Issue 242 £5.95
THE BUSINESS RESOURCE FOR RAIL
A railway runs through it The rail industry descends on London for Infrarail, the biennial showcase for systems, equipment and services for the railway infrastructure market
HIGH SPEED 2 The route to success
CONGESTION Andy Burnham’s solution for Manchester
MOBILITY AS A SERVICE Conscientious travel
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WELCOME | MAY 2018
Issue 242 £5.95
THE BUSINESS RESOURCE FOR RAIL
editor’s note A railway runs through it The rail industry descends on London for Infrarail, the biennial showcase for systems, equipment and services for the railway infrastructure market
HIGH SPEED 2 The route to success
CONGESTION Andy Burnham’s solution for Manchester
MOBILITY AS A SERVICE Conscientious travel
MAY ISSUE 2018.indd 1
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elcome to our bumper May edition of Rail Professional, themed around Infrarail, you’ll find more Business Profiles in this issue, many of which cover companies which are involved with the show here and representative of the diverse range of complementary and integral organisations, manufacturers and service providers that are vital to the rail industry. The fallout from the Facebook and Cambridge Analytica stories continues to pile up and the question on most peoples’ lips is how protected they are from the security issues around data leaks. For the rail sector, however, we are much further down the road of incorporating digital technology compared to other industries that have existed for over a century before the digital world was conceived. The use of digital records is a feature of all areas of track infrastructure and we now frequently talk about building 2 railways, 1 physical and the other digital. When it comes to protecting data it’s not just on the corporate level, in the March issue of the magazine I opined on the state of ticketing and what areas of the digital world were being incorporated to improve ticketing options – chiefly the biometric chips that some people have implanted into their wrists which they can store their ticket information on. In this issue we have Kate Parker and Lakshan Saldin, the Directors of strategic planning consultants Agilis, bringing some context to individuals and organisations who may be re-evaluating their relationships with online social networks. Sticking to the cyber security theme we spoke to Amir Levintal, CEO of rail cyber security firm Cylus, about the importance of cooperation between countries and the kinds of threats operators face. He has some advice for TOCs concerning what sort of defenses they can employ to help protect themselves from threats. We also spoke to Mark Farrah, Managing Director of Regional Civils and Rail at Kier Group who touched upon collaboration as a means to overcome challenges as well as covering more general areas that the wider industry faces. Collaboration and digitalisation come together again in Lucy Prior’s article on digitalisation and the supply chain as she asks whether the Guild could be making a comeback. We have a few features that look at the opportunities coming from HS2. Lisa Hamilton, HS2 Project Manager at the West Midlands Combined Authority, puts forward her case for how West Midlands businesses can capitalise on the opportunities from the new highspeed line. Dr Kevin Gorton and Marie Rayner of Morson take a broader look at HS2 and explain the importance of project mapping in major infrastructure projects. Grand projects and grand plans are their own theme in this month’s issue, the Mayor of Greater Manchester Andy Burnham explains what his Congestion Plan has in store for rail. Sticking with our journey round the country, Great Western Railway previews its plan ‘In Partnership for Britain’s Prosperity – The West of England’ and Bill Reeve, Director for Rail at Transport Scotland, explains the new approach to investment that Scotland is taking. Don’t forget to visit us at stand B35. See you soon!
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Sam Sherwood-Hale Editor
| CONTENTS / ISSUE 242 / MAY 2018
Ashford station’s international future looks bright as first modern high-speed train calls en route to Paris, Major proposals unveiled to upgrade Gatwick Airport station, Eurotunnel welcomes the introduction of a new high-speed rail link between the UK and continental Europe, Heathrow Express service confirmed to at least 2028, Grand Central gives customers a preview of its new look as the first of 10 refurbished trains took to the tracks en route to London, Virgin Trains invests £1.2 million in Newark Northgate station
In the passenger seat
David Sidebottom reveals the results of the latest Tram Passenger Survey and explains how successful operators can keep improving
Delivering the goods
Chris MacRae compares Scotland and England’s approaches to investment in freight
Laying down the law
Martin Fleetwood turns his attention to different forms of waste and what the tax implications are for the rail industry
Investing in the railway
Darren Fodey of law firm Stephenson Harwood LLP considers a new approach to funding for rail projects
Ben Blackburn, Account Director at Freshwater, reports from London on the latest discussions around rail in Parliament
Women in Rail
Mobility as a service
Adeline Ginn, General Counsel at Angel Trains and Founder of Women in Rail marks the organisation’s fifth anniversary
The Cheek of it...
Chris Cheek wonders whether the impending crisis over Network Rail’s continuing failure to deliver spells the end of the current rail industry structure
A two-pronged approach
It’s widely accepted that new and improved critical rail infrastructure assets are crucial to the country’s economic growth and the wellbeing of communities
Digitalisation of the supply chain
Lucy Prior ponders the return of the Guild now that it is so easy to build networks individually and organisationally
Technology offers more travel choices which can improve personal mobility, Bridget Fox of Better Transport asks how to do it without adding to congestion and pollution
Rail Professional Interview
Sam Sherwood-Hale spoke to Amir Levintal, CEO of Cylus, about cyber security, BREXIT and how TOCs and others can protect themselves
Rail Professional Interview
Sam Sherwood-Hale recently spoke to Mark Farrah, Managing Director of Regional Civils and Rail at Kier Group
Nexus, the public body which delivers public transport services, is to conduct its biggest ever survey to find out how people get around in Tyne and Wear
CONTENTS / ISSUE 242 / MAY 2018
The best way to deal with this emerging global threat is to join forces and to design a comprehensive and practical cyber security strategy INTERVIEW - Page 57
Bill Reeve, Director for Rail at Transport Scotland, explains the new approach to investment that Scotland is taking
Philippa Edmunds of Freight on Rail lays out all the benefits that rail freight has for the UKâ€™s economy
Fleet upgrades and community spirit form part of the partnership railway delivering for the West
Chris Polack of Bootham Network Solutions explains how the logistics sector can adapt to expanding cities
West Midlands Growth
Lisa Hamilton, HS2 Project Manager at the West Midlands Combined Authority, puts forward her case for how West Midlands businesses can capitalise on the opportunities from the new high-speed line
Kate Parker and Lakshan Saldin talk about social network analysis and its potential role in understanding organisations in the corporate environment
Dr Kevin Gorton and Marie Rayner of Morson map out the challenges facing one of the UKâ€™s most exciting major infrastructure projects: HS2
Nisrine Chartouny of High Speed Rail Industry Leaders sets out how the economic benefits of HS2 Phase 2a can be maximised, through business investment and complementary local development plans
Manchester Congestion Plan
Andy Burnham, Mayor of Greater Manchester, explains how the Congestion Plan will tackle the issues being caused by an increasing population
An overview of the keynote speakers and a complete schedule of the full 3 days of the event
Matthew Bergmann Smith, the CEO of Empactis, believes all rail operators must consider strategies that improve employee health
WAGO, Morris Site Machinery, Quality Essential Distribution, Kee Systems, Socomec, Bridgeway Consulting, Elite PreCast, Relec Electronics, Rail Approved, Northern Precision, Layher, Norbar Torque Tools, Wedge Group, Cintec International, Axis Test, Cleveland Bridge; Transport Benevolent Fund
Duncan Clark, Cara Murphy, Will Wilson, Fredrik Nordstrom, Henrik Junkrans
News in brief... HS2 report Work on HS2 is already well underway and as the Phase 2a Bill Select Committee begins their public sessions, High Speed Rail Industry Leaders (HSRIL) has launched their latest report ‘Fast-Tracking Prosperity in the North West and Midlands’. The report was launched at a notable event at Crewe Station attended by Cllr Rachael Bailey, Leader of Cheshire East, Cllr Paul Yates, Leader of Crewe Town Council and other local figures. Station works complete The main entrance to Middlesbrough train station was reopened on April 9 after extensive works were completed by Network Rail to the station building and roof. It was formally reopened by local Member of Parliament and Shadow Secretary of State for Transport Andy McDonald, accompanied by David Budd, Mayor of Middlesbrough, and representatives from TransPennine Express, Network Rail and Middlesbrough Council. Investment of £3 million has been made by Network Rail in the station building and roof, restoring it to a safe and watertight condition for decades to come.
