - saving you both time and money! All of Millenium Site Services painters, vehicle builders and ďŹ bre glass technicians are highly skilled, experienced and fully trained to the highest standard.
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Millenium Site Services UK Ltd Units 10 & 11 Riverside Park East Service Road Raynesway, Spondon Derby DE21 7RW T: 01332 820003 M: 07967 632879 E: firstname.lastname@example.org W: www.milleniumsiteservices.co.uk
competence and facilities. Other early work in its rail division has included that with Balfour Beatty. Because of the broad skill base within the King Group, it has been successful in winning other upgrade work on mobile work platforms and is currently developing a range of road rail truck chassis in conjunction with a major European company. Most recently King has teamed up with Liebbherr to provide UK expertise to enhance Liebbherr on track excavators within the specifications laid down by Network Rail. King believes one of its key assets is its location in the centre of the UK. Much of the work it is doing involves regular customer visits and its Market Harborough location makes it a handy meeting point where customers can come and discuss their projects in progress. Capacity Indicator upgrade service to enhance the machine performance. Working with Quattro Plant King is working closely with Quattro Plant on a range of machine upgrades which not only brings the machines up to the latest RIS-1530-PLT Issue 4 standards, but also gives the company
ISO 9001: 2008 registered Link Up Approved
the opportunity to increase machine performance - achieving where possible a fleet of machines with a consistent duty cycle which makes it easier for Quattro to select fleet machines for twin lifting of loads such as track panels. Network Rail also awarded King a contract to fit wheel braking to a quantity of excavators having assessed the its
New rail trailer developed It was only natural that King would eventually develop a rail trailer. With its pedigree in trailer engineering the rail trailer which will be launched shortly is a good bolt on to the excavator business. The new trailer will be fully compliant with RIS-1530-PLT Issue 4 and includes: • to suit 1435 gauge • 500 diameter wheels with P1 profile
stockist and supplier
of quality vibration resistant engineered fasteners.
Leading Edge Engineering Solutions to Vibration Problems
Permalok Fastening Systems Ltd: a name synonymous with consistent, reliable supply to rail customers and many other markets. The leading specialist in supplying Huck© brand fasteners & tooling in the rail market, Permalok are dedicated to providing the right solution, at the right price, to any fastening problem. By virtue of their high clamp forces, Huck© fasteners have high vibration resistance and are designed to provide the most cost effective joining methods in a wide variety of applications, they minimise repair work,
reduce downtime, and stay operational longer. They need less maintenance and can also cut inventory costs. With stock product ranging in diameter from 4.8mm to 32mm, including the installation tooling and spares, Permalok are able to respond quickly to the most urgent requirement as well as scheduled deliveries.
TEL 01302 711308 email@example.com www.permalokfastening.co.uk
March 2014 Page 147
• air park and service brakes • LED lights • ultra-low maintenance deep draw battery • battery charging point • 4-leg integral lifting chains • towing hitch (coupling) both ends • cut outs/lashing points • pockets in deck for use in conjunction with accessories • direction sensing to automatically control lights • solar panels to maintain battery levels • optional extras With a steady flow of orders generated by word of mouth, it was logical to find someone from the industry to further develop our range and customer relationships and Mike Hutchinson whose former career was spent with SRS and Trac has recently joined the business. Hutchinson is now able to spend time with customers to understand their needs both long and short-term and this has allowed KingRail not only to generate new business for its existing products but to establish a development plan for the business to meet customer demand. Commenting on his new role Hutchinson said: ‘I have spent many years in the rail plant industry and feel that with King’s recent rapid growth, I am joining at a time when my experience can
contribute to the successful realisation of its rail industry strategy. I believe that King has a good future within the rail industry as the company has significant engineering resources. King has already demonstrated its success in delivering industry compliant high-performance equipment and has the manufacturing capacity to respond to the high levels of demand for equipment the rail industry is now facing for infrastructure maintenance, together with new projects and renewals.’ Some recent milestones since the division was formed include: • King has been appointed converter/ reseller for GKD rated indicator systems and Spaceguard • the company has already converted more than 60 Komatsu on track
machines (PW150, PW160, PW170, and PC128 models) for Quattro to provide upgrade to RIS-1530-PLT Issue 4 with full wheelbraking • the upgrade of road rail trucks to meet the requirements of RIS-1530-PLT Issue 4 • a new King Rail trailer which can complement rail excavators And the recent closer involvement in the rail sector has also paid dividends with King lowloaders having recently joined the fleets of Cranage Haulage and Total Rail Solutions.
