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MAY 2019 Issue 252 £7.95


Trams STATIONS What you need to know about scan-to-BIM

The historic city of Bath could face off a transport crisis with its own tram network SAFETY AT HEIGHT Safety considerations when working at height

INFRASTRUCTURE The rising risk of hidden, harmful contaminates



MAY 2019 ISSUE 252 £7.95


Trams STATIONS What you need to know about scan-to-BIM

The historic city of Bath could face off a transport crisis with its own tram network SAFETY AT HEIGHT Safety considerations when working at height


editor’s note

The rising risk of hidden, harmful contaminates

PUBLISHER RAIL PROFESSIONAL LTD Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Telephone: +44 (0)1268 711811 EDITORIAL EDITOR SAM SHERWOOD-HALE DISPLAY ADVERTISING CHRISTIAN WILES BEN WARING ADAM OVERALL AMY HUDSON RECRUITMENT ADVERTISING MARKETING AITANA BRETON SUBSCRIPTIONS ADMINISTRATION CHERIE NUGENT LISA ETHERINGTON GILL DUNN KIRSTY CARTER DESIGN & PRODUCTION MILES JOHNSTONE Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail


elcome to a bumper issue of the magazine, we have an extra number of Business Profiles from companies present in the rail supply chain – many of whom have stands at this year’s Railtex which takes place halfway through this month. Rail Professional will be there on stand HO2 and we look forward to seeing you all there as well. We are focussing on multiple topics this issue. We have two features on infrastructure and two that relate to safety, we also have a feature from Graham Cross, Chief Executive at Heathrow Southern Railway who explains why cooperation between Government, private sector and stakeholders is essential to the successful completion of a Southern Rail Link to Heathrow. On top of that we have an article on how scan-to-BIM technology is key to delivering state-of-the-art station refurbishment. Georgia-Lee Breadmore of Samuel Knight writes on the skills shortage problem, taking a look at the lack of skills across the industry and offering a few different ways we can address the issue of diversity in rail. We will be focussing on electrification in the next issue. According to a chart produced by the Railway Industry Association that I saw being shared on Twitter by journalist Jon Stone, electrification ground to a halt in 1997 and current problems with electrification programmes are due to a lack of an experienced workforce as nobody has the skills anymore. Given the investment in high-speed rail skills training from institutions like the National College for High Speed Rail and others, we should hope that investment in actual high-speed rail projects continues to ensure we can match skilled people with projects that require those skills. My interview this month is with Ralf Baron, Partner and Global Practice Manager Travel and Transportation (T&T) at Arthur D. Little. We touched on smart cities, autonomous vehicles and good practices in urban mobility. We also have a feature from Dave Andrews, Chairman of Bath Trams, who makes the case for a tram network in Bath. According to the Campaign for Better Transport at least 22 million car journeys a year no longer happen in the UK because of trams. Dave combines all the various benefits to trams over buses and other transport modes and explains why a tram network would fit the streets of Bath perfectly. I grew up near Bath and visit the city regularly and I certainly think a tram would fit the character of the city. It would also fit with the environmental cause as cars produce three times as much CO2 as trams. This is an ironic point to make because, as I write this, the Extinction Rebellion protests are bringing London to a halt and I am currently watching an ITV report that shows protestors standing on a DLR train, claiming they plan to glue themselves to a carriage. Whilst I appreciate the point of the protests is to cause disruption, the optics of blocking an environmentally friendly transport option aren’t exactly good. Hopefully by time you’re reading this that DLR train was allowed to continue on its way. Enjoy the magazine and see you all at Railtex! Sam Sherwood-Hale Editor

Professional will be taken as permission for it to be published in the magazine and online. ISSN 1476-2196 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.

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CONTENTS / ISSUE 252 / MAY 2019 |

10 News Abellio announced as winning bidder for new East Midlands franchise, Network Rail is delivering vital upgrades on the railway between Kintore and Inverurie as part of the Aberdeen-Inverness Improvement Project, HS2 completes key demolitions on site of London’s new high-speed station, More rail passengers than ever before can go paperless, RSSB publishes five-year Business Plan to support a safer railway, Rail stations in line for £300 million funding boost to improve disabled access, Over £1 million recovered from ticketless rail travellers in the past year, Hull Trains secures additional High Speed Train (HST) to bolster reliability, Guidance for responding to traumatic incidents, London TravelWatch calls for all rail operators to pay compensation after 15-minute delays, New trains will be a boost for North Wales rail passengers – Ken Skates, Virgin Trains on course for 50 million passengers ahead of HS2 after breaking new records, Pay as you go with Contactless and Oyster convenience extends to Hertford North, Shotts line electrification completed on time and on budget, Nicky Morgan MP champions innovation in the rail industry

25 In the passenger seat Nine in ten tram passengers are satisfied with their journey in Transport Focus’s latest Tram Passenger Survey. So, what’s the secret to tram’s success?


31 Laying down the law When completion of a contract never comes, can you rely on the Liquidated Damages provisions to recover delay costs?

34 Viewpoint Lucy Battle, Director at Freshwater, explains the three rules for keeping rail moving: Innovation, evolution, and revolution

39 The Cheek of it Demand for passenger rail services in the UK rose during the Autumn quarter, as the network recovered from performance problems caused by new timetables and other infrastructure problems

43 Delivering the goods Alex Veitch, Head of Multimodal Policy at the FTA explores No Deal preparations and what this will mean for the rail supply chain

47 Viewpoint John Newbury, Product Manager at Ramtech Electronics, looks at how the latest technology signals a step change in safety by stopping electrical fires before they ignite

51 Legal In the last of a series of four articles on common areas of dispute and how to avoid them, Ron Nobbs and Charlotte Heywood of Stephenson Harwood LLP provide their tips on managing NEC infrastructure contracts

55 Infrastructure Asad Khair, Infrastructure Advisory Director at KPMG, argues we’re heading in the right direction when it comes to digitising infrastructure, but more targeted investment in rail will enable greater progress >>>

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CELEBRATING SUCCESS The 22nd Rail Business Awards recognise and reward excellence in businesses, technology and engineering and celebrates individuals and companies in the UK rail industry. NEW VENUE FOR 2020


CONTENTS / ISSUE 252 / MAY 2019 |

59 Cooperation

105 Safety

A successful Southern Rail Link to Heathrow requires cooperation between Government, private sector and stakeholders, Graham Cross, Chief Executive at Heathrow Southern Railway explains why

Simon Mealor from working at height experts, Altus Safety, discusses safety considerations when working at height in a rail industry setting

65 Railtex 2019 Preview The Rail industry converges on the Birmingham NEC for the 14th International Exhibition of Railway Equipment, Systems & Services

71 Rail Professional Interview Sam Sherwood-Hale spoke to Ralf Baron, Partner and Global Practice Manager Travel and Transportation (T&T) at Arthur D. Little, based in Frankfurt

79 Stations


109 Business Profiles APPS UK, HGI, Dexine Leyland Rubber Technology, Bender UK, Arrow Solutions, Axiomtek, HARTING UK, Bollé Safety, Bridgeway Consulting, Caunce O’Hara, Marshalls CPM, Elite Precast Concrete, Flexicon, Furrer+Frey, Garrandale Rail, HYTORC, Lineside Structure Maintenance, nora flooring, PFISTERER, ACOREL UK, Silenzio Panels, Taylor Technology Systems, William Cook Rail, Frazer-Nash

178 People Matthew Prosser, Adam Street, Darren Fodey, Charlotte Heywood, Eran Gartner, Kevin Blacktop, Ian Griggs, Steve Holroyd

Lee McDougall, Director at architecture and building consultancy practice AHR, outlines why scan-to-BIM technology is key to delivering state-of-the-art station refurbishment and long-term facilities management

85 Skills Georgia-Lee Breadmore of Samuel Knight International explains how to address the skills shortage problem in rail

89 Infrastructure Accelerated growth in rail infrastructure and trackside developments pose a rising risk ofexposure to hidden, harmful contaminates. Jon Clements, Commercial Director of Ensafe Consultants highlights how to deal with current contaminated land challenges

95 Trams In March £1.95 million funding was secured for a study into a mass transit system for the West of England, potentially linking Bristol with Bath and other towns. Dave Andrews, Chair of Bath Trams, makes the case for a Bath tram network

101 Health & Safety Henry Kirkup, Health & Safety Partner at law firm BLM, explores the impact the guidelines continue to have on organisations and individuals within the industry

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News in brief... Blackpool Trams top customer satisfaction survey An independent national survey has revealed that Blackpool Trams are number one for customer satisfaction in the UK, for the second year running. The research, published by Transport Focus on 2 April 2019 sees Blackpool Trams outperform other UK city tram operators such as Manchester Metrolink and West Midlands Metro, with the joint highest customer satisfaction score of 97 per cent shared with Sheffield Supertram. Stagecoach and Tram Train survey results Survey reveals 97 per cent of Stagecoach Supertram customers and one hundred per cent of Tram Train customers are satisfied with their service. More than nine out of ten Stagecoach Supertram passengers are satisfied with their overall service, an independent survey released on 2 April by Transport Focus has revealed. Some 97 per cent of passengers are satisfied with their overall journey, an increase from 95 per cent last year.

Abellio announced as winning bidder for new East Midlands franchise Abellio has been selected as Winning Bidder to run the next East Midlands rail franchise. The contract is due to begin on 18 August 2019, will run for at least eight years, and will be known as East Midlands Railway (EMR). EMR is a wholly owned subsidiary of Abellio Transport Holdings. This news means that Abellio will oversee delivery of improvements for passengers over the coming years, building on the hard work of the existing team. EMR will lead the railway into the next generation of new trains and take full advantage of a £1.5 billion Government investment in stations and upgraded tracks that will give passengers more seats, more trains and better stations. Abellio’s commitment involves £600 million of investment in: • Brand new bi-mode trains • A high-quality, dedicated, electric train service between London and Corby • The introduction of faster, modern, refurbished trains across the whole network. This investment will also see transformed stations, improved ticketing and accessibility, and enhanced training and benefits for Abellio’s employees. Dominic Booth, Managing Director of Abellio UK, said: ‘Abellio is proud to have been selected as the Winning Bidder for the East Midlands franchise. We look forward to this franchise driving economic growth and delivering significant benefits for passengers. Abellio will invest £600 million in improvements to trains and stations, maximising the effect of the Government’s £1.5 billion upgrade of the Midland Main Line, to make journeys easier, more reliable and comfortable for our passengers. ‘Closer collaboration between East Midlands Railway and Network Rail will ensure that track and train are aligned to deliver vital enhancements to infrastructure and to put the interests of passengers first.’

Enclosures from the smallest to the largest. ENCLOSURES




News in brief... RoSPA Gold Award for West Midlands Railway and London Northwestern Railway A Gold Award for health and safety practices has been presented to West Midlands Railway and London Northwestern Railway. The train operators have been recognised for an ongoing commitment to ensuring that staff, customers and contractors get home safely at the end of every day. Thousands of volunteers across Britain bring stations and railways into the heart of communities A report released on 11 April has revealed that a hidden army of 8,500 ‘community rail’ volunteers give nearly 400,000 hours a year to bring local railway lines and stations back into the heart of their communities – promoting sustainable travel, empowering communities, and benefitting health, wellbeing and social inclusion. The report, by the Association of Community Rail Partnerships (ACoRP) and supported by Rail Delivery Group (RDG), finds that the community rail movement has seen



Network Rail is delivering vital upgrades on the railway between Kintore and Inverurie as part of the Aberdeen-Inverness Improvement Project From end of service on Friday, 19 April, until the start of service on Tuesday, 23 April, engineers extended bridges at a range of locations on the line to create the space needed to add a second track between Aberdeen and Inverurie. Work was also carried out to remove redundant structures on the railway and enhance undertrack drainage. A further phase of work on these enhancements took place on Saturday, 27 April, and Sunday, 28 April, with buses again replacing trains between Dyce and Inverurie. Funded by the Scottish Government, the Aberdeen-Inverness Improvement Project will increase capacity on the route between the two cities. The benefits of the project for ScotRail customers include: • More services between Elgin and Inverness (from December 2018), increasing during 2019 until there is an hourly service all day, providing 1,300 additional seats • Additional ElginAberdeen early morning and late evening services • InterCity trains operating between Aberdeen and Inverness, providing an extra 1,400 seats each day between the two cities • A half-hourly service all day between Inverurie and Aberdeen from December 2019, with extra services at peak times, providing 3,000 additional seats each day. Network Rail engineers will also be working from May to August to complete the multimillion-pound upgrade to the track and signalling between Aberdeen and Inverurie. From 4 May until 19 August, the railway will undergo a series of closures to allow engineers to double the track between Dyce and Inverurie, carry-out more bridge upgrades and deliver signalling enhancements.


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News in brief... huge growth in recent years, now with 1,000 station ‘friends’ groups and 61 regional or line-based community rail partnerships across Britain. Eurotunnel hands over the new Douane-SIVEP control centre to the French authorities On Thursday 4 April, Eurotunnel officially handed over buildings intended for customs, veterinary and phytosanitary inspection services, to the French authorities, represented by Fabien Sudry, Prefet of the Pas-deCalais region. FTA’s Fleet Engineer conference is back FTA’s Fleet Engineer Conference will be back on 11 June 2019 at the National Agriculture and Exhibition Centre (NAEC) in Stoneleigh, Warwickshire. The key focus will be the advancement of vehicle technology and preparations which engineers can make so that they can maintain these vehicles in a fully compliant condition.   Chorley railway bridges to undergo vital refurbishment work Two bridges over the West Coast main line in Lancashire are being refurbished to secure the future of the railway crossings for decades to come. The work as part of the Great North Rail Project involves Coppull Moor Lane and Chorley Lane railway bridges. Improved level crossing safety on the Felixstowe branch line Four level crossings on the Felixstowe branch line will be upgraded to make crossing the railway safer as part of

HS2 completes key demolitions on site of London’s new high-speed station HS2 has completed two major demolition projects at Euston as work continues to deliver extra capacity and improve journeys for the 44 million passengers who use the station every year. The clearance of the buildings to the west of the station reveal, for the first time, the full scale of the new platforms and concourse that will built as part of Britain’s new high-speed rail project. Once complete, HS2 will more than double the number of seats out of Euston during peak hours, with the first six new 400-metre platforms built adjacent to the existing station to reduce disruption to passengers during construction. The six-month demolition of the former Ibis hotel on Cardington Street, was completed in the second week of April. The painstaking demolition of the five-storey, 380-room building, involved the removal of almost 9,000 tonnes of material with 95 per cent set to be recycled or reused on site.

More rail passengers than ever before can go paperless

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expected that nine in ten tickets to be available for sale to customers as smart tickets. With smart ticket options now available with every train operator in Britain, the rail industry is now working with Government to progress its proposed reforms to the fares system which would allow passengers to make the most of the benefits. Its first major submission to the Williams Rail Review put forward proposals which, with updates to regulation, pave the way for pay‐ as‐you‐go price caps to be introduced across the country. On long‐distance journeys, it could enable a greater range of on‐the‐day fares for people to buy on their smartphone, giving them more options at a better range of prices.

Thousands more train passengers will be able to wave goodbye to their orange tickets this month as train companies make smart tickets more widely available with the roll out of new technology across the network. Following recent upgrades, passengers travelling from all major stations across Britain including Waterloo, Brighton, Gatwick Airport, Edinburgh Waverley and Glasgow Central are now able to go paperless, buying smart tickets more quickly and easily online or via their smartphones to store on their handset or a smartcard. After further installation of readers at stations around the country and software updates due at the end of April, it is

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News in brief... a £60.4 million project to increase capacity. New platforms on track for Glasgow Queen Street The transformation of Glasgow Queen Street station entered a new phase in April as engineers begin work to complete the extension of the station’s platforms. The platforms are being extended so longer electric trains can use the station, delivering more seats and faster journeys for customers as part of the £120 million redevelopment of Glasgow Queen Street. Major project to improve accessibility at Lincolnshire railway station completed Network Rail, in partnership with TransPennine Express and the Department for Transport, has successfully completed a major project to improve accessibility at Scunthorpe railway station through the installation of a new footbridge and two new lifts. The project also saw upgrades to the CCTV and PA systems, as well as the installation of new lights and way finding signs. Independent recognition for South Western Railway’s customer service training South Western Railway’s Customer Experience Training team recognised for its training programmes by the prestigious Institute of Customer Service. The Institute has recognised SWR for its Customer Ambassador, Customer Service Assistant, Rail Operator and Revenue Protection training programmes.

RSSB publishes five-year Business Plan to support a safer railway RSSB has published its 2019-2024 Business Plan, outlining how it will work over the next five years to support a safer railway into Control Period 6 (CP6) and beyond. Setting out how RSSB will meet a range of industry priorities and challenges to put passengers first, the plan focuses on the crucial areas of safety, health and wellbeing, sustainability, efficiency, innovation and the future post-Brexit. Chief Executive, Mark Phillips, said: ‘Our new five-year Business Plan sets out how we will continue to support our members and stakeholders to deliver a better, safer railway into CP6 and beyond putting passengers first. ‘With a sharp focus on research, analysis and standards, we are determined to improve the overall experience for our customers, deliver value for our membership and reduce our dependence on the membership levy by developing commercial opportunities including enhanced training and bespoke services. ‘RSSB is in a unique position within the rail industry and we are indispensable when it comes to ensuring best practice in reducing risk and cost and maintaining the high levels of safety the industry currently enjoys.’ Specific 2019-2020 deliverables include: • Supporting the industry to reduce the effects of poor adhesion conditions using improved technology and procedures to achieve better reliability and resilience, including piloting double variable rate sanders on the GB mainline • Launching a new Health by Design web hub, containing key resources for incorporating health and wellbeing within member organisations, including trialling health and wellbeing training for the workplace • Delivering research outputs to help support industry performance as part of the PERFORM research programme, including research into enabling better planning and resource management during train disruption • Building on our work in CP5 to provide the functionality, guidance and training members require to use the industry’s Safety Management Intelligence System (SMIS). This is delivering the safety intelligence a world class railway needs, with better linking of data to the tools, models and systems used by the industry • Refreshing the industry strategy for Leading Health and Safety on Britain’s Railway (LHSBR), monitoring progress through the publishing of quarterly updates, working in collaboration with the industry • Agreeing the revised regulatory framework, including the role of standards with industry and the Regulator, in-line with post-Brexit legal framework, amending standards, policies and governance • Developing new digital railway standards based on the requirements from the Digital Railway Programme, supporting the development of solutions so ensuring human factors are fully considered in the on-going work • Supporting delivery of the industry’s carbon and air quality strategies including identifying, agreeing and systematically collecting environmental metrics for the rail industry to monitor. RSSB has developed its CP6 Strategic Business Plan in consultation with members, affiliates and the wider GB rail industry.

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News in brief... Caledonian Sleeper gives first look inside new trains on revamped website Caledonian Sleeper has unveiled the first images from inside its new fleet of trains on a revamped website launched to mark the final countdown. The overnight rail service between London and Scotland will be transformed by the introduction of the £150 million fleet, with a total of 75 new carriages set to make their debut. Chiltern Railways receive a 92 per cent National Rail Passenger survey score Passengers have rated Chiltern Railways the top franchise operator in the Which? and National Rail Passenger Survey (NRPS) customer polls. The NRPS result comes in the same week after Chiltern Railways were named best franchise rail operator in the Which? 2019 Passenger Survey and highestscoring London commuter route.   Quicker journeys promised by GWR Network Rail carried out vital electrification works in the Severn Tunnel over the Easter period. The work will enable passengers to experience the full benefits of GWR’s new Intercity Express Trains, will also see a new accessible footbridge provided at Patchway Station. ScotRail Alliance raises £200,000 for MND Scotland as it enters third year of partnership ScotRail Alliance customers and employees have raised almost £200,000 for the fight against Motor Neurone Disease – smashing the three-year target in under two years. Monday 1 April 2019 marked the second anniversary of the partnership between the ScotRail Alliance and MND Scotland.

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Rail stations in line for £300 million funding boost to improve disabled access Disabled rail passengers across Britain will benefit from better access at stations thanks to a £300 million government investment. Transport Minister Nusrat Ghani has announced that over the next five years journeys will be opened up across Britain as upgrades, including footbridges and lifts, make it easier for disabled people to travel on the UK’s rail network. Several other stations will also see smaller scale improvements such as tactile paving on platform edges or adjustable ticket counters, to allow disabled passengers to travel with confidence. The improvements at 73 stations will be funded as part of the Department for Transport’s Inclusive Transport Strategy, published last year. The funding will also benefit those with health conditions or older people with impairments, along with people travelling with children, heavy luggage or shopping. Following nominations from the rail industry, stations were selected based on a range of criteria including footfall weighted by disability in the area, value for money, and local factors such as proximity to a hospital. The stations were also chosen to represent a fair geographical spread across the country. The Access for All programme was first launched in 2006 and has delivered more than 200 accessible routes into selected stations so far. A further 1,500 stations have received smaller scale improvements such as accessible toilets, platform humps to reduce stepping distances and improvements to help those with a visual or hearing impairment. This is a step towards the target set out in the Inclusive Transport Strategy to create a transport system that offers equal access by 2030 and to make travel easier for disabled people. A genuinely inclusive transport system – including the design of all future transport technologies – is central to the Government’s mission to build a country that works for everyone and forms a crucial part of the Future of Mobility Grand Challenge which will put the UK at the forefront of transport innovation.

Over £1 million recovered from ticketless rail travellers in the past year Over £1 million of revenue has been recovered from ticketless rail travellers using London Northwestern Railway and West Midlands Railway services over the past twelve months. Revenue protection managers at the train operators recovered a total of £1,284,746 of unpaid fares during the financial year to April 2019. £876,483 was recovered from passengers on London Northwestern Railway services and £408,463 was recovered from passengers on West Midlands Railway services. These figures cover both Penalty Fare Notices and tickets sold to passengers at stations, attempting to board trains without paying. The train operators issued a total of 19,579 penalty fares during this period. Penalty fares are issued to anyone found travelling without a ticket, where they started their journey from a station where ticket purchasing facilities were available. These can be issued by teams stationed

at ticket barriers, but also by revenue protection managers on trains across the rail network. These cost passengers either £20 or twice the walk-up single ticket cost, whichever is greater. 95 per cent of these Penalty Fares were enforced last year, with just five per cent being successfully appealed. The train operators are continuing to tackle ticketless travel across the rail network, and during March 2019 alone, revenue protection teams spent 2,506 hours at stations and on trains.

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News in brief... Nexus carries out track replacement work in Gateshead Nexus, the public body which runs the Tyne and Wear Metro, is carrying out a major programme of track replacement work in Gateshead. The work will see 1.6 kilometres of line replaced between Gateshead Stadium and Felling as part of the £350 million Metro: all change modernisation programme. Virgin Trains statement Virgin Trains issued the following statement in response to the news its bid for the West Coast Partnership has been disqualified. A Virgin Trains spokesperson said: ‘We’re very disappointed by the DfT’s unexpected decision. We’ve led the industry for more than 20 years with our ground-breaking innovations, such as automatic delay repay, and award-winning customer service. We’re studying the DfT’s decision carefully to understand why they’ve taken this action and would like to reassure all our customers that they can still book and travel as normal.’ Maritime Intermodal is launched with train naming ceremony Following the recent long-term agreement between DB Cargo UK and Maritime Transport to increase rail freight capacity, ‘Maritime Intermodal’ was launched at a celebration event in West Yorkshire. Over 120 rail, logistics and retail professionals and the Mayor of Wakefield, Stuart Heptinstall gathered at Wakefield Europort in Castleford on Friday 29 March 2019 to see the unveiling of two DB Cargo Class 66 locomotives liveried in Maritime colours and given the names ‘Maritime Intermodal One and Two’.

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Hull Trains secures additional High Speed Train (HST) to bolster reliability Hull Trains has secured the loan of an additional Intercity 125 High Speed Train (HST) from Great Western Railway (GWR). The additional train will be included as part of Hull Trains’ service in order to improve the reliability of the train operating company’s fleet of Class 180s, which will be in service until the arrival of a fleet of new trains in November 2019. The company had already secured an initial HST in January, which is already in service from Thursday to Sunday – before heading to Bristol for maintenance. The additional train will run from Monday to Thursday, meaning that Hull Trains has additional resource readily available should there be a fault at any time. The HST only became available as GWR continues to introduce a brand-new fleet of trains in the south west. The HST will enter service ahead of the delivery of a fleet of new state-of-the-art Class 802 trains in December - currently under construction by Hitachi Rail based on bullet train technology.

Hull Trains, which operates 92 services a week, needs three of its four trains to fulfil its timetable with one always being in a scheduled rolling maintenance programme. This meant that a fault on one service could sometimes result in a change to its operating schedule – impacting on the company’s customers. Whilst this hasn’t been a major problem since Hull Trains received the fleet in 2008, fragility in the operational performance of the trains throughout 2018 resulted in Hull Trains having to look further afield for additional capacity. The addition of the first HST has resulted in far fewer cancellations during the first part of 2019, as the Hull Trains team works hard to continue to improve its reliability and punctuality. The HST is the fastest diesel locomotive in the world, with a regular service speed that matches Hull Trains’ current trains. Used by British Rail before the privatisation of the railways, these trains are still in use with other train operating companies widely across the UK. Louise Cheeseman, Managing Director for Hull Trains, said: ‘Bringing the first HST into service has been extremely beneficial for Hull Trains and its customers – we have already seen more reliability and punctuality in our services. ‘The HSTs do not only provide the additional resource which allows us to run our services, but it also allows us to reduce any strain on our current Class 180s until the new trains are launched in November. ‘We would like to thank the teams at GWR and FirstGroup – their hard work has enabled us to secure this additional train. The train will continue to build on the fantastic service we strive to provide for our customers and provide greater assurance to those who travel with us.’

Quality products for the modern overhead contact lines Arthur Flury HS25 Section Insulator The HS25 Section Insulator is successfully installed on all electrified routes throughout the UK - and with good reason. Fully compliant with EN50124-1 and EN50119 for outstanding creepage and arcing separation, the runners are directly connected to the contact wire at both entry and exit, thereby offering a smooth and uninterrupted passage for the pantograph.

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Guidance for responding to traumatic incidents RSSB has produced a guide to help its members support their employees following a traumatic incident. Potentially traumatic incidents can occur in any part of the rail industry affecting train or freight operating companies, suppliers and infrastructure, with a wide range of incidents having the ability to affect the mental health of their employees. RSSB’s guide provides recommendations on how companies can support staff after experiencing a workplace trauma. There is a supporting toolbox with templates that companies can seamlessly use and adapt themselves. It outlines how to identify the employees at risk immediately after an incident and the period following, such as those dealing with fatalities on the railway or workplace abuse. Helping to assess employees from the point of the incident onwards, the guide provides information on referring employees to clinical support services and identifies further resources, training and support available. The guidance has been endorsed by ASLEF, RMT and TSSA, as well as other crossindustry groups. RSSB members can access the toolbox, background scientific evidence and recommendations via SPARK.

London TravelWatch calls for all rail operators to pay compensation after 15-minute delays London TravelWatch has welcomed the launch of Great Western Railway’s (GWR) new delay repay scheme and called for other operators to follow suit. GWR passengers with single, return or weekly tickets can now benefit from the new compensation arrangements which allow passengers delayed between 15 and 29 minutes to receive compensation of 25 per cent of the cost of their fare. This follows the extension of delay repay 15 to GTR, South Western Railway and c2c last year and the introduction last month of delay repay 15 to Greater Anglia and automated delay repay for some South Western Railway ticket holders. Previously passengers had to wait until their train had been delayed by 30 minutes or an hour on GWR Inter City services before they were able to claim. However, this still leaves twelve operators who are not signed up to delay repay 15. Rail Professional

New trains will be a boost for North Wales rail passengers – Ken Skates Minister for Economy and Transport, Ken Skates has visited rolling stock manufacturer Vivarail to see the new Transport for Wales trains that will transform the customer experience for rail users in North Wales. The trains are part of the £5 billion investment being made by Transport for Wales across Wales and the Borders and are expected to go into service first, in North Wales, during 2019. The additional trains will provide a more efficient and environmentally friendly service using diesel and batteries. The new hybrid units will be the first used in regular passenger service in the UK. Each train will have three carriages containing 125 seats with a total capacity of 293. North Wales will benefit from the new units first on the Wrexham to Bidston route before the Crewe to Chester and Llandudno to Blaenau Ffestiniog routes. Minister for Economy and Transport Ken Skates said: ‘It’s been great to visit our rolling stock manufacturer, Vivarail and to see the Transport for Wales trains that will be running on routes in North Wales later this year. ‘We’ve had an opportunity to take a ride on the trains on Vivarail’s test track and gain a real understanding of the hybrid engine. Not only will these transform the experience on board for rail passengers in North Wales, they will use 25 per cent less fuel and have a regenerative braking system that captures energy back into the batteries. ‘These modern trains demonstrate our commitment to sustainability and the environment, as well as our ambitious plans to transform the experience for rail users. ‘The Welsh Government is absolutely committed to improving our rail services and through our investment I am confident over the coming years people across Wales will be benefiting from the best passenger rail service in the UK which will be a vital step change as we leave the European Union.’

Virgin Trains on course for 50 million passengers ahead of HS2 after breaking new records Virgin Trains has broken new passenger records after almost doubling rail industry growth levels. Nearly 40 million journeys were made over the last year (2018/19) on the route connecting London to major cities such as Manchester, Birmingham, Preston and Glasgow, a 3.1 per cent increase on the previous year and up by close to ten million compared with six years previously. • Nearly 40 million Virgin Trains passenger journeys last year, up from 30 million just six years ago • Report by Campaign for Better Transport says ‘transformative’ investment in Virgin High Frequency (VHF) timetable has underpinned growth • VHF boosting regional economies, cutting pollution and motorway congestion, report finds. The current growth trajectory will

see nearly 50 million passenger journeys being made on the west coast route by 2026 when the HS2 route between London and Birmingham is due to open.

It comes as a new report by Campaign for Better Transport found that growth on the west coast route had nearly doubled that of the rest of the rail industry following ‘transformative’ investment by government and industry in the Virgin High Frequency timetable a decade ago.

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Pay as you go with Contactless and Oyster convenience extends to Hertford North Pay as you go with Contactless and Oyster arrived at Hertford North, Bayford and Cuffley on 2 April giving Great Northern passengers greater convenience, with cheaper fares for all single and most return journeys to London Terminals on weekdays. Passengers now have the option of using pay as you go with Oyster or contactless cards or devices. Great Northern’s parent company Govia Thameslink Railway has worked with Transport for London (TfL) and the Department for Transport to extend the system to the three Hertfordshire stations. Besides the installation of card readers, at least half of the ticket machines at each station have also been converted to allow customers to top up their Oyster card. Customers can also use the free TfL app to top up their Oyster card and to check their balance and journey history on the go. To mark the arrival of the new benefits, representatives of Hertford Town Council visited Hertford North Station today to be welcomed by station staff as the first official contactless users through the gates. Although this extension of pay as you go does not include Travelcards, TfL’s daily price cap will apply, so passengers going on to make one or more journeys within the pay as you go area will pay little or no more than the cost of a paper Day Travelcard, and in the case of Cuffley, considerably less. Monday to Sunday weekly capping will also be available to contactless customers, meaning regular users will never be charged more than an equivalent sevenday paper Travelcard. The full range of paper tickets remains available so that customers can still benefit from discounts and offers that are not available with pay as you go, such as Great Northern’s GroupSave and ‘Kids for £2’ deals. At weekends, super off-peak paper tickets will remain cheaper than the pay as you go fare. Season tickets from these stations will not be available on Oyster and there are no changes to season ticket fares.

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Shotts line electrification completed on time and on budget Network Rail has completed the £160 million electrification of the Shotts Line on time and on budget. Delivery of the Scottish Government-funded project to upgrade the line between Edinburgh and Glasgow creates a fifth electrified route between Scotland’s largest cities. A central part of the Scottish Government’s rail strategy, electrification has the potential to transform the passenger experience on the line, reducing journey times and adding capacity, on comfortable, efficient and more reliable electric trains. The investment was made to add resilience and capacity into the network to cater for projected growth in passenger numbers from towns such as Livingston and West Calder into Edinburgh in the east and from Cleland and Shotts into Glasgow in the west. The project team worked more than one million hours to install the 1,400 masts that have been erected to carry the 223 kilometres of overhead wires needed to electrify the line. Major modifications have also been carried out at 17 bridges – including the removal of some and demolition-reconstruction of others – along the route to create enough space for the new overhead lines.

Nicky Morgan MP champions innovation in the rail industry On 8 April, Nicky Morgan, MP for Loughborough, visited Loughborough University as part of the Railway Industry Association (RIA) 2019 Rail Fellowship Programme. Nicky Morgan, Chair of the Treasury Select Committee and former Secretary of State for Education, spent the morning at Loughborough University learning about Repoint – innovative track switching technology that uses multi-channel redundancy to ensure the continuous running of a railway switch during a fault, without the need for immediate repair. The project was developed by Loughborough University with delivery partners and RIA members Ramboll and Progress Rail. She was shown around by experts at the University, which is part of the UK Rail Research and Innovation Network (UKRRIN), a new £92 million partnership between the rail industry and academia to spur innovation in the sector. The visit included a full-scale demonstration of Repoint technology designed to improve reliability, reduce maintenance costs, and increase network capacity.  

Nicky Morgan’s visit is part of the second year of the RIA Rail Fellowship Programme – a programme launched in 2018 to showcase the work of the UK rail supply chain by encouraging parliamentarians and influencers to gain hands-on experience in the industry. As the first RAI Rail Fellow of the Class of 2019, she joins the likes of Lilian Greenwood MP, Chair of the Transport Select Committee and Priti Patel MP, former Secretary of State for International Development. Nicky Morgan MP said: ‘The UK’s rail industry is essential for boosting growth and productivity in the UK economy, so I am grateful to the Railway Industry Association and UKRRIN for giving me an opportunity to witness the rail sector in action in my own constituency. ‘Seeing how far Loughborough University has been able to develop the pioneering rail track switching technology was both insightful and encouraging. It is a superb example of the collaborative innovation needed to improve rail transport – of which the UK is at the forefront.’