Ashford station’s international future looks bright as first modern high-speed train calls en route to Paris The first in the fleet of brand new high-speed passenger trains to call at Ashford International was met on the platform on Tuesday April 3 by Transport Secretary Chris Grayling. The arrival of Eurostar’s new Siemens e320 class train on the 2.55pm service to Paris marks the culmination of a £10 million project which includes the installation of new signalling equipment and adaptation of Ashford’s international platforms for the new trains. The Transport Secretary visited the town to see the completion of the multi-million work to future proof the station. The project has been delivered by Network Rail and backed by Kent County Council and Ashford Borough Council, with funding coming from the South East Local Enterprise Partnership through the Local Growth Fund. The Transport Secretary said: ‘We are investing in the biggest modernisation of our railways since Victorian times delivering faster, more direct services and more comfortable journeys. ‘This includes significant signalling and station upgrades to enable this new fleet of high speed international services to stop at Ashford, which will offer a massive boost to the local economy. And with the London to Amsterdam service starting it will also make international travel between here and the continent quicker and more convenient for travellers.’
The year ahead RSSB has published its 2018-19 Business Plan, setting out how it will
Enclosures from the smallest to the largest. ENCLOSURES
News in brief... work over the coming year to support a better, safer railway. Designed to meet a range of industry priorities, this year’s plan focusses on 5 key areas: safety, health and wellbeing, sustainability, efficient and effective railway, and the future. Ticketing apps Improved Greater Anglia app makes booking train tickets easier. Greater Anglia’s app now offers ‘single sign-on’ functionality, meaning customers no longer need to log on each time they make a purchase. The innovation is in response to customer feedback, following the launch of the new app in October 2017 and a period of consumer testing. Scottish cycle fund The ScotRail Alliance has launched a £400,000 Cycle Fund, as part of its ongoing commitment to improving access and facilities for cyclists at Scotland’s railway stations. Over the next four years, £100,000 a year will be made available to local councils and community organisations. This funding will be used to deliver projects which contribute to the ScotRail Alliance’s vision of providing a ‘doorstep to destination’ journey for customers, whilst reducing congestion and pollution. The fund will provide up to 50 per cent of project costs.
Major proposals unveiled to upgrade Gatwick Airport station The transformation of Gatwick Airport station has moved an important step closer after a planning application was submitted for a major redevelopment. Network Rail, in partnership with Gatwick Airport, Coast to Capital Local Enterprise Partnership and the Department for Transport, has submitted proposals to reduce congestion and improve passenger experience at the station, which serves 19 million passengers a year – up from 7.5 million 20 years ago. The proposals submitted to Crawley Borough Council aim to reduce crowding at the station, improve passenger flow and provide better connections between the railway station, airport terminals and onward travel destinations. Proposed improvements include: • almost doubling the size of the rail station concourse • 8 new escalators, 5 new lifts and 4 new stairways to improve accessibility and passenger flow • widening platforms 5 and 6 to reduce overcrowding • better connections to the south terminal with improved passenger information • an attractive new roof structure. The proposals will accommodate forecast rail growth up to 2036. John Halsall, Network Rail Manager Director for the South East route, said: ‘The proposals will transform passenger experience, support airport growth and, along with other upgrades of the Brighton Main Line – the £300 million reliability fund and our proposals for Croydon – improve journeys and provide a boost to the local, regional and national economy. ‘Our proposals for the station are still being developed in detail and the submission of the planning application is an important step forward in this process.’ Guy Stephenson, Chief Commercial Officer, Gatwick Airport, said: ‘The new Gatwick station is set to reduce congestion and give passengers a much-improved experience, including a more seamless transition between airport and station. More than a million local commuters and business people also use the station each year and will benefit from this fantastic example of the public and private sector working together to deliver a world class transport hub. ‘The new station also complements the transformation of train services at Gatwick. Later this year trains will start leaving Gatwick for London with tube-like frequency – every 3 minutes – and new direct services will start to Cambridge and Peterborough for the first time ever.’ Indicative project timeline: • Crawley Borough Council will determine the planning application in Spring 2018 • funding parties will make a final decision on the project in Autumn 2018 • construction begins in 2019 • project completion in 2022. The project is subject to planning permission and a final decision by all funding parties.
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News in brief... Depot drainage Polypipe has supplied 2 surface water drainage and wastewater management solutions for the newly opened £23 million King Street Train Depot in Blackburn, keeping a key infrastructure project on time and on budget. The depot has been constructed as part of the £1 billion Great North Rail Project investment in rail infrastructure across the north of England. The site incorporates a 6-track stabling and maintenance depot. Southwestern consultation Proposals to deliver more and faster trains for passengers moved a step closer when South Western Railway published the main outcomes of its December 2018 timetable consultation. The consultation drew over 7,000 responses from key stakeholders and customers from across the network, with views expressed in letters, emails and at face to face meetings. Since the consultation closed at the end of last year, train planners have been reviewing all of these comments and making changes wherever possible, before producing the final proposals for submission to Network Rail.
Eurotunnel welcomes the introduction of a new high-speed rail link between the UK and continental Europe The morning of April 4 heralded the launch of direct high-speed passenger rail services between London and Amsterdam via the Channel Tunnel. The first Eurostar to connect London to Amsterdam in less than 4 hours crossed the Channel through the Tunnel that morning, reaching the continent at 10:23am local time. Eurostar and Eurotunnel staff have worked hard to achieve this milestone, with the many obstacles overcome to gain agreement between all parties across 4 different countries having taken considerable efforts. Border controls remain to be improved so that customers using this new route can experience the level of fluidity they have the right to expect. On the eve of the UK leaving the European Union, this new link is a very powerful sign of confidence in the strength of cross-Channel traffic. The new Eurostar service, in the medium term, should capture a little over a quarter of the air traffic on the route, equivalent to more than a million passengers per year.