Mike Hutchinson can be contacted on 07974 770 162 and Phil Bacon on 01858 467 361 www.kingtrailers.co.uk
Surveying for a modern railway
Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 firstname.lastname@example.org www.rmf.co.uk
Page 148 March 2014
uch has changed since K J Hall Surveyors first ventured from ‘mainstream’ land and engineering work into being involved with surveying for the railway. From the days when PPE was nothing more than a tabard, and PTS cards really were (orange) card, to the present day, we have been assisting in rail infrastructure renewal, refurbishment, replacement, monitoring and development projects across England and Wales. Surveying instrumentation has advanced too, of course, so that we can now do more, and faster, which has led to increased expectation of the surveyors’ ‘product’. Where once a computer drawing file allowed all design parties to progress their work, the output requirement is now, almost certainly, for some level of BIM compatibility. There is no doubt that the demands on the surveyor are far greater now, in terms of data capture and management than ever before. Fortunately, K J Hall has kept abreast of the advancing technologies and is as able as ever to provide design engineers with cutting-edge solutions for their measurement and modelling requirements. Vast experience of survey problem-solving combined with the latest technologies available to our profession keep us at the head of our field. Tel: 01278 794600 Visit www.kjhsurvey.co.uk
CP5 - a recruiters viewpoint The mood in the rail market is at its most positive since pre-recession times, says Chris James, with real optimism within the sector following the announced £37.5 billion spend for Control Period 5
ith the imminent contract awards for various frameworks, it is certainly an exciting time to run a specialist rail recruitment business. As Network Rail bids to rationalise its infrastructure supply chain there will no doubt be a number of winners and losers in the coming months, which will significantly impact the demand for operational resources in the industry. Amid all the industry positivity there remain a number of workforce challenges. With the CP5 contracts being predominantly regional, many candidates are deferring career moves to see whether April’s contract awards will provide opportunities for long-term work close to home. Naturally, for any professional the prospect of five year’s work in their geographical region is worth waiting for. This delay in decision making in the candidate market is preventing many principle and sub-contractors from recruiting the skills and resource they require now to deliver existing works. This, in tandem with the welldocumented shortage of skills within the sector, provides the perfect conditions for the freelancer market to continue to flourish, with a popular demand for pre-construction specialists and also operational specialists to deliver outstanding CP4 works. This flexible workforce has allowed contractors peace of mind in the short-term, but it will certainly be interesting to see how ‘secure’ frameworks will influence the self-employed labour market, particularly with rumours of 70 per cent of projects being swallowed up into these frameworks. Continue to be incredibly competitive As the UK market continues to grow and with huge international projects also drawing upon our railway resources, the market will continue to be incredibly competitive when recruiting skilled workers. Companies will therefore need
to think differently about how they identify and attract talent to ensure they are at the front of the queue for the best candidates. The coming months are going to be exciting, with the industry filled with a mixture of excitement and anticipation. There is no doubt the railway engineering is a buoyant industry and will provide exceptional opportunities to all involved. Established in 1963, ATA Recruitment has grown to become one of the UK’s leading white collar engineering, and technical recruitment specialists. It has 50 years of experience and a network of regional UK offices. ATA’s Rail division provides specialist permanent and contract white collar recruitment solutions across the rail
sector, offering bespoke solutions in the following areas: • traction and rolling stock • signalling and telecommunications • permanent way – maintenance/renewals • electrification and plant • civil and construction Chris James has been with ATA Recruitment for more than five years managing the Rail infrastructure team; he has a wealth of experience in this sector and a genuine passion for recruitment.
For more information on what ATA‘s Rail division can offer or for an informal chat contact Chris James on 01332 861323 or Email christopher.james@ata-recruitment. co.uk March 2014 Page 149
People News Simon Kirby joins HS2 Ltd HS2 Ltd has appointed Kirby as chief executive – construction. He joins from Network Rail where he is currently managing director, infrastructure projects. Current chief executive of HS2 Ltd, Alison Munro, will continue in that role until September when she will become managing director of development. HS2 chairman, David Higgins, said: ‘Delivering this project in a way which is not just cost-effective, but also delivers its benefits to as much of the country as soon as possible, is a huge engineering project, but Simon has proven throughout his career that he is capable of taking on such a unique challenge. ‘I fully realise that the skills he brings to the task are much sought after throughout the world and we are delighted he has agreed to take on the role - and that Alison Munro has agreed to continue in her role of overseeing both the parliamentary process and the development of Phase Two.’