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The Track Side PIRA has been specifically designed for the Rail Industry to deliver Airborne 10RT into the atmosphere. This will help absorb particulate matter generated from a multitude of operations from, ballast drops, tamping, DEEE, vehicle movement and general dust and odour related issues. The TSP is a self-contained mobile unit which will produce a 40 micron water droplet from the rotary atomiser and when infused with Airborne10RT will absorb total suspended particulate matter. The frame is constructed of mild steel which is situated on wheels along with 4 x lifting points for easy manoeuvrability around stations, platforms, track, rail trolleys and tunnels. The TSP is fitted with a self-contained water tank, generator, pump, control panels and a multifunctional 285 degrees rotary atomiser head and hydraulic arm with a height restriction of 2400mm and offering fantastic versatility for any operation.






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In the passenger seat David Sidebottom

Tram passenger satisfaction riding high Nine in ten tram passengers are satisfied with their journey in Transport Focus’s latest Tram Passenger Survey. So, what’s the secret to tram’s success?


lmost 5,000 passengers in Blackpool, Manchester, Sheffield and the West Midlands were asked how satisfied they were with their tram service. The survey also assessed their satisfaction for a wide range of aspects including value for money, the tram stop, waiting for the tram, environment and comfort on the tram, cleanliness and information outside the

trams and the role of the tram driver. Passengers in Blackpool and Sheffield were the most satisfied overall with their journey at 97 per cent. Passengers rated Blackpool as the best value for money service with 91 per cent satisfaction. Up and down the country tram operators are providing passengers with a very good experience. Blackpool, Manchester, Sheffield and the West Midlands can be proud that

their staff’s commitment to providing a comfortable service continues having produced such good results. Satisfaction with value for money among fare-paying passengers remains at 68 per cent satisfaction across the four areas. Satisfaction with punctuality and the length of time waiting for the tram have remained unchanged since 2017, with 89 per cent of passengers satisfied with both



aspects. Satisfaction with the helpfulness and attitude of staff increased to 89 per cent (from 82 per cent in 2017). Across the four networks, tram passengers reported a significant increase in satisfaction with the smoothness of their journey. On the largest and busiest tram network outside of London, the Manchester Metrolink, passengers reported a significant increase in this area of passenger comfort. It’s good to see that passengers using the Manchester Metrolink reported a significant increase in satisfaction with value for money from the last trip they took. Operators must not rest on their laurels, however. Passengers should feel their experience is worth the money paid and operators should continue to focus on areas for improvement like the cleanliness of services and providing enough space to sit or stand on every tram. Trams seem to attract and keep passengers in a way that other modes of transport seem to struggle to do sometimes. Reliability must be the key to this. On the railways and buses reliability comes up time and again as the key driver for satisfaction and one of the key priorities for improvement. The trams’ ‘right of way’ makes them more reliable. Despite the introduction of additional

Rail Professional

vehicles across the Metrolink network in the last few years, the latest survey shows passenger satisfaction with the amount of space onboard and comfortable space to sit and stand is down in Manchester. While Manchester will be introducing additional vehicles in 2020, networks become more popular and therefore more crowded, especially in the busy peak travel periods. Authorities and operators must consider how they can keep up pace with demand and ensure they continue to invest so passenger journeys continue to be an enjoyable experience. Looking at the key factors driving tram passenger satisfaction confirms that value for money and the on-board environment also figure large – timeliness is well down. What makes a great tram journey? The onboard environment and a smooth ride. Passengers reported a significant increase in satisfaction with the smoothness of their journey at 82 per cent (from 80 per cent in 2017). For the first time passengers on Sheffield’s new Tram Train services were also surveyed with one hundred per cent passenger satisfaction on this route! £73 million of Government money has been put into this new project designed to allow running in the city streets and on the rail

network outside. Passengers love it, with nearly everyone saying they were satisfied overall. While some of that cost will ensure this concept can be used elsewhere, the National Audit Office issued a damning report on the project. In a sense though, what is there not to like about new trains, improved stations and more choice? The Tram Passenger Survey provides a constant, robust measurement of passenger satisfaction with tram services. It also informs our understanding of barriers to greater use of tram, how to encourage greater use and how to improve passenger experience. The team at Transport Focus has presented the findings form the latest survey to the tram operators, transport authorities and other key stakeholders. Transport Focus will continue to work collaboratively with these decision makers to identify areas of passenger concern and general improvements and develop action plans to resolve them. The insight gathered by Transport Focus confirms there is a great opportunity for local and national governments to do more to expand tram. David is Director at Transport Focus

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Getting personal with disruption messaging: how Zipabout is transforming passenger communications


s passenger dissatisfaction grows with every generic rail disruption announcement, transport technology specialist Zipabout is enabling train operators to rebuild their fractured customer relationship through personalised communications. The outdated approach to passenger communication According to the 2018 National Rail Passenger Survey, customer satisfaction with the UK’s rail services is falling fast. In particular, more than half of passengers are unhappy with the information provided in the case of disruption to their journeys. The outdated mass broadcast approach used by operators to communicate with those who use their networks creates an irrelevant information overload and frustrates passengers used to accurate personalisation found elsewhere in everyday life. Such complex personalisation offered by the likes of Amazon has previously been beyond the reach of the transport industry. Faced with the reality however of losing dissatisfied passengers to private third-party mobility providers, some forward-thinking rail companies are now looking to companies outside their own sector to help solve the problem. The Connect solution One such company leading the way in customer-centric personalisation for the transport industry is tech specialist Zipabout. Its unique Connect product is the first two-way communications channel to deliver fully personalised disruption information to passengers in real-time via Messenger – a global first for both transport and Facebook. It is supported by an ethical and GDPR-compliant communications framework developed with support from the Department for Transport. Disruption messaging and Delay Repay on National Rail Enquiries Connect was integrated into National Rail Enquiries in 2018. Passengers are notified of cancellations or any significant delays to their journeys, and provided with clear rerouting alternatives. Connect also enables National Rail Enquiries to deliver the first ever automated Delay Repay notifications to passengers affected by significant delays. As rules for compensation differ from operator to Rail Professional

operator, Connect removes any confusion for the passenger by automatically providing a direct link to the relevant operator’s compensation form in the event their journey has qualified for the Delay Repay scheme. Crispin Humm, Head of Customer Strategy at Rail Delivery Group, said: “I am delighted for National Rail Enquiries to be working in partnership with Zipabout. Connect is a global first in the transport sector and a real step-change for the industry.” Going multi-modal with ScotRail Connect is the key to providing a seamless multi-modal journey experience for passengers. Working with ScotRail in early 2019, Zipabout further developed Connect to enable the delivery of multi-modal rerouting alternatives, recognising that most passenger journeys cross multiple transport modes from first to last mile. In the event of disruption on the rail network, ScotRail passengers are now offered information on re-routing alternatives on buses, giving them a variety of options to complete their journey. Providing a direct channel for customer feedback with East Midlands Trains As a two-way channel, Connect allows the customer to provide valuable real-time feedback on any journey. Zipabout worked with East Midlands Trains to deploy Connect as the primary channel for the

distribution of targeted survey questions to passengers to generate in-the-moment feedback based on actual customer journey experience. By better understanding how passengers are being affected by disruption, Connect has enabled East Midlands Trains to significantly improve how it handles delays, a leading cause of passenger dissatisfaction. What’s next for Connect? Already providing clear added value for passenger and operator alike, Connect is moving beyond the delivery of disruption messaging to a broader focus on enabling seamless journeys for passengers from doorto-door. New features for Connect include: • In-journey seat reservations based on real-time availability, thanks to a partnership with Bombardier • Delivering information on interchange stations direct to passengers as the current journey leg arrives at the platform, including toilet facilities and accessibility options • Enabling operators to deliver apology, loyalty and behavioural change vouchers relevant to each customer, such as coffee vouchers for those affected by delays • Event-based journey monitoring for customers attending specific events e.g. concerts or school holiday visits to tourist attractions For more information, visit or email

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Laying down the law


Martin Fleetwood

A damaging experience When completion of a contract never comes, can you rely on the Liquidated Damages provisions to recover delay costs?


onstruction contracts, including those in the rail sector for civils works or manufacturing rolling stock, often contain a timeline which sets out the date for completing the project or meeting specific milestones. They also have clauses which require the contractor to pay liquidated damages for delays in meeting this timeline. Equally, numerous types of supply contracts have liquidated damages clauses that apply when the relevant commodity or service is not provided on time. However, these contractual provisions focus on the late delivery of the product or a specific service and presume that the product or service is actually delivered by the contracting party. But what happens if the product or service is never delivered by

Most contracts that contain a clause allowing for liquidated damages to be claimed look at the length of time before the product or service is delivered. They do not look at what should happen if completion never occurs as, without an end date, there is arguably nothing to attach the liquidated damages to

the contractor or supplier and there is no completion under the contract? If the party requiring the service or product terminates the contract and gets a third party to deliver the product or service, does the liquidated damages regime continue until the third party delivers what is required? Compensation for delay Most contracts that contain a clause allowing for liquidated damages to be claimed look at the length of time before the product or service is delivered. They do not look at what should happen if completion never occurs as, without an end date, there is arguably nothing to attach the liquidated damages to. No party would intend the payments to go on for ever. This was the issue facing the Court of Appeal recently in the case of Triple Point Technology v. PTT Public Company. Triple Point had been hired to supply and install a software system for commodities trading to PTT. Triple Point was late in delivering the first two phases of the project but did eventually achieve them. As a result, an amount of liquidated damages were paid by Triple Point. The parties then fell out over the delivery of the next part of the project and nothing more was delivered. PTT eventually terminated the contract and hired another supplier (the ‘second party’) to provide the software system. The contract had a clause relating to delay in meeting milestones and the payment of liquidated damages for the delay, but said nothing about not completing the commodities trading system. PTT claimed for the liquidated damages for late performance, calculated on a daily basis according to the liquidated damages clause ‘from the due date for delivery up to the date PTT accepts such work’. PTT stated that it believed that ‘acceptance’ was when it accepted the work from the second party.

The lower court had decided that liquidated damages were payable, but only for the period from the due date of delivery until the termination of the contract with Triple Point. This still amounted to a significant amount of money and so Triple Point appealed. The Court’s options The English Court of Appeal had to decide, based on the drafting in the liquidated damages clause, whether the intention of the clause was that if Triple Point failed to complete the works and the second contractor stepped in: 1. The liquidated damages clause did not apply because the works were never completed by Triple Point. Or 2. The liquidated damages clause applied, but only up to the point that PTT terminated the contract. Or 3. The liquidated damages clause applied until the second contractor achieved completion of the works. Liquidated or General Damages • Liquidated damages are used in a contract to avoid the need to go through a general damages calculation. They provide an agreed pre-estimate of the effect of the delay, which are on a ‘look forwards’ basis allowing for an easy calculation of what is owed. • General damages are calculated on a ‘look back’ basis taking account of the additional costs and losses suffered. General damages also require the claiming party to take reasonable action to limit or mitigate their losses and whether sufficient mitigation was used can often be an area of dispute between the parties.

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If a rail industry party wishes to put itself in a position whereby it is able to claim liquidated damages for the period up until the contract is terminated, or even to the point of when a third party who has replaced the contractor completes the works, it will need to have explicit drafting to that effect set out in its contract The view of the Court was that as the works were never completed by Triple Point, the specific liquidated damages clause could not apply. This did not, however, prevent PTT from claiming general damages in the normal way from Triple Point for breach of contract. The issue for PTT was that for general damages it needed to show what its actual loss was and how it had acted to mitigate that loss. It is likely that the damages finally claimed by PTT could be significantly less than the liquidated damages would have been. Clarity and drafting The Court of Appeal’s decision provides welcome clarity to an area of law which has in the past been subject to conflicting

approaches. While it will be of particular importance in construction cases, it will also be relevant to other types of supply contracts in which performance is due to take place over time and to a schedule. It is important to note that the decision of the court was based on the specific words used in the liquidated damages clause. Because there was nothing to cover the eventuality of Triple Point not completing its obligations to deliver the software, the court decided that the parties had not intended the liquidated damages regime to apply. If a rail industry party wishes to put itself in a position whereby it is able to claim liquidated damages for the period up until the contract is terminated, or even to the

point of when a third party who has replaced the contractor completes the works, it will need to have explicit drafting to that effect set out in its contract. There is nothing inherently wrong in drafting a contract to suit these needs, providing that the other party freely enters into that contract. Equally, the Court of Appeal’s judgement shows that the courts are more willing to accept that, in commercial contracts of this type, the parties’ risk allocation provisions will be recognised and put into effect. So, take care over what you or your lawyers write in your contracts! Martin Fleetwood is a Consultant at Addleshaw Goddard’s Transport practice. The Rail Team has over 30 lawyers who advise clients in both the private and public sectors across a wide range of legal areas. As well as contractual issues, the team advises on operational matters, franchises, concessions, finance, regulatory, property, employment, environmental and procurement issues.

Disclaimer: This article is for informational purposes only and does not constitute legal advice. It is recommended that specific professional advice is sought before acting on any of the information given.

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Keeping rail moving: Innovation, evolution, revolution When American scientist William Edwards Deming said that ‘innovation comes from the producer, not the customer’ he could easily have been talking about the rail sector


he wealth of innovation in the sector at the moment is staggering; from manufacturers’ development of hydrogen trains – reducing emissions at the delivery point, to Talgo’s promotion of the patented ‘Rodal’ system – delivering higher speeds on existing tracks, and at the same time dramatically reducing wear and tear on tired infrastructure. All of this is important, because not only have the total passenger kilometres risen staggeringly (up from 38 billion at the turn of the century, to 65 billion last year), there are more trains, operating over a greater distance than ever before. We are operating an increasingly digital service on an ageing Victorian system and the only way that it will continue to work

Passengers may have replaced top hats and canes with smartphones and laptops – but how can we, the industry, drive innovation on a system where even some of the newer infrastructure is well over one hundred years old? Rail Professional

– and improve – is through innovation and greater efficiency. Sometimes that involves great leaps forward; sometimes it means sensible development and adaptation of what we already have. Passengers may have replaced top hats and canes with smartphones and laptops – but how can we, the industry, drive innovation on a system where even some of the newer infrastructure is well over one hundred years old? We have already seen the huge benefits that Transport for London (TfL) sharing their data free of charge has brought about, with Deloitte estimating the information is helping London’s economy by up to £130 million a year. Now the ‘Sector Deal’ with Government will see the establishment of a platform for securely sharing rail industry data that will enable the development of ‘innovative customer-focused products, which will enhance passenger experience’. Joined up thinking and sharing is exactly what the industry needs. Open source information now permits applications such as, which provides the same view that a signaller would receive on screen – particularly useful for when you grind to a halt in the middle of nowhere, and the traincrew aren’t exactly forthcoming in explanations. Another result of open-source information is real time trains. This app ( apps) shows trains due at or due to pass a particular point; it often provides a more accurate indication of when your train will arrive, than the station-based systems (some of which do not ‘trigger’ lateness until a particular threshold has been reached). Of course, not all the information is available yet. ‘Commercial confidentiality’ restricts access to delay causation and incident codes. However, if the public had access to the information that explained why their frequent morning commute

delays were regularly caused by, say a freight operator’s repetitive slow movements further up the line, then (apart from some embarrassment for the operator) it could trigger a whole new range of activity and external research: the sort of research that leads to innovation. The ‘evolution/revolution’ argument continues over whether other projects can be viewed as either adaptation to circumstance, or innovation in their own right. Whilst bi-mode locomotives have operated on Britain’s railways since the 1960s, these were intended primarily to operate at the periphery of the network, in remote sidings, where third-rail electrification was undesirable given human and other factors. Nobody can seriously compare the ageing class 73 with the heavy-haul capability of a Vossloh-conceived class 88, over the hills of the northern West Coast Main Line. Similarly, detractors to Hitachi’s response to the Department for Transport’s scaleddown electrification programme may claim that the company has simply bolted a few underfloor engines to an otherwise smooth and powerful electric multiple-unit. They miss the point; Hitachi has risen to the challenge of a suboptimal situation and provided a solution. Viva Rail’s bold conversion of former London Underground trains – to include battery and diesel-engine options – has created the opportunity for greater efficiencies in the UK. Elsewhere, there are export opportunities, with the prospect of entirely new services being trialled at realistic cost, using a ‘pop up metro’ concept. Innovation doesn’t always come from the ‘usual suspects’ and their multi-million R&D budgets. For instance, the projected shortfall of freight locomotives for GB Railfreight has led to an innovative solution, where dormant class 56 locomotives have been rescued from the knacker’s yard and

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Thanks to the Government’s Industrial Strategy, coming up with bright ideas is one of the key commitments in the Rail Sector Deal. However, whilst the rail industry has never been short of good ideas, turning them into a practical proposition has not always been a smooth process. That appears to be changing, as more and more are prepared to give it a go will undergo a vigorous re-engineering programme, to include new engines, new systems, and a further design life measurable in decades. Thanks to the Government’s Industrial Strategy, coming up with bright ideas is one of the key commitments in the Rail Sector Deal. However, whilst the rail industry has never been short of good ideas (the Advanced Passenger Train being one of them), turning them into a practical proposition has not always been a smooth process. That appears to be changing, as

more and more are prepared to give it a go. It seems that the more people and organisations there are involved, the greater the opportunities. One such example is the partnership between the ROSCO Porterbrook, and the Birmingham Centre for Railway Research and Education - who have jointly developed the UK’s first full-sized hydrogen train from a Class 319 electric multiple unit. But times are a-changing as we welcome new disruptive innovators to the UK. Spanish firm Talgo has a global reach,

and has been building trains for over 75 years, yet until recently it was relatively unheard of in the UK. With plans afoot to bring patented technology – including independently rotating wheels and a quantum leap in efficiency – to the UK, the future is bright. Part of Talgo’s contribution to joined-up thinking and partnership working across the supply-chain is an ‘innovation centre’ in Chesterfield. This will be an interactive process with the production facility in Longannet. Together with a far greater integration with the UK supply-chain than assemblers, Talgo believes that its ‘true manufacturing’ philosophy, transplanted from Spain, will encourage development and innovation and further the renaissance in the sector. British Rail had an excellent research and development capability. It left a legacy from which the sector has continued to grow. There are probably more people and organisations working to innovate now than ever before. Long may it continue. Lucy Battle is a Director at Freshwater, a fullservice corporate communications and public relations consultancy with over a decade’s experience advising organisations in the rail sector. To get in touch, email lucy.battle@ or call 020 7067 1595.

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The Cheek of it... Chris Cheek

Rail demand powers to new record high Demand for passenger rail services in the UK rose during the Autumn quarter, as the network recovered from performance problems caused by new timetables and other infrastructure problems


verall, demand rose by 2.9 per cent during the fourth quarter of 2019, according to National Rail Trends statistics, published by the Office of Rail and Road (ORR). Six TOCs – Caledonian Sleeper, East Midlands, Great Western, London Overground, Northern and Scotrail – saw a reduction in passenger numbers, but the remainder carried more passenger journeys than the same quarter last year. The provisional figures were published in March, and cover the third quarter of fiscal year 2018/19, finishing at the end of December: across the network, 450 million passenger journeys were made during the twelve-week period, up from 437.7 million in 2017. Between them, they covered 17 billion passenger kilometres, two per cent ahead, and paid a total of £2.6 billion in fares, 5.9 per cent more than in 2017. The growth during the quarter was driven by London and South East services, which saw a 4.5 per cent increase in passenger numbers. The pre-Crossrail TfL

Rail operation saw the largest growth, recording a 22.4 per cent increase over the 2017 figure – largely driven by the takeover of the former Heathrow connect services from Great Western in May last year. Amongst other TOCs, the growth was led by the Govia Thameslink company, which saw 9.7 per cent more passengers as the company recovered from infrastructure works and industrial relations problems. A close second was the West Midlands franchise, up seven per cent. Chiltern recorded 5.1 per cent more passengers, whilst Southeastern gained 4.9 per cent. c2c gained 2.7 per cent and South Western edged upwards by 0.4 per cent. London Overground was the only operation to see a loss of patronage, down 0.9 per cent. Long distance InterCity services saw a one per cent rise. Growth was maintained on the two north-south lines – InterCity West Coast saw growth of 4.2 per cent, whilst the state-run East Coast recorded two per cent. Cross Country resumed an upward trend, gaining 1.3 per cent. These were offset by

declines at the mixed franchises of East Midlands Trains (4.1 per cent) and Great Western (4.8 per cent, though this is mainly due to the loss of the Heathrow Connect service to TfL Rail). In the regional sector, total demand was one per cent down on the previous year, but this disguised a very mixed picture. The new Wales franchise saw growth of 3.6 per cent, followed by Merseyrail with 2.1 per cent and TransPennine 1.8 per cent. However, these gains were offset by losses at Northern (a hefty 6.2 per cent) and Scotrail (2.1 per cent). In terms of passenger kilometres, the growth came on the London and the South East, which was 3.6 per cent ahead, with a gain of 1.1 per cent at InterCity. The Regional figure was unchanged. Overall, income grew by 2.2 per cent, driven by rises of 3.4 per cent in London and the South East and 1.8 per cent on the InterCity routes. However, Regional revenue was 0.5 per cent down. Get a fresh angle on the big picture in passenger transport



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Rolling year figures The national totals for the twelve months ending 31 December 2018 show the number of passenger journeys rising by 1.5 per cent to 1.74 billion. Passenger kilometres travelled rose by one per cent to 66.5 billion, whilst passenger revenue was five per cent higher at £10.1 billion. The rise in the latter was sufficient to deliver real-term growth: after allowing for inflation, revenue was 1.3 per cent higher in real terms. Looking at the individual sectors, passenger journeys on the London and South East routes rose by 2.3 per cent, with passenger kilometres up by 1.9 per cent. On the InterCity routes, annual growth was 0.4 per cent in terms of both passenger journeys and passenger kilometres. On the regional routes, there was a 0.6 per cent fall in the number of journeys, whilst the number of passenger kilometres was 0.2 per cent down. Revenue yields were up by 3.9 per cent in cash terms. There were increases in all three markets, with InterCity leading the way on 4.3 per cent, followed by London and the South East services (3.7 per cent) and Regional (3.3 per cent). After allowing for inflation, yields grew in real terms by 0.7 per cent on InterCity and 0.1 per cent on the London commuter routes but fell by 0.3 per cent in the Regional sector. The overall change was a 0.3 per cent increase.

Comment As regular readers of this column will know, I have said several times over the last two or three years that the downturns in railway patronage in some parts of the country had more to do with industrial relations and performance problems than with some form of systemic shift away from the use of trains. Ten months on from the failures of the May timetable change, it looks increasingly likely that the market has in fact recovered and indeed has picked up momentum once more. In other words, as service delivery has improved, demand has recovered and actually grown further for most train operators. As a result, quarterly demand reached a new record, almost two per cent ahead of the previous high of 441.8 million journeys, achieved in Autumn of 2016. In this context, the most remarkable story seems to be at GTR, where last Autumn’s 87.6 million passenger journeys was a new record for the franchise, two per cent ahead of the previous peak of 86 million in winter 2016. The rolling annual total of 335 million means that the TOC has recovered the 14 million passenger journeys lost at the height of the disruption and gone on to gain another five million. Together, this represents a turn round of more than six per cent from the franchise’s lowest point.

Contrast this with Northern, where further delays to electrification work and ongoing industrial relations problems continued to plague the operator throughout the Autumn. Here, the TOC hit a patronage high for the quarter of 29.1 million journeys in the Autumn of 2016. Three million (ten per cent) of those journeys had disappeared by last Autumn. On a rolling year basis, the franchise is carrying 6.2 per cent fewer passengers than it did in the record year ended March 2017. Northern’s parent Arriva will no doubt be hoping that the suspension of industrial action, the completion of the PrestonManchester via Bolton electrification scheme and the arrival of the first of its new trains will herald a return to growth in the business. There is much to do in order to restore public confidence in the rail network. The Williams Review will no doubt be considering the best way to do this, as well as improving the management of the highly complex interfaces which the modern rail network has – with Government, its customers, suppliers and infrastructure providers. But the clear lesson from these figures remains – deliver the service and you’ll get growth.

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Alex Veitch

Is rail ready for Brexit? Alex Veitch, Head of Multimodal Policy at the FTA explores No Deal preparations and what this will mean for the rail supply chain


riting about Brexit can be a perilous task – words are often out of date before the ink is dry – but one factor that remains constant is the need to ensure No Deal contingency preparations are in place. And in the view of FTA, the only business organisation representing all of logistics, rail is one of the best-prepared transport sectors: both in terms of the contingency plans to avoid disruption and the way in which Government has communicated plans to industry. FTA has been involved in countless Government and industry discussions around No Deal preparations across all the freight transport modes; it is evident the rail industry is working extremely hard –

Even in a No Deal scenario, rail services through the Channel Tunnel, for both rail freight and the EuroShuttle service for HGVs, will continue after Brexit. The European Commission has agreed regulation to allow the Channel Tunnel to continue to operate as it does now for nine months after Brexit, if the UK leaves without a deal in place

above and beyond other sectors – to prepare for whatever outcome materialises. Even in a No Deal scenario, rail services through the Channel Tunnel, for both rail freight and the EuroShuttle service for HGVs, will continue after Brexit. The European Commission has agreed regulation to allow the Channel Tunnel to continue to operate as it does now for nine months after Brexit, if the UK leaves without a deal in place. The nine-month window provides time for a bilateral agreement to be reached between the UK and France to guarantee permanent operations. However, this does not mean operations will remain the same post-Brexit. All traders and the hauliers or rail companies they use will need to comply with the relevant EU and UK customs and additional trade procedures when using the Channel Tunnel. There will be border inspection arrangements in place for traditional rail services, and for hauliers using the EuroShuttle services too. This will inevitably lead to delays, which is why the Government is establishing traffic management arrangements in Kent. However, we do not anticipate issues arising from the rail element of the supply chain.

Since the result of the EU referendum in June 2016, FTA has been campaigning tirelessly for the UK and EU27 countries to reach a trading agreement that serves the logistics industry; we will continue campaigning on behalf of our members to ensure trade remains as frictionless as possible. >>>



Many rail freight stakeholders are concerned that an increase in devolution, following the outcome of the Williams Rail Review consultation, may lead to a more fragmented railway with the need to redo a significant amount of paperwork

and services can be controlled by the Welsh Government. The transfer is due to complete by 20 September 2019. This is an important piece of rail infrastructure: according to the Welsh Government, it accounts for just over 15 per cent of train miles in the Wales Route, it carries around 56 per cent of all Wales and Borders passenger services each day. Once the sale has gone through, the Core Valley Lines will be outside the control or responsibility of Network Rail, in the same way that Transport for London already owns and maintains some 400 kilometres of railways. There are still some freight services on this part of the Welsh rail network, and operators on that part of the network will require a separate track access contract, and there are likely to be different access charges and performance regimes along with a separate network code. This is already the case for HS1 and will be the same for Crossrail when this is operational. While the issues around the Core Valley Lines should be surmountable, and there is no objection in principle to any of the proposals for divestment of assets, the need to redo complex but necessary contractual paperwork creates an additional burden for hard-pressed rail freight operators. After all, these operators are already working within

A new approach to rail infrastructure in Wales As readers of Rail Professional will be aware, Network Rail is in the process of selling the 137 kilometre of the Core Valley Lines routes in South Wales to the Welsh Government, the first sale of its kind since Railtrack was created in 1994. This is part of a complex set of contractual changes to ensure that both infrastructure investment

a highly complex policy and regulatory environment. Many rail freight stakeholders are concerned that an increase in devolution, following the outcome of the Williams Rail Review consultation, may lead to a more fragmented railway with the need to redo a significant amount of paperwork. The Core Valley Lines will provide an important case study into how measures to devolve power of the railways can be done in a business-friendly manner, to ensure freight can happily coexist with passenger services. Efficient logistics is vital to keep Britain trading, directly having an impact on more than seven million people employed in the making, selling and moving of goods. With Brexit, new technology and other disruptive forces driving change in the way goods move across borders and through the supply chain, logistics has never been more important to UK plc. A champion and challenger, FTA speaks to Government with one voice on behalf of the whole sector, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers. Alex Veitch is Head of Multimodal Policy at the Freight Transport Association (FTA). For more information please visit



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Fire safety – on the right track John Newbury, Product Manager at Ramtech Electronics, looks at how the latest technology signals a step change in safety by stopping electrical fires before they ignite


ire on the rail network is not only dangerous but hugely disruptive to commuters and passengers as they go about their daily routines. A major incident in June last year involving an electrical fire led to severe disruption at London Waterloo, the country’s busiest railway station, whilst numerous other electrical fires are regularly reported around the UK. Electrical fires are common to both rolling stock, station buildings and signalling assets. Thankfully, the majority of these don’t result in injury or worse, mainly because of ever more stringent standards and the use of noncombustible materials. However, as we can see, even a small electrical fire can cause major inconvenience, hardship to travellers, and significant cost to operators. BS EN 45545- Part 5: Fire safety requirements for electrical equipment sets out to protect passengers and staff on rolling stock in the event of a fire. The standard aims to a) lower the risk of a fire starting during operation as a result of technical defect and/or malfunction of the electrical equipment; and b) ensure that electrical emergency equipment continues to be functional until evacuation is complete. There are also a range of standards that cover the risk of fire in all buildings, and these cover stations, signal boxes, tickets

offices and passenger waiting areas. For example, the Regulatory Reform (Fire Safety) Order 2005 applies to non-domestic premises and introduces the concept of the responsible person. Transport premises must comply with the Order, along with their own internal requirements regarding fire and electrical safety.

A pre-ignition solution Safety standards require that electrical protection against overload and short circuit is used, which generally means incorporating Circuit Breakers, RCDs and RCBOs. However, these devices are unable to detect heat generated at points of connection and therefore fail to respond to a major source of ignition in most (up to 80 per cent) electrical fires within low voltage installations, which is excessive heat. The danger of a fault developing at connections, causing resistive heat build-up, is exacerbated on rolling stock due to constant movement and vibration causing chafing of wiring. Circuit Breakers, RCDs and RCBOs are designed principally to avoid a person being electrocuted and cannot detect elevated temperatures generated by resistive heating. In order for them to operate and isolate the supply, ignition would have already occurred. Resistive heating of connections can generate heat in excess of 1,000°C, well above the ignition point of many materials. An effective method of detecting buildup of heat before ignition occurs would



A step change from RCDs A report by DTI (Department of Trade and Industry) estimates that only 20 per cent of all electrical fires could be prevented by the presence of an RCD, which still allows the vast majority of electrical fires to occur. The source of ignition in electrical fires within low voltage installations is excessive heat. Circuit Breakers, RCDs and RCBOs are unable to detect heat generated at points of connection and therefore fail to respond to this major cause of fire until ignition has occurred. RCDs are designed principally to avoid a person from being electrocuted and cannot detect the elevated temperatures generated by resistive heating. In order for an RCD to operate and isolate the supply (via a current imbalance) ignition would have already occurred.

prevent many electrical fires within rail infrastructure and buildings. This was the start point for us when we set about developing WES Hotspot, a technology that monitors electrical installations and equipment, alerting nominated personal to the risk of an electrical fire long before it ignites. The Thermarestor technology behind WES Hotspot works by activating as soon as abnormal heat (80ºC ± 5°C) is detected. Once activated, these Single and MultiPoint Sensors provide a signal to an alarm system before the temperature increases further to the point of ignition. Optionally, it is possible to automatically isolate the circuit supply by operating an RCD. In safety critical applications within the rail network specifying the alarm option means power is not cut, whilst still highlighting that urgent action is needed by maintenance teams to prevent a far more serious situation developing. The range has been independently tested and is compliant with all applicable statutory regulations and requirements. An intelligent solution There is no doubt that a growing number of rail operators are seeking smart, technologyled approaches to fire safety, particularly pre-ignition solutions that prevent a fire occurring in the first place. The benefit of alerting nominated personnel before the build-up of resistive heat causes outage or a fire offers significant benefits to operators looking to avoid passenger disruption. In simple terms, the cause of heat buildup can be corrected before it causes an issue. Advances such as this provide an effective, easy to fit solution that actively prevents electrical fires. The benefits apply to a vast range of scenarios – any asset on the rail Rail Professional


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network that uses electricity as a source of supply has the potential to lead to an electrical fire. The devices can be fitted in a vast range of consumer units, distribution boards, sockets and electrical equipment, protecting rail users from the numerous electrical fires that occur each year. Being able to detect a fire before it starts means that it is more intuitive than existing protective devices such as MCBs and RCDs – because it responds to the excessive heat caused by wiring faults and overloads. The technology has the ability to turn what at best could be major delays for passengers and at worst an emergency, life threatening situation into a simple maintenance task. The technology can be easily retrofitted to distribution boards, sockets and electrical equipment. Fires on the rail network are thankfully rare, but a big part of that is down to the fact that the rail industry spends time and effort


to reduce the risk. It is clear that although RCDs and over-current devices do have an important role to play in mitigating the risk of an electrical fire, although they are not able to address the majority of faults that may subsequently initiate fire ignition. Smart technology is now capable of addressing this anomaly, meaning that routine installation of these relatively inexpensive devices could lead to a step change in fire safety across the rail network. John Newbury is Product Manager at Ramtech Electronics. Ramtech Electronics Limited has been the leading developer of radio frequency technology specifically engineered for the construction sector for over 25 years and continues to work closely with many of the top one hundred UK construction firms. For more information on Ramtech Electronics and WES Hotspot visit hotspot/ or call 00 44 (0) 115 957 8282