Camden Town Tube station modernisation plans Transport for London (TfL) has announced that the proposals to modernise and upgrade Camden Town Tube station have received strong backing from the local community. A consultation found that 97 per cent of respondents supported the plans to hugely increase the size of the station. The proposals would see the station treble in size and would include the construction of a new entrance on Buck Street.
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Heathrow Express service confirmed to at least 2028
News in brief... Automatic train operation UK train company Govia Thameslink Railway (GTR) has broken new ground after it became the first mainline rail passenger operator to successfully begin and end a journey using Automatic Train Operation (ATO) when governed by European Train Control System (ETCS). The Siemens system – fitted to an 8-car train – was automatically brought to a stop at London’s international terminus on Saturday March 17 using ATO. The GTR train continued its automaticallycontrolled journey through three more stations before the system was disabled and control was handed back to the train driver. New station opening Residents of Maghull will benefit from better links to the local rail network from June 2018 after the opening date for the new station in the town was confirmed. The first services, operated by Merseyrail, will run from the new Maghull North station from the morning of Monday June 18. The opening date was confirmed as the first of several community projects involving local groups and schools was unveiled at the station site – artwork designed by local school children. North Wales signalling Passengers in North Wales are benefitting from a newly commissioned, state of the art signalling system between Shotton and Colwyn Bay as part of £50 million North Wales railway upgrade project. The work all forms part of Network Rail’s Railway Upgrade Plan and will increase the resilience and reliability of the railway for passengers in North Wales.
Heathrow Express (HEx) rail service has been preserved to at least 2028 under a new agreement. This agreement, which confirms fast, non-stop rail connections for Heathrow passengers over the next decade, has been approved by the Department for Transport and will see Heathrow Airport retaining the commercial aspects including marketing, ticket pricing and revenue, while FirstGroup’s Great Western Railway (‘GWR’) subsidiary will run the operational aspects of the Heathrow Express service under a management contract from later this year. As a result of this agreement, a new Heathrow Express Langley depot will no longer be needed. The depot would have been required to service trains because the HS2 building schedule requires HEx to vacate the Old Oak Common depot by the end of 2019. Heathrow Airport will continue to own the HEx service and will be responsible for managing rail stations at the airport. Passengers will also benefit from new ticket readers at Heathrow and Paddington, which will allow users of Heathrow Express and TfL Rail (soon to be Elizabeth line) to use pay as you go Oyster or a contactless device. GWR will manage the introduction of a new, dedicated fleet of trains for the Heathrow Express service, which will be specially converted by December 2019 to provide first class carriages, high speed WiFi, additional luggage racks and on-board entertainment. Until that time the HEx service will continue to be provided by the existing fleet of trains. Building an integrated transport hub and ensuring at least 50 per cent of Heathrow’s air passengers travel by public transport by 2030 is a priority for Heathrow. This May, the initial phase of Heathrow Crossrail services will be introduced. From December 2019, and the full opening of the Elizabeth line, rail services to Heathrow will increase from 18 trains per hour today to at least 22 trains per hour.
Grand Central gives customers a preview of its new look as the first of 10 refurbished trains took to the tracks en route to London The £9 million refurbishment programme will continue throughout 2018, including the 5 trains that were recently transferred from Great Western Railway, as the company enters its second decade in business. The interior and exterior overhaul has been designed with business and leisure passengers’ comfort in mind. The upgrade includes: • a full interior refresh • new seats with leather edging in standard class • new floor covering throughout • exterior and interior repaint • upgraded catering facilities • refitted toilet facilities with disabled access and baby changing facilities. The upgrade will also include energy efficient LED lighting, and power sockets for charging mobile phones, laptops and other electrical devices. Dave Hatfield, Grand Central’s Fleet Director, said: ‘We’re delighted to bring this refurbished Adelante train back into service and let our customers see what we have been working on behind the scenes. The refurbishment programme is well underway and will continue throughout 2018. Our 5 newly acquired trains will also be rebranded in Grand Central livery as part of the improvement programme.’
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Virgin Trains invests £1.2 million in Newark Northgate station
News in brief... Biggest ever signalling upgrade in Bristol Network Rail’s biggest ever signalling upgrade took place over Easter in Bristol, enabling GWR to deliver more frequent services to London, quicker journeys and more seats per train from 2019. The £130 million signalling upgrade in Bristol, which forms part of Network Rail’s Railway Upgrade Plan, involved more than 500 members of Team Orange working round the clock to install and test the new signalling equipment. This signalling upgrade, combined with doubling the number of tracks into Bristol Temple Meads later this year, will transform travel into Bristol, enabling GWR to continue introducing new trains as part of their biggest fleet upgrade for a generation. Virgin Trains IT management Virgin Trains appoints Managed 24/7 for delivery of world class industry leading IT Support and Network Management. West Coast Trains Limited (WCTL), trading as Virgin Trains, has appointed Managed 24/7 to provide a fully managed IT service desk and Cisco network management for its 3,500 staff and 17 station locations within the United Kingdom.
Virgin Trains has revealed a new forecourt at Newark Northgate which represents the latest stage of a £1.2 million project to improve the station. Robert Jenrick, MP for Newark and David Horne, Managing Director for Virgin Trains on the east coast, revealed the plaque marking the opening of the enhanced station front. Virgin Trains, which operates Newark station on its east coast route, has delivered a series of upgrades, improving access and easing congestion at the station during peak hours. Latest changes include introducing a new bus stop, relocating the entrance to the NCP cark park, short stay car park and moving the taxi rank to alleviate traffic at the station and allow better pedestrian access. The train operator has also spent over half a million pounds on WiFi, updating the waiting room and the new Cycle Hub since taking over the franchise. Initial feedback has been positive as customers begin to use the new facilities. This is part of Virgin Trains’ £140 million investment into the east coast franchise helping to provide a boost to local economies and increasing customer satisfaction. Robert Jenrick, MP for Newark said: ‘Newark Northgate and the access it gives local people and businesses to the rest of the UK is at the heart of our local economy. I’m delighted it has been renovated and improved. The new look to the forecourt is a great improvement and makes the station more convenient and accessible for many travelers. I’ve already heard many positive comments and hope it will lead to more passengers using Northgate.’ David Horne, Managing Director for Virgin Trains on the east coast said: ‘We’re delighted with the revamped station front and proud of the time and money spent making journeys better. Newark Northgate is a very busy station and that’s why we’ve invested £1.2 million into improving customer facilities. The feedback has been overwhelmingly positive, and we would like to thank our customers for remaining patient during the works.’
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TfL completes biggest test yet of new signalling system set to transform the Tube
Blackpool Trams are UK’s Number 1 for Customer Satisfaction An independent national survey has revealed that Blackpool Trams are number 1 for customer satisfaction in the UK. A customer satisfaction rating of 97 per cent means that Blackpool’s world-famous trams have outperformed other tram, bus and train operators from across the country and scored a full 6 points above the tram industry average. The results were recently revealed by the nationally respected Transport Focus organisation which surveys thousands of passengers across multiple forms of public transport modes throughout the UK. The survey took place in Autumn 2017. Jane Cole, Managing Director at Blackpool Transport said ‘This fantastic result is testament to the efforts of our employee’s day in, day out. Throughout 2017 we worked closely with our Managers and Training teams to ensure our conductors are fully equipped with the confidence and skills to deliver an outstanding experience for our customers.’