Julie Carrier to head rail business at WSP Carrier joins professional services company WSP with 20 years’ experience in the management, design and delivery of operational railways. Carrier was previously programme director at Amey where she worked on projects including the Edinburgh – Glasgow improvement programme and Crossrail. Prior to that she was engineering director at Colas Rail. Head of infrastructure at WSP Duncan Symonds said: ‘Julie brings with her a reputation of strong leadership, collaborative working, extensive knowledge of the industry and strong client relationship ethos. Carrier said: ‘My goal is to double revenue over the next two years.’ New role for John Larkinson at ORR The Office of Rail Regulation has appointed Larkinson as director, economic regulation. In his current role as director, railway markets and economics at ORR, Larkinson led the 2013 periodic review. An economist by trade he joined the rail regulator in 2005 from the Strategic Rail Authority. His new responsibilities involve monitoring Network Rail against the challenges of the next five years as well as the development and preparation of the 2018 review, working with newly appointed director of railway markets and economics, Joanna Whittington. Page 150 March 2014
Douglas McCormick selected for two boards McCormick, managing director for Atkins’ UK rail business has been appointed non-executive director to the board of The National Skills Academy for Railway Engineering (NSARE) and the main board of the Institute for Collaborative Working (ICW). Atkins said the appointments strengthen the commitment to improving skills and collaborative working in the rail industry and beyond. McCormick said: ‘Attracting the next generation into engineering is of paramount importance to the industry so that it can continue delivering world-class railways.’
People News Nexus appoints first ever head of heavy rail The passenger transport executive for Tyne and Wear has appointed James Farnell-Smith to act as the organisationâ€™s advisor on all heavy rail matters. Nexus says the role is vital as the northern PTEâ€™s continue to lobby the government for key decisions on rail services in the north to be made at a regional
level, and the importance of the refranchising process of rail routes across the north becomes clearer. Farnell-Smith, 27, who joined Nexus as a graduate in 2009, has risen quickly. He previously managed Tyne and Wear Metroâ€™s operating contract with Deutsche Bahn. New chief executive for Spencer Rail Described by the company as â€˜one of Britainâ€™s most experienced rail industry figuresâ€™, David McLoughlin is set to join in the summer from Network Rail, where he is finance and commercial director for the Infrastructure Projects division. Spencer Group CEO Charlie Spencer said: â€˜David has a vital role to play in setting the strategic direction of the business and the delivery of our key outputs.â€™ Spencer Rail will be forming a new rail infrastructure business led by MD Raj Sinha.
Two new appointments at Frazer-Nash The engineering consultancy has appointed Andrew Shepherd as a senior consultant. He joins from the DfTâ€™s Rail Accident Investigation Branch (RAIB) and previous to that, held senior positions within Alstom Transport, Adtranz (ABB Daimler Benz Transportation) and British Rail.
John Salmon has joined from Network Rail where he worked as a modelling specialist of traffic management systems. He will focus on safety engineering and traffic management systems. Richard Jones, rail business manager at Frazer-Nash, said: â€˜With more than 40 yearsâ€™ rail experience between them, Andrew and John will bring a considerable breadth and depth of railway technical and operational knowledge.â€™
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Signed. Sealed. Ready to deliver. Hitachi Rail Europe will build, deliver and maintain 122 Class 800 series trains for the Great Western Main Line and East Coast Main Line as part of the Intercity Express Programme (IEP). Our success to date has been possible thanks to our dedicated team and our future plans for growth centre on recruiting and developing dynamic individuals to successfully deliver existing and future challenges. We are looking for great people to join us at our central London Head Office and to become part of the growing team in our depot facility in West London. Current opportunities include: New Business Delivery Manager Head of IEP Logistics System Integration Engineer Senior Test Engineer Facilities & Depot Infrastructure Manager Design Engineers IEP Mobilisation Manager
Depot Manager Interior Design/Mock-up Manager EMC Engineer Traction Performance Engineer Change Manager ETCS Signalling Engineers
Do you have what it takes to Inspire the Next? To find out more about a specific role and to apply, please visit our careers site www.hitachirail-eu.com/careers