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Disputes under NEC In the last of a series of four articles on common areas of dispute and how to avoid them, Ron Nobbs and Charlotte Heywood of Stephenson Harwood LLP provide their tips on managing NEC infrastructure contracts


n our experience, most UK rail infrastructure projects are let under the NEC suite of contracts. Indeed, in November 2018, Network Rail announced that its £1.8 billion framework for digital train control systems on the East Coast main line will be let under NEC4. Perhaps in part due to the lack of reported cases and its stated goals of ‘mutual trust and cooperation’, NEC is viewed by many as the form of contract most likely to avoid disputes. However, disputes still arise regularly and there are a number of common pitfalls that can catch both employers and contractors out. In this article we set out our tips on how to avoid some of these major pitfalls. Background to NEC The ethos behind NEC is collaboration – working together in good faith and encouraging real-time project management in order to identify and manage risk to avoid disputes arising so far as possible. The contracts are written in plain English, using short clauses and the present tense. There are a number of forms of NEC contract, the most commonly used for rail infrastructure projects being the Engineering and Construction Contract, which itself has six options depending upon how the contract is let. It starts at the beginning Future proofing against disputes starts at negotiation stage. Many of the issues that lead to problems in the life of the contract are as a result of drafting problems. NEC contracts are constructed from core clauses, main options and secondary options (X, Y and W clauses) and bespoke amendments (Z clauses). A common problem is the insertion of Z clauses at the back of the contract that are unclear, based on wording from other standard form contracts and which contradict the clauses contained in the main agreement. This leads to arguments as to which clause should apply. All Z clauses should be: (i) clearly worded; and (ii) consistent with the remainder of the contract. Issues also arise with the drafting of the Scope (previously called ‘Works Information’ under NEC3). This will not normally be

reviewed by lawyers at drafting stage, but it can have a significant impact on issues such as design responsibility and can create conflict with the rest of the contractual provisions. To avoid this: (i) the Scope should be carefully reviewed by the legal and commercial teams together to ensure that any legal implications are properly understood and dealt with in the body of the contract; and (ii) a priority of documents clause should be included as a Z clause to make it clear which document takes priority in the event of conflict. Design and coordination A common cause of disputes is the scope and extent of the Contractor’s design and coordination responsibilities. It is crucial that this is made clear at drafting stage and that both parties understand the extent of their obligations. In relation to design, under core clause 20.1 the Contractor is obliged to provide the Works in accordance with the Scope. If the Scope contains a fitness for purpose obligation, then the Contractor will be required to meet that obligation. We have seen a number of cases where the Contractor did not appreciate that it was required to meet a fitness for purpose obligation under the Scope. Confusion can be caused as to what standard the Contractor must comply with where the contract also includes secondary option X15.1, which imposes the lesser duty of reasonable skill and care. This can be addressed by: (i) clear amendments to clause 20.1 if a fitness for purpose obligation is required; and (ii) ensuring that there are no inconsistencies between the different parts of the contract. Z clauses relating to the Contractor’s obligations to coordinate its works and integrate its design with others are also common in rail infrastructure contracts. Poorly drafted clauses can however lead to problems as to interpreting what ‘coordination’ actually means. This can be a particular issue in relation to station refurbishment works, where the Contractor needs to coordinate new systems such as fire and communications systems with the existing systems and therefore requires cooperation from the Employer. Coordination responsibilities must be clearly

defined at negotiation stage and the relevant clauses then drafted unambiguously. In-life management The NEC ethos of real-time management creates a very significant administrative



burden which often leads to disputes if a party does not understand the requirements or does not have sufficient resources to comply with them. This is particularly the case where one party is sophisticated and deliberately bombards the other with contractual notifications. If the relevant clauses requiring notification are not complied with, significant adverse consequences will follow. To avoid this, ensure that: (i) adequate resource levels are provided to administer the contract; and (ii) training is provided so that everyone involved fully understands what is required and the consequences of failing to comply. Early warning Under clause 15.1 both the Contractor and the Project Manager are required to give an early warning notice (EWN) as soon as they become aware of any matter that could cause delay, increase cost, or impair the performance of the works in use. These notices are then included in the Early Warning Register (the ‘Risk Register’ under NEC3). The parties are then required to cooperate in order to try to mitigate the risk. There are consequences for the Contractor in failing to give an EWN in that, if the matter that is the subject of the EWN then becomes the subject of a Compensation Event (CE), the Project Manager can assess the impact of the CE as if the Contractor had given an EWN (i.e. taking into account the mitigation that would have taken place had an EWN been given and reducing the Contractor’s entitlement). A common mistake is the assumption that, if an EWN is given, then a Notice of Compensation Event (NCE) does not need to be given in relation to the same facts. This is incorrect – whilst an EWN is not required if a NCE has been given, on the face of the wording of clause 61.3, an NCE is required regardless of whether an EWN is given as a failure to do so will result in the Contractor being unable to recover any additional time or money in relation to the particular issue. Compensation Events – Notice A frequent cause of disputes is the notification and deemed acceptance of CEs. There is often confusion as to which party is to give the NCE. Under clause 61.1 the Project Manager must give notice if the CE arises out of an instruction or notification, or the issuing of a certificate or changing of an earlier decision. Under clause 61.3 the Contractor must give notice of an event that has happened or which is expected to happen as a CE if the Contractor believes the event is a CE and the Project Manager has not notified the event to the Contractor. If the Contractor fails to notify within eight weeks of becoming aware that the event has happened, the Contractor is time-barred from recovering any time or Rail Professional

money in relation to the CE. It is therefore absolutely crucial that the Contractor ensures that notice is given within the required timeframes. Disputes often arise as to when the Contractor actually became aware of the event happening and it is important that Contractors are on top of all of the relevant facts to ensure that notice is given at the right time (for example if the Employer fails to do something within the required timescale under the programme). Notice Requirements A common issue is a failure to follow the notification requirements of the contract properly, particularly on long-term contracts where the parties have developed ‘usual’ practices that do not comply with the strict contractual requirements. The notice requirements are contained at clause 13 and notice for each issue must be given: separately, in writing, to the right person, and to the right address. Problems also arise due to the use of project communication systems as, under clause 13.2, a communication has effect when it is sent via that system. We have seen many project communication systems that have numerous complicated requirements as to how notice should be given, resulting in arguments that notice has not been properly given because, for example, the right drop down box was not selected or where the notice was given by email because the communication system was broken. In order to avoid technical disputes in this area it is essential that the Scope clearly sets out the requirements of the communications system in relation to notices and that all users of the system are fully trained. Compensation Events – deemed acceptance There are strict timetables for dealing with CEs after notice has been given and severe consequences if such timescales are not complied with: If the CE was notified by the Project Manager, then such notification should include an instruction to provide a quotation If the CE was notified by the Contractor, then the Project Manager must respond in one week (or such longer period as may be agreed). The response may reject the NCE or accept it and instruct the Contractor to submit a quotation If the Project Manager fails to reply to the NCE, then the Contractor can notify the Project Manager of that failure (albeit there is no prescribed timescale for doing so). If the Project Manager does not then respond to the prompt notice within two weeks, the NCE is deemed accepted and the Contractor is deemed to be instructed to submit a quotation The quotation should set out the Contractor’s assessment of the time and cost

implication of the CE and must be provided within three weeks of the instruction The Project Manager then has two weeks in which to respond to the quotation either accepting it, instructing the Contractor to submit a revised quotation, or notifying the Contractor that the Project Manager will be making the assessment If the Project Manager does not respond to the quotation within two weeks, then the Contractor can again notify the Project Manager of that failure and, if the Project Manager does not respond to the prompt notice within two weeks, the quotation is deemed accepted. Whilst the ethos of NEC depends upon getting issues dealt with promptly, we often find that CEs are not actioned in accordance with the contractual requirements. Even if NCEs are given, the process often then stalls with both parties being in technical breach of the contract in failing to respond or prompt as applicable, for example where the quotation has been submitted late, but the Project Manager has failed to respond to it. In such circumstances the contract is silent as to whether the quotation is valid and a prompt can be given. This can make unpicking the legal position in subsequent disputes challenging. The best way to avoid this is to ensure that the requirements of the contract are properly complied with. Record keeping If disputes arise, the best tip we can give as to how to put yourself in the best possible position to resolve them, is to ensure that comprehensive records are kept. All instructions and agreements should be recorded contemporaneously in writing, otherwise the parties have to rely on the recollection of witnesses. Records are also critical to proving entitlement – so ensure that you put systems in place to capture costs and update them as required. For example, if you are dealing with a claim arising out of a track access issue, keep records of the failure to provide access, the time period that access was not provided for, the number of people unable to work and the associated cost. Top tips for avoiding disputes In summary, our top tips to avoid disputes under NEC are: (1) get the drafting right; (2) ensure adequate administrative resource and provide training; (3) make sure everyone understands and follows the notice provisions and procedures in relation to EWNs and CEs; and (4) keep detailed written records.

Ron Nobbs and Charlotte Heywood are Partners in the rail dispute resolution team at law firm Stephenson Harwood LLP


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On board for more investment in tech Asad Khair, Infrastructure Advisory Director at KPMG, argues we’re heading in the right direction when it comes to digitising infrastructure, but more targeted investment in rail will enable greater progress


ver the past 50 years, technology has made its way to the fore of almost every sector. While we’ve seen advancements, such as more widespread fibre and wireless internet coverage, we still have a way to go when it

Recent announcements from Government have acknowledged the role of technology in improving the effectiveness of UK infrastructure. The £420 million Construction Sector Deal announced last year by Business and Energy Secretary Greg Clark rightly identified the need for greater investment in digital technologies in the construction sector

comes to substantially digitising UK rail and indeed the makeup of UK infrastructure. Recent announcements from Government have acknowledged the role of technology in improving the effectiveness of UK infrastructure. The £420 million Construction Sector Deal announced last year by Business and Energy Secretary Greg Clark rightly identified the need for greater investment in digital technologies in the construction sector. Similarly, the recent £72 million investment into the Core Innovation Hub – a new fund that will see technology such as virtual reality and drones used to change how homes, hospitals and schools are designed and built – is another step in the right direction. But we’re still significantly lagging behind in the infrastructure sector as a whole. This is especially true in rail. Here, greater adoption of digital technologies has the potential to unlock additional capacity for the existing network and allow it to run more efficiently and deliver better customer service. Digitisation is required to fulfil future demand Passenger numbers have doubled over the last 20 years which has put increasing pressure on performance. The public performance measure (PPM), the industry’s metric for punctuality and reliability, has fallen from 91 per cent to 85 per cent

since 2012. The increase in the delivery of freight is also adding to this pressure – 17 billion net tonne kilometres of freight were transported on our railways in the last year alone, according to the Office of Rail and Road. When it comes to delivering future growth on the scale our economy demands, greater investment in capacity will be critical. Over £47 billion is expected to be invested in Network Rail’s infrastructure in the next five-year control period to respond to this growth. This investment is being directed largely at conventional upgrade and replacement of existing infrastructure. Whilst few would dispute that this investment is needed, looking ahead, delivering traditional capacity enhancements such as twin tracking or electrifying lines will become prohibitively expensive on a network which is as densely operated as that in the UK. Meeting the cost of this will simply not be possible in today’s fiscally constrained landscape. Therefore, it is investment in digital technology that will be required to drive the next round of transformative change in performance and capacity. The most immediate benefit to capacity often comes from upgrades to signalling systems. Traditionally this has meant lineside signals that are used to control the movement of trains. We’re seeing various upgrades taking place across the UK network Rail Professional



as existing signalling assets reach the end of their lives. Along with much of the rest of the world, we are moving more in line with European train control systems, but lineside equipment that feeds back to a control centre and traffic light signalling won’t provide a transformative increase in capacity. The next step beyond lineside signalling is in moving to onboard equipment constantly connected through GSM radio signals – something we’re going to see on HS2 and much more of for Network Rail as existing infrastructure is replaced. Our network isn’t yet compatible with a fully digital radio-based system, so a hybrid solution will be necessary in the meantime – a mix of in-cab and lineside technologies. Radio-based signalling will inevitably enable a material shift in the capacity of the line and minimise congestion – outcomes that might require tens of billions of pounds or more of enhancements to achieve traditionally. And benefits would go wider than capacity with enhancements to passenger experience, making the journey a more reliable one and reporting to passengers in real-time through third-party system apps allowing them to easily make informed

real time travel planning decisions. While currently in its infancy, digital rail would enable this to become much slicker and more reliable. Additional investment, rather than a piecemeal approach, will enable us to see results sooner. Wholesale signalling upgrades obviously incur huge costs. A study commissioned by Invensys Rail revealed the average cost per kilometre to upgrade signalling on a 30-kilometre electrified commuter route is £1.4 million for older equipment. Network Rail’s funding model typically means that equipment isn’t upgraded until the life of existing equipment expires – often at different times for different equipment along a route. This is a disjointed and piecemeal method and is why we’re seeing a slow, incremental patchwork approach to infrastructure upgrades where routes cannot achieve the potential benefits of digital. The Government needs to push more solid investment cases to make these transformations in one go. Additional investment from Government is an incredibly difficult case to make given current fiscal pressures. According to the National Infrastructure and Construction Pipeline, forecast public pipeline spend as

a percentage of GDP sits at 1.5 per cent – greater than the 1.2 per cent recommended by the National Infrastructure Committee. This appears to paint a reassuring picture, but not all these projects will materialise. When it comes to spend by sector, energy attracts the greatest spend with £189 billion in committed investment up to FY22, while transport is second with £123 billion. We should be directing more funds towards more systematic wholesale digital improvements as opposed to piecemeal upgrades, which is what we often see. Creating strong business cases and facilitating greater private sector involvement and finance is likely to be key to achieving this. A digital approach would enable us to make even greater strides when it comes to making more of Government upfront spend. It’s time to recognise the impact on productivity and efficiency gains that comes with going digital. If we are to maintain a rail network that is the envy of the world, digital technology must increasingly sit at the heart of our infrastructure. Asad Khair is Infrastructure Advisory Director at KPMG

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Overhead Line Engineering Limited is an independent railway electrification design and consultancy business. OLE Limited was founded in 2008 and has grown organically to the present team of twelve engineers and technicians. Our team of highly experienced engineers have experience of all types of OLE installed in the UK. We provide a broad range of overhead line engineering support services covering the whole lifecycle from project inception, through design, construction, commissioning and equipment upgrades and renewal. Current projects include Midland Main Line Electrification, Mark 1 Midlife Refurbishment and Stevenage Turnback. We are always looking for the right people to join the team. Please email your CV to

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The Southern Rail Link Successful Southern Rail Link to Heathrow requires cooperation between Government, private sector and stakeholders, Graham Cross, Chief Executive at Heathrow Southern Railway explains why


ublication of the UK Government’s 2019 Clean Air Strategy in January highlighted once again the urgent need to tackle harmful emissions from across the transport industries. Heathrow Southern Railway Limited (HSRL) immediately drew attention to Section 5 of the Strategy which highlighted the environmental benefits of rail for the conveyance of people and goods as well as the role of modal shift away from road in reducing emissions. Readers of Rail Professional will recall from my article in last October’s edition how HSRL is striving to provide a privately financed, designed, built and operated solution to the decades-long conundrum of a southern rail link to Heathrow Airport. We believe that the existing air quality emergency in southwest London – which is undoubtedly largely the result of illegal levels of air quality around Heathrow caused

Recent suggestions that Heathrow Airport Limited (HAL) will apply to lift the maximum permitted number of flights by 25,000 per year using the existing two runways makes it even more imperative that surface access improvements by public transport do not have to wait almost a decade for completion of the third runway Rail Professional



by road traffic – requires real urgency from public agencies to cooperate with the private sector to facilitate such a rail link. Recent suggestions that Heathrow Airport Limited (HAL) will apply to lift the maximum permitted number of flights by 25,000 per year using the existing two runways makes it even more imperative that surface access improvements by public transport do not have to wait almost a decade for completion of the third runway. We believe our own project promotion organisation embodies the theme of cooperation, embracing as it does substantial figures from transport and business amongst the founders along with the expertise of our investor, international engineering and construction consultancy AECOM. Having spent several million pounds over two and a half years developing our scheme, we are now at a crucial point where we await the Department for Transport (DfT) setting out its next steps. The DfT say they need to spend some time defining the outcomes they want any private sector promoter of a Southern Rail Link to Heathrow (SRLTH) to achieve, and in working out a commercial model for engaging the market. Whilst Transport Ministers and other branches of the Government continue to express positive sentiment towards a privately financed SRLTH – including in a recent comment by the Transport Secretary in the House of Commons – the DfT has not yet set out any specific timescales or next steps for cooperation that scheme promoters such as ourselves will be able to engage with. HSRL’s scheme – which enables direct trains to run between Hampshire and Surrey via Heathrow and Old Oak Common to Paddington as well as from Waterloo, Clapham Junction and southwest London to Heathrow – will be privately financed and does not require any public sector Rail Professional

money. Heathrow Southern Railway relies instead on the Government cooperating to provide simply an undertaking that, once the line is built, they will require train operators to use it. This straightforward mechanism will avoid public sector subsidy or premium fares as it will enable us to raise the necessary finance at the lowest possible cost. Our team is actively pressing the DfT to bring forward a process in short order to select a preferred developer, and we were delighted to have the opportunity to present our ideas to Rail Minister Andrew Jones MP recently. Whereas some other suggested solutions for SRLTH have been reported as being rejected by the DfT, our scheme is still very much in the running. We are ready, willing and able to participate in a DfT process. A large number of key stakeholders we have met are supportive of a southern rail link and agree that it is urgently needed to reduce congestion and pollution whilst improving trade and productivity, whether or not Heathrow Airport expands. Yet every day of delay to progressing scheme development pushes back the date for our new railway opening to traffic. Whilst we wait for the DfT to set out its next steps, HSRL is taking every opportunity to engage with stakeholders, updating them in greater detail on our progress and hearing further thoughts to help us refine our scheme. This is essential in building cooperative relationships covering important future issues such as our own impact on local environments and the scope for us to trigger other community aspirations such as sustainable housing and commercial developments. Almost all of our new railway

construction will take place in Surrey, making Heathrow Southern Railway the largest new transport infrastructure scheme in the county since the end of the motorway building era. But unlike the motorways, our new railway will mainly be in tunnel, to minimise disruption at surface level. We want the level of cooperation with local authorities, residents and other neighbours to set twenty-first century standards for environmental protection and community engagement. To that end, we are already considering how the sections of new railway which come to the surface to join the existing network can be viewed as a positive improvement. We are seeking out opportunities to improve nature conservation areas, resolve problems with footpath crossings, and enhance public rights of way, whilst ensuring that the new railway is constructed in a manner which secures value for money for investors and the operators whose trains will use it. There are major aviation and rail industry organisations with whom we have been keen to forge cooperative frameworks from the outset. The new rail link will greatly expand Heathrow’s public transport catchment area for both air passengers and staff, helping Heathrow to achieve targets for raising public transport mode share without the need to impose a cordon charge on arriving road vehicles. We envisage bringing into use the two extra platforms which the previous generation of Heathrow planners had the foresight to make space for when Terminal 5 was constructed. HAL is the owner of






If you want to know how Rail Professional

Railway Electrification Infrastructure and Systems (REIS 2019)

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The UK has seen an unprecedented level of investment in recent years to modernise and future-proof our railway network. Electrification is at the heart of these upgrades, offering faster, cheaper and cleaner travel, necessary if the UK network is to meet the rising demand for rail travel. This unique and well-established course offers you the chance to learn about railway electrification as a system, providing insights into the key requirements and fundamentals of design, integration and project management, whilst also offering insights into past projects and lessons learned. Register at: #IETrailway The Institution of Engineering and Technology (IET) is working to engineer a better world. We inspire, inform and influence the global engineering community, supporting technology innovation to meet the needs of society. The Institution of Engineering and Technology is registered as a Charity in England and Wales (No. 211014) and Scotland (No. SC038698).


this facility, so we will need to work closely with them in the design, construction, connection and long-term operation of our new section of railway. Whilst we will be free to take opportunities to procure railway construction in a more efficient way by pursuing our own standards and strategies, our new railway will be connected seamlessly with the existing infrastructure of Network Rail. Fundamental to our view of the role for our new railway is that, in terms of planning and operation, it will function as an integrated part of the national system. Passengers will not even notice that they have transferred from one owner’s infrastructure to another. But this end cannot merely be willed – it must be worked towards. Also important for our work with Network Rail is alignment with their own promotion of a Western Rail Link to Heathrow (WRLTH) which will make use of the same Terminal 5 station as SRLTH and is expected to accommodate trains which will need to share access to existing infrastructure with services on the southern link. Last but by no means least comes our relationship with Transport for London (TfL) and the capital’s Mayoral team as these are already the source of major

improvements to rail access at Heathrow by means of Crossrail (Elizabeth Line) and the upgraded Piccadilly Line. We responded to the Mayor’s consultation on his Transport Strategy and continue to make TfL aware of our progress. Yet, I am compelled at the end of this article to return to the issue of urgency. This is because our cooperation with all stakeholders and related organisations is constrained by their quite proper reluctance to be seen as endorsing one of a number of possible solutions for a new southern rail link to Heathrow. We are eager to see a full competition run by the DfT – a competition we will of course do our very best to win – so that a preferred promoter can be selected and all of these inhibitions to cooperation can be removed. In concluding, I refer back once again to the UK Government’s Clean Air Strategy and the role of rail in meeting its objectives. Heathrow Southern Railway is forecast to eliminate around 86 million car kilometres per year, yielding a saving of around 8,600 tonnes of carbon dioxide and two tonnes of nitrogen oxides annually. There is an ever growing worldwide urgency in the need to reduce emissions of greenhouse gases such as CO2, whilst millions of residents in London and Surrey affected by toxic emissions cannot be


Fundamental to our view of the role for our new railway is that, in terms of planning and operation, it will function as an integrated part of the national system. Passengers will not even notice that they have transferred from one owner’s infrastructure to another. But this end cannot merely be willed – it must be worked towards expected to tolerate the intolerable for a day longer than is absolutely necessary. We stand ready to bring a degree of mitigation to their plight. Graham Cross is Chief Executive at Heathrow Southern Railway Limited

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Railtex 2019: The UK’s leading rail event The Rail industry converges on the Birmingham NEC for the 14th International Exhibition of Railway Equipment, Systems & Services


he rail industry continues to undergo a landmark period of transformation, with major projects such as HS2 and Crossrail entering key milestones, alongside CP6 investment opportunities emerging, meaning it is more important than ever for organisations in the industry to position themselves in front of their target markets.

Railtex 2019 will give visitors open access to some of the most influential organisations and decision makers in the industry, all under one roof. Over 420 exhibitors from 22 countries will be in attendance, with products on display ranging from total railway systems to the smallest specialised components. Household names will take centre stage alongside many organisations exhibiting for the first time, all keen to

demonstrate their capabilities at the rail industry’s ideal business platform. Beyond the main exhibition, there is a packed supporting programme with a schedule of keynote speakers from leading industry names, plus technical seminars, project updates and discussion forums. Exhibiting companies Railtex 2019 is the only exhibition that

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offers exclusive access to hundreds of organisations hosting the best of British technology and innovation. Visitors will see demonstrations from specialist UK suppliers including: • Camlin Rail – Presenting PANTOBOT 3D, a fully automated three-dimensional pantograph inspection system • Flexicon – Manufacturer of cable protection solutions for extreme conditions • Garrandale Rail – Showcasing a new generation of intelligent ‘SMART’ Depot Equipment and presenting its vision for sustainable and cost saving technologies • LPA Lighting Systems – Launching its new wireless Smart Lighting System for rolling stock interior lighting • Sabre Rail – The UK’s leading dedicated rail component and systems overhaul specialist • Viper Innovations – showcasing CableGuardian, a comprehensive cable condition monitoring and fault-finding system which monitors insulation and conductor health within a signalling power supply network • Mechan – showcasing its full size, fully operational demonstration jack, which enables visitors to see for themselves the build quality and technical capability

that goes into creating its flagship lifting product. Other exhibitors include Alstom, The Birmingham Centre for Railway Research and Education, CRRC, Hitachi Rail, Mitsubishi Electric, Network Rail, Railway Industry Association, RSSB, Stadler, Talgo and a delegation representing the country of Wales. Recruitment Showcase Returning to the exhibition this year will be the Recruitment Wall, available throughout the three days of Railtex, powered by Rail Media’s Railway People. The Recruitment Wall will provide access to an extensive range of exhibitors’ job opportunities, helping to match them with the skills of visitors seeking career development. Interested candidates can talk to the prospective employers on their stand at Railtex or apply online. The Track Sponsored by British Steel, the Track display area allows exhibitors to showcase their track products in-situ. There is no better way to experience a product than to see how it sits and operates on track as it would in the field.


Schedule Railtex 2019 takes place over three days from 14 to 16 May at the Birmingham NEC. Baroness Rona Fairhead CBE, Minister of State for Trade & Export Promotion presides over the opening ceremony alongside Anna DelVecchio, Commercial Director at Amey and Nicola Hamann, Managing Director of Mack Brooks Exhibitions. Over the three days there will be activity across two rooms: The Seminar Theatre and The Knowledge Hub with a third room, The Future Focus Conference, holding panel discussions throughout the day on Wednesday 15 May. The Seminar Theatre plays host to a selection of technical seminars from within the rail industry. It is situated on the showfloor and sessions can be attended free of charge with no need to book. The Knowledge Hub is situated within the exhibition hall and freely accessible to all attendees, featuring project updates, industry briefings and forum discussions with influential industry leaders. The Knowledge Hub will be organised by the Railway Industry Association (RIA). The Future Focus Conference will be organised by the Railway Industry Association (RIA). Utilising their wealth of experience in producing industry leading events, this Conference will cover key challenges and opportunities the UK rail will face in the coming years. RIA is preparing a sought-after programme that will include a number of senior players across UK rail and will bring together supply chain, clients, decision makers, influencers and policy makers for a day of informative discussions. Continued >>> Rail Professional

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Seminar Theatre, Knowledge Hub and Future Focus Conference ...

Seminar Theatre • • • • • • • • • • • • • • • • • • • • • •

Tuesday, 14 May 2019 10:30 – Opening Ceremony Baroness Rona Fairhead CBE, Minister of State for Trade & Export Promotion Anna DelVecchio, Commercial Director, Amey Nicola Hamann, Managing Director, Mack Brooks Exhibitions 11:10 – Predictive Maintenance Strategies for Continuous Track Monitoring Deep Desai, Business Development & Strategy, Frauscher Tracking Solutions 11:50 – Keynote: Railway is a Business Baroness Rona Fairhead CBE, Minister of State for Trade & Export Promotion 12:30 – CBTC or ERTMS? The Answer is ATO Ian Jones, Key Account Manager, Siemens Mobility 13:10 – How Can We Digitise the Journey to Benefit the Customer? Mike Hewitt, Chief Technical Officer, ADComms 14:30 – ZF EcoWorld2: Efficiency with Connectivity Steve Brew, Key Account Manager, Rail Drive Systems, ZF Services 15:10 – Trust: How Cyber Are You? Steve Little, Cyber Lead, Frazer Nash Consultancy 15:50 – Real-Time Remote Diagnostics and Proactive Condition Monitoring Severinas Monkevicius, Product Manager, Trimble Wednesday, 15 May 2019 10:30 – Reliability Centred Maintenance Reg Cook, Director Asset Management, telent Technology Services Ltd 11:10 – From Lineside to Logistics: The Impact of the 4th Industrial Revolution on the Railways Gareth Uden, Logistics Director, Unipart Rail Sam Bussey, Business Development Manager, Instrumental 11:50 – Keynote: The Rail Sector Deal Gordon Wakeford, Co-chair, Rail Supply Group 12:30 – Rolling Stock and Digital Systems Delivery for the UK Nick Hughes, Sales Director, Hitachi Rail 13:10 – Integrating Systems for Safety Critical Applications Chris Parr, Technical Director, Sella Controls Ltd 13:50 – Optimising Lifetime Asset Costs Using the Digital Railway Dr. Mark Aston, Chief Technology Officer, LB Foster 14:30 – Bridges with Hot-Rolled Sections for Railway Lines Dennis Rademacher, Bridge Development Leader, ArcelorMittal Europe 15:10 – Stabilising Cuttings Using Steel Mesh on Network Rail’s Cambrian Programme Duncan Ecclestone, Regional Manager, Geobrugg 15:50 – Testing of Concrete Sleepers and Bearers to BS EN 13230-1:2016 Neil Abbott, Director of Construction, Fire & Building Technology, BRE Followed by CEEQUAL Awards Presented to: Crossrail Surface Works – Stations West (Phase 1) Bond Street Station Upgrade project teams from Network Rail, Crossrail, Arcadis, Costain, Jacobs, Laing O’Rourke, and Taylor Woodrow

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Thursday, 16 May 2019 10:30 – Rail Track: Real Performance Daniel Pyke, Product Marketing Manager, British Steel 11:10 – Innovation in Collaborative Ground Risk Management Using Geospatial Information Systems Gerard McArdle, Senior Engineering Geologist, TSP Projects Callum Irving, Geotechnical Data Manager, TSP Projects 11:50 – Keynote: Devolution and the Digital Railway Stuart Calvert, Managing Director, Group Digital Railway, Network Rail 12:30 – Hydrogen Powered Trains: How They Help Replace Diesel Mike Muldoon, Head of Business Development, Alstom Transport UK Ltd 13:10 – Intelligent or Close-Loop Pantograph Lee Brun, Engineering Manager, Faiveley Brecknell Wills 13:50 – Keynote: Labour’s Plans for Rail Andy McDonald MP, Shadow Secretary of State for Transport

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The Knowledge Hub • • • • • • • •

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Tuesday, 14 May 2019 10:45 – Q&A: Opportunities for the Supply Chain Tom Appleton, Director of Work Winning, Morgan Sindall Infrastructure 11:30 – Unlocking Innovation SME Pitches Pitches from: Raildiary, EnerSys Ltd, Hird Group, Viper Innovations Ltd Eurofins York, Opinsta Ltd, Jewers Doors Ltd, OSL Rail Ltd 12:30 – Rail Sector Deal: Next Steps Anna DelVecchio, Commercial Account Director, Amey 13:45 – Q&A: UKRRIN Centre of Excellence in Rolling Stock ACADEMIA - UKRRIN 14:30 – HS2: The Shape of Things to Come Mark Lomas, Head of Equality, Diversity & Inclusion, HS2 15:15 – Q&A: International Opportunities 1 – Greenfield Opportunities and Challenges Kaspars Briskens, Head of Business Development, Rail Baltica 16:00 – Q&A: Taking Action on the Skills Shortage Clair Mowbray, Chief Executive, National College High Speed Rail (NCHSR) Wednesday, 15 May 2019 11:00 – Can Eddy Current Brakes Solve Wheel/Rail Adhesion Challenges? Joergl Volker, Director Track Brakes, Knorr-Bremse Rail Division 11:45 – Funding Opportunities for the Rail Supply Chain Through Innovate UK Kelvin Davies, Innovation Lead - Rail, Innovate UK 12:30 – Opportunities for the Supply Chain Speakers TBC 13:45 – Q&A: UKRRIN Centre of Excellence in Infrastructure ACADEMIA - UKRRIN

14:30 – Q&A: Balanced Scorecard Pete Colley, Director, PKLG Services 15:15 – Q&A: International Opportunities 2 – Invest in Turkey Murat Ozdemir, Country Advisor UK, Invest in Turkey 16:00 – Q&A: TBC Speakers TBC Thursday, 16th May 2019 11:00 – Q&A: The Decarbonisation Challenge and the Electrification Report David Clarke, Technical Director, RIA 11:45 – Funding Even More Innovation Sam Stephens, Director, TBAT Innovation 12:30 – Unlocking Innovation SME Pitches Pitches from Eurofins York, Opinsta Ltd, Jewers Doors Ltd, OSL Rail Ltd, Raildiary, EnerSys Ltd, Hird Group, Viper Innovations Ltd 13:45 – Q&A: UKRRIN Centre of Excelence in Digital Systems ACADEMIA - UKRRIN 14:30 – Getting Fit for HS2: Opportunities to Deliver Britain’s New High Speed Railway Robin Lapish, Supply Chain Manager, Rolling Stock, HS2

The Future Focus Conference • • • • • • • • • • • • • • •

Wednesday, 15 May 2019 10:10 – Opening Speech Darren Caplan, Chief Executive, RIA 10:15 – Keynote Address and Q&A Andrew Jones MP, Rail Minister 10:45 – Introduction to the HS2 Block Presentations David Tonkin, Chairman, RIA 10:50 – Keynote Address and Q&A Simon Adams, Head of Commercial and Controls, Crossrail 2 11:20 – Panel Discussion: Championing UK High Speed Rail Internationally Chair: John Downer, Director, HSRIL & Director for Rail Solutions, Jacobs Andrew Went, Director of High Speed Rail, Arup Peter Woodward, Chair in High Speed Rail Engineering, University of Leeds Jo Hensher, HS2 Rolling Stock Bid Director, Siemens 13:00 – Introduction to the Digital Rail Block Presentations David Tonkin, Chairman, RIA 13:05 – Keynote Address and Q&A Michael Flynn, Programme Director, Digital Railway 13:35 – Panel Discussion: Digital Railway Speakers TBC 14:25 – Introduction to the Decarbonisation Block Presentations David Tonkin, Chairman, RIA 14:30 – Panel Discussion: Decarbonisation in the Rail Industry Chair: David Clarke, Technical Director, RIA Mark Gaynor, Head of Railway Planning, Rail Delivery Group 15:20 – Keynote Address and Q&A Speaker TBC

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Ralf Baron

Sam Sherwood-Hale spoke to Ralf Baron, Partner and Global Practice Manager Travel and Transportation (T&T) at Arthur D. Little, based in Frankfurt


alf has more than 25 years of experience in management consulting, and has worked in the mobility sector for more than 15 years. He has advised leading players in the mobility industry and ecosystem on strategic orientation and performance improvement, as well as organizational change and transformation. As global head of Arthur D. Little’s T&T practice, Ralf has worked on mobility issues around the world and addressed key transportation-related topics in various cultural contexts. Our discussion focussed on the intersection of different transport modes and how each one is necessary for a ‘smart city’. We also discussed different types of regulation and Mobility as a Service (MaaS). If transport planning is future orientated, where can infrastructure owners and operators look to help them anticipate future trends? Look at studies that seriously address the future – for example, Arthur D. Little’s Future of Mobility Study 3.0 and its predecessors. Explore the future thinking of UITP – the leading global association of public transport managers. Look at studyselected, progressive spots in the world that are famous for innovation – places like Singapore and Dubai. Look for the hotspots in the start-up world – e.g., Silicon Valley, London, Berlin and Vienna. Check out the cities which are famous for providing the best quality of life. Discuss the topic with futurists who specialize in innovation in transportation, for example, Professor Andreas Knie of INNOZ. Consider these four points: 1. Regulation 2. Technology Rail Professional

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3. Users 4. Transportation ecosystem First up is regulation – transportation is very regulatory driven. Minor changes of regulation (e.g., ownership rights, ecological regulation) throughout the mobility system can affect the roles of not just operators and infrastructure providers. In fact, the entire value chain of transportation can be disrupted, and players need to prepare for this. Keep track of political discussions and try to detect tendencies, including between comparable countries. Technological developments and their degrees of maturity affect their eligibility for being used within the field of transportation. Take autonomous operations, for example: it appears conceivable that the experience of riding in an autonomous car could be similar to that of taking a train. Additionally, lastmile aviation will add another player to the game. Try to understand each technological development and question its influencing power on the current state. Digitalization will pose big challenges for infrastructure providers, especially in the field of cybersecurity. Look at users – new generations and changing routines bring about significant shifts in mobility behavior. In a world with competing mobility offers, operators

Technological developments and their degrees of maturity affect their eligibility for being used within the field of transportation. Take autonomous operations, for example: it appears conceivable that the experience of riding in an autonomous car could be similar to that of taking a train and infrastructure owners need to deeply understand the challenges to their existing positions and adjust to remain sustainable. Finally, the transportation ecosystem. Transportation concerns a lot more than just operators, infrastructure providers


and users. In fact, a high number of stakeholders (besides people) are affected by transportation, and this, in turn, will affect transportation needs in the future. Therefore, future transportation planning must take the wider context of affected parties into account. For instance, urban transportation planning must reflect ‘traffic generating’ entities such as schools, event locations and stores. Knowing how these will develop, and combining that knowledge with all previously mentioned future indicators, will make a clear picture of what transportation needs to cope with and – connected to this – how to build infrastructure and operate. What is your view on autonomous vehicles? How can they be incorporated into the current transport infrastructure? From the beginning it was the strategy of all players to enable autonomous vehicles to self-drive on the existing infrastructure. Nevertheless, infrastructure enhancements such as ‘vehicle-to-x’ communication (e.g., with other vehicles or traffic lights) will support better performance and improved safety due to redundancy. High-definition maps play a vital role in any case, and intelligent traffic steering would have a positive effect on traffic flow. Our traffic micro-simulations show that Rail Professional

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radical platooning of self-driving cars would lead to enormous capacity effects (multiples of five or more). Combined transport could be answered in new ways, with feeders e.g., (suburban) trains as backbones and vehicles as feeder. How do you personally define a ‘smart city’? A smart city is a city that constantly seeks to improve the lives of its citizens and visitors, as well as the prerequisites for successful economic activity. It becomes more efficient, more technologically advanced, greener, and more socially inclusive. You also define prioritizing common initiatives as an important step in establishing an innovative and effective urban mobility system – what are the best examples of different transport modes working towards common goals? We put emphasis on strong integration between different transport modes to ensure a seamless journey for the customer. Hence, it is imperative to define an integrated network as a system that brings together mass transit (bus, rail) and first and lastmile solutions (bike sharing, e-scooters, etc.). Customers will have the option to compare and chose: Do I take the bike? The taxi? Or the scooter? The integrated network is generally consolidated by a Mobilityas-a-Service offering under an integrated mobility platform, which allows access to mobility solutions in the most efficient manner. Tell me about integrated mobility platforms. The development of smart mobility frontend solutions is mainly driven by shifts in traffic-usage patterns, combined with the rise of digital solutions and the increasing number of transport players available to customers around the globe. In the age of digitization, consumers become more and more used to receiving customized product and service offerings, which allows for the highest level of convenience. In mobility, and even more so in public transport, this means users care less about single transport modes and operators. They are, rather, interested in simple, integrated, highly customized, end-to-end solutions (search, plan, pay, etc.) that incorporate their individual travel preferences, such as speed, price, convenience and environmental impact. An integrated mobility platform (IMP) is a key solution to accommodate these customer preferences under a unified digital roof. By integrating different modes of transport, IMPs drastically simplify route planning, making traveling more efficient while providing a customized offer based on selected preferences. As IMPs also feed data back into smart-mobility back-end applications, thereby supporting future infrastructure development, these platforms

will increasingly become the nucleus of modern mobility ecosystems. As a result, IMPs are being established all over the world, with different kinds of integration levels and value propositions (i.e., Citymapper, GoEuro, Google Maps, Moovel, Moovit, Qixxit, Rome2rio). Yet, no one player has yet emerged as a prevailing provider with a superior offering. Consequently, we must ask what the key success factors of integrated mobility are, and what the future of integrated mobility will look like. Tell me about Mobility-as-a-Service. Mobility-as-a-Service (MaaS) is about providing consumers with flexible, efficient and user-oriented mobility services. MaaS implies integration of ALL mobility solutions: both public and private, including private ‘new mobility’ solutions that are critical for the first and last miles. Most MaaS platforms are not yet financially viable today – financial viability will be driven by a shift from personal ownership of cars towards usage of mobilityas-a-service (against a fee). MaaS operators and public transport (PT) authorities (theoretically) have a common objective to increase the share of sustainable transport modes in modal split (including PT).