English and Scottish stations in community twinning deal A unique ‘twinning’ plan has been agreed between community station groups at Bolton and Kilmarnock. Trustees of Kilmarnock Station Railway Heritage Trust have agreed to a suggestion from Bolton Station Community Development Partnership Rail to form a ‘twinning’ arrangement between the 2 projects. At Kilmarnock, the trust (established in 2014) has worked with train operator ScotRail and Network Rail to transform the large station into a community hub, providing a base for social enterprises, a rail heritage group, cafe, gift shop and Active Travel Hub. The formation of Bolton Station Community Development Partnership (BSCDP) is much more recent. It was constituted as recently as March this year but is already working on plans for a major community gala on Saturday June 30. It is hoped that Kilmarnock will send a small team down to enjoy the day of music, theatre, art and heritage. Rail Professional
Transport for London (TfL) expanded testing of the new, modern Tube signalling system, which is set to transform the Circle, District, Hammersmith & City and Metropolitan lines, to its largest area yet. The new system was successfully tested from Hammersmith through to Euston Square and Paddington, with the work involving the complex Baker Street junction – the first such junction to be tested with the state-of-the-art Thales communications-based train control (CBTC) system. Work to transform the world’s oldest metro into one of the most modern is now well underway, and once complete it will improve reliability and boost capacity on 40 per cent of the Tube network. The section between Hammersmith and Edgware Road will be the first to go live on the new system this Summer, and will provide better, more accurate realtime customer information and improve reliability. The testing was conducted from the brand-new control room at Hammersmith Service Control Centre, which will also begin operation this Summer. The new system will be introduced progressively over 14 sections across the network, each improving reliability as it is introduced. Customers will benefit from quicker, more frequent services from 2021, with all 4 lines using the new system by 2023. The new, modern signalling will allow trains to run closer together, which will increase the frequency of train services across these lines with 32 trains per hour set to operate in the central London section. This will boost capacity by a third across all 4 lines – equivalent to space for an extra 36,500 customers during the busiest times of day.
Virgin Azuma in Edinburgh for driver training Passengers in Edinburgh were given a chance to view the state-of-theart Virgin Azuma train when it arrived in the Scottish capital to prepare for a driver training programme. The Hitachi-built intercity train, whose name means ‘East’ in Japanese, will transform travel on the east coast route following its roll out from December this year, with the first services to Edinburgh due to start in March 2019. Testing of the Azuma fleet is already well underway, following successful test trips to Dunbar and Inverness last year which tested both the electric and bi-mode models on Scottish routes. Aileen Jordan, Azuma Director at Virgin Trains, said: ‘This is another key milestone in our journey to bring the Azuma fleet into service and transform travel on the east coast route. This is an important step ahead of our driver training programme getting underway in Summer and we’re delighted to see the Azuma stationed in Edinburgh Waverley for such a long period, allowing passengers the chance to get their first peek of the train.’
Azuma is part of a £5.7 billion investment by the Department for Transport in new inter-city trains. Hitachi is building the Azuma fleet at its Newton Aycliffe factory in the North East of England, which is home to 1,000 train builders, including 50 apprentices. The firm has invested £18 million to modernise depots at Aberdeen, Inverness and Edinburgh to ensure they are able to service the new fleet, securing long-term engineering jobs at all 3 locations. The driver training programme comes nearly 2 years after Virgin Trains launched the biggest driver recruitment campaign on the east coast route since the 1980s. As well as allowing regular journeys between Edinburgh and London to be accelerated to just 4 hours, the Azuma is far greener than the existing fleet of east coast trains and will contribute to greater carbon savings on cross-border travel. The bi-mode trains are capable of running under electric power as far as Edinburgh but can switch to diesel power when travelling further north to Aberdeen and Inverness.
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2 - 3 October 2018 Crown Plaza, London
In the passenger seat David Sidebottom
Tram services survey results More than 9 in 10 tram passengers are satisfied with their journey according to our latest survey, but services must keep pace with demand
he results of the latest Tram Passenger Survey show 91 per cent satisfaction overall across the 5 light rail networks surveyed. We have captured the views of almost 6,000 passengers on the tram journey they had just made. So, what do the results tell us about the state of our tram networks in Britain? At individual network level we see Blackpool Transport top the table with overall passenger satisfaction at 97 per cent. Likewise, strong improvements in Sheffield see its Supertram operation hit 95 per cent overall passenger satisfaction. Supertram’s result is the highest endorsement by passengers in Sheffield since we started TPS in 2013. This suggests that network stability (after periods of engineering work) and the introduction of new trams are pleasing local passengers. Consistent and high levels of tram passenger satisfaction are again seen in Manchester, Birmingham and Nottingham. While this year’s overall result is slightly down on the 2016 high of 93 per cent, it also reflects the fact that Edinburgh Trams decided not to participate in the 2017 survey. Its stellar result of 99 per cent overall passenger satisfaction in 2016 no doubt had an effect on the overall figure. Satisfaction with punctuality and the length of time waiting for the tram have remained unchanged since 2016, with 88 per cent of passengers satisfied with both aspects. In our survey 51 per cent of passengers were using the tram to commute, with 40 per cent commuting to work and 11 per cent for education purposes. The profile of tram passengers remains quite young, with 29 per cent aged 16-25. How to keep improving So, what can be done to make the good journeys even better for these passengers?