Control Manager - Crewe Freightliner Heavy Haul Freightliner Heavy Haul is a leading bulk haulage rail operating company that operates across the United Kingdom. We are pleased to announce that an exciting opportunity has arisen within the Operations Department for a Control 0DQDJHUWREHEDVHGLQRXURIĂ€FHVLQ&UHZH The role will have responsibility for leading Freightliner Heavy Haulâ€™s control desks at Crewe and Ferrybridge, managing a team and delivering high standards in a challenging environment. The successful candidate will have had experience of working in an operations control environment and demonstrate a good understanding of railway operating principles, standards and regulations. Essential skills: Â‡ Â‡ Â‡ Â‡
Experience of managing a team, demonstrate strong leadership skills Experience of working in a control environment Proven record of delivering excellence, self-motivated and diligent Able to demonstrate a good understanding of safety standards & rules and regulations Â‡ 4XDOLĂ€HGDVVHVVRUÂ˛$'DFFUHGLWDWLRQRUHTXLYDOHQWÂ˛RUZLOOLQJ WRZRUNWRZDUGVTXDOLĂ€FDWLRQ
Desirable skills: Â‡ Knowledge of rail freight operations Â‡ Good understanding of rail geography Â‡ Experience of managing traction & rolling stock maintenance compliance Â‡ Experience of working with a competence management system Â‡ Good report writing skills Â‡ Analytical approach to problem solving
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March 2014 Page 153
Driver Learning Specialist - East Croydon Up to £50,000 (dependant upon experience) Working to a flexible schedule with an on-call element, this role primarily involves supporting trainee train drivers throughout their journey to becoming fully qualified and productive. You'll facilitate a variety of activities to support learners, from instructing in the cab, to formal learning activities in training centres and simulators. Required Experience: Applicants must be current train drivers and hold an in date licence, a minimum of four years mainline driving experience is essential. Competency Development Manager - East Croydon Up to £50,000 (dependant upon experience) Working as part of a team with a rostered shift pattern, this role primarily involves supporting qualified safety-critical staff. As well as formal learning and assessment activities, it includes first line incident response duties, dealing with major incidents and working as a Train Operations Liaison Manager. Required Experience: Applicants must be current train drivers and hold an in date licence, a minimum of four years mainline driving experience is essential. To apply: You must be authorised to live and work in the UK. To apply contact Russell James on 01332 861811 or email a copy of your CV to firstname.lastname@example.org.
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Be at the forefront of our journey of change 8\HSPĂ„LK4HPUSPUL ;YHPU+YP]LYZ ÂŁ43,510 - ÂŁ43,668 + additional SD\IRU6XQGD\KRXUVĂ°QDO salary pension Reading, Oxford, Bristol, Gloucester, Westbury, Exeter, Par, Penzance & Fratton
With the award of a new rail franchise and PDMRULQYHVWPHQWLQRXUVWDWLRQVHOHFWULĂ°FDWLRQ and Intercity Express Programme, thereâ€™s never been a better time to join us on our MRXUQH\$VD4XDOLĂ°HG0DLQOLQH7UDLQ'ULYHU youâ€™ll play a lead role in our business as we drive improvements and deliver an even better experience to 1.5 million passengers every week. Safety is paramount. Which is why if
youâ€™re successful, youâ€™ll need to attend a pre-employment medical, provide employment references and undertake a criminal record check. As well as an exciting career, we can offer you generous holidays and free travel on our services for you and your family.
So, start your journey here at: ZZZĂ°UVWJURXSMREVFRP
First Great Western is an equal opportunities employer.
GLOBAL REACH, LOCAL DELIVERY www.ata-recruitment.co.uk
ATA Recruitment is a leading provider of professional recruitment services, operating across Engineering and Technical markets to deliver clients tailored solutions to their recruitment and retention challenges.
ATAâ€™S RAIL TEAM
ATAâ€™s rail team is managed by Chris James who has over 5 yearsâ€™ experience within the rail recruitment sector. The team provide specialist permanent and contract white collar recruitment solutions across the sector. Offering bespoke solutions in the following areas: â€˘ Traction and Rolling Stock â€˘ Signalling & Telecommunications â€˘ Permanent Way â€“ Maintenance/Renewals â€˘ Electrification & Plant â€˘ Civil & Construction
SHOULDNâ€™T WE BE TALKING?
(not pictured: Charmaine Welch, Russell James, Jenna Atter, Jade Pettit & David Perrin)
01332 861 326
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Operation & Maintenance