Additional (non-mobility) services will further improve the customer experience, but associated revenues are not expected to be significant in the short to medium term. Marketing (for user recruitment) is among the most significant cost for MaaS operators, which presents a competitive advantage for incumbent operators. There are data monetization opportunities for back-end platform owners. There are several candidates to become leading MaaS operators, including ‘over the top’ players, such as MaaS Global (WHIM), a young and fast-growing company based in Helsinki, Finland. Copenhagen also has a great MaaS offering. Can the low-cost carrier model be replicated in rail? Long-haul (high-speed) rail has been gaining popularity in recent years. Due to the growing acceptance and branching out of incumbent operators, it is likely that we will see diversification of business models in the near future. The low-cost movement, which transformed the airline industry in the late 1990s, and recently the coach industry, could now touch rail. In France, Belgium and Germany, first operators have entered the segment and are playing with the low-

Low Cost Rail Operator Similarities: Buy side Minimize all  cost Cut   cost

n Focus o n  cost  d rivers  that  a re  e asiest  to  influence n Minimize  SG&A costs  b y  conducting  a ll  customer-­facing   activities  through  the  internet n Minimize  hardware  a nd  maintenance costs  b y  u sing   standardized  rolling  stock/aircraft

Limit infrastructure  investments n Limit  infrastructure  costs  (licensing  charges)  in  o ne  form   or  another  b y  a ccessing  less  favorable  tracks/routes  o r   secondary  stations/airports Source: Arthur D. Little

Low Cost Rail Operator Similarities: Sell side Maximize (profitable)  usage n Maximize  load  factor  b y  e nhancing  capacity n Minimize  idle  time  o f  rolling  stock/airplanes n Service  h igh-­frequency  routes  a t  times  o f  h igh  d emand

Up revenue

Attract new  customer  segments n Attract  customer  segments  that  might  n ot  h ave  o pted  for   the  mode  o f  transport  o therwise  (compete  with  car,  ride-­ sharing,  coach) Source: Arthur D. Little Rail Professional

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cost carrier (LCC) model. On the buy side, operators are limiting operational costs and investments. On the sell side, they maximize the usage time of rolling stock as well as the load factor, and try to attract new customer segments. Profitability has not been made public, but the number of routes serviced by these operators is increasing. Can we expect a major disruption in the market? For now, it seems questionable whether the 25–50 percent cost advantage made by LCC airlines can be adapted to rail. That is, unless the underlying investment and asset-heavy cost structure of the industry can be changed. The LCC business model, however, can still be of interest – for incumbents and new entrants. In 2017 Arthur D. Little benchmarked one hundred cities globally to identify good practices in urban mobility; how did you come up with that list? Arthur D. Little’s Urban Mobility Index 3.0 is much more comprehensive than prior versions. Using 27 criteria, Arthur D. Little assessed the mobility maturity, innovativeness and performances of one hundred cities worldwide. The highest score went to Singapore, followed by Stockholm, Amsterdam, Copenhagen and Hong Kong.

Arthur D. Little’s Urban Mobility Index 3.0 is much more comprehensive than prior versions. Using 27 criteria, Arthur D. Little assessed the mobility maturity, innovativeness and performances of 100 cities worldwide. The highest score went to Singapore, followed by Stockholm, Amsterdam, Copenhagen and Hong Kong

Arthur D.  Little  Urban  Mobility  Index  3.0  – City  ranking

Tell us about Stockholm, Europe’s highest-ranked city. Stockholm ranks second out of one hundred worldwide, but is first out of 29 in Europe. The Swedish capital kept the second place it achieved in the previous Mobility Systems ranking, and distinguished itself by coming top in the Performance ranking, second in the Maturity ranking and sixth in the Innovativeness ranking. Out of all one hundred cities surveyed, Stockholm has the safest mobility system – i.e., the lowest share of transport-related fatalities per million citizens. It also has a well-balanced modal split, with 34 per cent of trips attributed to motorized individual transport, 33 per cent to public transport,

and the remaining 34 perc ent to walking and cycling. The air quality in Stockholm is good too, with regard to NO2, PM10 and PM2.5 levels. And the concentration of fine particles with diameters of 2.5 μm or less (PM2.5), a highly dangerous pollutant, is the lowest among all one hundred cities surveyed. Stockholm’s strategy is to be considered good practice in urban mobility and urban freight. It involves setting ambitious goals relating to capacity, accessibility, attractiveness and sustainability. As a part of its ‘Smart and Connected City’ plan, Stockholm is also implementing a broad range of smart mobility initiatives, from smart traffic management and traffic-light


priority for buses to a congestion-pricing system and smart lighting for bicycle paths. Mobility platforms used by locals and visitors alike include global platforms such as Citymapper, Moovit and TripGo, plus successful local services such as SL Journey planner, TravelSmart and SLife. Well-known start-ups such as UbiGo have also chosen Stockholm to be their pilot city. It is also worth mentioning a self-driving shuttle that began test runs under realworld conditions in mixed traffic early in 2018. In order to win the next global urban mobility ranking, Stockholm will need to further improve its innovativeness level. Car-sharing services require more promotion, as do digital mobility services, such as MaaS platforms and peer-to-peer and ride-sharing platforms. It should also work on its smart mobility initiatives, including autonomous driving. This will allow Stockholm to unleash the potential hidden in its transport infrastructure capacities, as well as reduce investments in new road and rail lines. Do you still believe that a majority of cities are badly equipped to cope with the challenges ahead? The overall results find that most cities still need to work intensively on improvements to their mobility systems if they are to cope with the challenges ahead. The global average score of the one hundred cities surveyed is 42.3 out of a possible one hundred points. This means that, worldwide, the average city has unleashed less than half of the potential of its urban mobility system, a state of affairs that could be remedied by applying best practices across all its operations. What is holding back change? Mobility visions and policies do not cover requirements. A lot of mature cities do not yet have clear visions of what their mobility systems should look like in the future, or coherent strategies for getting there. Moreover, there is a lack of integration between transport modes and across different urban policies (environment, land planning, energy, social policy) and regions, which is leading to a suboptimal outcome in terms of performance. The management of urban mobility still often operates in environments that are too fragmented and hostile to innovation. Mobility systems often still do not respond sufficiently to evolving customer needs, which would involve combining single steps of the mobility value chain into integrated systems. And, despite evolution over recent years, mobility systems still often do not sufficiently bring together key players to work jointly to foster lateral learning and develop innovative mobility solutions.

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What the rail sector needs to know about scan-to-BIM Lee McDougall, Director at architecture and building consultancy practice AHR, outlines why scan-to-BIM technology is key to delivering state-of-the-art station refurbishment and longterm facilities management


ail stations across the UK provide essential infrastructure, so ensuring they remain in optimum condition is essential. Given this fact, it is surprising that the uptake of technology to streamline station refurbishment and management has not yet become the industry norm. Scan-toBIM harnesses laser scanners to create a 3D point cloud model and visualisations of an existing structure. The point cloud model comprises millions of spatially correct points and can then be used as the basis for a fully developed BIM model. The use of scan-to-BIM is an innovation

that has the potential to transform the way station refurbishment is executed, as well as longer term station maintenance and management. With multiple levels of detail available, its use can create data-rich models of all buildings and facilities. These models provide a single point of reference for information on any given asset, ensuring all those working on a project have access to the most current data at the same time. From the creation of a mass model showing external outlines, to technical design and as-built models, BIM can provide a range of information vital to station refurbishment and maintenance work. As

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such, its use is increasingly being stipulated in project briefs. Realising the potential of BIM Scan-to-BIM provides a multitude of benefits when applied to station refurbishment and development projects. Enhancing health and safety, lowering costs and reducing project time are goals that are often seen as mutually exclusive. This is not the case when scan-to-BIM is implemented. Taking health and safety as an example, we can see how using scan-to-BIM at the survey stage delivers improvements – without risking increased cost or delays. When working on busy rail stations, health and safety is paramount. Winter weather can create hazardous station platforms, an issue compounded by overhead electrical cables and passing trains. Creating a safe environment in a rail station is not an easy task in normal circumstances and survey and refurbishment work complicate matters further, with pedestrian areas requiring restriction while work is undertaken. One of the key advantages of scan-toBIM in surveying is that the laser scanners used in this process capture data at great distances remotely. This means the existing station can be scanned, with all the

geospatial information captured, without having to be close to hazardous areas like platform edges. This helps to protect the health and safety of both the project team and passengers. The ability to undertake this work at night also helps improve passenger safety and reduce disruption. Instances of overcrowding, which could be caused by the reduction in space available to passengers

while work is undertaken, are mitigated. In addition, scan-to-BIM enables an exceptional level of detail to be captured in a fraction of the time usually associated with collating survey data. These scan-to-BIM benefits are well illustrated by the work AHR undertook at London Euston Station, where this technology was used to create a 3D Revit model of the station concourse and platform ramps. Laser scanners were used in four overnight four-hour slots. This saw over two billion coordinated 3D points observed and captured to create a point cloud, which was subsequently turned into a 3D model, providing designers with the key information they needed for the refurbishment work. This included how the concourse and station platforms, which are set at different levels, interacted with each other. There was no disruption to passengers, as the laser scanning was carried out overnight, and work was completed in half the time associated with traditional surveying techniques. Likewise, our scan-to-BIM work at Leeds Railway Station provided vital information in the form of a highly accurate BIM model, ensuring the success of their south entrance extension. The model provided information on the surface curvature of the building’s geometrically intricate structure to enable an efficient, informed design process. In addition, the detail provided on the complex confined site, with a rail network and fast flowing river in close proximity, allowed the team to plan aspects of delivery and general site health and safety. The BIM model was handed over to the client to be utilised for asset management, with the capacity to integrate future development plans for the station, such as the arrival of HS2. Heritage stations Many of the rail stations with the most pressing need for refurbishment are heritage buildings. In some cases, they may be listed buildings, a factor that can complicate surveying and refurbishment work. In this situation too, scan-to-BIM can

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projects are undertaken, the model can be gradually extended. This means a vital source of information for facilities managers can be built up over time, without the need to incur prohibitive upfront costs, and can be updated easily. The result is a long-term asset management tool that goes far beyond the initial survey work, with the capacity for increasing detail to be added over time. For these reasons, the use of scan-to-BIM in rail refurbishment projects should be a key consideration across the industry. As time progresses, digital models of material assets in the rail industry will become the norm, aiding maintenance and long-term management. Forward-thinkers shouldn’t wait to capitalise on the benefits this technology can bring to their projects. Lee McDougall is Director at architecture and building consultancy practice AHR

offer a solution. Through the use of remote laser scanning to build a detailed 3D model, there is no need for any direct contact with historic sections of a train station. This means that the possibility that these sections could be damaged during the surveying work is completely removed – a significant risk when working on listed buildings. AHR’s geomatic consultancy team was appointed to scan and model a large part of Edinburgh Waverley Station, including the Grade A Listed ticket hall. The use of laser scanning on this project allowed the creation of a point cloud without any contact being made with the existing fabric of the station. This ensured the structure remained completely undamaged. As with the London Euston example, work was completed within a fraction of the time usually associated with survey work. Key data including coordinated 3D points, dimensions and area values were attached to the digital model. This information was stored in a digital portal, with the model acting as the single, authoritative source of information for all parties involved in the subsequent refurbishment project. This provided absolute clarity, minimised risk, and enabled the delivery of a high-quality project. Using BIM in FM It is clear that scan-to-BIM technology can have significant impact at the surveying stage of a refurbishment project. However, its benefits don’t stop there. The huge amount of data captured using scan-to-BIM creates a comprehensive point of reference for facilities managers. BIM data can form the basis of a sophisticated facilities management system, which delivers value throughout an asset’s lifecycle. In fact, the value that such a model brings can increase over time – as more information can continually be added into the system. Typically, station models are built piece-by-piece. It is unlikely that a whole station will be scanned as part of a single refurbishment project. However, as further Rail Professional



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s the Rail Industry now embarks into delivering the challenges that CP6 will bring, the signalling team at MECX Rugby now find themselves superbly placed in their new purpose-built offices. The offices are equipped with state-of-theart facilities and will enable the Rugby team to deliver more projects, offer additional resources and provide specialist training courses over the next 5 years.

Not wishing to stand still MECX Group have continued with their substantial investment program which embraces both staff and operational facilities including: • Moving its entire signalling operation to a new building enabling in-house Manufacturing, Training, Control and Logistics. • The employment of 2 new Project Managers. • Building 3 new training rooms which incorporate the latest technology whilst accommodating up to 36 delegates. • Designing a video conference room with a 180 degree screen which enables video connectivity throughout the group,

whilst reducing any unnecessary travel. VOIP and desktop video connectivity has also been installed throughout the company. • Delivered & completed over 3632 hours of staff training. The company’s new purpose-built training rooms enable the team to deliver an extensive range of technical training programs, some of which include: • Basic Signal Engineering, Faulting Finding, SWPEE, Working at Height, Signal Hoist • Intensive assistant installer programme, 6-week duration • SMTH Initial and Recertification • HW2000, IBCL, S/O Hy Drive, Mechanical Back Drive, Tubular Stretcher Bars

During the past year the MECX Project Management team have been proud to work on numerous technical & signalling projects & Work Banks; efficiently partnering alongside Principle Contractors and directly with Network Rail. Just a few projects which the team undertook included: • Maintenance and faulting of all grades for various DU’s • Multifaceted DU support such as S&C switch renewal, tamping, life expired relay and fuse renewal • IBJ Removal Programmes • Plain Line Track Renewals • High Output Track Renewal • Re-gauging Programme Oryst Magdij, Professional Head of Signalling explains “Continued investment in people is the key to maintaining a workforce that is driven to succeed, and that has the skills and capability of delivering to a high standard whilst surpassing client expectations”. Looking forward to a busy CP6; training delivery is planned to grow utilising our newly built facility, with focus being maintained on IRSE Licencing Scheme. The Signalling Team at MECX are proud to be a part of the delivery of various upgrades, renewals, life extension, maintenance & faulting services all of which keep the UK’s rail network running.” Contact MECX on 020 8895 6988 Visit:

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Rail needs a complete overhaul to address the skills shortage problem Georgia-Lee Breadmore of Samuel Knight International explains how to address the skills shortage problem in rail


ail’s chronic skills shortage problem not only affects those in the industry, but also the entire nation. A lack of efficient connectivity has left the North trailing behind in terms of employment and economic growth and many regions are now counting on an improved system to alleviate the North-South divide. Revolutionary rail projects such as the Northern Powerhouse Rail aims to eliminate such disparity by connecting 1.3 million people within an hour’s commute of four of the region’s economic centres resulting in 850,000 new jobs. However, a lack of talent in the field is posing a serious threat in achieving such goals. In recent years there has been a record level of investment put into UK rail, with Transport for the North announcing that it has received a £70 billion boost, however the industry needs more than capital to see projects to fruition. The amount of funding being fed into such programmes could even potentially be of no use if the skills shortage problem is not addressed. Research cited in the Government’s Transport Infrastructure Skills Strategy (TISS) estimates that a lack of investment in talent will cost the industry over £300 million by 2024 and could escalate to over £1 billion ten years later. The belief that skills should be prioritised was also echoed by Tim Wood, the Director of the Northern Powerhouse Rail, who said the biggest issue ‘is not the money, it is the skills. It is about the 20,000 people I will need to build Northern Powerhouse Rail’. And that figure is only the number of professionals needed for one project alone. In fact, the country will need 1.8 million new engineers and technicians by 2025 to meet the current demand according to research

from Engineering UK. At present, we have ground-breaking projects such as HS2, Northern Powerhouse Rail and Crossrail all in the pipeline and, at the same time, an industry facing a retirement cliff. Figures from AECOM show that over 40 per cent of all professionally-registered engineers are aged 50 or over which demonstrates how imperative it is to focus on training the next generation of workers to get these ambitious projects to the finishing line. It’s a competition With multiple high-scale projects in the works, there is fierce competition for existing talent. Many professionals are aware of this and use it to their advantage by choosing the lucrative option of working on a contract basis. This has left a huge shortage of permanent professionals and many companies struggling to fill vital positions. While there certainly is a demand for contingent staff, a lack of permanent employees makes it increasingly difficult to create a strategic workforce plan that develops individuals with extensive corporate and industry knowledge into future business leaders and managers. And companies are not only competing for talent with others in the sector, but they are also up against employers that are deemed trendier and more appealing, particularly for those seeking a career in technology. Over the years the rail industry has developed an unattractive reputation of being labour intensive, male-dominated and a choice for those who left school without a clear career plan. This of course, is far from true, and while there is still a high number of men compared to women, it’s something that industry professionals are collectively working together on to drive change. Other glamorous companies such as

Microsoft or Apple are naturally exciting options for Gen Z workers, who are proven to be highly interested in tech-related jobs, according to an Indeed study. However, it is important to emphasise and educate young people that the rail industry is not the archaic sector that some imagine it to be. It is, in fact, an industry that is leading the way in technological advancements. Plenty of education leavers may be surprised to find out that there is a wealth of opportunity to work with state-of-the-art equipment and exciting AI developments. As rail moves forwards and enters a new era, we also need the very best digital skills and innovative engineers, but if we don’t shout about the great tech opportunities in the sector to the next generation of workers, we’re simply setting ourselves up for failure. Diversity Rail is a career for everyone. While historically it has been dominated by men, there certainly are more women entering the field. However, although there has been improvement, the number of females currently working in rail only stands at 16.4 per cent, with just a fraction in senior, decision-making positions. Attracting women to the sector certainly will not be a quick and easy task, as currently 81 per cent of the British female population have never even considered working in the industry. In the survey conducted by The Rail Delivery Group, the industry’s membership body revealed that eleven per cent of women attributed their lack of interest in the sector down to it being male-dominated and 23 per cent said that they would not feel comfortable working in a masculine industry. A fifth feared that they lacked the right skills, however 70 per cent of those polled Rail Professional



said that they would retrain for a job that offered good benefits and security. As many women are willing to retrain for work, it seems like the biggest hurdle to get over is showing them that they are welcome. With hopefully more females entering the sector, it can quickly become a diverse and equal industry where everyone feels included and accepted. To get things rolling, the industry urgently needs women to take a chance with rail. This however needs a strategic attraction plan that sees more female professionals engaging with school leavers. For example, in order to encourage more women to take an interest in the sector, Samuel Knight will send female representatives to job fairs to encourage more girls to seek a career in rail. It is also very important to steer women towards all kinds of roles within rail. Data from Women in Rail shows that numbers tend to be concentrated in roles seen as more ‘female friendly’ such as legal, human resources and marketing. Female drivers are particularly underrepresented at the moment. In fact I myself have found that there has only been a small handful of female drivers applying for the many roles we have here at Samuel Knight in comparison to men… having a balance in genders is crucial to all industries – in fact a Dutch field study found that teams with an equal mix of men and women outperformed maledominated teams. Performance peaked when a team had a ratio of about 55 per cent women. However, diversity stretches further than gender and it is vital to be inclusive of all races and abilities. At Network Rail, data shows that just six per cent of the workforce are black, Asian and minority ethnic (BAME). Increasing this figure will provide access to larger talent pools while ensuring that the industry is reflective of the wider population. Diversity allows businesses to be more receptive to new ideas and is believed to increase productivity. An analysis of 20 European countries found that ethnic diversity at work had a positive impact on knowledge formation, productivity, the generation of new ideas and innovation. How to make a change Experts at UNIFE, the association responsible for the European rail manufacturing industry, predicts that rail will see 2.6 per cent growth year on year until at least 2020. Clearly, there are plenty of employment opportunities for prospective employees to choose from and we just need to help direct people to them. This can only be achieved by building an early appetite for engineering and the rail sector. By engaging with students through Rail Professional

workshops and educating them on how fulfilling a career in the industry can be, the chances of rail becoming a career of choice will increase greatly. Of course, there have been suggestions that the current science, technology and mathematics (STEM) curriculum needs to be adapted slightly to include more engineering-related problems and ideas. Mark Lomas, Head of Equality, Diversity and Inclusion with HS2, Britain, pointed out during a presentation at 2017’s Railtex exhibition: ‘by the age of eight, children

have already decided what their career preferences are.’ This shows how important it is to build a presence as leading career option at an early age. To develop a talent pipeline of young people, it is also essential to increase the number of internships and graduate schemes. In 2016, only three per cent of all apprenticeships in the UK were in the transport industry and these figures have been static for the last three years. The situation is also similar for 16 to 24-yearolds in full-time employment in the UK, with only 2.5 per cent of all employed within the transport industry. By boosting entry level positions, the field becomes more accessible to a wider audience. Historically there has been no clear career path into rail and it is one that people often find themselves stumbling into. By adding structure, there will hopefully be a shift in mindset among talent pools that leads to more school leavers planning for a career in rail and greater understanding of how they can grow within the sector. The DfT, which oversees Crossrail, TfL, Highways England, Network Rail and HS2,

recognises the importance of introducing young people and has set a target of 30,000 apprenticeship starts by 2020, of which nearly 70 per cent would be levels one to three. However, these are all long-terms solutions, and we need an immediate response to fix the current burdening problem. First of all, it is important that the industry is sending out a message of inclusivity. It is already incredibly difficult to fill specialist vacancies, so it is vital that we are not excluding half the population. Making room for flexibility and opening up plenty of part-time positions will ensure mothers do not have to choose between raising a family and pursuing a career in this field. Eradicating rigid work patterns is likely to benefit men as well, as flexibility and an improved work-life balance is becoming increasingly more important in the modern working world. As the current, experienced workforce are more inclined to pursue contract careers, it is perhaps beneficial to invest in talent from unrelated industries. Providing opportunities to those not already involved in rail and with less experience can not only help alleviate the current skills shortage but also create a loyal, dedicated workforce. Hiring people with outstanding soft skills means opportunities to invest in training and developing the foundations of a strong, permanent team. With so many changes going on in the industry, it is likely that the skills needed today will differ from those in the nearby future. That’s why investing in talent that demonstrate exceptional soft skills is one of the safest ways to future proof your business. Solving the skills shortage problem will be no easy task, but understanding the problems that created such a plummet in talent will allow us to tackle the issue strategically. Increasing attraction in new areas that focus on creating a diverse workforce will introduce fresh talent to the sector. Crossrail, along with other organisations, has announced delays in the project’s completion, creating further damage to the industry’s reputation. It is imperative that we bring in talent to restore faith in rail and drive projects forward. Regardless of the skills shortage, the sector is truly booming and going through exciting and transformational changes. A career in the field right now offers myriad career progression paths, plenty of job satisfaction and opportunities to travel – we just need to show people this. Georgia- Lee Breadmore works within the rail division at Samuel Knight International




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What lies beneath Accelerated growth in rail infrastructure and trackside developments pose a rising risk of exposure to hidden, harmful contaminates. Jon Clements, Commercial Director of Ensafe Consultants highlights how to deal with current contaminated land challenges


any new development projects are being constructed on brownfield land in a move to fast track rail projects and improve infrastructure alongside key transport routes. Ensafe Consultants have extensive experience collaborating regularly on rail sector projects and meeting compliant criteria for Network Rail, providing industry insight into potential pitfalls facing developers when utilising previously developed brownfield land adjacent to the rail network. As infrastructure projects, including HS2 continue to gather pace, I will use this article to offer some advice on what safety steps should be taken when planning and undertaking these types of projects. It is critical that designated development sites, alongside surrounding areas allocated for important infrastructure implementation, are inspected thoroughly by sector specialists to initially identify and eradicate any potential risks rising from contaminated land. The need to inspect potentially contaminated land is rapidly rising within the industry. There has been a spike in requests for specialised contaminated land surveys and remediation strategies to assist with major infrastructure projects within the rail sector. We are seeing a massive rise in enquiries for contaminated land specialised survey services because greenfield land is very difficult to develop due to restrictive planning legislation. Therefore, brownfield land development is expanding as demand grows. Notably inner cities are seeing more and more redevelopment because they are dead spaces. Councils and authorities are trying to encourage people to use those

centres of urban conurbations. However, they’re potentially contaminated because of heavy industry and previous usage. There are all sorts of derelict buildings, structures and areas designated for development, but issues arise around the fact the ground is contaminated and needs cleaning before it can be utilised for construction and

infrastructure implementation. So, the growth is massive. We’ve got these very large infrastructure projects, like HS2, and all of the new rail links routed through the country that are running out through cities also. HS2 starts in London, runs out from Euston and they’re trying to build a two-lane railway line that flows over Rail Professional



pretty much solely brownfield for the first ten to twelve miles of that allocated area. As such, all of the buildings in the way are coming down, and all of that ground therefore needs to be tested. Any material on site, if it is contaminated, will then need to be remediated – it’s a huge project. Each project where anything is replaced, or where work is carried out on existing land/building sites and railways, there is the potential to encounter contamination issues. Asbestos can be detected in previously developed land due to several factors including buried waste, particularly on the railway. In previous times the brakes of trains were lined with asbestos and when trains braked asbestos fibres would come off those brakes and land on the trackside on the ballast. Over time when track replacement improvements were undertaken the ballast would be dug up and all of the material that had been thrown alongside the railway and new ballast that had been put down, then got further contaminated. The ballast that was cast aside would be compacted over time and other materials put onto it so it started to bury into the ground, creating additional areas that could contain contaminates. With the recent slowdown in the construction market there is a growing trend to try and clean existing buildings or use existing land because greenfield is difficult to develop and there is a requirement to locate these new projects near to infrastructure, like key railway stations and transport routes. So, inner-city and land adjacent to major networks, like the railway, is obviously attractive however the downside is, because it has been built on previously and used before, there is a fair chance that it could have some form of contamination in it. Land is legally defined as ‘contaminated land’ where substances are causing or could cause: • Significant harm to people, property or protected species • Significant pollution of surface waters (i.e. rivers and lakes) or groundwater • Harm to people as a result of radioactivity. Contaminates could include asbestos, heavy metals, such as arsenic, cadmium, carbons and lead alongside oils, tars, chemical substances, gases or radioactive substances. If you want to dig in the ground and conduct trackside developments, then you need to make sure you are not going to disturb this material. Ultimately if there are contaminates in the ground you need to know they are there and then you have to ensure they are safely consigned to landfill. The issue is how to establish whether an area is contaminated or not. To ensure compliance the process would be: • Undertake a contaminated land survey – including digging of trial bore pits to extract core samples, which are sent to an accredited laboratory Rail Professional

• Samples undergo a suite of testing to identify what materials are present and a strategy implemented to be able to remediate the ground. However, there is a grey area when it comes to dealing with contaminated land and I would welcome legislation to bring some clarity to the sector. One of the challenges currently is there isn’t a piece of legislation that actually states what the process should be, so it’s more a discussion and acting prudently. There are a number of white papers and legislative drafts that are going through statute currently. We would work to those principals but ultimately it would be good housekeeping to identify what contaminates are present and agree what can be done with them. However, we are also commercial and the cost of putting it back in the ground or consigning it to landfill is very expensive. But sometimes that material cannot then be used again because it’s not environmentally sound and you have no choice. The advice to contractors undertaking work on construction sites would be to integrate contamination checks early on to ensure there is no delay and minimum disruption to the project’s programme of works. Then it is a question of getting all necessary safety measures in place. It is essential to set up a demarcation or

an area of exclusion, which is the work area. Whilst the survey is being undertaken you have to ensure there are no elevated fibre counts, particularly of asbestos, in the air. The process needs to be managed to ensure all of the works undertaken are done safely and legally so that everybody is safeguarded whilst that work is carried out. At the end of it you would have someone, like Ensafe Consultants, who would implement the legal sign off. This would entail outlining the materials that were contaminated, the process undertaken, and the specification of any material that had to be consigned and where it has gone. Providing procedural processes and sign off then reassures anybody that comes after you, the rail workers, road builders, and house builders (anyone who wants to work in the ground) that they are safe to do so. Compliance is critical when working within this specialised sector including rail projects. As demonstrated when King’s Cross Station developers enlisted Ensafe’s expertise for a multimillion-pound project. One of the most important stations in the capital, London’s King’s Cross required Ensafe’s experts to assist with a £30 million programme of works. We were contracted to project manage the full dismantling and associated asbestos removal works to both train shed roofs situated at King’s Cross railway station.

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This significant and prestigious project was undertaken when we were appointed directly by the programme’s Principal Contractor, Kier Construction. The company enlisted Ensafe to act as their competent asbestos consultants assigned to coordinate the asbestos project management throughout the programme of works. The major works at this landmark site involved the day-to-day practical management of all elements of this complex roof removal project, which we successfully completed. Certain types of asbestos can be screened in specialist heavy plant machines and the asbestos removed so soil can be used again on site. Such was the case at Stanton Cross, a major mixed-use development for Wellingborough in Northamptonshire. The Midland Mainline runs through part of the development and a potential for asbestos contaminated land and buildings was identified. Originally engaged by Principal Contractor Galliford Try to carry out a pre demolition survey, Ensafe then went on to assist with: • Project Management of removal of ACM’s (asbestos containing materials) • Project Management of the demolition of old trackside buildings • Soil remediation.

Ensafe managed the screening of around

35,000 tonnes of soil onsite. Once we were happy that the soil was within safe limits it was then reused in the construction of the development’s infrastructure. Instead of paying to excavate it and then send it to landfill, we cleaned it and they were able to use that again on site. Similar such sites can contain contaminates, which pose major health risks, therefore it is essential an accredited organisation undertake a suite of environmental testing to look for harmful contaminates. We would conduct a full study of the designated development area and advise on any contamination. When working on large projects alongside major railway routes, if there are buildings within the designated construction site, it’s essential to undertake surveys to identify deleterious materials, specifically asbestos, within buildings. The process would be to put a methodology together to remove any asbestos and manage the safe demolition of those structures, then to clean the surrounding grounds to allow new buildings to be erected or new railways, road and infrastructure to be laid. The process is: • To find what’s in the ground • To identify it • To strategise what needs to be done to remediate it.


The entire process, from identifying a problem, to having the solution and then being able to put space in the ground can take several weeks, depending on contaminates that are discovered. It is quite a fast process once work gets underway. During a recent project we worked on we were able to successfully screen circa 250 tonnes of soil a day. It is key however to get all necessary safety measures in place including a demarcation area of exclusion and ensure all works undertaken are done safely and legally so everybody is safeguarded when the necessary work is carried out. With providers of such specialised survey services increasingly in demand, it is essential to enlist an accredited and experienced organisation for such operations. Ultimately if you want to work in the ground you need specialists to tell you if you are good to go or give you a strategy to make sure you don’t disturb any contaminates, you don’t break the legislation, and everyone is safe.