The key factor which makes tram journeys ‘great’ is the onboard environment and comfort. While satisfaction with this is relatively constant, satisfaction with the availability of seating or space to stand decreased significantly from 78 per cent in 2016 to 75 per cent. The amount of personal space is the lowest-rated onboard aspect, with 72 per cent of passengers satisfied. We see this as a ‘problem of success’. What we’ve seen since we started the survey in 2013 is the consequence of more busy and crowded services as networks attract more passengers. This is a challenge to the industry as users will understandably expect that operations keep up with consumer demand and expectations. We challenge the industry to act on this insight and maintain its high passenger
In our survey 51 per cent of passengers were using the tram to commute, with 40 per cent commuting to work and 11 per cent for education purposes. The profile of tram passengers remains quite young, with 29 per cent aged 16-25 Rail Professional
satisfaction ratings into the years to come. Satisfaction with value for money among fare-paying passengers had dropped slightly, from 69 per cent in 2016 to 68 per cent this time. Factors important to this were the cost of the tram versus other modes of transport and the cost for the distance travelled. However, satisfaction with the range of payment options has increased significantly
since 2016 (from 78 per cent to 82 per cent). Launching last year’s survey, I predicted that 2017 would see a relatively stable and consistent service for passengers across the majority of the surveyed network. I’m pleased to say that having studied the results the latest survey largely backs up my prediction. But how do trams compare against other modes of transport? Looking
to train operators we can see that trams continue to outperform trains for overall passenger satisfaction and on most key passenger measures. From our National Rail Passenger Survey we can see that train passengers are less satisfied with the punctuality of their services (74 per cent) and less satisfied with the value for money of their journey (47 per cent). It’s clear from our research that tram travel sets the benchmark for excellence in passenger satisfaction across transport services. These results provide a good challenge to the rail industry to see how they could learn from our tram networks in delivering improvements for passengers. We will be meeting the 5 networks covered by this survey to ensure there is a comprehensive understanding of what the results are saying. We will help translate the valuable experiences of passengers, captured by our work, into actionable improvements. We do this on rail and bus as well, helping us understand how our data can make a real difference for transport users. These are great results across the tram services surveyed. All 5 networks must now focus on keeping pace with demand and passengers’ expectations to continue to deliver a consistently good service. David Sidebottom is Passenger Director at Transport Focus
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VIEWPOINT FEATURE |
Delivering the goods
Rail investment strategies Scotland’s strategy has targets but lacks committed funds for freight, while England’s has neither whilst trying to copy the Scottish project delivery approach
he Scottish rail freight industry needs access to funds. Transport Scotland’s new Scottish rail investment strategy should be good news for freight, providing attention is given to how the rail industry can access the funding needed for growth. FTA has welcomed the publication of the Rail Enhancements and Capital Investment Strategy as a great opportunity to view the challenges facing rail freight as part of an industry-wide programme of investment. But this is set against a challenging financial backdrop. It is vital that the Scottish Government does not allow rail freight to become the ‘poor relation’ in investment terms. A funding gap of £460 million means that improvements will need to be prioritised,
It is vital that the Scottish Government does not allow rail freight to become the ‘poor relation’ in investment terms. A funding gap of £460 million means that improvements will need to be prioritised, and we are urging Transport Scotland to keep the needs of freight in mind when making decisions about where the money will be spent
and we are urging Transport Scotland to keep the needs of freight in mind when making decisions about where the money will be spent. The Scottish rail freight sector currently contributes more than £670 million in Gross Value Added annually to the Scottish economy, and supports up to 13,000 jobs, with goods ranging from timber to Scotch whisky being moved across country, and throughout the British Isles, as well as to Europe. Scottish rail freight, and the sector as a whole, is already facing challenges and competition and the trading environment will undoubtedly become more pressurised as Brexit approaches. A holistic approach to funding should
provide reassuring economies of scale to maximise the impact of funding, and FTA will be working closely with Transport Scotland to ensure that a continued Scottish freight fund can be clarified at the earliest possible opportunity. Without this commitment to freight, the opportunities which rail presents could be lost for Scottish business at a time when the economy is already under severe pressure. Meanwhile, south of the border English Rail investment strategy must include freight support. While the Rail Network Enhancements Pipeline (RNEP), recently announced by the Department Rail Professional
for Transport (DfT) may, on paper, be a more sustainable and profitable method of planning and developing the rail network and copies Scotland’s approach, but without information about its targets for the freight sector, businesses will not be fully aware of the potential benefit of using rail as part of their business plans. FTA has welcomed the publication of the RNEP as a great opportunity to view the challenges facing rail freight as part of an industry-wide programme of investment. But without meaningful freight targets, the positive results of the Government’s rolling
programme of investment outlined in the plan will be difficult to quantify: the new English and Welsh rail investment strategy’s pipeline approach, which views the challenges facing freight as part of a wider look at the sector as those moving goods and services across the country’s network should enable freight to be viewed as part of the full picture of rail usage across both nations, giving due priority to the operators whose livelihoods depend on accessibility and efficiency throughout the network. However, with funding for rail freight unclarified in real terms from the UK Government, it is imperative that operators are encouraged to pitch for and win contracts from businesses across England and Wales. Yet, without any targets for freight transport within the plan, there is a danger that rail operators will prioritise passenger trains over the needs of freight, which could have a knock on impact for future potential growth. Rail has a crucial role to play in the logistics industry, with the sector moving 65 per cent of intercontinental trade between the UK’s southern ports to the north of England, and accounting for the movement of more than 43 million tonnes of goods to and from the UK’s ports. In addition, its ability to move heavy and bulk commodities can assist in removing numbers of HGVs
from the country’s roads, while providing an alternative ‘just in time’ delivery option. FTA is keen to keep working with DfT to ensure that the interests of the nation’s freight operators remain top of mind to achieve the growth targets set by Government for the sector. For more information about FTA membership and FTA’s rail freight policy work and membership of FTA Rail Freight Council contact Chris MacRae as shown below. About FTA Freight Transport Association represents the transport interests of companies moving goods by rail, road, sea and air. Its members consign over 90 per cent of the freight moved by rail and over 70 per cent of sea and air freight. They also operate over 220,000 goods vehicles on road – almost half the UK fleet. The main UK rail freight operating companies belong to FTA as do the major global logistics service providers operating in the European and UK markets. For further information contact: Chris MacRae, Head of Policy - Rail Freight and Scotland Tel: 01892 552355 Mobile: 07818 450353 email: firstname.lastname@example.org
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FEATURE | VIEWPOINT
Laying down the law
What rubbish! Upcoming changes to waste rules Martin Fleetwood turns his attention to different forms of waste and what the tax implications are for the rail industry
he rail industry generates many tonnes of waste every day. Its disposal is subject to a number of rules and regulations to ensure that it is not a burden on the environment. This includes licensing waste management operations and disposal sites, with a landfill tax to be paid by those disposing of waste. Illegal disposal of waste has become more prevalent to avoid the payment of the relevant landfill tax, often through flytipping or disposing of waste at sites which
Illegal disposal of waste has become more prevalent to avoid the payment of the relevant landfill tax, often through fly-tipping or disposing of waste at sites which are not registered for landfill tax. Such waste crime has been identified by the Government as one of its most critical problems in respect of the environment
are not registered for landfill tax. Such waste crime has been identified by the Government as one of its most critical problems in respect of the environment. As a result, new powers to charge landfill tax on sites not registered for landfill tax and to require the removal of illegally stored waste are being introduced. Changes to the Landfill Tax regime April 1 2018 saw changes in the landfill tax regime in England and Wales. The tax will now apply to non-permitted landfill sites as well as permitted ones. Key points are: • sites in England without relevant permits are charged landfill tax at the standard rate of £88.95 per tonne on all materials
• sites in Wales without relevant permits are charged landfill disposals tax at an unauthorised disposals rate of £133.45 per tonne on all materials • the exemptions for certain materials disposed of at permitted sites do not apply to illegal sites • any person depositing or knowingly permitting the deposit of waste at an illegal site could be liable for landfill tax and a possible separate criminal prosecution for waste offences • HMRC will be able to charge an additional penalty of up to 100 per cent of the landfill tax due on disposals at nonpermitted sites and can prosecute those who do not pay. Rail Professional
New powers to require the removal of illegally stored waste Organisations cannot avoid landfill tax by starting to store waste on their own land. From May 9 2018 the Environment Agency, Natural Resources Wales and local authorities will be able to serve a notice on an occupier of land requiring them to remove what they consider to be illegally stored waste. This power applies regardless of whether or not the waste was illegally deposited on the land in the first place. It will also be a criminal offence to fail to comply with such a waste removal notice. Potential problems for landowners If land is unoccupied or the identity of the occupier cannot be found by the regulator or local authority without incurring unreasonable costs, the notice can be served on the landowner. In addition, if an occupier fails to deal with the notice or successfully appeals against the notice where the waste was not caused by it, a new notice can be served on the owner of the land requiring the owner to arrange the removal of the waste. While the Government has indicated that there will be safeguards for landowners and waste producers who are unknowingly involved in illegal waste disposal activities,
in practice it may be difficult for a landowner to prove that waste was not being stored illegally. This is particularly so if the occupier had a relevant license which has since expired or been revoked. Even if the relevant landfill tax can be avoided, the landowner may still find itself liable for the costs of removing waste brought onto its land lawfully, but subsequently stored illegally. In order to obtain some protection, landowners should ensure greater due diligence when considering potential tenants and others occupying their land, particularly if they intend to use the land in connection with waste management. It is also important to undertake a review of any environmental permits or exemptions held by existing tenants to ensure the site is operating lawfully. Finally, they should consider whether tenants undertaking waste management activities should provide a deposit or other security to the landowner to cover liabilities for paying landfill tax or removing waste from the land. Martin Fleetwood is a corporate partner at Shoosmiths LLP Email: email@example.com
Changes to rules relating to disposal and storage of waste Landfill tax on illegal deposits of waste: • Covers all waste deposited at nonpermitted landfill sites • Standard rate (£88.95 per tonne) charged in England • Unauthorised disposal rate (£133.45 per tonne) charged in Wales • HMRC can charge an additional penalty of up to 100 per cent of the tax due Removal of illegally stored waste: • Occupiers can be required to remove waste regardless of whether deposit of waste was legally made • Landowner liable for removal if occupier cannot be identified at reasonable expense or occupier fails to comply with a notice 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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VIEWPOINT FEATURE |
Investing in the railway: a new approach? Darren Fodey of law firm Stephenson Harwood LLP considers a new approach to funding for rail projects
ttracting investment to the railways has been a perennial woe. The Office of Rail and Road’s (ORR) investment framework policy and guidelines date back to October 2010 – and in the past few years we have seen Sir Peter Hendy’s review highlight the need for third parties to put their money where their mouths are. Most recently, even the title of the Hansford review (Unlocking rail investment – building confidence, reducing costs) reiterated this, emphasising the need for a contestable rail market and the need to engage with third party investors – both funders and deliverers. Potential investors regularly claim an interest in funding rail industry schemes. There is clearly appetite within the industry for that investment. Yet, to date, there has been little alignment between the 2 and little actual investment. It is widely recognised that this needs to change. With the intention of attracting greater levels of investment and innovation from the private sector, as well as market-led delivery of railway projects, on March 20 2018 the Secretary of State for Transport published a call for enhancement proposals for the national railway network. On the same day, new guidance was issued on what the Government wants from market-led proposals (or MLPs) and how the DfT will consider them, including the relevant governance processes. The ORR has also republished a series of existing guidance, including updates, on financing and delivering projects outside of the periodic review process. Will this new approach result in a deeper and more lasting relationship between private investors and railway projects? Might existing mechanisms already achieve this? The new framework In essence, the new framework is a way for the DfT to review investor proposals – and can be divided into 2 categories:
Not requiring public funding – there will be a fast-track approval process which only enters the DfT’s governance procedures once implemented – provided relevant approvals and authorisations have been obtained, such as from Network Rail and the ORR. It is also anticipated that the DfT could run an open competition for the design, build, finance and maintenance of such schemes. Requiring public funding – where a proposed investment also requires public funding directly – such as grants from either local or central Government – or indirectly – such as through the franchise system – there will be a rigorous process to follow. This requires business cases to be prepared in accordance with DfT guidelines and a public procurement process to apply at various stages throughout the lifecycle of a project. The second category is perhaps the most relevant: the key element investors look for is a revenue stream to pay back the investment and it seems likely that this – either directly or indirectly – will require public sector involvement. Projects requiring public funding Governments are known for being good at bureaucracy and processes, and this new guidance is no exception. Where a MLP involves public funding, as well as producing a ‘compelling’ 5 case business model – which will cover strategic, economic, commercial, financial and management pillars – the MLP will need to demonstrate how the DfT’s 4 priorities for investment and action will be satisfied. These are, in no particular order: • keeping people moving safely and smoothly • delivering the benefits from programmes and projects already committed to • new and better journeys, and opportunities for the future • changing the way the rail sector works for the better. The guidance highlights the role that private finance can play, with the DfT preferring
‘off balance sheet’ structures. For example, availability payments would necessitate an ongoing operations and maintenance role for the investor and rights to retain track access charge payments would need to be subject to reliability deductions. The guidance is also protectionist: respecting investments already made, which may include the franchising process. Enhancements pipeline The project lifecycle has been rebadged in an easy-to-understand way which mirrors Network Rail’s guide to rail investment projects process. Beginning with Determine (output specification), it then moves through Develop (feasibility and option selection) and Design (outline and detailed design) and ends with Deliver (implementation) and Deploy (handback and close). There will be a series of ‘decision points’ where the DfT must be presented with certain information in order to progress to the next stage. Many of the deliverables will be a familiar part of any project’s development – and will already be necessary as part of the developer/investor’s internal processes. However, the DfT does have wide discretion – and the breadth of information needed by the DfT may be wider. It will be important to ascertain what is needed – and when – to ensure a MLP is not unduly delayed. Merits of the new approach One of the advantages of the new process is the access it will give to relevant persons within both the DfT and Network Rail’s system operator and business development functions. The principle of greater private sector involvement in the railway is a good one and could potentially deliver more benefits to the industry than the public sector is able to do alone. This is to be encouraged. However, we can identify a number of potentially prohibitive disadvantages of the new guidance – which
may actually disincentivise that investment: Bureaucracy: the significant bureaucracy which this brings will incur costs, meaning only the most sophisticated investors, with the prospect of large returns into which this administration can be priced, are likely to be interested. Smaller schemes: some of the smaller MLPs – which could potentially drive greater passenger benefits – are not likely to be cost effective under this new approach. Procurement: the public procurement process – at various stages of the enhancements pipeline – means that there is no certainty that the MLP will go ahead. Importantly, there will be no certainty that the investor (who may be providing expertise, such as design or construction work, with a view to recovering that investment in future) will be chosen to drive forward the MLP. In effect, the guidance gives carte blanche to take innovative ideas from one party and give them to someone else at each stage of the project, offering no incentive to provide innovation or investment. Money vs control: unfortunately, one of the consequences of the new approach seems to be that the industry would very much like your money and your ideas to fund the initial stages of a MLP but wants to retain control over every element of the MLP – including whether you remain involved in it.