Jon Clements is Commercial Director of Ensafe Consultants. Contact the company on 01604 878190 or via email at You can also visit the website at 0115 919 1111

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The case for a tram network in Bath In March ÂŁ1.95 million funding was secured for a study into a mass transit system for the West of England, potentially linking the city with Bath and other towns. Dave Andrews, Chair of Bath Trams, makes the case for a Bath tram network


ritish cities are in a transport and air quality crisis. Growing populations, increased car ownership and use has led to gridlock and dangerous levels of toxic air pollution (much of it arising from hitherto unacknowledged deadly rubber tyre and road dust). This air quality results directly in the premature deaths of about 60,000 people in Britain per year. Bath is no exception to this but worsened by being in the deep River Avon gorge, where pollution concentrates. There are few alternative routes to avoid these problems. The Bath Tram group is a local engineerled residents’ initiative determined to find a solution that will attract trips from cars, so reduce traffic and pollution, and make better use of existing roads. After considerable research the group has identified trams

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as proven to attract at least 25 per cent of patronage from cars, and with a frequent reliable service (every six minutes) increase the passenger capacity of roads to the equivalent of a six-lane motorway. Research shows that a rubber tyred bus cannot achieve the same for fundamental engineering reasons. (I expand on this at the end of the article.) Potential Bath Tram Network With a carefully calibrated and professional approach, based on fact based correspondence with local Bath and North East Somerset council (B&NES), the local media Bath Chronicle, and public briefings, Bath Trams has developed a good working relationship with local politicians, B&NES and is also in correspondence with the new devolved Mayor for the West of England Combined Authority (WECA). The tram plan now has cross-party support. As a result, B&NES commissioned an initial high level review from the consultant Atkins which indicated that there were indeed potentially feasible routes in Bath. WECA will fund a £1.5 million study looking at a highquality mass transit solution that provides a step change in public transport connectivity in the West of England, unlocking significant housing and employment. Strategic corridor links into Bath are a major component in the study which will consider a range of transport modes with trams having been added to the range due to BTs efforts. Officers from WECA will work with B&NES to produce a new Transport Study for Bath to address transport challenges and ensure alignment with the wider Mass Transit network an additional £450 million has been allocated to this. The study will also need to establish the root cause of the many issues which culminate in transport-related problems, whether this may relate to areas such as planning, health, education, regeneration and tourism, as well as transport. Again this will now include trams as one option and B&NES will be advised by UK Tram the official light rail body, accepted by the Government as an authority in light rail matters; Bath Trams, having developed a close working relationship with B&NES, will be involved as they offer local expert knowledge to this project. Given the dearth of public funds, and the very long time needed to unlock them, the Group are also looking in parallel for a more immediate resolution by identifying an initial tram network that could be selffunding and could therefore potentially be financed by private investment. The crux of a new tramway is a tram depot, which needs to be on one of the first lines. Bath also needs affordable housing for its many service sector workers who presently face an expensive and lengthy commute into Bath from outlying areas, ironically causing some of the traffic congestion and pollution. Trams are quiet and do not pollute, so the space over the depot could be used for social housing, making this a win-win solution. Bath is also a World


Heritage City. People are concerned about the environment, which is why we are promoting trams, and have set up a Community Interest Company to implement the system. The Group has previously commissioned a financial analysis of potential tram routes to identify a core ‘viable’ network. Once this network is in place additional lines can be added on a marginal cost basis. In the UK, once one tram line has been introduced there is inevitably a clamour for it to be extended – as has recently happened in Edinburgh despite its initial challenges. We are also aware of the criticisms made by the National Audit Office about the high cost and disruption of existing modern tramways when they were constructed. This is why we are looking at a ‘no digglue in the road’ tram track that potentially requires less diversion of utilities like gas and water and will reduce the present loads on Bath’s historic subterranean tunnels and vaults. Use of low-cost, low impact track technology could potentially save much time and money. However, a detailed study, testing and demonstration has to be carried out to see if this potentially attractive technology can demonstrate benefits over more

in York using buses there has been very little effect on car traffic simply because it is impossible for rubber tyred buses to offer the service and environmental benefits which only a steel wheeled tram can. The study found that only 29 per cent of travellers in Freiburg were car users, compared to 52 per cent in York, and public transport use was 18 per cent in Freiburg compared to only eight per cent in York.

conventional well-tried track technology, and be installed on a widespread basis.

car free in the centre, which is replacing its super triple bendy bus with a tramway. Tramways are expensive to build but have lower operating costs than buses. So the marginal cost of carrying extra passengers is very low. The London Underground demonstrates this daily. This is why trams can operate throughout the day at six-minute intervals. There is little benefit in leaving them in the depot, and a frequent service throughout the day is what car drivers want, to encourage them to leave their polluting vehicles at home. On the other hand, buses of all types (trolley, bendy bus, tram bus etc.) are more expensive to operate, because the high cost of the driver is shared over fewer passengers. With bus passengers ‘captive’ the result is an infrequent and slow service with long stops for passengers to alight and board, compared to multi-door trams where access is considerably easier and more efficient. On the other hand, a tram is more like an underground train and it is perfectly

Potentially viable network – all routes are technically accessible by trams The Group is raising initial funding via the Community Interest Company, to be used to develop their proposals. Some people have also questioned if trams can get up the steep hills in Bath and to that I say we should remember that until 1939 trams climbed these hills with no problems, and in Lisbon and Sheffield trams climb even steeper hills. With electric power and braking, trams can run up hill faster than downhill. We are also aware that trams operate in sensitive cities such as Freiburg and Vienna and in Croydon trams have reduced road traffic by a fifth. Trams will be a game changer in Bath. A study some years ago compared York with the similarly-sized Freiburg; the latter went for trams and has achieved a wonderful low traffic environment with drivers switching from cars to trams, whereas

Why trams are essential I mentioned at the start of this article that there are fundamental engineering differences between a steel wheeled light rail or tram and a bus (whether battery, trolley, diesel, or electric) and that trams are nearly always the essential ingredient in any low congestion city transport mix. From the driver in the car’s point of view, only railed vehicles are an acceptable alternative to some car trips, typical shorter journeys in towns; buses are not. The evidence for this is clear, from the busways built in Britain since 1970, from Swansea which spent £10 million on road alterations and new super bendy buses but soon abandoned them, and from Utrecht, entirely

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acceptable to stand near the doors and move around, because there is no jerk or bus vibration. This ability to stand and move nearer the door before stopping, coupled with a tram having several sets of large doors means tram boarding times are shorter than a bus. So, trams run at greater frequency and speed and are more punctual, all of which are attractive to motorists and the operators. Typically trams have an operating speed about 50 per cent faster than buses, and as fast as cars when time for parking is included. Trams are not constrained by the need to accommodate suspension and large wheel movements, and as a result can have exceptionally low ground clearance assisting elderly, pram and wheelchair users. Because each tram can have up to 400 passengers, compared to a bus with around 70 (and not significantly more with bendy busses) , and with rapid boarding and alighting a tram line can have up four or five times the capacity of the equivalent bus route or segregated busway. Another important point is the granting of priority to trams. Highway authorities are unwilling to grant priority to buses because they get too many complaints from the influential car lobby. On the other hand, it has been shown that a significant proportion of tram passengers are also car drivers. Green

Wave traffic light priority can be applied to trams permitting quick movement through traffic whereas an unfeasible five times as many traffic light prioritisations would be required if buses replaced trams. People in Bath are environmentally conscious. Being in a deep river gorge concentrates toxic traffic pollution in the centre of the city. Much of this pollution comes from heavy diesel vehicles like buses. NOx and small particles are killers, and over one hundred people a year in Bath die from diseases which are directly attributable to traffic air pollution. About half the small particles come from tyre, tarmac and brake dust. Rubber tyred vehicles with electric motors will still exceed the World Health Organisation safe air standards limits. There is strong evidence around the world and in the UK to support this (all well referenced on the Bath Trams website), but perhaps the most convincing is what happened when trams were removed from Liverpool, Sheffield and London. In all cases there was an immediate drop of 30 per cent in mass transit passenger numbers because the bus service was not an acceptable replacement, and people found other means of getting about – typically by purchasing a car. The ‘flexible’ bus failed cities as extram passengers swamped roads with traffic congestion. Trams give confidence and


permanence for people to run their lives. It is wrong to suggest that the flexibility of bus services is a good thing, but it is obvious from reading regular comments and new articles in the Bath local press that bus routes change frequently to suit the operator – enraging users. No developer plans to build a business or a housing estate based on a bus service. Tram lines are fixed for the future, and this is attractive to developers and house owners alike. Houses near a tram stop increase in value above local trends (20 per cent in Croydon) because the tramline is inflexible and permanent. This is why many of the suburbs of Bath such as Twerton and Oldfield Park were provided with a tram by the developers – specifically to make them attractive. It’s the same reason the Metropolitan Line in London was built by the developers who turned farmland into ‘Metroland’. In fact, nearly all large cities expanded along tram lines. Members of the newly registered Community Interest Company formed by the Bath Tram group sincerely believe that the introduction of trams to Bath will result in a greater improvement in the quality of life in the City than would any other single measure. Dave Andrews is Chair of Bath Trams, you can learn more about the project by visiting https:// and following @engineman999 on Twitter


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Raising the Standard of Accident Investigation Training This new training course is designed for individuals conducting investigations into accidents, incidents and near misses. It meets the requirements set out in the Rail Industry Standard for Accident and Incident Investigation (RIS-3119-TOM). This 2-day course is designed to equip the investigator with the knowledge, skills and tools to conduct accident investigations, including gathering evidence, analysis techniques, generating recommendations and effective report writing. It has been created for investigators who are new to the role, or have some experience and would benefit from updating their knowledge and skills. It is delivered by experienced and qualified trainers with extensive human factors and safety management experience. Location: RSSB’s offices at the Helicon, Moorgate, London, and other locations throughout the UK. Course dates available from June 2019.

Information on course fees and bookings can be found on 1

RSSB l Collaboration on health and welbeing

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Tracking health and safety: How have fines escalated in logistics? Henry Kirkup, Health & Safety Partner at law firm BLM, explores the impact the guidelines continue to have on organisations and individuals within the industry


he revised sentencing guidelines for health and safety offences, introduced in February 2016, meant greatly increased fines across all sectors, including transport and logistics. The new guidelines mean that organisational safety has been put into sharp focus and hefty fines are promised for those companies failing to protect employees against known and preventable safety risks. Since then, fine values have rocketed – in the transport and logistics sector, this has seen some fines

reach £4 million. The guidelines require courts to consider culpability, the seriousness and likelihood of harm caused or posed together with turnover. A business with a turnover in excess of £50 million could face fines of up to £10 million for the most serious offences, whilst corporate manslaughter charges could incur fines reaching £20 million. In the three years since the guidelines were introduced, fines have seismically increased. The ten most significant fines handed down total £30.4 million.

Whilst large organisations have grabbed the headlines for the huge fines, the majority of prosecutions are brought against much smaller businesses; these may lack the manpower or financial resources to adequately fund well-structured safety management, and often do not have the same access to health and safety information, resources or support

One size does not fit all Whilst large organisations have grabbed the headlines for the huge fines, the majority of prosecutions are brought against much smaller businesses; these may lack the manpower or financial resources to adequately fund well-structured safety management, and often do not have the same access to health and safety information, resources or support. The fines are commensurate with turnover and whilst smaller businesses rarely face seven figure fines, they can be subject to significant fines running into the hundreds of thousands – potentially catastrophic for their organisation. No court sets out to destroy a business and its ability to remain viable following a fine is taken into consideration; however, this does not mean the fine will not be punitive and the impact must be felt across the business. Culpability can scale the size of a fine considerably, sometimes from seven figures to a lower six figure sum. If an organisation admits guilt in the event of a breach, but is able to demonstrate and evidence a progressive approach to health and safety Rail Professional



About BLM BLM is the leading insurance and commercial risk law specialist in the UK and Ireland. With a turnover of over £100 million, we advise insurers, Lloyd’s syndicates, MGAs, brokers, corporate policyholders, professional indemnifiers and other market organisations. With more than 200 partners and 1,700 staff, BLM is instructed on a broad spectrum of legal issues and acts for customers in key sectors such as construction and property, corporate risks, healthcare, insurance and indemnity, leisure, public sector, retail, technology, media and telecoms, transport and the London Market. BLM has 13 offices across the UK and Ireland in Belfast, Birmingham, Bristol, Cardiff, Dublin, Edinburgh, Glasgow, Leeds, Liverpool, London, Londonderry, Manchester and Southampton. BLM presently acts for 13 of the top 15 UK insurers and four of the top five global insurers. BLM is a founder member, and UK representative, in Global Insurance Law Connect, an international alliance of 13 insurance law firms launched in June 2017. BLM has diversified with the creation of the Commercial Advisory and Wealth business, having brought in a team of 33 lawyers in 2017, which it is now expanding with new hires. The firm appointed Matthew Harrington as Senior Partner with effect from 1 March 2018 For further information, please visit: (e.g. regular risk assessments, minutes for meetings discussing existing risks and how to solve them), this can count in reducing the level of culpability, and therefore the size of the fine. In addition, last summer the Sentencing Council announced increased sentences for individuals convicted of gross negligence manslaughter (GNM). GNM was initially excluded from the 2016 guidelines, and this new guidance adopts a more punitive approach to sentences; with the most serious cases seeing individuals face up to 18 years in prison – current sentences for these cases rarely breach the ten-year period. Significantly, the sentences are retrospective, so will apply to all cases heard before the courts after November 2018, irrespective of the date of offence. Fine escalation Fines for transport and logistics health and safety breaches have totalled over £16 million since 2016. The largest fine handed Rail Professional

Fatalities and life-changing injuries are a common feature of transport and logistics health and safety fines. Over 15 fatalities have resulted in fines since 2016, including a penalty to Associated British Ports; in 2018, the business was ordered to pay £750,750 after a security guard was crushed by an HGV three years earlier down in the sector to date was to Network Rail, which was ordered to pay £4 million in 2016 after a member of the public was fatally injured at a crossing point, with evidence emerging that pedestrian visibility at the crossing was poor. Fatalities and life-changing injuries are a common feature of transport and logistics health and safety fines. Over 15 fatalities have resulted in fines since 2016, including a penalty to Associated British Ports; in 2018, the business was ordered to pay £750,750 after a security guard was crushed by an HGV three years earlier. Two other parties, DFDS Seaways and security company ICTS, were also found to be in breach of health and safety legislation and ordered to pay £166,670 and £500,000 respectively. Whilst intended to protect employees, the Health and Safety At Work Act 1974 also sets out the duty of care businesses have to members of the public and non-employees. This is particularly relevant for transport and logistics, where organisations frequently visit other company’s sites, and there is an increased reliance on agency and contracted workers. For example, ERIKS Industrial Services was fined £373,000 in March 2018 after an agency worker was crushed whilst unloading a vehicle. It is essential that companies ensure that as well as keeping employees safe, their operation does not also expose other organisation’s staff, or the general public, to risk of harm. Risks in logistics Transport and logistics is a hazardous industry and the risk of harm is widespread across multiple operations. The risk of harm is a feature of the guidelines so organisations that put employees or the public at risk can be prosecuted irrespective of whether there is an actual injury. So, in practice, a system of work which exposes employees to risk is vulnerable to a prosecution. The more employees exposed to the risk is taken into consideration, as is the length of time that risk has existed. It is therefore essential that thorough, proactive risk assessments are undertaken and regularly reviewed. Alongside the operation of HGVs, there are many and varied aspects of risk in transport and logistics. More so than other industries, the transport of incredibly heavy cargo, especially in shipping, creates

risk of harm which must be assessed and accounted for. In shipping, the stacking of huge containers leaves employees at real danger of serious injury or even death. The subsequent transfer of these heavy containers, from ship to warehouse to lorry, also creates a critical pinch point, where due care is needed to ensure employee safety is protected at every stage of the transfer. Looking forward Stress in the workplace bubbles under the radar in many industries, including transport and logistics. The HSE recently developed a toolkit to help companies address and support employees experiencing stress-related conditions and though there is currently no formal regulation in place to address this (beyond the Health & Safety At Work Act 1974’s umbrella requirement of an employers’ ‘duty to protect’), this public declaration of interest suggests it may be a matter of time before measures are introduced. In some companies, a culture of confusion, or even disinterest, can exist in response to health and safety regulation. It is therefore vital to tackle this culture from the top down and manage regulations in a proactive manner which leads to real change for the safety of staff. The last three years have sent a stark message across all sectors and the industry remains high risk. Engagement with safety issues and education across the industry is key to ensuring that the safety statistics improve. Managing risk must be a priority in this already challenged sector. Focusing on managing risk with transport worker groups and their support networks may help reinforce the ongoing and critical messages around safety. Sentencing information is accurate according to BLM’s Health and Safety Sentencing Tracker, a categorisation of Health and Safety breaches experienced by businesses’ in England and Wales since February 2016.

Henry Kirkup is Health & Safety Partner at law firm BLM

CALL US NOW ON 01206 396 446


Fencing Track- side ladder

Step on Safety have been on track since 2009, providing innovative turn-key solutions within the Rail Industry. Utilising GRP’S lightweight, durable, low maintenance, non-conductive and non-corrosive properties to deliver out-standing design, supply, fabrication and installation to all of our clients. Boasting a long line of prestigious projects from extensive work on GRP Access Solutions in the Euro Tunnel to 220m of MultiStorey fully Composite Access Platforms at Stewarts Lane Depot. GRP Step Over

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OUR KEY SYSTEMS • GRP Track Side Walkways.

• GRP Ramps.

• GRP Station Platform.

• GRP Single/Multi Story TCD

• GRP Bridge Decks and Treads.

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• GRP Embankment Stairs.

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• GRP Dagger Boards.

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Working safely at height Simon Mealor from working at height experts, Altus Safety, discusses safety considerations when working at height in a rail industry setting


he rail sector is a hazardous environment where risk management is taken very seriously and both training and routine safeguards are put in place to maintain high levels of safety for operatives and members of the public at all times. Alongside the rail specific hazards involved in working in the sector, there is often a need to work at height. Here, universal guidance on working at height should be brought into rail industry best practice to ensure that risk is minimised during construction, refurbishment or routine maintenance projects. When we consider that falls from height were the single biggest cause of workplace accident fatalities in 2018, accounting for some 26 per cent of all fatalities recorded, and that they were the also responsible for eight per cent of non-fatal workplace accidents, it’s easy to see that working at height safety is a matter that the rail sector needs to take very seriously indeed. The safety at height hierarchy As safety at height specialists, we specify and install systems in line with the safety at height hierarchy, which is a risk-based assessment tool for determining the level of

protection required in any at-height work environment. The hierarchy begins by advising that working at height should be avoided wherever possible and the safety culture in the rail sector ensures that work at height is only carried out when absolutely necessary. The second level of the hierarchy advises that access equipment is the next safest option and this is commonly used in the rail sector where possible. However, where neither of these two options are viable, some kind of safety at height installation will be required. Where there is likely to be a permanent or recurring need for operatives to work or gain access to areas at height, a permanent safety installation is preferable to a temporary scaffold and this will fall into one of the three subsequent tiers of the safety at height hierarchy: • Collective measure – usually a guardrail • Fall restraint system – where the operative is tethered at a safe distance from the edge to prevent the risk of falling • Fall arrest system – where the operative is tethered to prevent the risk of impact in the event of a fall, thereby minimising the risk of injury. Collective measure A collective measure is a general term for a physical barrier installed around the perimeter of the at height area to prevent falls. This is known as a collective measure and is the most appropriate answer for protecting both safety-at-height-trained and general maintenance teams from falls. Usually, where access to the at-height area will be required on a routine or regular basis, this means the installation of a guardrail system. However, there are multiple guardrail options so it’s important to understand the options available. Our approach to specification is to understand the requirements for the work environment, considering, for example, how many operatives will need to gain access to the area, what equipment they will need, what level of safety training they have had and

how often they will need to access the area. It’s also important to factor in any physical restrictions or additional risks of the environment and to understand whether there is a risk of trespass, which could add public safety concerns into the mix. Fixed guardrails are traditionally the default guardrail option, but freestanding guardrails are often a convenient alternative. These are weighted and don’t need to be fixed to the roof, making them faster and easier to install. The lack of penetrations also means that no modifications to existing infrastructure are required. Where a freestanding guardrail is not viable, a collapsible guardrail is a popular choice as they can be collapsed and out of sight when not in use. This can be a good choice for station environments where it may be desirable to limit the visual impact Rail Professional



of the installation. A powdered-coated guardrail, which effectively camouflages the edge protection, is another option for a more subtle approach. Where space is limited, a fixed guardrail may be necessary and for very restricted locations, a parapet or clamped system offers a robust solution without encroaching on the actual work area. It’s also important to consider the safety risks of penetrations in the work area, such as atria or service openings, as the danger of falling through a feature of this kind is just as significant as falling from the edge of the at height area. Here, modular guardrails can be used to create tailored protection units, providing a barrier to prevent falls. Finally, in rail environments, it’s also vital to consider the best material for fabrication of the guardrail system. For operational areas, a glass reinforced plastic (GRP) guardrail or handrail system is often the best choice as this non-conductive, non-magnetic and non-sparking material is impact resistant, fire retardant and has a high strength to weight ratio, so provides a solution that is both lightweight and durable. Easily formed and moulded to meet the specific requirements of the installation environment, GRP offers an ideal alternative to steel for many rail projects.

Kee Systems Keeping safety on the right track

Fall restraint and fall arrest A fall restraint system should only be used where access requirements will be limited or there is insufficient space for a guardrail system, because this method of safety protection limits access protocols to those who have been safety trained for working at height. However, the space saving these systems offer and the level of safety training expected for operatives in the rail sector makes this a common specification. They usually involve a safety line system where the operative is tethered to a fixed point preventing them from accessing any areas near enough to the edge to fall. Where space is extremely restricted, a fall arrest system may be the only option but this should always be considered as a system of last resort. We would always advise installation of the maximum possible level of safety protection. Bespoke solutions – Gatwick Station Due to the diversity of rail environments, there is often a requirement for a custom-specified and fabricated solution tailored to the specific safety requirements and risks of the location. A recent example of this is the 100-metre maintenance walkway that the Altus Safety team designed and installed to create maintenance access for the building services located in the eaves of the rail station at Gatwick Airport. We began by visiting the station to carry out a site audit, considering the maximum loading requirements for the non-slip aluminium walkway, along with the tolerance for spans of the system. We calculated that the walkway could be fixed to existing steel beams without the use of any additional supports using a clamped fixing method. This ensured a faster, more cost-effective installation that required no drilling, while ensuring a robust and discreet solution. The walkway was installed with a handrail on both sides to ensure safe access and a safe working platform for maintenance teams when working at height. It was installed in just one week, with the work carried out at night during quieter periods. Simon Mealor is Director at Altus Safety Rail Professional

You can always rely on Kee Systems We have been providing the rail sector with handrailing, trackside barriers, steps and ramp railings for over 70 years. Barrier and handrailing systems constructed from fittings are proven to provide a more durable, versatile and cost effective alternative to fabricated systems. Visit our website to see the possibilities

Supplied by

Airborne 10RT is an absorption technology that has been designed to absorb total suspended particulate matter (TSPM) when introduced in to the atmosphere via an APPS Track Side PIRA (TSP) or an Airborne 10RT nozzle dust suppression system which have been specially designed and manufactured to ensure that the correct micron size and volume are delivered allowing the hydrophilic and hydrophobic tails within the Airborne 10RT to help remove particulate matter.

APPS UK Ltd are much more than a speciality dust suppression and odour control supplier, every day we help our customers tackle their toughest challenges. We undertake this by providing solutions

The Track Side PIRA has been specifically designed for the Rail Industry to deliver Airborne 10RT into the atmosphere. This will help absorb particulate matter generated from a multitude of operations from, ballast drops, tamping, DEEE, vehicle movement and general dust and odour related issues. The TSP is a self-contained mobile unit which will produce a 40 micron water droplet from the rotary atomiser and when infused with Airborne10RT will absorb total suspended particulate matter. The frame is constructed of mild steel which is situated on wheels along with 4 x lifting points for easy manoeuvrability around stations, platforms, track, rail trolleys and tunnels. The TSP is fitted with a self-contained water tank, generator, pump, control panels and a multifunctional 285 degrees rotary atomiser head and hydraulic arm with a height restriction of 2400mm and offering fantastic versatility for any operation.






product quality, protect plant assets and minimise environmental impact. We implement and support these solutions through our experienced team of consultants who work side-by-side with project managers to ensure a total managed solution.

DustMac77 TrackSeal is formulated to form a strong bond that seals loose particles that would normally become airborne when disturbed by wind movement from trains or vehicles. The coating is applied after the new ballast has been laid sealing the loose dust particulates with a semi-permanent shell which protects against wind erosion, reducing atmospheric dust particles being emitted from air movement from passing trains and improving your safety. APPS UK encrusting products provide excellent pile sealing, slope control and rail car topper solutions.

APPS UK LTD Rail Professional

Unit 3, Paisley Works,14 Windover Road, Huntingdon, PE29 7EB T: +44 (0)1480 458888 E:



Dust Suppression APPS UK is a company which has dedicated decades to developing a strong track record of offering tailor made solutions to remove odour and dust issues within working and public environments


PPS UK was approached by rail industry contractors to demonstrate its systems and technology in treating the serious issue of dust both underground and over ground. Following extensive trials and testing its technology namely Airborne 10RT, was embraced and has since been utilised on a multitude of live blockades, signalling and engineering works around the UK, such as Liverpool Lime Street, Derby, Dorridge and North Wembley just to name a few. The company’s success with the aforementioned dust suppression projects have advanced it to trialling our DustMac77 on the London Underground. Airborne 10RT is an absorption technology that has been designed to absorb total suspended particulate matter (TSPM) when introduced in to the atmosphere via an APPS Track Side PIRA (TSP) or an Airborne 10RT nozzle dust suppression system which have been specifically designed and manufactured to ensure that the correct micron size and volumes are delivered in to the atmosphere allowing enough retention time for the hydrophilic and hydrophobic tails within the Airborne 10RT to help

remove the total suspended particulate matter. As the rail projects have progressed throughout 2018 APPS UK has spent time listening to project managers and track operatives to get even better results by not just modifying its existing mobile equipment but going back to the drawing board. APPS accepted the challenge of weight, flexibility, mobility and rail’s long-standing problem of water supplies. Together with all the information and dimensions ascertained, APPS redesigned and engineered a mobile unit that fulfils the rail requirements for suppression of dust and DEEE’s namely The Trackside Pira (TSP) which was successfully launched mid-2018. The Track Side PIRA has been specifically designed for the rail industry to deliver Airborne 10RT into the atmosphere. This will help absorb particulate matter generated from a multitude of operations from, ballast drops, tamping, DEEE, vehicle movement and general dust and odour related issues. The TSP is a self-contained mobile unit which will produce 2.8 million 40 micron water droplets per litre per hour, the standard set up for the unit is 30 litres

per hour. The frame is constructed of mild steel which is situated on wheels along with four lifting points for easy manoeuvrability around stations, platforms, track, rail trolleys and tunnels. This TSP is fitted with a water tank, generator, pump, control panels and a multifunctional 285 degrees rotary atomiser head and hydraulic arm with a height restriction of 2400mm and weighing in at 480kg fully laden offering fantastic versatility. Water is not an issue as all product is premixed and stored prior to the commencement of a project. The problems associated with ballast dust

Rail Professional



are long standing and originate from where the ballast is stock-piled at depot. From loading onto trains, travelling to a location where track is being replaced, unloading the new ballast after the old one has been dug up and reloaded onto the train, the dust problem is continuous during every operation. Then following replacement of track and completion of works, the first train that travels through that area picks up the trackside dust and forces it further up the track and out of the tunnels towards the

Rail Professional

platforms. The dust issue is merely moved from one area to another. The solution is to pre-treat the ballast prior to loading with Airborne 10RT, treat again whilst works are ongoing and the ballast is being unloaded, treat the air during track replacement works which will clean the air for the rail employees and then treat the areas besides the track which will eliminate dust being forced up the track from the first oncoming train following works completion. DustMac77 TrackSeal is formulated to form a strong bond that seals loose particles

that would normally become airborne when disturbed by wind movement from trains or vehicles. The coating is applied after the new ballast has been laid sealing the loose dust particulates with a semi-permanent shell which protects against wind erosion, reducing atmospheric dust particles being emitted from air movement from passing trains and improving your safety. DustMac77 can also be applied to inner tunnel walls to help prevent dust lift from passing trains and general wind agitation. APPS UK encrusting products provide excellent pile sealing, slope control and rail car topper solutions. Tel: 01480 458888 Email: Visit:

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HGI is on track HGI is a leading supplier of generators and welders to the rail industry across UK and Europe


s one of the few generator manufacturers in the UK carrying Network Rail approvals, HGI is in a unique position to meet the need for safe, solid and reliable equipment, designed and built to withstand the demands and dynamics of the rail environment, both onboard and trackside. The company is committed to providing professional and economic solutions tailored to your power requirements whatever they may be or wherever they may be needed. HGI designs and supplies a range of equipment that meet the strict standards of compliance and construction within the rail industry, with a wide range of previously approved and structurally compliant (GM/ RT2100) designs. Special projects have included HF (High Frequency) sets, Ballast Wagon-mounted sets, Track monitoring vehicle mounted generators, 650V AC signalling and large 850V DC ETS sets. HGI regularly supplies major rail contractors in the UK as well as Network Rail direct, and is renowned as a reliable and efficient supplier, able to meet deadlines and create cost effective solutions throughout its range. Network Rail approved trackside and onboard generators Rail designed petrol generators and welders, for everyday track work and maintenance, for total reliability when you need to get the job done. HGI regularly supplies major rail contractors throughout the UK as well as Network Rail direct, and is renowned as a reliable and efficient supplier, able to meet deadlines and create cost effective solutions throughout its range. Rail equipment Other favoured rail equipment, manufactured by HGI includes: • Stationary generators from 2.7kVA to 100kVA (110V CTE to 650V AC) • Vehicle-mounted generators from 12kVA to 250kVA (110V to 850V AC & DC) • Mobile/portable Tow-to-Site Channel Tunnel Working with two Yorkshire-based, American-owned companies (Thrall Europa and Wabtec Rail), HGI designed and supplied more than 200 generators for use on the MRA side-tipping ballast wagons (with Thrall) and the HQA HOBS (High-Output Ballast System) Auto-Ballaster (with Wabtec), used

in the construction of CTRL (Channel Tunnel Rail Link). The involvement with these projects brought further work when the Clark Chapman (Cowans Sheldon) Company approached HGI with a requirement to power its own revolutionary track placement system – the RDT (Rail Delivery Train). This vehicle system would deliver and position 32 pieces of CEN60 rail, each up to 216 metres long, laying simultaneously either side of the train and again, with systems powered by a Harrington Generator. Orient Express HGI also supplied power on the Orient Express in the form of an 850V DC generator intended to supply ETH (Electric Train Heating) for an Orient Express service. The machine was intended to reduce reliance on ETH equipped locomotives by providing the train with its own, independent ETH supply. The 205kW machine was designed to have a simple operator interface (almost literally ‘on and off’) while still incorporating more extensive diagnostic facilities for the maintainer and fulfilling its function in the safest possible way. The unit is completely enclosed and includes automatic fire detection and suppression and fuel transfer from a remotely located bulk supply. The machine is also equipped with both local and remote-control facilities with ‘engineer lockout’ for safe maintenance. Road tow generators Working with Jarvis Rail, HGI designed and developed a 16kVA multi-voltage road tow generator, capable of providing not only 650V single-phase for signalling but also 230V and a true 110V CTE output for site equipment and power tools. The unit was intended as a complete, all round packaged solution which could be deployed by a wider range of vehicles than the larger 100kVA units and would also provide a more versatile solution under breakdown or emergency conditions.

Tel: 01629 824284 Email: Visit: Rail Professional

YOUR PARTNER IN RAIL SECTOR MRO – Development and supply of difficult-to-source legacy products – Reverse engineering of parts from samples or drawings – Complex rubber parts, short or long production runs, large products, precision engineered products – Enhanced product development resulting in significantly improved lifetime value – Mixed rubber compound – Cured and uncured sheeting

– Moulded and fabricated products – Highly engineered rubber-to-metal components – Sorbothane shock absorption material – Properties such as oil, heat, fire, abrasion, chemical, temperature and pressure resistance available across the range – Extensive laboratory facilities to support operational requirements and new product development. Dexine Leyland Rubber Technology Ltd Unit 1a &1b, Leyland Business Park, Centurion Way, Leyland, Preston PR25 3GR Rail Professional

Email: Tel: 01772 450930



Developing and supplying legacy products Dexine Leyland Rubber Technology (DLRT) is a leading manufacturer of elastomeric products and components for industrial and engineering uses


ased in the northwest of England and with a long heritage in the industry, DLRT is one of the few rubber product manufacturers to offer products from across the manufacturing spectrum, from mixed rubber compound to moulded and fabricated items, from cured and uncured sheeting to highly engineered rubber-tometal components and Sorbothane shock absorption material. Properties such as oil, heat, fire, abrasion, chemical, temperature and pressure resistance are available across the range, and the company maintains extensive laboratory facilities, which support operational requirements and new product development. DLRT is a well-established partner of companies involved in maintenance, repair and overhaul (MRO) in the rail sector. The company is primarily concerned with the development and supply of legacy products, which can be difficult to source; often original suppliers have either closed altogether or have switched production away from these parts to ‘easier’ to produce, higher volume lines. The problems this creates for MRO businesses include continuity of supply and the sourcing of previously approved products that continue to satisfy the appropriate regulations. DLTR’s success in the rail MRO sector is due to the fact that the company can not only solve these problems but can also add value to the supply chain. Sales and product development engineers at DLRT have a combination of knowledge and expertise that is possibly unique in this industry; knowledge of the market, the parts and

the critical factors for each application, coupled with extensive expertise in rubber compound mixing and polymer engineering. If there is such a thing, a ‘typical’ project for DLRT will start with an approach from an MRO company that needs a part, usually urgently, and which has either been let down by an existing supplier or has found that the previous supplier no longer manufactures the part. Working in partnership with the customer from either a technical drawing (such as the one pictured) or sample of the part, DLRT development specialists are able to reverse engineer products that match the original exactly. Prototypes will be made that can be submitted for approval by the relevant authorities before manufacture begins. Furthermore, as leading experts in rubber compound formulation and mixing as well as the manufacture of complex rubber parts, DLRT is often able to add value to the supply chain through cost savings and/or longer product life. Such added value is brought about through a start-to-finish approach to manufacture that includes design, rubber compound formulation and mixing, and parts manufacture, all on the same site. Plus, DLRT holds one of the largest ranges of tooling for rail industry parts in the UK, which can cut both costs and lead times on new projects.