Encouraging investment The launch of the new guidance created positive headlines, although perhaps a lukewarm reception from the industry. How can investment best be facilitated? We would suggest a number of top tips for those looking to invest in the rail industry: Small steps: radical change does not happen in rail, change takes place in a series of incremental steps over time. The more successful schemes will be ones which use – or slightly develop – existing industry mechanisms. Imposing a complex PPP/ PFI or other finance structure on a railway investment is not likely to be successful in the long-term. Existing regulatory mechanisms: the ORR’s re-published guidance is helpful at setting out what options already exist to facilitate rail investment. For example, HS1 and the Crossrail project have adopted an ‘investment recovery charge’ as a mechanism whereby investments can be recovered over time through a track access charge supplement. Planning for this at the outset of the project – and ensuring both the ORR and the DfT accept this approach – will be important to take advantage of this mechanism. Existing franchise mechanisms: investing in the industry through a franchised train operator may also be an option. Ways of doing
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so will depend upon the period in which the investment is recovered. While it has been criticised, the ‘residual value mechanism’ in the franchise agreement provides a way that a train operator can invest for the longer term, and an investor can consequently provide funding to the train operator. If an investment can be recovered during the franchise term, this may make it easier still – it will be key for potential investors to engage in the bidding process when train operators are preparing their strategy and initiatives. Again, depending on the proposal, the DfT may need to be involved in the process. At the heart of all of this is the need for closer collaboration – and greater alignment of incentives – between the rail industry and potential investors. Whether introducing new processes and hurdles is the right approach is perhaps questionable, but the motivating factor for the new guidance is clearly welcome. It is right that we should be looking to bring together the appetite for investment with the appetite to invest and we can but hope that the result will be a buffet from which the industry – and the passenger – can benefit.
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VIEWPOINT FEATURE |
Women in rail
Celebrating 5 years of Women in Rail Adeline Ginn, General Counsel at Angel Trains and Founder of Women in Rail marks the organisationâ€™s fifth anniversary
or the last 5 years, Women in Rail has been working towards a bigger and better future for the railway industry. Understanding that a diverse workforce is the best way to achieve this, Women in Rail strives to address the gender balance and
A key platform for growth is Women in Railâ€™s successful crossindustry mentoring programme. The initiative provides a unique opportunity for ambitious women and young graduates to receive guidance from senior professionals within the industry
generate diverse and outstanding talent for the future. Founded in 2012, Women in Rail has worked with men and women across the UK railway sector, alongside major stakeholders in the industry, to support and develop female talent and promote a career in rail to young women. The organisation hosts regular networking events and workshops across the
UK, creating a platform for men and women to expand their network and explore the key issues that affect their careers. A key platform for growth is Women in Railâ€™s successful cross-industry mentoring programme. The initiative provides a unique opportunity for ambitious women and young graduates to receive guidance from senior professionals within the industry. Fostering strong relationships with Rail Professional
like-minded groups, Women in Rail has developed ongoing relationships with key partners such as National Skills Academy for Rail, Young Rail Professionals, Rail Safety and Standards Board, Rail Supply Group, Rail Delivery Group, Network Rail and of course, the Government – including the Department for Business, Energy and Industrial Strategy. Alongside Young Rail Professionals, Women in Rail is engaging with young people at schools and universities across the UK, showcasing the wealth of female talent in the industry. The organisation is also Diversity Champion on the UK Rail Sector Skills Delivery Plan.
Progressive initiatives Over the years, Women in Rail has hit key milestones in its mission to develop a diverse workforce in the rail industry. Championing female talent, in 2016 it released a list of the 20 Most Inspirational Women of UK Rail, celebrating female role models in the industry. In 2017, the group identified the 20 Rising Stars of UK Rail, showcasing burgeoning female talent in the sector. In 2014 and 2016, Women in Rail released industry-wide surveys of the maleto-female ratio in the UK railway sector. The report identified the grades and roles of women in the industry, highlighting
the sector’s skills gap and need for diversification. In 2017, Women in Rail collaborated with the Railway Benefit Fund to produce a ‘return to work’ survey, aiming to devise initiatives that ensure female talent returns to the sector after a career break. Now in 2018, Women in Rail is strengthening its support role and actively campaigning with senior professionals, Government officials and MPs. The organisation continues to expand its regional network, launch in new territories and continually develop its mentoring programme. Women in Rail is delighted to mark its fifth year with the inaugural Women in Rail Awards. An evening dedicated to showcasing and rewarding individuals and companies who have made a significant contribution to improving diversity and gender balance within the UK rail workforce in the last 5 years. Hosted by Rachel Riley, the ceremony takes place on April 19 at the ‘Underglobe’ beneath Shakespeare’s Globe Theatre. For more information or tickets to the Women in Rail Awards visit: http://womeninrail.org/ awards/# Adeline Ginn is General Counsel at Angel Trains and Founder of Women in Rail
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VIEWPOINT FEATURE |
The Cheek of it... Chris Cheek
Railways Act : hitting the buffers 25 years on? Chris Cheek wonders whether the impending crisis over Network Rail’s continuing failure to deliver spells the end of the current rail industry structure
ome November this year, it will be a quarter of a century since the Railways Act 1993 found its way onto the statute book, firing the starting gun on the biggest shake-up of the rail industry since nationalisation in 1947. Some aspects of the act have been changed by subsequent legislation, but the 1993 act established the fundamental architecture by which the railways still operate: the separation of ownership of infrastructure from operations, independent
Looking back, we can see that in the majority of cases – British Airways, British Telecom, National Freight Corporation, National Bus Company, British Steel, British Aerospace, the major utilities such as gas, electricity and water – the 4 policy objectives were largely achieved
economic regulation of the industry, the passenger rail franchising system and so forth. Like all the privatisations undertaken by the Thatcher and Major Governments, the reform of the rail industry had 4 fundamental objectives: to reduce the need for public subsidy, to break the power of the public sector trades unions, to transfer risk to the private sector and to create a means by which future investment needs could be met by the private sector. In the case of the railways, there was in fact a fifth objective: to improve safety. It is often forgotten now that it was the Hidden Report into the Clapham Junction rail disaster and the Fennell Report into the King’s Cross fire that convinced many people in Government that ‘something must be done’ about reforming the governance and management of the state-owned corporations on whose watch they had occurred. Delivering on the objectives Looking back, we can see that in the majority of cases – British Airways, British Telecom, National Freight Corporation, National Bus Company, British Steel, British Aerospace, the major utilities such as gas, electricity and water – the 4 policy objectives were largely achieved. There are arguments about how effective market regulation has been in some sectors – energy probably being the outstanding example, but fundamentally the policy worked. And, along the way, customer service has probably been improved as well, though this was always in reality a side issue. In the rail industry, it is possible to
argue from an historical standpoint that none of these objectives was achieved. Revenue support for passenger services has been reduced on many routes – but been increased on others. The power of the trades unions has manifestly not been broken (yet); some risk has been transferred to the private sector but too much remains down to the taxpayer for the Treasury’s comfort; and investment needs are most certainly not being met by the private sector. Many have argued that the real failure of the 1993 reforms lies in the investment problem. As Nicola Shaw’s report on Network Rail a couple of years ago reminded us, the industry has yet to come up with a formula to encourage private sector investment in rail infrastructure. With a Government constantly strapped for cash, and an infrastructure provider with a very poor record of delivery, this is once again becoming a serious problem. To those of us who worked for, or have studied, the track record of the nationalised industries in the decades after the Second World War, the current problems of Network Rail will seem very familiar. An overly bureaucratic structure, a poor record of project management in terms of delivery either on time or within budget, poor performance and poor customer relations. There is constant tension between centralisation and devolution (something which British Rail struggled with throughout its existence). Most serious of all, though, is the fact that the failures in performance and project management inevitably result in political interference and tinkering. Cost overruns inevitably lead to trips to the Treasury with a begging bowl, Rail Professional