The DLRT factory boasts an impressive array of manufacturing equipment that offers a high degree of flexibility; short or long production runs, complex products, large products, precision engineered products… all are within easy grasp. The workforce is highly skilled and, as the company operates a zero-defects policy, quality standards are second to none. Customers that have benefited from this service include Sabre Rail Services, Hayley Rail, Unipart and others. Tel: 01772 450930 Email: Visit: Rail Professional

RS4 Fault Location Signalling Protection Systems Tier 1, 2 and 3 Compliant Solutions

 New multi-tier insulation monitoring & earth fault location technology  For total compliance with NR/L2/SIGELP/27725  Increased sensitivity & improved fault location from 20KΩ to 100KΩ  Easy to upgrade from previous device variants  Compact for use in SIN119 remedial works  Bespoke data & communication options available



Rail Professional

Low Mill Business Park Ulverston, Cumbria, LA12 9EE Tel: 44(0) 1229 480123 Tel ROI: +353 1 5060611 email:



Bender UK RS4 rail signal power protection Proven, compliant, retrofit and replace solutions for intelligent rail monitoring and maintenance


ender is a global pioneer in the field of electrical safety. The company’s rail technology is approved and proven in use on Network Rail infrastructure throughout the UK. Solutions include insulation monitoring and earth fault location systems, enabling the identification of developing faults and improving operational efficiency of rail networks. Next generation rail signal power protection with increased sensitivity for first fault location and compliance with Network Rail’s Insulation Monitoring and Fault Location requirements will be the focus of Bender UK’s Stand H91 at Railtex 2019. Bender UK’s Rail Signalling Protection System – RS4 – delivers multiple-tier smart cable insulation monitoring that Network Rail needs to reduce rail downtime and improve operations. The new RS4 steps up the performance of Bender’s already proven systems to provide a holistic picture of cable health, along with a rich data set that meets the requirements of standard NR/L2/ SIGELP/27725. The new system employs tried and trusted Bender measuring technology offering increased sensitivity with improved feeder first fault location from the 20kΩ pre-warning level to 100KΩ and higher, depending on system capacitance. Proven history and track record Bender UK’s advanced intelligent insulation monitoring equipment has a proven track record with more than 1,000 systems installed

across the UK’s rail networks over the last two decades. Bender equipment plays a vital role in the predictive maintenance and cost-effective fault finding that is essential to minimise disruption. New RS4 Tier 3 and Tier 2 solutions are on trial on several key Network Rail routes in the south of England. The retrofittable solution can upgrade existing RS2/RS3 installations in minutes without disconnection. It offers costeffective continuation for legacy equipment that is compatible with existing Intelligent Infrastructure remote condition monitoring through GSM-enabled data loggers. Tier 1, 2 and 3 Solutions The Tier 2 solution provides full insulation resistance levels of individual feeders with increased system visibility at minimal extra cost over Tier 3 technology and is fully upgradeable to deliver a Tier 1 solution. Bender UK’s RS4 solution for Tier 1 requirements provides full insulation resistance levels of individual cable subsections and within FSPs (Functional Supply Points). It also offers the flexibility to deliver tailor-made solutions on a project-byproject basis. Specific bespoke solutions The RS4 Tier 1 solution is fully retrofittable and compact for utilisation within SIN119 remedial works. It does not require a 650V or earth reference connection for FSP installations making the Bender Tier 1 solution fully class 2. Bespoke customised data and communication options can be achieved and tailored to specific projects – fully integrated with existing Intelligent Infrastructure. Trackside equipment can be fully integrated into existing FSP architecture and the Tier 1 solution offers remote fault location to FSP or cable length, with precise manual fault finding at 100KΩ. Rapid and precise fault finding The advanced RS4 device builds on the technology already proven in use across Network Rail with many Bender rail signalling protection systems already delivering vital information on the status of power supplies. Alongside enhanced sensitivity for ‘first fault’ location (100KΩ) RS4 measures

capacitance, voltage and frequency delivering data within the standard display options to provide more information to help assess the health of the system. The ability of RS4 to locate faults more precisely means maintenance teams can respond more quickly, enhancing safety and reducing downtime costs. Bender UK’s RS4 system continually monitors insulation values to show real-time status of the power system. When the insulation value (IR) drops, the system records the fault and puts a test current signal or pulse into the system which is pulled to earth at the point of failure. Portable technology A portable Bender RS-PELI device can be used trackside for measuring and analysing a specific section of the power network to prioritise installation programmes. The unit is self-powered through connection to the trackside signal electrical network and delivers live monitoring of the system status. The RS-PELI unit can also be used to provide independent verification of the RS system performance. Significant improvements have been made to the portable insulation fault case EDS3090 – with more sensitive clamps and receiver technology to enhance exact fault location accuracy to up to 100kΩ. Bender UK Managing Director Gareth Brunton explains: ‘With the support of our expert research and development team in Grunberg, Germany, we have created the costeffective multi-tier RS4 monitoring solution. It is a response to the new standards set by Network Rail and enables our customers to plan their intervention around their business needs, employing intelligent monitoring to minimise rail disruption. ‘At Bender UK we continually strive to upgrade the performance of our products and services to respond dynamically to the changing needs of our customer, helping them to comply with the latest regulations.’ The RS4 intelligent insulation and earth fault monitoring system is part of the Bender UK range of rail system protection products that includes monitoring of rail switch points heating units and motors, and control voltage network monitoring for railway crossings. Tel: 01229 480123 Email: Visit: Rail Professional

DJ  Civil   Engineering  are  p roud  to  announce  that  we  can  n ow  d eliver  CITB  and        Health  and  Safety  Training.   Please  see  b elow  for  a  selection  o f  available  courses   Course  


Per  Delegate

SSSTS are  p roud  to  announce  that  Hillington £240.00 DJ  Civil   Engineering   we  can  n ow  d eliver  CITB   and   Health  and  Safety  Training.  Please  see  b elow  for  a  selection  o f  available  courses   SSSTS  Refresher Hillington £160.00 Course   SMSTS

Location Hillington

Per  Delegate £475.00

SSSTS SMSTS  Refresher  

Hillington Hillington

£240.00 £260.00

Refresher Health  SSSTS   and  Safety   Awareness

Hillington Hillington

£160.00 £115.00

SMSTS First  Aid  (Emergency) SMSTS  Refresher   First  Aid  (3  Days) Health  and  Safety  Awareness First  Aid  Refresher  (2  Days)

Hillington Hillington Hillington Hillington Hillington Hillington

£475.00 £75.00 £260.00 £225.00 £115.00 £150.00

First  Aid  (Emergency) Mental   Health   First  Aid  (2  Days)

Hillington Hillington

£75.00 £150.00

First  M Aid   (3  Days) Vehicle   arshall   (1  Day)

Hillington Hillington

£225.00 £75.00

First  Fire   Aid  RSafety   efresher   2  Days) (1  D(ay)

Hillington Hillington

£150.00 £75.00

Mental  Health   First  (1   Aid   (2  Days) Fire   Marshall   Day)

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£75.00 £75.00

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£75.00 £75.00

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£75.00 £75.00

Manual  Handling Cable  Avoidance   Tool   (CAT  and  Genny)

Hillington Hillington

£75.00 £75.00

Small  Tools



*Delegate  rates  Tqraining uoted  exclude  VAT.   Harness  



Cable  Avoidance  Tool  (CAT  and  Genny)



*Delegate rates quoted exclude VAT.

*Delegate  rates  quoted  exclude  VAT.   Please  contact    Shannon  on  0141  585  6418  or  email to  reserve  your  p lace  on  these  courses  or  for  details  of  the  full  range  of   training  we  can  deliver.   Please  contact    Shannon  on  0141  585  6418  or  email

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Going global A combination of its unique consultative approach and the launch of exciting new products is helping Arrow Solutions extend its market share in the UK and international rail sectors


aintenance challenges within the rail sector have evolved dramatically in recent years with the major train operators, MROs and companies in the supply chain demanding a more consultative approach when tackling cleaning and maintenance issues. The old mantra of ‘it’s good to talk’ has never been more prevalent, a mantra that has formed the basis of the Arrow Solutions philosophy way before it became an important part of how the industry operates. That’s not empty marketing rhetoric either. Ask any of the firm’s array of customers across the world and many of them will point to the way it listens, understands and then spends time getting to the root of the problem, working out which solution will provide the answer. ‘There has been a noticeable change in the way clients are buying our products, with a significant increase in the number of businesses asking us to get involved earlier on in the discussions’ pointed out James Lomas, Head of Industrial Sales at Arrow Solutions. ‘That suits us perfectly as we like to get under the skin of the problems faced by rail firms and then explore different options with them. This may involve an established solution, it may involve a different approach or it may involve us using the experience we have gained in developing new products. ‘Over the last twelve months, we have enjoyed a lot of success in teaming up with our global distributor partners to form a tripartite relationship between Arrow, the distributor and the end user.’ He continued: ‘We’ve seen a 20 per cent increase in sales to the rail sector both at home and in overseas markets, including notable contract wins in Russia and Ukraine.’ Arrow Solutions provides a range of specialist degreasing, cleaning and winter products for the rail sector, using its consultative approach to win increased volumes and new business from major rolling stock manufacturers and infrastructure operators. One of the UK’s largest train maintenance depots has recently written Arrow’s specially-formulated Thickened Oxalwash into their process manual for occasional heavy-duty exterior train cleaning to help improve the appearance of 77 trains in the fleet.

New products 2019 is proving to be an exciting year for Arrow Solutions, with the launch of two new high-profile products for the rail sector. Firstly, Rapide Wipes have been introduced to the marketplace to clean metal or composite components, leaving surfaces residue and smear free and ready for coating, bonding, machining, heat treatment or simply reassembly. They were originally

The success of this product, which replaced an underperforming rival, has led to the same company introducing Supersolve CC, a specialist electrical contact cleaner with Rail Cat 007/007228. There has also been international success, with the largest freight car manufacturing site in Europe adopting Arrow Solutions’ Water Based Anti-Spatter as both a cost reduction measure and to enhance the appearance of the weld. ‘We don’t want to stop there either. There are some significant opportunities with some of the world’s major rail OEMs, who are now manufacturing and assembling in the UK – many of whom we are already supplying industrial cleaning and maintenance chemicals to for use in their international operations’ explained Alex Campbell, Rail Sales Manager for Arrow Solutions. ‘There is also the chance to expand current partnerships with MROs, TOCs, FOCs and Network Operators and to build on the international reach we have.’ He went on to add: ‘Another example of how we are proactively driving change in the marketplace is our commitment to introducing more of our solutions as trigger sprays or impregnated wipes. ‘This meets the growing shift away from using aerosols, delivering a number of environmental benefits, cost reductions and helping to minimise the risk of contamination.’

developed for aerospace and already carry approvals from leading manufacturers in that sector. This solution has been joined by Shield NF, a new corrosion preventative, dewatering and light lubricant product. Significant investment has been directed into updating the company’s popular and widely-approved Shield solution, with the new formula importantly now classed as non-flammable and markedly better for health and safety in the workplace. It has been developed to provide excellent thin film corrosion prevention and can be used to de-water and flush away residues of oil, grease and other contaminants, whilst also acting as a deep penetrant into threads and mechanisms. Tel: 01283 221044 Email: Visit: Rail Professional



Rugged transportation computers Widely received as a solid ITS provider, Axiomtek has been offering railway gateway solutions through its outstanding tBOX series of products


s railways play an increasingly important role in metropolitan transit systems, higher concern for their safety, efficiency and reliability tend to depend more heavily on Intelligent Transport Solutions. Axiomtek – a world-renowned leader in the research, development, and manufacture of a series of innovative and reliable industrial computer products of high efficiency – has released a transportation-certified modular embedded system, the tBOX300-510-FL. The rugged transportation box PC is powered by the onboard seventh gen Intel® Core™ (Kaby Lake) and Intel® Celeron® 3965U processors. This railway, vehicle and marine PC features industrial grade temperatures and multiple I/O connectors. It is customisable and expandable with flexible options for value-added modules (VAMs). The modular embedded system is certified with CE, FCC, EN 50155, EN 50121-3-2, and EN 455452, and complies with E-Mark, ISO 7637-2, IEC 60945 and DNV 2.4 to ensure the high-quality operation. It is well-suited for multiple transportation-related applications such as onboard security surveillance, truck fleet management, onboard data storage, and passenger communications. The tBOX300-510-FL is equipped with an intelligent power management for ACC

Main features

CE (Class A), FCC, EN 50155, EN 50121-3-2, EN 45545-2, and IEC 60945 certified; E-Mark, ISO 7637-2, and DNV 2.4 compliant 7th gen Intel® Core™ & Celeron® processors (Kaby Lake) Nine types of value-added modules (COM/ LAN/DIO/PoE/CAN/BNC) Supports Marvell Hardware RAID 0/1/10 External PoE PSU (optional), up to 60W power supply Wide operating temperatures from -25°C to +70°C Power Input: 24 to 110 VDC for railway version 12/24 VDC for vehicle version 24 VDC for marine version Intelligent solution of vehicle power management (ACC ignition) 4 swappable 2.5” SATA drives

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on/off delay, shutdown delay and over/ under voltage protection. The transportation computer is built to withstand harsh operating environments. It supports a wide temperature range from -25°C to +70°C and anti-vibration of up to 3Grms. It also supports a wide voltage input range: 24V to 110V DC for railway applications. ‘We are proud to offer the powerful and highly versatile tBOX300-510-FL to our customers. With its flexible and rich features, this modular transportation box PC can meet customers’ needs in various application scenarios’ said Sharon Huang, a product manager of Product PM Division at Axiomtek. ‘The tBOX300510-FL supports four swappable 2.5inch SATA drives and Marvell Hardware RAID 0/1/10 which makes the data rebuild (reading and writing) faster and won’t add load to the computer’s CPU. It is definitely a perfect choice for video surveillance and data storage solutions which have a need for vast storage demands.’ The tBOX300-510-FL is equipped with dual DDR4 SO-DIMM slots for up to 32GB of memory. It offers flexible communication options – with three full-sized PCI Express Mini Card slots and two SIM card slots for 3G/4G, GPS, Wi-Fi and Bluetooth connections. Its rich I/Os include one GbE LAN, four USB 3.0 ports, one COM port, one

DVI-I port, mic-in/line-out, four antenna openings, one remote power switch, one reset button, and one power input (M12 or phoenix connector) and one PoE power input. It has an I/O module slot and nine types of VAMs to meet different customization requirements. The choices include a 4-port PoE module; 4-port GbE LAN module; 4-port isolated RS-232/422/485 module; isolated DIO (8-in/8-out) module; 4-port isolated CANbus 2.0A/B module; 5-port BNC (4-port video-in and 1-port audio-in) and more. With its external PoE power

supply, the all-in-one transportation system can support PoE power up to 60W for up to four PoE ports. Axiomtek’s tBOX300-510-FL is available now. Telephone: 0161 3026580 Email: Visit:

Arriving soon from

Revolution Very Light Rail in

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I expect easy solutions to achieve energy efficiency. HARTING connectors assist with weight reduction.

Connectors can significantly help improve the energy efficiency of rail vehicles. By replacing metal with plastic, we can reduce the weight of connector housings by up to 50 %.

One Range. No Limits:



Get on track with HARTING’s range of rail solutions Peter Addison, Market Application Manager – Transportation, HARTING UK, discusses HARTING’s range of rail-focussed products


ARTING’s slogan ‘Pushing Performance’ challenges the company to regularly innovate its products and solutions to keep pace with developments in the world of transportation. Currently there is a drive towards weight reduction within the rail vehicle construction sector, as manufacturers strive to minimise energy consumption and improve efficiencies. Alongside improving aerodynamics and the efficiencies of drive units, it’s clear that reducing the weight of components is a key method of delivering savings. During a rail vehicle’s lifetime, each gram of weight will be accelerated and decelerated thousands of times. A heavier vehicle requires more energy in order to gather speed, which in turn costs the operator more money. According to calculations by railway operators, each kilogram of train weight costs more than £10,000 over an average service life of 40 years. When it comes to weight reduction, connectors can make a measurable contribution. The potential savings may seem low compared to the overall weight of a train, but manufacturers are seeking ways to reduce bulk wherever possible. With the Han-Eco® B (Fig. 1), HARTING has developed a range of hoods and housings manufactured from high-performance, glass fibre-reinforced, polyamide plastic. As a result, the range offers substantial weight savings of up to 50 per cent per connector, compared to traditional metal versions. The Han-Eco® range complies with standards IEC 61948 and EN 455452 HL3 and is fire-resistant according to

UL94 V0. As well as being lightweight, the Han-Eco® B also supports modular inserts, meaning data, signal and power can all be combined into one standard-sized industrial connector, further reducing the space required for connectors within a train. At the same time as trying to reduce weight, rail operators are faced with the challenge of expanding data capacities on new and existing rolling stock. Travellers

now expect high-performance infotainment systems as well as fast and reliable internet access. By using the preLink® system and EtherRail® cables, which are specifically designed for railway requirements, data networks in trains can be securely built and future-proofed. The central component of the preLink® system is the termination block, which simplifies the creation of the

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Visit KeTech at Railtex Stand M31

Pre Metro Operations Ltd is the essential operator of the branch line or tramway, small or large. Our business model for operations at Stourbridge Junction is transferable to similar locations throughout the UK. Small is beautiful and our experience in increasing passenger numbers and reducing the operational carbon footprint of a transport mode is impressive. Let us advise you on how to do it. Be self-contained. The company is sub-contracted by West Midlands Trains to provide operations and Railcar maintenance facilities on the Stourbridge branch line in the West Midlands. Two rail vehicles are currently used both being Class 139 light Railcars built originally by Parry People Movers Ltd in the West Midlands but we are not tied to any one vehicle manufacturer. The Railcars are LPG/Flywheel hybrids with exceptionally low fuel consumption. The passenger services at Stourbridge have been operated since mid-2009 and achieve a consistent reliability of over 99.7%. Passenger numbers have increased each year and have now reached a total 5 million. Passenger satisfaction remains high. The company has demonstrated that less complicated vehicles and simple but robust operational practices can deliver cost effective rail based services. Tel: 01384 441325 Website:

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cable connection. The miniaturised preLink® contact block makes it possible to pre-fabricate data cables outside the carriage before installing them. For pull-through, a minimum hole diameter of 12mm is sufficient. After the cables have been laid, the appropriate connector is assembled, depending on the network device to be connected. This method offers flexibility and simplifies assembly, making it faster and more reliable. HARTING has created a space-saving, future-proof solution for the delivery of fast Ethernet. As devices in trains, such as sensors, cameras and automation equipment, rapidly decrease in size, so passenger information screens are becoming thinner and flatter. It therefore stands to reason that device connectors must also decrease in size, to ensure they don’t take up too much installation space on miniaturised equipment. The ix Industrial® (Fig. 2) is a robust Ethernet connector to replace the traditional RJ45. It has a 70 per cent smaller PCB jack, enabling manufacturers to use it in much smaller devices, and a high current-carrying capacity that supports Power over Ethernet (PoE) applications. It is standardised to comply with IEC 61076-3-124 and conforms to the shock and vibration resistance levels set out in EN 50155 railway specifications. HARTING is implementing the trend of miniaturisation within the area of heavy-

duty connectors. Development of the High Pressure Railway (HPR) housing range (Fig. 3) means it’s now possible to incorporate more connectors within a single housing. For example, the Han® 34 HPR can now take up to four 650A high-current contacts or twelve individual Han-Modular® modules. This reduces both the proportional weight of the connector and the space requirement, offering greater flexibility and reduced costs. Similarly, the flat, compact shape of the Han® 22 HPR Slim motor connector makes it particularly suited for use in underfloor areas. Interior fitting work in trains is often awkward due to tight space conditions and cable ducts, wall ducts and the interior of control cabinets can be difficult to reach. When working in confined spaces, simple installation processes are crucial, so HARTING has looked at the issue of difficult assemblies. With the M12 PushPull (Fig. 4), there’s now a solution which offers handling, time and reliability benefits. Traditionally, M12 connectors were locked in place via a screw connection, with a tool being used to achieve the necessary torque. However, the assembly quickly becomes complicated if there isn’t enough space to insert a screwdriver or accommodate a wrench. This method is extremely time consuming, especially if 20 ports on a switch need to be mounted in a confined space, or from an uncomfortable working position. The M12 PushPull uses an intuitive, tool-free connection technique that ensures absolute dependency; as the two sections are clicked into place by hand, an audible feedback indicates the connection is secure. As well as simplifying difficult fittings, the tool-free installation method means the assembly density can be significantly increased, helping to save valuable space. When it comes to train maintenance and servicing, every minute counts. A train


being serviced is a train that’s not available to customers and one that has a significant impact on costs. If a train is to function reliably and safely, regular maintenance intervals are essential, and such work must be planned so the train is available for its next deployment. In addition, the various components of a train have different maintenance cycles and must be serviced by specialised professionals. In order to speed up these processes, HARTING has developed a robust UHF RFID (Radio Frequency Identification) reader (Fig. 5), which can be used to automatically identify the train and its important components, e.g. the axles and individual carriages, as it enters the maintenance area. The RFID system notifies engineers about the condition of critical parts which require maintenance. This saves time and cost, as it allows technicians to focus on the parts that need servicing. Using special robust HARTING transponders, different components of a train can be tagged and clearly identified. A key benefit of using RFID is, unlike barcodes, you don’t need direct line of sight to read the transponder. It’s also possible to read multiple tags at once, with the highspeed technology allowing you to read up to 300 tags per second. Another advantage for the rail industry is that tags can be read at a distance of several metres, even when trains are travelling at over 120mph. Using special flexible LOCFIELD® antennas, the entire RFID system can even be adapted to create reading zones for smart shelves in stores, allowing the tracking of spare parts in service centres. These RFID systems work best if they are connected to a backend system such as the maintenance database. This refines the overall process by improving the quality of repairs whilst reducing the time required for overall maintenance work. HARTING can assist with the specialist manufacture of Intercar Jumpers for power and data, which are designed and manufactured at HARTING’S UK facility in Northampton. To discuss innovative turnkey solutions or learn more about the HARTING range of rail-focussed products, visit Stand E65 at Railtex. Tel: +44 (0) 1604 827500 Email: Visit: markets/transportation Rail Professional

LAYHER ALLROUND BRIDGING SYSTEM Travelling further for the rail industry SAFE




From footbridges spanning up to 30m to heavy load support girders Layher UK Layher Ireland

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FS 554413

Approved Training Provider

The past, present & future of system scaffolding

Z-8.22.64 and Z-8-22-64.1

07 P

VGS-L 10



Lens technology from Bollé Safety The unique lens coating developed by Bollé Safety offers the highest levels of protection, clarity and vision


ollé Safety, a world leader in the design and manufacture of protective and sports eyewear, has developed their unique and exclusive PLATINUM® lens coating to provide the wearer with the highest levels of protection, clarity and vision and at the same time offering exceptional value for money. The new and exclusive EN166 K and N permanent double-sided anti-fog and antiscratch Platinum coating is now available on Tryon, Baxter, Rush+, Silium+, Slam+, Ness+, Contour, Cobra, IRI-s, B808 plus 180, Atom, Backdraft, Cobra, Coverall, Tracker, Pilot, Super Blast and Ultim8 goggles. It also guarantees greater safety, reliability and comfort. This permanent coating on both sides of the lens gives them a high resistance to scratching, to the most aggressive chemicals and delays the onset of fogging. In all circumstances and at all times the Platinum lens innovation guarantees your eyes improved protection. Bolle Safety are also the first company in the world to supply all their prescription lenses with Platinum anti-scratch and anti-fog coating as standard and at no extra charge. Platinum is available in a range of different lens options including CSP (Comfort Sensory Perception) which is a revolutionary new lens coating that provides one hundred per cent protection against

UVA and UVB rays and blue light. This innovative coating is an effective solution for all activities that alternate exposure to bright light and low light, while also being suitable for extreme hot and cold temperature environments. CSP is also combined with the exclusive Platinum double sided K and N anti-scratch and anti-fog coating that sustainably combats fogging. The new Twilight technology offers the advantages of ESP but with Bollé’s Platinum permanent double-sided anti-fog coating (on

both sides of the lenses) to prevent fogging in the most challenging conditions whilst also being anti-scratch. Designed and used in low light conditions, it greatly improves contrast. Its light transmission rate is perfect for indoors or outdoors, particularly early morning and late evening. Twilight filters 76 per cent of blue light. New to the Bollé Safety prescription range is the Tryon prescription version which offers prescription wearers a stylish Base Seven wraparound sports frame with the latest lens technology providing optimum vision. Bolle Safety is also the only company to offer its Platinum double-sided anti-scratch and anti-fog K and N coating on its polycarbonate prescription lenses as standard at no extra charge. With a range of over 20 styles to choose from and Platinum polycarbonate doublesided anti-scratch and anti-fog lenses this is

the perfect solution for prescription wearers. Also unique to Bollé Safety is the Contour Rx, the world’s first Base Eight prescription wraparound safety eye shield with Free Form Digital HD safety lens technology. Based on the market leading Contour eye shield, the prescription version gives the wearer sports styling combined with safety and protection and still meets the highest European Standard EN 1661F. All this without the complication and distractions of an insert. All versions of the above ranges are fully approved to the highest European safety standards and also incorporates the unique Bollé Safety Platinum lens expertise guaranteeing class one optical performance and quality. The lens design ensures an exceptional field of view of over 180º combined with integrated side shields and the high performance Platinum doublesided anti-scratch and anti-fog coating as standard. It is Bollé’s shared commitment to providing the highest quality protection for its users which ensures the Bollé brand remains strong. Through the ultra-innovative materials, lenses and accessories used in its Safety and Tactical ranges, Bollé has a simple goal: to provide maximum comfort to users with design and performance. Tel: 0208 391 3194 Email: Visit: Rail Professional

Infrastructure Services
















Site and Ground Investigations


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0115 919 1111



Bridgeway Consulting eases the pain, so you can make the gain Bridgeway was established in 1995 to provide underwater structural inspection services to Railtrack


ver the years, it has expanded its portfolio of services to meet the growing needs of Network Rail and the rail industry to include:

• • • • • • • • • • • • •

Possessions and Worksite Management AC and DC Isolations Site and Ground Investigation Surveying including aerial surveying, utility detection, and monitoring services Building Information Management (BIM) Structures inspections including rope access, confined spaces and diving Permanent Way Signalling Engineering Consultancy Rail Training and Assessment Assurance and Compliance HR Recruitment.

In 2017 Bridgeway was awarded the Queens Award for Sustainable Development and named in the London Stock Exchange’s Top 1,000 Companies to Inspire Britain. Managing Director Pino De Rosa said: ‘We are so proud. To be recognised as leaders in our field demonstrating that our values and actions are truly sustainable is a great honour. It is testimony to the commitment and hard work of our management team and staff, as well as the on-going support of our loyal contractors, suppliers and clients.’ Obtain RISQS accreditation Bridgeway’s Assurance and Compliance Services team was formed in 2007. Over the last decade it has supported in excess of a hundred clients in obtaining and then maintaining their RISQS accreditation. One of the benefits of using Bridgeway is that you’ll have access to a team of

professional safety and compliance specialists led by Assurance and Compliance Services Director, Martyn Durrant. The team has extensive experience in the RISQS accreditation process and currently have a hundred per cent success rate in supporting clients through their annual audits. Evolution Bridgeway’s Assurance and Compliance Services team can now also offer support in obtaining accreditation for the following: • Utility Vendor Database (UVDB) • Constructionline

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• The Contractors Health and Safety • Assessment Scheme (CHAS) • ISO 9001 and 14001 • OHSAS 18001 • Accreditation logos (UVDB, Constructionline Gold, CHAS, ISO 9001, ISO 14001, OHSAS 18001) There are additional benefits to using Bridgeway’s Assurance and Compliance Services team, namely: • Reduction of HSQE/Assurance Overheads – using Bridgeway’s services allows you to minimise your costs in relation to HSQE/Assurance support • Professional HSQE Advice – legislation is constantly changing, and it can be difficult to maintain compliance. Bridgeway ensures that you are kept up to date with legislation changes that are relevant to your operation and activities • Pre-audit attendance – the pre-audit service ensures you’re properly prepared for your RISQS audit and therefore have the best possible chance of passing • Audit attendance – audits can be stressful, but Bridgeway’s team ensure the day goes as smoothly as possible. It has supported clients on audits for a number of years and its know-how can prove invaluable on the day of the audit • HSQE Bulletins – Bridgeway receives safety bulletins from a variety of different sources, including producing its own. By utilising its services, you will share in the benefit of these • Potential Increased RISQS Star rating – Bridgeway has experience of helping clients to increase their RISQS Star rating Rail Professional

up to the maximum five-star rating • Preferred rates for track safety training and assessments – as a client of Bridgeway’s Assurance and Compliance services you will also automatically qualify for reduced rates on Sentinel Rail Safety Training and Assessments • HR, Rostering and Competence Systems – Bridgeway has a wide range of HR, Rostering and Competence Systems that it has developed as the business has grown. You can benefit from Bridgeway’s experience by utilising this knowledge and these systems • Regular updates of Railway Group and Network Rail Standards – you will receive quarterly updates on changes to Rail Industry Standards, saving you the time and effort having to keep updated through other channels • Site Audits – Bridgeway’s offers an independent Site Audit service throughout the UK. This allows you to benefit from its expertise in order to manage your site safety • Railway Insurance – Bridgeway has a good relationship with a number of UK Rail Insurers and you can benefit from this relationship with preferential rates and appropriate cover on offer • National coverage – the Assurance and Compliance team support clients across the UK, ranging from Glasgow in the North, Swansea in the West, Brighton in the South and Norwich in the East (as well as all points in between!) Testimonials ‘We have used Bridgeway for preparation

and support at our RISQS audit and have always found them to be knowledgeable, professional and have ensured everything has gone smoothly’ Jem Scaffolding. ‘Bridgeway’s support in maintaining our RISQS accreditation and their experience and know how makes the process as painless as possible. Also, their overall knowledge of the RISQS system has been invaluable, helping us to achieve 5-star audit rating for the last 3 years’ Blakes Self-Loading Vehicles. ‘Bridgeway supported us in obtaining our RISQS accreditation and their experience made the process a success. They are now also assisting us with our ISO 9001 accreditation in the same manner’ In Situ Site Investigation. Coming Soon… Bridgeway is currently in the planning process to start running regular Assurance and Compliance conferences throughout the UK. These conferences will allow you to keep up with the latest Health and Safety news, learn more about the wide range of services Bridgeway offers, and also have the opportunity to network with key industry stakeholders. If any of these services are of interest, contact the Assurance and Compliance Services using the details below.

Tel: 0115 919 1111 Email: Visit:

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Invictus Security Solutions Ltd are fully supported by their technical knowledge, subject matter expertise and intelligence gathering network. From strategic advice to practical, on-the-ground services, they provide integrated security solutions to meet all their clients’ security risk management challenges. They help clients to: • • • • •

Create strategies, policies and solutions to protect assets and reduce the likelihood of losses from operational risks Develop crisis and resilience plans to reduce the impact of an event to acceptable levels and safeguard reputations in times of crisis Review , audit and benchmark existing arrangements to identify gaps or misaligned resources Provide security services and training to help implement and manage security from the local to global level Provide immediate assistance to help clients respond to crisis events

Invictus Security Solutions consulting solutions are delivered to the very best practices and standards. Their consultants have extensive experience in both security and the rail industries. Backgrounds include the military, police, business consultancy, security services and intelligence. They work closely with the in-house risk consultants, investigators and a vast network of partners on the ground. Invictus Security Solutions services include: • • • • • •

Security Consultancy Security Audits/ Surveys (Land and Maritime) Surveillance/ Counter Surveillance planning and Operating Technical Surveillance/ Intelligence gathering / Vehicle and asset tracking 24 Hour CCTV monitoring 24 hour Manned Guarding

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Adomast Manufacturing Ltd have been manufacturing and supplying a wide range of specialist construc�on & civil engineering chemicals to the industry for over 10 years. We are constantly progressing our range by upda�ng our old technology and focusing on an increasingly environmentally conscious industry without any compromise on quality or performance. All our products are available from stock in our warehouse - which has over 24,000 square feet in floor space, enabling us to deliver to the contractors, construc�on sites and our customer base the very next day with no fuss or delays.

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Construction Chemicals for a Changing World Rail Professional



Risks of the modern railroad for rail workers Working on the railways has captured the hearts of romantics for decades. In the age of steam, youngsters dreamt of becoming train drivers and the exhilaration and excitement that came with these majestic machines


ittle has changed over the years, yet the romanticism that went hand-in-hand with the railways has been replaced by pragmatism, legislation and health and safety directives. This is with good cause, because working on the railways is hazardous and carries numerous risks for rail workers. Health and safety risks of the railways Despite significant improvements in rail safety in recent years, the railways have always been viewed as a relatively high-risk industry for rail staff and insurers alike. Rail workers are vulnerable due to their exposure to high voltage electricity, moving plant vehicles, poor environmental conditions (including adverse weather conditions and poorly maintained and disorganised office space), unsociable working hours, assault from passengers and of course moving trains! What about the professional risks to rail workers? Many online articles, whitepapers and statistics concentrate on the physical health and safety risks and incidents. The professional risks to rail workers and rail

sub-contractors are just as important and they can be just as damaging. Unsociable hours can lead to fatigue and ultimately cause human error in the work being undertaken. Railway staff perform a broad spectrum of tasks from designs and planning to geotechnical surveying, and from network control to civil engineering. Any errors or omissions that occur in performing these tasks can lead to catastrophic consequences. In 2018, there were two recorded workforce fatalities (one on the mainline and one on trams, metros and non-Network Rail), which is a low figure in comparison to other hazardous industries. However, there were a further 6,661 recorded injuries on the mainline (164 of which were major injuries) and 215 workforce injuries on trams, metros and non-Network Rail. Human error can elevate the risks to other rail workers, passengers, rail operators and subcontractors in terms of the risk of potential financial loss. Errors in designs and planning or

installations and maintenance can occur at any time and can be expensive for rail operators to correct. These errors can also be costly to individual rail contractors and rail sub-contractors that have to return to the work to rectify the problems. A good point to remember is that all of these professional risks can be mitigated with comprehensive business insurance that is tailored to the risks specific to the rail industry. Serious issues that are rarely mentioned Sadly, the nation’s railways are also used by those wishing to end their own lives. Not only does this cause distress to their families, but it can also cause significant disruption and psychological trauma for railway staff, passengers and members of the emergency services. Staff training and other control measures can help, but who provides the specialist support and counselling for the staff involved and who pays the bill for that care and how? Another important issue is the use of our nation’s railroads for the transportation of hazardous materials. Rail transportation is a relatively cheap, safe, efficient and quick way of transporting goods. Goods such as petrol, chemicals, liquefied gases and nuclear waste are often carried by our railroads and require a range of stringent measures to control the high levels of risk involved to all parties concerned. Insurance enables rail workers to thrive Caunce O’Hara provide ‘multiple lines’ of industry specific cover to rail contractors, including: • Professional indemnity insurance Public and employers’ liability cover • Tax enquiry and legal expenses insurance • Personal accident and sickness cover. Tel: 0333 321 1403 Visit: Rail Professional



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Customer service is key to opening track following collapse When a Network Rail line was hit by a collapsed track on a weekend, they were obviously keen to get the rail network up and running as soon as possible and looked at different solutions on the North Pembrokeshire and Fishguard Railway Line


contractor was approved and by Monday afternoon, the Marshalls CPM technical team had provided an outline arrangement using a RediRock™ modular walling proposal, taking into consideration site requirements and what products were available at the time, which were turned into a design that evening to suit the site conditions and minimise undermining the railway track. On Tuesday, an order was placed with Marshalls CPM which was delivered to site on Wednesday morning and by the afternoon, the base units were installed with the retaining wall being finished off on Thursday and the railway line was handed back to Network Rail later that evening. Talking after the project was completed, the customer said: ‘It was an all-round fantastic job and without the support of Marshalls CPM and their off-the-shelf RediRock™ walling we would have struggled to undertake these works within the time constraints and open the line ahead of schedule,’ This isn’t the first time that the Redi-

Rock concrete blocks have been used by Network Rail as the rail network is just one of the many places where the BBA approved, Marshalls CPM Redi-Rock™ solution comes into its own with the natural stone looking precast blocks being ideal for successfully protecting the rail line from erosion, landslides and rock falls. With less disruption to services through quick and economical installation in any weather, the Redi-Rock™ blocks are available in three different faces. Cobblestone, Ledgestone and Limestone, they blend into natural surroundings and are versatile enough to achieve height without compromising strength which is exactly what they have done on the £87 million Carillion Buckingham joint venture on the new Bicester to Oxford route which forms the New Chiltern Railways course between Oxford and London Marylebone. Tel: 01179 814500 Email: Visit: Rail Professional

Quality precast concrete manufacturers... for a great range and even greater value Elite Precast Concrete are one of the UK’s leading precast concrete manufacturers combining the highest levels of customer service with always being the best value option. Our focus is on driving down the cost base and then passing these savings onto our customers. This enables us to provide constant and predictable price structures which in turn underpin our ethos of developing customer relationships over the long term. Every product we make is cast from the same premium quality, high strength (50N/mm2) concrete. We were also the first and by far the largest manufacturer of interlocking blocks for various temporary works; fire breaks; retaining, blast and push walls and also, by offering three block types, you can be certain that we have the solution you are looking for.

For more information on Elite quality concrete products phone 01952 588 885 or browse

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Lego blocks and precast concrete Elite Precast Concrete is one of the leading manufacturers of low-cost precast concrete products in the UK


he business combines the highest levels of customer service with the aim of always being the best value option. Elite’s focus is on driving down the cost base and then passing these savings onto its customers. This enables it to provide a constant and predictable price structure which in turn underpins an ethos of developing customer relationships over the long term. Indeed, over 65 per cent of its clients have done business with Elite on at least two previous occasions. Clients range from small start-ups and private individuals to international bluechip businesses. Each one is cherished and each receives the highest possible level of personal and professional service. Product range Elite has a huge range of ‘semi-dry’ and ‘wet-cast’ products which it supplies to every sector of UK industry imaginable. These include service protection and drainage products through kentledge ballast blocks, safety and security barriers to the premier range of interlocking wall blocks. Elite is the UK’s leading manufacturer of the revolutionary interlocking block systems which are used by thousands of businesses in a huge variety of industrial applications. There are three types of free-standing interlocking ‘Lego’ blocks – Legato™, Duo™, and Vee™. Each one is cast from premium

quality, high strength (50N/mm2) concrete and incorporates its own integral lifting system. This means that whichever block type you choose you can be certain of getting the ultimate in both durability and flexibility. The blocks are used in many varied and extremely demanding industries from metal and tyre recycling to radiation shielding (industrial/nuclear and health). Their applications also include being used as bay walls and bunkers, push walls, salt storage, firebreaks, silage clamps, radiation shielding, kentledge/counterweight blocks, embankment retention, site security,

workforce protection, ground safety, and much more. The blocks are cast from high-quality concrete, that doesn’t contain any steel reinforcing or recycled aggregates, which means they are Class A1 Fire Resistant. The blocks are recommended by many insurance companies and are approved for use as firebreaks. The interlocking Temporary Vertical and Jersey barriers are designed specifically to secure a site against unwanted visitors, for use as traffic management, as edge protection and to prevent falling debris from damaging railway tracks, car parks, etc. Win-win for Network Rail An example of the innovative usage of the Lego blocks was in a project for Network Rail. Signalling renewals in the Cardiff area were problematic because of a lack of access where the installation of two new sets of points to form a crossover on the main lines had been planned. A four-track stretch of railway was involved but in order to utilise the large crane to install the points and new track panels, an all-line block was required. Carrying out the work with lines open would involve the crane unloading, moving and slewing panels that had a much higher potential to foul the relief lines. Additionally, operatives would need something to help keep them safe as though Rail Professional





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they were working in a full possession. Getting an all-line possession at that time wasn’t feasible because of the number of trains that were required to run, so to meet the timescales, an alternative was needed. By thinking outside the box, the project team came up with the idea of a ‘real virtual wall’, from a throwaway comment about a child’s Lego blocks. The first section was delivered, installed at the depot and tested, passing with flying colours. After that it was ‘all systems go’ and the wall was assembled in the ten-foot width over the half mile stretch of track to be replaced. This solution saved an all-line possession for 72 hours; it cut customer disruption and cut congestion in Newport and Cardiff stations. So, it was a win-win for not only the project, but the route, the Tocs and Focs, and the travelling public. Additionally, the blocks could be disassembled and used elsewhere for future works to again create a safe environment. Elite was very proud to have helped to ensure both the safety of the workforce and the completion of the works ahead of schedule. The high strength ‘Lego’ blocks have an almost endless range of uses and the vision of the Network Rail engineers in choosing the product means that Elite is able to add yet another to the list. Design and manufacture All of Elite’s products are made to the highest standards at two extensive modern manufacturing plants in Telford, Shropshire which cover 50,000 square feet of production area and two and a half acres of stocking space. Rigorously applied procedures and the latest production techniques ensure consistency and efficiency, enabling the company to provide high quality products at the most economic prices. All raw materials are fully traceable and that the concrete is monitored for all dimensional accuracy, density, compressive strength on a regular basis. Technical team An inhouse support team is always on hand to offer advice, provide estimates and help with project planning. Elite prides itself on its strong reputation for excellent customer service coupled with a flexibility and desire to find solutions to the most challenging of customer requests. Its customer service and technical departments are renowned for their ability


to modify and adapt existing ‘off the shelf’ products to suit the most specific and exacting of requirements. This approach provides the customer not only with a considerable cost-saving, from that of a totally bespoke product, but also a production and turn-around time that can be greatly reduced. Testing for quality The quality and consistency of Elite’s products is something it takes very seriously operating within an approved BS EN 1917 quality system with a number of products carrying a BSI Kitemark. The company is one of the few manufacturers of precast concrete products in the country that can boast of having its own, purpose-built, testing facility. Elite regularly performs a number of tests on both finished products and the materials used to manufacture these products. Turnkey installations In addition to the simple wholesale supply business, over the last 10 years Elite Precast Concrete has also developed trading partnerships with a number of strategically placed and highly skilled contractors who can in turn offer anything from a simple off-load and install service (under a client’s supervision) to a full turnkey installation. Service and delivery Elite can, in most cases, offer delivery times of between 24 and 48 hours from receipt of any order throughout the UK. Anything can be delivered, from one block to many

thousands on a variety of different vehicles including flatbed artics and crane offload. FORS Bronze, Silver and Gold along with Tideway, CLOCS and Crossrail compliant vehicles are available. Elite also offers a full install service. Environment Because the blocks are made from one hundred per cent natural materials sourced from local quarries, they are also one hundred per cent recyclable at their end of their life. Combined with the 120year design life, they provide the most environmentally sustainable solution currently available. Elite’s production processes benefit from the most modern and efficient low energy equipment and it embraces best practice in all aspects including rainwater harvesting. Tel: 01952 588885 Email: Visit: Rail Professional

INNOVATION FOR RAIL | Lightweight Concrete | Retaining Wall Systems | Trough Security & Handling Anderton Concrete Products Ltd is a market leading manufacturer of concrete rail products, and retaining wall systems with an unrivalled reputation for quality, design & innovation. Our products

include Anderlite lightweight concrete troughing, cable route security systems, and trackside trough handling tools - with full support from our experienced sales & technical team.

To find out more about a pioneering company that is now part of the Ibstock family, get in touch today by calling 01606 79436 or visit Rail Professional



Flexicon to showcase extreme cable protection solutions at Railtex 2019 Flexicon will be showcasing its extensive range of cable protection solutions for extreme conditions at Railtex 2019, exhibited on a series of dynamic displays demonstrating product fire performance, system security, integrity and quality assurance


mong the systems on display will be Flexicon’s new, extended FPAX range of in-line dividers, developed specifically for the rail industry. These nylon (PA66) moulded fittings are an ideal solution for dividing or combining conduit systems in-line, offering a flexible cable protection solution for wiring systems while maintaining system integrity. They are perfect for applications requiring high levels of ingress protection and have been vibration and shock tested to EN 61373 Cat 2, as well as meeting the European Fire Safety Standard EN 45545-2 HL3. Flexicon’s new range of easy-fit abrasion rings will also be showcased on the stand. Suitable for applications where abrasion or mechanical wear of a non-metallic conduit could be a potential hazard, abrasion rings

offer a further level of protection where a conduit may come into contact with other objects or surfaces through movement or vibration. The abrasion ring’s two-piece design solution ensures it can be applied retrospectively anywhere along the conduit, offering a cost-effective option that prevents further damage and extends conduit lifespan. The product is manufactured in the UK from nylon PA66 to ensure it is halogen, sulphur and phosphorous-free, and is self-extinguishing with extra low smoke emission and toxicity in the event of a fire. Flexicon is a proven and respected supplier to the rail industry, holding accreditation to the latest International Railway Industry Standard Certification™ (IRIS) rev.03 system. This globallyrecognised rail industry quality standard

demonstrates the flexible conduit manufacturer’s competence in supplying cable protection solutions that meet rigorous application demands for fire performance, fatigue life, tensile strength and ingress protection. Flexicon can offer EN 45545-2 approved products to HL3, the highest level of performance when it comes to the reaction of fire for both internal and external use, combined with excellent dynamic performance for fatigue life and flexibility even at low temperatures. ‘We have a proven track record of supplying excellent cable protection solutions that meet the rigorous application demands of both infrastructure and rolling stock projects’ said Tim Creedon, Sales and Marketing Director for Flexicon. ‘Our flexible conduit systems have been designed to ensure continuous operation and maximum safety for the rail industry, and we are looking forward to demonstrating our newest ranges at Railtex 2019.’ Flexicon specialises in cable protection for demanding applications where continuity of supply, performance and safety is critical. The company provides a wide range of conduit systems for rail applications, with products that meet numerous international rail standards. 36 different systems can be found in the dedicated Rail Brochure available to view instantly or download on the Flexicon Wesbite, along with other technical tools such as downloadable 3D CAD models, Product Selection App and Chemical Resistance charts. Alternatively, to learn more about Flexicon and how it can protect your cable, come and visit stand number P44 at Railtex 2019 or contact Flexicon Ltd, Roman Way, Coleshill, Birmingham, B46 1HG. Tel: 01675 466 900 Email: Visit: Rail Professional

STANDING OUT FROM THE CROWD VolkerRail is one of the UK’s leading multidisciplinary railway infrastructure contractors. Our capabilities range from the construction of urban mass transit and high speed rail systems to the re-establishment of disused railways. We are also specialists in track renewals and maintenance, signalling, electrification, high and low voltage power distribution and line side civil engineering schemes. We aim to stand out from the crowd in everything we do by exceeding expectations.

NEW INLAY TECHNOLOGY AT nora® Ten years ago nora systems was already one of the first floor covering manufacturers to produce inlays using an ultrasonic cutting machine. Now nora® is once again setting benchmarks: with a new inlay technology – based on a highly-precise milling and cutting system – the quality of inlay elements is brought to perfection. Your benefits: • Milling of grooves in fl oor coverings or skirtings that are then filled and stuck together and are absolutely water-proof • Insertion of signal stripes for orientation - plain colors or with phosphorescent light stripes • Insertion of pictograms such as emergency exit or wheelchair

Rail Professional



Keeping rail depots and workshops up to speed with modernisation Furrer+Frey has been creating iconic overhead contact line solutions for more than 90 years and is termed as a pioneer of Moveable Overhead Conductor-rail System (MOCS)


he moveable overhead conductorrail system is helping rail depots and workshops across UK achieve safety and accessibility improvements expected from a modernised railway system. Furrer+Frey has always believed that there is more to great customer service than just technical expertise; successful design involves listening to customers and working closely with them to develop solutions that enhance safety, efficiency and the reliability of railway systems. Based on the company’s Rigid Overhead Conductor-rail System (ROCS), the moveable overhead conductor-rail can be moved away from the track in different positions as required, switched off and earthed, enabling obstruction-free access to the infrastructure. As the system is rigid in nature it can also be simply isolated from adjoining electrified sections. The system is always accompanied by an integrated control system that provides a proven safe and efficient way of

controlling various electrical and mechanical interfaces to depot infrastructure. Enhanced safety As one of the few industries that requires its employees to deal with high voltage electricity and powerful machinery on a daily basis, the rail industry is a potentially dangerous place to work. Furrer+Frey is aware of the need to constantly improve the systems that assure the safety of those employed to keep the rail infrastructure and rolling stock on track. Bounds Green Depot in North London has seen a sizeable investment by Virgin Trains in recent years to improve the facilities for maintenance of rail vehicles on the East Coast Main Line. Their fleet of high speed and intercity trains include Class 91s, 43s, MK3 and MK4 and most recently Azuma Class 800 trains. Hitachi and Network Rail were looking to upgrade the depot equipment and maintenance process to be better equipped

for handling the new stock. This meant installing on the maintenance road a new overhead crane, work platform and man-safe system. The vehicle inspection and maintenance roads in the depot were already electrified using conventional head-span type OLE system to allow uninterrupted train movement within the depot, without the need for shunting locos. The conventional OLE system would only pose a safety hazard and obstruction for staff accessing the train roof. It would also make overhead crane working extremely difficult and risky, it would be easy to entangle a crane hook block in the overhead wires. Any entanglement could then lead to a de-wirement of highly tensioned conductors. Previously in the UK a depot would take a retrograde step back and remove the overhead line. This would then need diesel operated shunting locomotives instead for train movement on the maintenance road. In addition, there would be a significant

Rail Professional

DEPOT SOLUTIONS FOR SAFE MAINTENANCE Furrer+Frey’s innovative Moveable Overhead Conductor Rail System for railway workshops and depots ensures safe maintenance work on rail vehicles and enables free access to the train roof. The overhead conductor rail is retracted away from the track, switched off and earthed. An integrated control system contributes towards efficient and safe working procedures. This revolutionary system has been supplied and is operational in over 125 depots worldwide. @furrerfreyGB @FurrerFreyGB


With 40 years’ experience in heavy duty lifting solutions, TotalKare combines world class products with industry leading support to facilitate effective maintenance and repair, keeping you on track for success.


Rail Professional


moving and switching procedures are about to take place. Through a control cabinet, safety electrical interlocks monitor all the interfacing services such as doors to roof working platforms and allows release or lock up cranes and man-safe equipment. This means the doors to overhead gantries to allow staff onto the train roof do not unlock until the overhead system is safely earthed and folded away. Similarly, the crane and man-safe also cannot move until it is safe to do so. Bounds Green Depot will soon start accepting the maintenance of the new Azuma trains. Collaboration with all involved has allowed successful product approvals and successful installation on time, on budget and with no safety incidence.

amount of time and logistical management required to haul carriages into the depot; therefore reducing efficiency. At Bounds Green Depot Furrer+Frey was able to work with the customer to develop a moveable overhead conductor-rail system solution for the depot that assured the safety of those employed to keep the rail infrastructure and rolling stock on track. This was the first time this has been done in a mainline UK depot and work was completed in collaboration with Network Rail, Spencers Group, Pod-Trak and OLE Ltd. The system will follow a simple procedure. The train is moved from outside the depot via a conventional catenary system OLE. The transition from the conventional overhead line to overhead conductor-rail is done through a transition bar and an in-line overlap with arcing horn. The in-line overlap acts as a separator between the fixed transition bar and moveable conductor-rail system. Once inside the depot, the power is supplied by the Furrer+Frey Moveable Overhead Conductor Rail System. The overhead line is then de-energised by a switch and the voltage transformer carries out a check resulting in a safe indication light. The overhead line is then earthed either by an automatic earthing switch. The status change is indicated by a signal to lower the pantograph and by a running light as well. The moveable system is then retracted away from the track by the control system to its parking position at the touch of a button. Visual and acoustic signalling devices as part of the system, give warnings that

Easy integration Temple Mills International (TMI) Depot in Stratford is a great example where the MOCS system is seamlessly integrated with the present facilities at the depot, in particular, the depot protection system interlocking process. Due to the extensive size of TMI Depot, the integration has been carried out in phased manner between 2007 and 2017, during which Furrer+Frey has delivered the moveable overhead conductor-rail system for depot infrastructure, delivering a positive impact on depot efficiency and safety. This is greatly welcomed by the end-user as there is minimal disruption to the depot operating and isolation procedures. TMI Depot consists of eight maintenance tracks and these were initially used to serve Class 373 TMST stock. Out of the right maintenance tracks, six were equipped with Furrer+Frey MOCS at each end of the track to match with pantograph positions. The intermediate sections of the maintenance tracks were electrified with the conventional OHE system. Four of the maintenance tracks were fitted with adjustable voltage power supplies i.e. 25kV AC as well 3kV DC and 1.5kV DC. Furrer+Frey designed the MOCS such that these four tracks allowed testing of the trains with 3kV DC and 1.5kV DC supplies as well. TMI Depot underwent modifications in 2013/14 to allow maintenance of the new Velaro E320 trains. Furrer+Frey delivered MOCS system for entire length of two tracks at TMI Depot. In 2016/17, as TMI Depot was expecting to receive more Velaro 320 trains, further modifications were carried out to equip the remaining four remaining tracks with Furrer+Frey MOCS System on entire length of the track. The moveable conductor rail system


in TMI Depot is supported on a set of motorized cantilevers. These cantilevers have the ability to rotate from across-track position to along-track and vice-versa. The supporting drop tubes use geared motors mounted on the cantilevers. The motors used are IP55 rated to withstand a harsh maintenance depot environment. The whole system is controlled via an integrated control system which sits inside a track side control cabinet. This essentially consists of a main control cabinet and the control, signalling and monitoring components. The controls and displays for the system status are located on the front door of the control cabinet. The control system also includes two key-switches that form the interface to the interlocking system through which other systems such as cranes, roof work platform access and earth switch are accessed. The control cabinet accommodates all the components necessary to carry out activation, monitoring and display functions. Due to multiple depot equipment interlocked with the conductor rail operation, TMI Depot utilise PLC based control system. Where the system is already used Furrer+Frey’s innovative moveable overhead conductor-rail system has a proven track record of safety and reliability on a wide range of networks, clients and voltages around the world. The system can also be adapted to achieve electrification in unique situations like lifting and swing bridges, temporary works and tunnel refurbishments. The system has been supplied and is operational in more than 125 installations in over 20 countries. Tel: 0203 740 5455 Email: Visit: Tweet: @Furrer+FreyGB Rail Professional

Rail Professional



SMART technology Garrandale Rail will be showcasing a new generation of intelligent ‘SMART’ Depot Equipment on its stand (N31) at Railtex


arrandale Rail is a UK supplier of Specialist Rail Depot Equipment (SRDE) and rolling stock heavy maintenance equipment working alongside its trusted partners. SRDE is used to provide critical routine services required by rolling stock at the end of each daily service to ensure that it can return to service the next day as planned. Also joining Garrandale Rail on its stand will be a project team from Cranfield University’s Centre for Competitive Creative Design (C4D), with whom Garrandale Rail is closely working to develop a Safe Waste System for use on rolling stock. Garrandale Rail is engaged with Cranfield University and Unipart Rail to bring new technologies to the rail market. Under development is a new generation of intelligent ‘SMART’ SRDE designed to avoid disruptions in the delivery of critical turnaround services. SMART SRDE will be fitted with the latest in predict and prevent technology to address key servicing infrastructure availability issues on the rail network. SMART technology will be deployed on SRDE including carriage wash systems, fuelling and AdBlue systems, controlled emission toilets and fluids systems to accurately predict future operational failures, thereby preventing costly, unscheduled disruptions and improving reliability. Garrandale Rail supported by Innovate UK via a double associate KTP program with Cranfield University is developing an already concept proven 1/8 scale model train cab front cleaning robot. With robotic technology to play a critical role in the future of train servicing, Garrandale is

all waste products from on board train toilets for safe discharge. Waste liquids from urination, hand washing and even mop buckets, will be purified. Solid waste such as faeces, toilet paper and sanitary waste will be processed and rendered inert so that it too can be safely discharged. This ground-breaking system will be designed to interface with existing rolling stock toilet wash room systems and power supplies as well as for incorporation into new rolling stock by the OEMs. Garrandale Group is investing heavily in research and development and collaborating with industry specialists from across Europe, to build a group of businesses to deliver new sustainable technologies for tomorrow’s Railways today.

working as part of a consortium, to develop practical, working robotic systems for essential routine functions such as fuelling and AdBlue, waste removal, clean water top up (tanking), screen wash and visual damage inspection and reporting. Garrandale Rail and Cranfield University have formed a strategic alliance to bring new technologies to the rail industry that will increase the sustainability of everyday operations such as dealing with water and human waste on board trains and ensuring that key items of servicing infrastructure are maintained in good working order with maximum availability for use. Cranfield University has over 45 years of experience in the development of water technologies. The project head, Professor Leon Williams, has completed more than 90 industry projects funded by global organisations such as Bill and Melinda Gates Foundation, Unilever, IBM and Jaguar Land Rover. A success rate of converting 85 per cent of his inventions into commercial products is impressive and Garrandale is excited to have him and his team on board. With a prototype launch date of 2020, the Safe Waste System will be able to process

Tel: +44 (0) 800 949 9575 Email: Visit: Rail Professional

WEDGE GROUP GALVANIZING Your Galvanizing Partner

RISQS approved, Wedge Group Galvanizing is the UK’s largest galvanizing organisation. With 14 plants across the UK we offer a national service, processing steel from a 1.5mm washer to 29m beam. Our plants are designed and equipped to set industry-leading standards for sustainability and low environmental impact. E: T: 01902 600704


Head Office: Stafford Street, Willenhall, West Midlands, WV13 1RZ

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HYTORC’s innovative rail bolting solutions on show at Railtex 2019 HYTORC is the world’s largest and leading manufacturer of industrial bolting systems boasting a superior line of hydraulic, pneumatic and electric torque and tension tooling


isit HYTORC at stand T10 during Railtex 2019 to find out how it can optimize bolting processes whether it’s for track maintenance or the building of new trains: HYTORC always has a solution. As a company it has always pushed the limits through innovation, thanks to the knowledge and work of its highly experienced engineering team, who lead the bolting industry with pioneering tool designs, specialist solutions and safety improvements for industries all over the world. HYTORC’s latest product line features patented industry-firsts like handsfree operation to keep tool operators at a safe distance from the application, onboard documentation systems to provide job accountability and assurance, and industryleading bolt load accuracy to reduce nut loosening and joint failure. HYTORC’s rail specialists guarantee to deliver safe, controlled and precise bolting solutions to solve issues experienced throughout the sector with significant improvements in operator safety, speed, accuracy and ease of use. The groundbreaking 36volt Lithium Series Battery Torque Gun – a Network Rail approved product – is the ultimate solution for portability and

convenience on industrial bolting jobs. With the world’s first 36-volt industrial battery system, these tools are ready for heavy industrial use. The lightweight design and dual speed capability make this system the go-to choice for

industrial maintenance and production environments

worldwide. The Lithium Series has been redesigned from the ground up and HYTORC is excited to announce that the next revolution in handheld electric torque tools will be released in 2019 – the Lithium Series II. The LION Gun is an 18volt lithium ion batterypowered torque gun. It is lightweight and portable, with no attachments to hoses, cords or compressors. The technology fully complies with industry noise and HAV requirements that allow it to be used with any additional safety measures. HYTORC has developed a new technology in the form of the HYTORC Washer™, which entirely eliminates the bolting crush points by removing reaction arms on torque wrenches. The HYTORC Backup Washers are capable of preventing counter nut rotation with the bolt, which eliminates the need to use a backup wrench

that creates a second crush point, which in turn could potentially lead to life changing injuries. In using hands-free technology, HYTORC’s Washer and Backup Washer remove the main hazard of industrial bolting and can essentially eliminate the risk of hand accidents when the technology is used correctly. Thanks to the HYTORC Washer system technology, employers can provide employees and contractors with a safer work environment while drastically reducing the amount of money lost as a result of incidents leading to injuries. The LITHIUM SERIES® and the LION Gun Series both work with the HYTORC Washer System. When the Lithium Series Battery Gun is combined with the HYTORC Washer™ customers have the ultimate solution for portability and convenience in industrial bolting. Together they are safer, faster and more accurate than all comparable systems. The gun is a precision torque/tension compatible machine that the user can set and achieve the desired load. The company’s ongoing mission is to make their customers’ jobs as safe and hassle-free as possible. With offices worldwide HYTORC offers a 24/7 customer service for all rental, purchase and repair needs. Tel: +44 1670 363 800 Email Visit: Rail Professional


THE PEOPLE BEHIND THE PLANT THAT KEEPS YOUR TRAINS ON TRACK WE ENGINEER SOLUTIONS TRAINWASH AIRQUICK RAIL offers the most comprehensive TRAINWASH SYSTEMS available. Through expert knowledge and research our bespoke installations deliver high performance with minimal operating costs. Designed with built in failsafe control systems we provide advice, evaluation and recommendations together with complete maintenance support and servicing.

CET SYSTEMS AIRQUICK RAIL CET SYSTEMS are expertly designed to ensure the safe, hygienic disposal of the contents of the toilet retention tanks on all rail carriages. Ease of use, low maintenance and low running costs are key drivers in all of our systems. We provide a total package including Multi-point fully automatic or manual systems and comprehensive pump rooms with integral utilities and washing facilities.

FUELLING SYSTEMS AIRQUICK RAIL FUELLING SYSTEMS have developed through years of experience in the design maintenance and installation of train fuelling systems. We provide total care, maintenance and repair contracts and systems that incorporate innovative low pressure and high flow dispensing, multi-point fuelling, LCD metering displays and data logging of dispensed fuel. Our new ADBLUE dispensing systems link directly to the onboard train systems to deliver precise quantities every time.

OIL AND COOLANT Airquick Rail Oil And Coolant Systems include maintenance and repair contracts and centralised pumping systems for the delivery of fresh oil and coolant and the recovery of waste products. Our unrivalled experience includes night servicing aprons or in depot fuel, oil and coolant systems with fully integrated plant rooms.


T : 01636 640480 E : Brunel Business Park / Jessop Close / Newark / Nottinghamshire / NG24 2AG / United Kingdom Rail Professional



Brickwork solutions for the rail industry Lineside Structure Maintenance has been an industry specialist in civil engineering, particularly brickwork repairs, for over 20 years


ith a reputation for quality workmanship, skilled and professional staff and reliability, if you are managing a brick or stone work contract in a tunnel, culvert, on a bridge or viaduct, these are the guys to speak to. Lineside has been repairing the crumbling Victorian structures which constitute much of the UK’s Railway Infrastructure for nearly a quarter of a century. Having held several Framework Contracts with Network Rail over the last ten years, some of its high profile contracts include Harringworth Viaduct in Rutland, Arthington Viaduct near Leeds, Crewkerne Tunnel in Somerset and improvement works on the Kettering to Corby line, which involved repairs to eight different structures. In the run up to the London Olympics in 2012, Lineside worked with Taylor Woodrow on the project to reopen the East London Line. This involved the refurbishment of over 300 railway arches, by over one hundred operatives.

Managing Director, Stuart Whalley, comes from a bricklaying background, working for a couple of the principal contractors in the industry before establishing Lineside in 1997. He is still very hands on, overseeing every aspect of a project, from tender, through planning and delivery, to hand back and customer satisfaction. For him it is all about tailoring

each project to meet the needs of individual clients. He says: ‘I think the secret to the company’s success is working closely with our clients at every stage, listening to their needs, and understanding their problems, working together to deliver a project as efficiently as possible. We pride ourselves on our highly trained and professional workforce, our quality standards, and we are always looking for ways to improve our services.’ Featured here is the impressive Cynghordy viaduct in South Wales, a £450,000 restoration project conducted for Dyer & Butler. The works involved stone work repairs to the Grade 2 listed, 17 span structure, including repointing, stitching, grouting, re-casing, brick replacement and concrete repairs. In December 2018, Network Rail was awarded the BAM Nuttall Structures Restoration Award for the work undertaken in refurbishing and strengthening Cynghordy Viaduct. Lineside is very proud to have been a part of this. Site Supervisor Terry Yates ran the project and said: ‘It was a pleasure working on this project. Everyone involved, from the

client, to our staff, to the local community co-operated, so that we ran to programme and delivered the job on time. It was a challenging project, but our site team all worked really hard to get it done, and we were all proud to be part of such a successful contract. Cynghordy Viaduct is a stunning structure, and to have been part of its restoration was a privilege.’ In addition to brickwork and masonry repairs, Lineside is experienced in the provision of drainage, groundworks, graffiti removal, troughing and cabling routes, level crossing replacements, platform works and vegetation management. It is a RISQS 5 Star Supplier. Looking to the future, the company is expanding steadily and is hoping to secure more framework contracts with Network Rail, and to continue working with other professional partners, as the industry moves into CP6. Tel: 0115 9225218 Email: Visit: Lineside specialises in: Brickwork Repairs Repointing Re-casing Stitching and Grouting

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THE CABLES YOU NEED where and when you need them

Overhead line | trackside power | signalling | telecoms | cable accessories

Network Rail approved cables Extended stockholding Full technical support Next day delivery

For more information: Sales: 020 7241 8759 Technical: 020 7241 8500



Flooring for rail vehicles and buses People travel many hours each day to go to work or school, see friends, go shopping or to see places. Safe bus floorings and train floors play a major role in ensuring safe journeys


his is why nora® transport floor coverings always put safety first. The protection of passengers is a key design factor for its flooring. Some of the most common injuries occur from falls due to slipping on unreliable surfaces. The company’s special transport flooring solutions help to minimize the risk of slipping and falling in buses, trains, passenger cars, metros, subways, tramways, light rail, high speed trains and other vehicles. The advantages With their many different colours and designs, nora floor coverings in trains don’t just paint a pretty picture – thanks to their dense, closed surface they are extremely hard wearing, dirt repellent and easy to clean. Apart from that, nora flooring is extremely durable and looks as good as new even after thousands of miles. Transport flooring must meet the unique demands of these complex areas. Safety

requirements and a wide range of different regulations all need to be complied with. Floors for transportation must be extremely resistant to withstand intense traffic and conditions. Nora floors for transportation meet the relevant safety requirements for fire protection, local, regional and long-distance traffic and on ships to ensure passenger safety. Nora transportation floor coverings meet the highest requirements of all international fire protection regulations (EN 45545, DIN 5510-2, BS 6853:1999, NF-F 16-101, NFPA 130, UIC 564-2/12 and IMO). Solutions for transport floors Inlays for floors in buses and trains can be highly effective as signage and guiding systems. Nora flooring transportation solutions are among the longest lasting floorings in transportation and can now be installed with the new self-adhesive nTx system in a fraction of the time. Visit the website to learn more about how to reduce

Quick facts High slip resistance in all passenger areas Lower risk of injury Tested according to DIN 51130

installation time significantly with the new nTx flooring for transportation solution. Superior slip resistance During passenger transport, snow, rain, and dirt routinely accumulate in a vehicle, which increases the risk of slipping. The liquids, greases and oils used in areas such as beverage and food retail can also affect the safety and stability of your passengers, nora rubber’s ability to provide enhanced slip resistance in both wet and dry conditions adds another layer of security for travellers. Fewer falls and accidents You carry the responsibility for the wellbeing and safety of your passengers. Smooth, slippery floor coverings often result in falls and accidents that, in turn, result in injuries. This can also lead to negative headlines, lawsuits, and claims for damages. Slip resistant floor coverings minimize the risk of falls and promote a safe environment. Nora floor coverings feature enhanced slip resistance. They are tested according to DIN 51130 and receive a grade of R9, R10, or R11 for surface structure. The requirements for entry areas are often higher than for other areas. Nora offers products for all of these surfaces. Tel: 07979 854 953 Email: Visit: Rail Professional



More than just Tensorex The PFISTERER group has been providing innovation solutions to deal with the interfaces in the flow of electricity ever since it was founded back in 1921


he group’s core competence is specialising in energy transmission and distribution, it offers its customers and business partners a range of sophisticated, future-ready products: For all voltage ranges and wherever reliable, long-lasting systems are needed for powerful energy grids. As well as the energy sector, PFISTERER is also active in transport technology and industrial solutions. The group is already well-established in all key global markets and is continuing to strengthen its brand on a worldwide scale. PFISTERER Rail Business Unit One entity of the PFISTERER Group is the Rail Business Unit which has been based in its Sheffield location since 2015. The dedicated team of experts manage the group’s global customer base from the Rail Centre of Excellence in Sheffield supported by a global network of business development executives, local country sales offices, agents and distributors. The factory produces and supplies innovative overhead line products for supply into the UK and international markets. All Tensorex C+ spring tensioning devices are assembled and tested in the UK plant. PFISTERER Upresa which is also an entity of the PFISTERER Group located in Barcelona,

Spain is manufacturing many more of its product solutions for the overhead catenary system global market. Innovation PFISTERER’s technology team in Milan works around the clock on new innovation and product solutions to meet the needs of its new and existing customer base. Modern railway systems need to be safe, efficient and accessible at all times while guaranteeing the reliable transmission of electrical energy between the distribution network and the rolling stock and at the same time, they need to be able to withstand increasing loads caused by higher speeds and heavier traffic. PFISTERER has been developing and producing intelligent and efficient solutions for electric railway systems for over 50 years. Thanks to its extensive system experience and expertise in the transmission of electrical energy, PFISTERER has become a valued technical partner in every corner of the world. PFISTERER can provide modern solutions and expertise for the following applications: • Overhead line construction • Tensioning • Insulation technology • Power supply • Safety equipment.

Railway Infrastructure Solutions



Cantilevers Dropper clamps Connection clamps Contact wire clips

Ground tap connector – RSC-T

Rail Professional

Here today, next week, next year, next decade,

next 60 years.

Bradgate Bonded-Panel stainless steel modules are fully approved for 60-year low maintenance life trackside and built to Network Rail specification 21030. Bradgate Fully Welded single or multiple room modules/ containers designed to accommodate LV and MV Switchgear, UPS and batteries.

Call our dedicated team on 01509 508678 for further information or visit

Built to specification made to last Built to specification made to last Rail Professional


Full system solutions PFISTERER is a full solution supplier when it comes to overhead contact lines. It has supplied full system solutions to many prestigious projects worldwide, from high-speed rail in China to Santiago, Chile. It also has many products approved by most Official European Railway Authorities such as Network Rail in the UK and TCDD in Turkey among countless others. At the forefront of the group’s product portfolio is the Patented Tensorex C+ spring tensioning device. This highly innovative product is currently leading the way when it comes to the tensioning of overhead contact lines. Tensorex C+ has been developed to compete against the conventional weight based tensioning systems, and provides many advantages in comparison; Installation – fast installation with reducing plant and resource Pre-assembly time – zero Maintenance – no routine maintenance required Health and safety – reduced risk to personal safety during installation Vandalism and theft – all parts inaccessible at ground level Aesthetics – low visual impact

PFISTERER products are designed to provide optimum performance in many varied environmental conditions such as


safe and reliable grounding solution for new and upgraded sections of track. The RSC-T Connector is a simple solution using patented contact technology that saves a great deal of time in comparison with established practice. The RSC-T combines almost one hundred years of contact technology experience as a full service provider in the fields of rail infrastructure. Using insulation piercing technology, main and tap conductors are installed without the need to strip the insulation. The compression of grounding the tap conductor which was previously used, as well as the restoration of the insulation with a heat shrink sleeve, is no longer a requirement. Other products on offer include cantilevers, droppers, PG clamps, stich wire clamps, bimetallic clamps, wedged clamps, splices, insulators, termination kits, midpoint anchors, tools, safety equipment, measuring devices as well as services and engineering.

extreme temperatures at both ends of the ambient scale. Its product’s capability to compensate for a high temperature delta makes it a perfect performance solution. Using alternative conventional balance weight products could involve extensive civil groundworks to overcome the low hanging balance weights and the risk of grounding. With the Tensorex C+ there is no need for this as the unit has no parts hanging lower than the contact wire height. The Tensorex C+ has been successfully used in the high temperatures of Australia and Saudi Arabia as well as the freezing temperatures of Canada and the most northern parts of Norway. These units are still performing to the expected high standard after years of reliable service. Salt corrosion is a worldwide problem for rail lines alongside the sea and snowy countries which use a lot of salt to counter this. PFISTERER also offers a salt spray resistant variant of the Tensorex C+ which make the product more resistant to the effects of these harsh environments. Another innovative product in the group’s portfolio has been developed as a

Market presence PFISTERER Group has always had a leading market presence in every area, whether this is MV/HV Cable systems, Overhead lines, safety equipment and solutions or rail. With over 2,700 employees worldwide, country sales units and country distributors placed strategically, the group has managed to develop a good market presence. Supplying products into most countries in the world for some very prestigious projects: • Madrid – Barcelona High Speed Rail, Spain • Nurnberg – Ingoldstadt High Speed Line, Germany • EGIP Project, UK • The Great Western, UK • Tianjin – Shenyang, China • Konya-Karaman, Turkey • Adelaide Electrification, Australia • Oran Light Rail, Algeria • Santiago – Rancagua, Chile • Awash – Weldia/Hara, Ethiopia • Mauritius Light Rail, Mauritius • LA Metro, USA • Tampere Tram, Finland • Narvik, Norway. Stuart Woodsell is System Architect, Rail. Rob Renshaw is Commercial Sales Manager, Rail. Teejay White is Business Development Executive, Rail.

Tel: +44 (0) 114 4788500 Email: Visit: Rail Professional


People flow assessment is one of those fields which is complex to acquire but key to understanding and optimising many areas of activity, in particular railway transport and metro stations. Only experts are able to extract the relevant data and synthesise it to produce real operational intelligence tools or simply to use as decision-making support in real time.


Acorel has been specialising in high-precision automatic people counting and flow analysis for over 29 years. We are constantly developing our offer to provide operators in various market sectors with cuttingedge innovative solutions that are accurate and reliable, always designed to meet the needs of each sector.





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Our comfort zone Phil Linnecor, ACOREL UK Director and Paul Hirst, ACOREL Innovation Manager explain how they navigate beyond their comfort zones


n our early years we instinctually know our comfort zone and when something breaks our tranquil lifestyle. We learn to adapt new patterns needed to gain people’s attention, thus helping us solve whatever discomfort we quickly need to overcome. As we get older our comfort zone is challenged, on the first day of school we are told where to hang our coat and where to sit and we undertake the challenge of the three R’s, although some challenges to our comfort zone we will never truly understand. We face comfort zone challenges on a daily basis and sometimes we have to adapt new patterns to answer those challenges. Back in the 80s, when Paul’s brother worked for London Underground, taking the tube seemed considerably easier. It was not only just that he knew which lines to take to get from Notting Hill to Elephant and Castle, but he also knew the shortcuts within the stations and where to stand on the platform. He’d always get on the carriage that was nearest to the exit at the arrival station and as the platforms were less crowded, he did not get crushed or jostled about by passengers who are trying to alight and are desperately in a hurry to get home to watch EastEnders. Today our transport networks are faced with twice the number of passengers, creating

is now proposing a real-time solution that not only evaluates how many people are on the platform, but it shows the hot spots, where the crowding is the densest, where the potential danger is. The technology can be used throughout the station so that the bottlenecks can be pinpointed, and action can be taken, by temporarily shutting the entrance gates for example, that improves the flow and safety on the platforms.

We can also follow the flow of the passengers within the station, see who uses the standard routes and who uses Paul’s brother’s shortcuts. People catch on quickly and the flow in the station could be potentially modified just through a couple of overcrowding incidents. A few people taking shortcuts may not perturb the traffic within the station, however, when the numbers increase new

congested areas within the stations and platforms presenting greater challenges to our comfort zone and increased safety risks to us and fellow passengers. Our perception is that we are entitled to always use the easiest course. Although paths that might have saved 30 seconds in the 1980s would create bottle necks within a station today and walking the wrong way down a no entry corridor has the same impact as standing on a hose pipe, it just restricts the natural flow. In order to fix the problem, passengers and operators alike will need to trust, adapt, follow and educate to reprogram our transport patterns. This is where ACOREL comes in. ACOREL Rail Professional



bottlenecks will occur. So, we need to predict when these incidents are going to occur, so that the flow of people and the path they take can be controlled. ACOREL’s solutions are not designed to take passengers out of their comfort zone, but more to help provide new travel patterns to passengers who may not know cities as well as Paul’s brother knew London and to provide confidence in the data that is provided. Just like over the last 20 years we have learnt to trust satellite navigation (SATNAV) and trust that Google, Apple or Waze will guide us to our destinations. ACOREL’s solutions will help visitors and residents alike to navigate the public transport networks across our cities. ACOREL’s latest technologies incorporate Artificial Intelligence with embedded Machine Learning techniques to generate predicted data and by analysing historical data, machine learning algorithms can

determine hidden tendencies and predict when peak or unusual behaviour will occur. This information can then be used to alert staff so that they can take the appropriate actions. These technologies provide an early warning mechanism to help reduce delays, risks and other unforeseen circumstances and improve the flow of passengers and vehicles alike through the networks and interchanges. ACOREL’s predicted data coupled with the real-time feeds can also orientate the passengers throughout the station and to the best place to stand on the platform, for safety’s sake. Not only will this optimise the flow within the station, but the passengers will have a better travel experience. ACOREL’s algorithms will be further optimised by introducing external data, such as the weather, local events and planned disruptions. Although the company is always looking for new data feeds that are relevant to helping passengers and operators attain

the level of service they require to meet one another’s needs. With these new technologies you don’t need to have a brother who works for London Underground, they assist the operator on what additional information or educational needs are required for the passengers. This gives confidence to passengers to allow transit technology to assist them with their travel patterns, giving them the same local knowledge as passengers in Abbotsbury to Zabrze and that way they remain in their comfort zone. Phil Linnecor is Acorel UK Director and Paul Hirst is Acorel Innovation manager

Tel: 01376 324 825 Email: Visit:



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Davy Industrial Park Prince of Wales Road Sheffield S9 4EX

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Vitreous enamel cladding and suspended ceilings Silenzio Panels has been trading for over 15 years, mainly servicing the London Underground Network


ilenzio specialises in the vitreous enamel cladding, signage and suspended ceilings that the London Underground network requires. The vitreous enamel was brought in to the network in the early 90s for the EFHM project, adhering to all the requirements including; lifespan, durability, visual impact and safety. Silenzio also caters for architectural metalwork requirements, utilising onsite facilities, including; 3D design using SOLIDWORKS, sheet and tube laser cutting, CNC cutting and folding, welding and powder coating, allowing the company to provide a one-stop-shop to meet the tightest of deliveries. Frequently templating one night and installing new product the next. This can be very useful for cable management systems where it is able to site measure, design, manufacture and install, all in-house. All staff are appropriately trained for the tasks that they carry out, with generally over 20 years’ experience each. Silenzio has its own equipment as required, all delivered to site by its own fleet of vehicles, which it is

currently upgrading to meet the new ULEV requirements. Silenzio is ISO9001 approved, providing you the assurance that all services and goods supplied will be to your exact requirements and specifications. The company is also FORS, RISQS and CIRAS registered, providing that extra assurance for its clients. Silenzio has completed many large projects over the years including: • Moorgate – New suspended ceiling, cladding of bulk head passages including fire breaks. Strip out and re-install bulk head systems, including structural supports over platforms and a new main canopy and signage • Aldgate – Strip out and install vitreous enamel ceiling system. Design, manufacture and install water management system for platform areas as part of the station enhancement and refurbishment project • Bank – Enabling works through passages, platforms and escalators for the electrical contractors installing the new comms system • Warren Street – Acoustic ceiling system to the ticket hall. Back of house suspended ceiling and bespoke fabrication works.

sub frame. The project required a new, bespoke suspended raft system, including lighting boom which involved the design, manufacture and installation of bomb blast wall and sub-frame as well as the design and installation of SR3 security gates, bi-fold doors and enclosures. Silenzio also made many bespoke items around the concourse area; lights, enclosures and stainless steel/ powder coated panelling. Silenzio can also offer staff on attendance as the client requires, be this per shift or for a longer period. It has assisted many companies over the years, generally within the communications or electrical industry with the safe removal and reinstallation of ceilings and cladding as instructed. Silenzio operatives can also assess the panels and framework and give advice as necessary if required. If Silenzio’s services are of interest, get in touch with the company via the contact information below. Tel: 01322 557520 Email: Visit:

Silenzio has recently completed the metalwork architectural fit-out at the new Southbank Concourse at Waterloo Station on behalf of Canary Wharf Contractors and Braeburn Estates. This included, stainless steel, powder coated aluminium, vitreous enamel and glassworks and comprised the vitreous enamel cladding of the brand-new escalator bore, including the entire Rail Professional

FROM SUBSEA TO TRACKSIDE For years we’ve been revolutionising the subsea industry; one of the most hostile environments imaginable. Now we’re applying that thinking to the railways. Viper Innovations is showcasing CableGuardian, Winner of the 2018 Institution of Engineering and Technology (IET) Intelligent Systems Innovation Award, at Railtex 2019. Developed in collaboration with Network Rail, CableGuardian supports the ambitions to reduce maintenance costs and time-related E&P infrastructure failures, to reduce the frequency and duration of service affecting failures and to improve the overall asset management process. For more information please email or call +44 (0)1275 787878 VISIT US AT RAILTEX STAND Q60.

Rail Professional



Improving rail infrastructure Brian Wickes, Commercial Director of Taylor Technology Systems, explains how rising passenger numbers and an increased focus on safety and security is prompting the rail industry to invest in its infrastructure


he UK’s railway network is one of the safest in Europe, but it’s also one of the busiest, with passenger numbers doubling in the last 20 years. Overcrowding is a particular problem in London, and it’s one that shows no signs of slowing down, with the capital’s population expected to see the fastest growth in the coming years – rising from 8.7 million today, to an estimated 9.5 million by 2026. Clearly, London’s current infrastructure – and that of the surrounding home counties – will struggle with such an increase, which is why the rail industry has seen such a huge drive to upgrade and improve the stations serving the city. Industry organisations are making a concerted effort to address these infrastructure issues, with Network Rail, the train operating companies and the Government working together to carry out one of the largest programmes of infrastructure upgrades we’ve ever seen. Primarily, this programme has been created

Screens/Digital Customer Information Screens, CCTV cameras, Wi-Fi, PA/VA, power, data, Ticket Vending Machines and Passenger Validators, all fitted at key stations to improve the customer experience. In addition, the company is improving staff safety by integrating new sensors and security systems at maintenance depots, to prevent unauthorised entry and damage to rolling stock. Collaborative working and innovation enable Taylor Technology Systems to work with its customers at a strategic level, demonstrating substantial cost and reliability improvements through lifecycle asset management. Over the past 15 years, the company has installed and maintained a significant number of systems within the rail infrastructure environment, including improvements to some of its most historic railway estates. At the Victorian Grade-II listed Cambridge Station, for example, Taylor Technology Systems worked with Abellio Greater Anglia and the railway trust on address/voice alarm systems, CCTV on the platforms, cycle racks and waiting areas, fibre upgrades, and WAN cabinet enabling works to cater for the new and increased data demands.

to improve the safety and security of staff, customers, and all those who travel on the railway network. Taylor Technology Systems has been involved in a number of these projects and is proud to be associated with such a key infrastructure programme. As an awardwinning accredited designer, installer and maintainer of Electronic Security Systems (ESS) it has many years of experience carrying out the installation and enabling works of ESS within the rail environment. Examples of some of the infrastructure upgrades Taylor Technology Systems has installed are new Customer Information

a cable route rationalisation project to improve the site’s aesthetics. It has also designed, developed and installed a CCTV system capable of monitoring approximately 3,000 bicycle spaces in a multi-storey cycle parking facility with detailed images being provided to British Transport Police. More recently, the company continued its work with Greater Anglia installing Digital Customer Information Screens (DCIS) at a number of key stations. The screens, supplied from Blackbox Company, were designed to keep passengers better informed during their journeys. The project also included the installation of new public

Safety as a top priority The safety of customers and staff is, above all else, the main priority of all those involved in the railway infrastructure. Many of the improvements being introduced across the network have safety at their core, and Taylor Technology Systems has been involved with a number of projects to install video analytics at depots to detect unauthorised access to dangerous areas. Following an incident at a train cleaning depot in 2017, the Office of Rail Regulation recommended an improvement in safe systems within the depot environment. Taylor Technology was tasked with the design and installation of the new system, which included 60 high-resolution imagecapturing, storage and retrieval CCTV cameras. Taylor Technology installed and commissioned a new Internet Protocol (IP) camera system, with modern intelligent video analysis, comprehensive event detection and alarms. These alerts were then displayed at the depot’s control room, Rail Professional


Beyond the Solution...

At Rowe Hankins our team of professionals have the experience to meet the requirements demanded by our customers and the Office of Rail Safety Regulation (ORR). Our workshop servicing team offers a proactive programme of support for the life cycle of your electro-mechanical components. Talk to us today about our OTMR configuration and testing, maintenance, switchgear refurbishment and fleet overhaul services.















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the expansion and phased replacement of existing analogue systems, while using the latest generation of IP cameras and software, without having to overhaul the entire infrastructure at a considerable cost.

to identify any unauthorised entry into danger zones and to prevent any incidents. The integrated system meets the site’s demanding operational requirements, while also being future-proofed at the design stage, to allow for future expansion or enhancement. Another example of where enhanced sensors and monitoring can prevent incidents can be seen at the Eurostar maintenance facility in East London. There was the potential for extensive damage to trains and trackside furniture due to trains leaving the sidings after maintenance with the LDA Cleaning System flaps being left open. Taylor designed and introduced a system that repurposed the existing Optex Intrusion Detection Sensor technology to tackle this issue. The trains were modelled, and sensors fitted that would identify any deviation from the model, highlighting if any structure had been left open. In the event of a detected deviation, the system instantly alerts the Depot Signal Manager within Operations Control, so they can bring the train to an immediate halt.

stations, exchanging all CCTV headend equipment to a Bosch IP platform. It was able to provide a seamless transition during installation, as well as continued warranty and maintenance work. Because of the expense of migrating to a new IP system, Taylor Technology has worked with clients to install Hybrid Security Systems. These allow the integration of legacy analogue CCTV systems due to obsolescence and redundancy, with new megapixel IP cameras and detection. Hybrid CCTV systems allow

Specialist integrator Taylor Technology is currently exploring an integration from an enterprise access control manufacturer and a rail safety systems supplier, to deliver an integrated solution that restricts and allows access to working areas within rail facilities. Rather than utilising existing RFID technology with a credential to allow access to a restricted area or work face, as a collective the company is looking to introduce smart-card technology with a pictorial interface screen to present work flow information, checklists for safety, welfare and compliance. The new system will digitally record all requests, inputs and access in a single database at the point of entry or exit to a work face or facility. This coupled with compliance responses and checklists will ensure that persons entering the space have sufficient authority and are suitably equipped, before they gain entry or egress. Although in early prototype stages, the work completed thus far promises to enable it to offer a new fully integrated solution for future deployments within the rail sector or other environments, where safety and compliance are paramount. Taylor Technology Systems currently works for Southeastern Railway, Greater Anglia, Arriva London, Govia Thameslink Railway and Eurostar. Its company accreditations include NICEIC, ISO9001, ISO14001, ISO45001, ISO27001, Cyber Essentials, NSI Gold Fire, NSI NACOSS Gold, Achilles UVD and RISQS Brian Wickes is Commercial Director of Taylor Technology Systems

Tel: 0208 320 9944 Email: Visit:

Migration from analogue to digital This upgrade work has not been without its issues. One of the biggest challenges is the migration from old analogue equipment, to more modern, digital Internet Protocol (IP) equipment. Taylor Technology recently upgraded 143 Southeastern Railway Rail Professional


COMPLETE COUPLER SYSTEMS Design / Manufacture Overhaul / Upgrade

New Wedgelock Coupler for NTFL

William Cook Rail Ltd Cross Green, Leeds, LS9 0DX

Tel 0113 249 6363 Email



Rail: the next generation William Cook Rail is investing in the next generation of industry talent to serve the world’s rail markets from its newly completed £15 million high-tech plant in Leeds


he company designs and manufactures complex, high integrity components for blue chip rail customers including Alstom, Bombardier and Siemens and its world-class products are on trains in many countries, among them France, Germany, Canada, India, Australia and the United States. William Cook recently welcomed the largest intake of apprentices in living memory to gain valuable skills and experience working alongside expert designers and engineers. These include Shivan Morkar, 22, who was named Apprentice of the Year at the AMRC Training Centre’s prestigious annual awards ceremony. Judges at the University of Sheffield organisation praised the 22-year-old’s ‘innovation, passion and fresh thinking’ and said he has become an inspiration to his fellow apprentices and colleagues. Shivan, from Bradford, is in the first year of his degree apprenticeship and is currently working as a CNC machinist. He said: ‘This means everything to me. I wasn’t expecting it at all – thank you to everyone who has supported to me. That support has been very important, it has pushed and helped me to do to more and keep on progressing.’ Sir Andrew Cook, chairman of William Cook, said: ‘Bright young recruits like Shivan represent the next generation of industry talent and are playing an important role in

our company’s future success as we move into higher value markets. We congratulate Shivan on his award and his continued hard work and enthusiasm for engineering.’ The company has 17 employees on training courses, including 12 at the AMRC Training Centre, and is looking to recruit more in the future. William Cook Rail has completed a major investment in Leeds, converting a steel foundry into a state-of-the-art bogie frame and coupler manufacturing plant. The facility specialises in the design, manufacture, overhaul and upgrade of bogies and running gear and complete coupler systems. These include bolsters and half-frames for Alstom’s range of Citadis Spirit light-rail vehicles, which are among the most complex and high-specification cast steel rail vehicle components in the world. William Cook Rail is supplying in excess of one hundred train sets for Ottawa and other Canadian cities. In cooperation with Bombardier Transportation, William Cook Rail designed the Series 3 Bogie Frame. Each section is cast and machined in-house before fabrication. To date, 5,500 units have been installed on Electrostar and Turbostar trains, mainly for operators in the UK and South Africa. Other notable projects include the design and manufacture of a lightweight wedgelock coupler for forthcoming London Underground work and the design and manufacture of an innovative combination

coupler system, which is compatible with both screw and buckeye couplers. William Cook has supplied more than 1,000 sets since introduction. Sir Andrew said: ‘We are proud to be exporting our world class products to train builders across the world and investing in the next generation of industry talent and UK supply chain capability to support the much-needed upgrade of the national rail infrastructure.’ Contact: Phil Brown, Executive Director Rail Tel: +44 (0) 113 3805615 Email: Visit: Rail Professional

Who do you trust to keep your customers moving? The Rail team at telent has been successfully delivering and maintaining communication systems for over 30 years, integrating legacy assets and systems with innovative new technologies to create smarter, more reliable services. With our deep understanding of railway systems, our proven delivery capabilities and many talented colleagues like David on the Service Desk, you know you can trust telent to deliver.

David Looney Service Desk Manager

14 - 16 MAY 2019 Join us on UK NEC, BIRMINGHAM, Stand L31

Reliability Centred Maintenance: driving operational and cost efficiencies Presented by Reg Cook – Director Asset Management

14-16 May 2019 NEC, Birmingham, UK

Throughout his presentation Reg will demonstrate how we have implemented our strategies and how we are saving money for our customers today. 10.30am, Wednesday 15th May 2019 in the Seminar Theatre

Searching for a bright future? Opportunities with Frazer-Nash, UK-wide

At Frazer-Nash, we support moving people and goods around and between the big cities of an increasingly urbanised society. Our clients choose us as they have come to expect the very best in knowledge, innovation and teamwork. With opportunities across the rail sector, we’re keen to hear from specialists with safety, design, power, rolling stock, environmental, cyber/information systems, software or fleet management expertise. So, if you’re searching for a bright future and want to benefit from working in a culture that recognises and rewards your technical expertise, we want to hear from you.

Visit us at Stand S61 14-16 May 2019

Our offices UK: Basingstoke • Bristol • Burton • Dorchester • Dorking • Glasgow • Gloucester • Middlesbrough • Plymouth • Warrington Australia: Adelaide • Canberra • Melbourne At Frazer-Nash, our experts are renowned for their work in the transport, aerospace, nuclear, marine, defence, power and energy sectors and their security, resilience, cyber and information technology expertise. SYSTEMS AND ENGINEERING TECHNOLOGY Rail Professional



Vive la (digital) revolution! Frazer-Nash’s Tim Myall considers how digital tools are beginning to transform the future of rail transportation


he speed of technological change in the rail sector is gathering momentum – the signals are indicating that there’s a clear road ahead for digital tools to deliver their promised benefits to the industry. With the planned deployment of the European Rail Traffic Management System (ERTMS), and its in-cab signalling and control component, the European Train Control System (ETCS), safe movement will be digitally-enabled in the future. But as well as being disruptive technologies in and of themselves, these traffic management and control systems are being informed by new technological tools including modelling and simulation. For example, Frazer-Nash was recently involved in providing simulation and modelling expertise to railway system supplier, Hitachi Information Control Systems Europe (HICSE), as it looked at potential options for upgrading the Transpennine Route to the ETCS for Network Rail. Using mathematical modelling, Frazer-Nash created a new design tool that optimised block section lengths for ETCS Level 2 designs, validating the model against a current track layout. The simulation showed that, although some infrastructure modifications to the route would be essential, the implementation of ETCS could potentially allow other works to be avoided, while still achieving improvements in headway. But the potential of the digital revolution in rail goes far beyond signalling. It can be used to provide answers to existing challenges, for example within maintenance depots. Technological advances in modelling mean that simulation can be used to optimise depot maintenance regimes – by comparing each proposed change against your desired outcome you can identify potential hazards and opportunities, and choose the best available option. Frazer-Nash has developed a depot modelling tool that can help to not only optimise a maintenance schedule, but can also analyse potential infrastructure modifications and staffing rosters. By simulating different changes to each variable, and showing you the resulting outcome, the tool can clarify the impacts of equipment and resourcing issues, and confirm whether your infrastructure investment will provide value for money. This is not only useful for current depot managers and train operating companies,

but could help prospective franchisees undertake techno-economic assessment of their planned bids and their potential returns. With digital technologies at the heart of the new Rail Sector Deal, it is now realistic to ask ‘how’ and ‘when’ the digital revolution will deliver benefits to both those the industry and its customers. But before we proceed at maximum speed, we need to make sure that we’re not passing signals set at danger. With the introduction of these new systems comes risk – cyber threats. The rail industry, long used to ensuring the safety of its passengers and staff, is having to consider how to identify, protect, detect, respond to and recover from a potential cyber-attack. While this has typically been considered solely a technology problem, countering cyber threats and the risks they pose requires a whole-system approach. Complex enterprises, such as the rail industry, are a blend of people, processes, information, technology and facilities (PPITF), and combatting cyber challenges requires an understanding of these elements and their interdependencies. The rail sector has one advantage however, it can draw upon lessons learnt from other sectors, balancing its new technologies with its legacy systems, and ensuring its responses to cyber risk are appropriate and proportionate. Steve Little, Cyber Lead at Frazer-Nash Consultancy will present on ‘Trust: how cyber secure are you?’ at Railtex on Tuesday 14 May. As part of the presentation, Steve will provide insight into how other sectors such as energy and defence understand and mitigate their cyber risk, by considering PPITF holistically. Company profile Frazer-Nash is a leading systems and engineering technology company. Its work makes a difference to things that matter in the world. With over 800 employees, FrazerNash works from a network of ten UK and three Australian locations. Its consultants apply their expertise to develop, enhance and protect its clients’ critical assets, systems and processes. In an uncertain world, Frazer-Nash contributes to national security in a huge number of ways. It helps make sure that power is generated and distributed to everyone who needs it. It supports moving people and goods around and between

the big cities of an increasingly urbanised society. Frazer-Nash works to make the world a more sustainable place. It ensures governments save time and money when public spending globally is under huge pressure. And it helps its clients wrestle with the challenges and opportunities of an everaccelerating digital revolution. The people who make up Frazer-Nash use their combined strengths to deliver technical solutions to some of the most challenging problems out there. Sometimes these challenges are difficult technical issues, and sometimes they are difficult because of the environment its clients operate in. FrazerNash’s great strength is its ability to rise to these challenges and deliver. Tel: +44 (0)117 9226242 Email: Visit: Rail Professional

Helping to make a difference If need, hardship or distress should arise, TBF is here to support its members, helping them to keep the wheels of the public transport industry turning. A wide range of health, welfare and financial benefits for those working in the public transport industry, helping to improve members’ work-life balance and reduce staff turnover for the employer.

Just ÂŁ1 a week covers you, your partner and dependent children

0300 333 2000 Transport Benevolent Fund CIO, known as TBF, is a registered charity in England and Wales, 1160901, and Scotland, SC047016. Rail Professional



Freightliner is hiring! We’re recruiting Train Planners (Ferrybridge), qualified Train Drivers, experienced Rail Managers and Ground Staff. In return we can offer you a rewarding, life-long career, fantastic benefits, a final-salary pension scheme and generous pay in a safe, friendly and supportive work environment.


Freightliner Group Ltd

Freightliner Group Ltd

+44 (0) 207 200 3974

Looking to fill a key management vacancy? A recruitment advertisement in Rail Professional is the most direct route to the biggest pool of quality rail talent in the country. If you’ve got a key post to fill, Rail Professional is the magazine read by the professionals – 59 per cent of readers are managers or board-level executives.

Call 01268 711811 or email


Rail Professional

n i a r T s r e g a n Ma ired u q e R GB Railfreight are recruiting experienced train drivers nationwide. Why join GB Railfreight?

GBRf Benefits

Why not work for a well respected, rapidly growing, industry leading railfreight company and help shape the industry for the future?

• Competitive salary. • Healthcare package including hospital treatments. • Pension scheme. • Cycle to work scheme. • Family and social events. • Denplan

Our Train Managers are integral to the success of the business and are the foundation of our unprecedented growth of 27% over the last 12 months. If you want to be part of this progressive business please get in touch. GBRf are also committed to developing internal Trainee Train Managers so if you are interested in a new career as a Train Manager keep an eye on our website for trainee vacancies.These are highly popular so act quickly to avoid missing an opportunity!


GBRf in Statistics In a recent staff survey: 92.3% of staff are willing to put in the extra effort to make GBRf more successful. 87.5% enjoy working at GBRf. (0207) 9835188


We are looking for qualified Train Managers (Drivers) to join our growing teams across the country.

tel. +44 (0)20 8366 7372


Nationwide experts in providing qualified and reliable labour to the rail, highway, civil engineering and construction sectors. Supplying industry-experienced temporary, flexible and permanent staff as and when you need them.

• Rail • Safety Critical Workers • Civils Labour Trades • Project Management • Track Renewals • Engineering, Professional Staff • Safety Compliance • Minor Works Projects

For all your minor works needs

Each of our team members is a specialist in their own field, providing a bespoke and exceptional level of service to our clients, helping us foster excellent and long-standing client relationships. Get in touch -

Supporting main contractors with sub-contract packages of works.

We are recruiting due to our success and client delivery… • We are searching for Resource Planners and Recruitment Consultants to join our office team.

Get in touch

• And we are always looking for qualified and experienced candidates holding PTS sentinel, CSCS and CPCS cards to join our expanding work force at site and on projects. Apply -




Stephenson Harwood promotes 13 to partnership Law firm Stephenson Harwood LLP has promoted 13 lawyers in its largest round of internal partner promotions effective on 1 May 2019. The promotions include commercial rail lawyer and Rail Professional columnist Darren Fodey who has been named a partner in the firm’s finance practice and construction, engineering, PFI and rail dispute specialist Charlotte Heywood, who also writes for the magazine, who has been named a partner in the firm’s commercial litigation practice. Matthew Prosser announced as new Technical Director of Angel Trains Angel Trains, one of Britain’s leading train leasing companies, announces Matthew Prosser as its new Technical Director. He will be responsible for delivering key management initiatives, while simultaneously improving quality and fleet reliability.

Pandrol appoints new CEO Eran Gartner has been appointed to the newly created position of CEO of Pandrol and joins the Executive Committee of Delachaux Group, effective 1 April 2019. The appointment comes as part of a reorganization of the senior leadership team at Pandrol, which sees a change in role for a number of the Pandrol Executive Committee members.

Jacobs Appoints Adam Street as Vice President Digital Solutions in UK and Europe Jacobs has appointed Adam Street as Vice President Digital Solutions, responsible for Jacobs’ digital offering and growth strategy across its Buildings and Infrastructure business in the UK and Europe. Rail Professional

University of Birmingham staff member appointed as I.Mech.E Worcester Area Committee Chair Kevin Blacktop, Head of Delivery at the Birmingham Centre for Railway Research and Education (BCRRE) has been appointed as Institution of Mechanical Engineers (I.Mech.E.) Worcester Area Committee Chair.

Scott Parnell appointments Civils, drainage supplies, rail and water management specialist Scott Parnell has promoted Ian Griggs to Sales Director and appointed Steve Holroyd as Northern Regional Director.

more at

• • • • • • •

• • • • •

Tel: 01443 404201

Temporary Labour (Electrification) Service Temporary Labour (Telecomms) Service Temporary Labour (Track) Service Temporary Labour (Civils) Service Temporary Labour (Building Works) Service Temporary Labour (Plant Operators) Service Temporary Labour (OTP Works) Service Provision of Protection & Warning Staff (not including LOWS) Service Electrical Isolation Staff (OHLE) Service Safe System of Work Planning Service Machine/crane controllers service Temporary Labour Agencies Clerical/Secretarial Temporary Labour Agencies - Non Technical Temporary Labour Agencies - Technical (includes Project Staff)

Your Rail Partner

Excell Rail Ltd has supported Balfour Beatty Rail and Network Rail and other customers on numerous projects. We commit our full attention to what our customers are looking to achieve, collaborating and working together on different types of projects and adapting and changing with them to get the end result required. Excell always endeavour to provide the best service possible, and look forward to continued growth with our customers on future projects. We are proud to work with our customers and be a part of their successes - and hope to be a part of that success in the future. We also look forward to making new relationships with new customers. We have developed our own systems and procedures and have various certificates and competencies, and have been awarded RISQS for the last few years, ISO 9001:2015, ISO 18001:2007, ISO 14001:2015, Ciras, ICO holders to name a few. All the foundations have been put in by Excell Rail Ltd and the team to gain a good name in the market place and keep us in front of our competition. We thrive on challenges and have faced many with our customers and overcome these together.                                                                          



If you need a quote for Staff please contact the Excell Rail team to discuss your safety critical staffing requirements on 01443 404201                                                                                                                          

Excell Rail Ltd Rear of unit 5 Severn road Treforest industrial estate Pontypridd CF37 5SP

The power of industry-leading network resilience For High Speed 1’s power assets, the result has been network availability over 99.99% for 10 years continuously, delivering a reliable travelling experience for passengers.

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