and so often the result is a fudge or a messy compromise. The current situation over rail electrification is in many ways a classic example of this. On Great Western, whole chunks of the original project have been postponed indefinitely or abandoned altogether. People are now rushing round refurbishing 40-year-old diesel trains for yet more frontline service, at goodness knows what cost, in order to keep the service running after 2020. In northwest England, Network Rail’s failure to deliver the Preston-Bolton-Salford section has rendered the planned new timetable scheduled for introduction in May inoperable. The inability to run electric trains on key services has led to a scramble to find non-existent diesel stock and has knock on effects well beyond the immediate area, affecting services on Virgin Trains, Cross Country, TransPennine as well as Northern. These problems have already delayed the sale of advance tickets from May onwards, and it is a public relations disaster worthy of British Rail at its most incompetent. This further undermines the already low public confidence in a system which is in any case not trusted and is widely misunderstood. Using the term ‘privatisation’ for what happened to the railways after 1993 is a
misnomer. Other than for a brief period between 1996 and 2001, the railway infrastructure has remained in public hands. Since the creation of the Strategic Rail Authority by John Prescott in 1999, the ability of train operating companies to determine their own service levels and rolling stock policies has been steadily eroded, a process which continued after the SRA’s abolition in 2005 and the direct management of the franchise programme by the Department for Transport. Other key elements of Alistair Darling’s 2005 reforms, such as the 5 yearly investment programmes and reviews now also seem to be under threat, risking a return to the old days of the annual financial settlements for British Rail driven by the macro-economic imperatives of the Treasury. It was such an approach that so gravely damaged the railways’ ability to plan for the long term throughout the sixties and seventies. Having said all that, I am still not convinced that there is as yet any real appetite for yet another root and branch review and reform of the railway industry. There is no political consensus; the Government does not have the firepower to get a major piece of legislation through Parliament even if it wanted to; and in any case, the whole political and Governmental
There is no political consensus; the Government does not have the firepower to get a major piece of legislation through parliament even if it wanted to; and in any case, the whole political and Governmental system is overwhelmed by Brexit and its aftermath – a situation which is unlikely to change any time soon system is overwhelmed by Brexit and its aftermath – a situation which is unlikely to change any time soon. Of course, a Corbyn Government would be committed to renationalisation of the railways; and it may be that that has to happen in order to bring the industry back together, rid it of the current complexities and enable people to think carefully about the long-term future. Who knows, after that we may even try proper privatisation.
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VIEWPOINT FEATURE |
A two-pronged approach Critical rail infrastructure assets are crucial to the country’s economic growth and the wellbeing of communities. John Longthorne of AECOM, explains
et in countries around the world, unreliable and overcrowded rail services still persist. That was the sentiment echoed by the 500 industry professionals surveyed in AECOM’s recently published Future of Infrastructure report, which found that 2 out of every 5 major projects run into difficulties, causing serious yet avoidable delays. This problem could be eliminated if a combination of technology and alternative delivery is adopted, an approach that would tackle the productivity issue and accelerate crucial rail projects. Many rail projects are currently slowed down due to inefficient and outdated project delivery methods, which often lead to delays and schemes that run over budget. This has a clear knock on effect on the UK economy, with the cumulative impact of stalled projects during 2015–16 alone projected to dent investment-related GDP to the tune of £35 billion. There’s not a single answer for this slowdown on productivity. Reasons such as
Achieving the first objective will require moving away from the familiar and often independent approach of plan, design, build, operate and maintain. Infrastructure organisations should seek to align all objectives and rewards across the supply chain to meet the client’s key success factors
a fragmented supply chain with sub-optimal integration across different services, as well as limited consideration of total cost of ownership or total life-cycle implications are top concerns. Resistance to change with the project cycle is another issue, along with the effect of low margins on research and development investment. The Future of Infrastructure report also found that a limited adoption of new technology and best practices is a fundamental issue. The report noted that only 56 per cent of industry professionals consider themselves ‘good’ at adopting and scaling innovative delivery models. It’s hard to make real change with those kinds of statistics. This all can lead to buyers becoming inefficient – resulting in delayed projects and poor-quality assets – and suppliers struggling to survive financially. Yet the issue isn’t that there is a lack of tools and approaches available, which are in fact aplenty. The overlying issue is that outdated habits and old ways of working need to be diminished to make way for a new industry dynamic.
Project planning A 2-pronged approach to solving the productivity issue is necessary, which firstly focusses on setting up projects differently. This would incorporate a more integrated approach to delivery, linking across the whole life cycle of an asset and reducing total cost of ownership. This would also create assets that are more constructible and fit for purpose. The second step would be to make better use of digital tools to unlock the full power of this integrated approach. Achieving the first objective will require moving away from the familiar and often independent approach of plan, design, build, operate and maintain. Infrastructure organisations should seek to align all objectives and rewards across the supply chain to meet the client’s key success factors. A more honest dialogue around risk is needed, with suppliers providing greater transparency around the true nature of risk in their schemes and infrastructure owners willing to absorb more risk themselves. Well-designed and performance-based partnership models that are incentivised to deliver the best for the project and client are
crucial. Ultimately, it’s about getting the basics right: • robust project setup • streamlined governance • continuous stakeholder buy-in. Next in the 2-pronged approach is the use of digital tools. These can bring efficiencies in each individual service line as well as enable the full power of an integrated approach. Enhanced and automated value engineering to create a more buildable and operable asset is just 1 example. For example, virtual reality (VR) solutions have the potential to merge separate delivery phases by offering an interactive and easily accessible digital design model. AECOM has used this technique on projects such as the Wessex Capacity project at Waterloo Station, enabling us to deliver schemes more efficiently than ever before. This technology enables stakeholders to walk through a design in the virtual environment. Other benefits include the ability to avoid safety hazards, minimise setbacks and the need for re-work. Artificial intelligence Other digital tools that are growing in impact include artificial intelligence that replaces repetitive manual tasks and
The emergence of new technology will certainly help the industry respond to the demands of societal change. Recent years have seen some hugely exciting developments in the rail sector, with digital railways being a prime example provides a more reliable outcome. This enables new construction techniques such as the use of modular construction, 3D printing and increased use of robotics. Asset intelligence is also on the up. This tool includes the capture and analysis of performance data to drive more efficient operations and feed back into future designs. The emergence of new technology will certainly help the industry respond to the demands of societal change. Recent years have seen some hugely exciting developments in the rail sector, with digital railways being a prime example. In fact, 26 per cent respondents of the Future of Infrastructure survey see adapting infrastructure and power networks to enable digital railways in the next 5 years as a major trend. Hyperloop transportation systems —
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high-speed ‘pod’ travel between cities — provides an exciting future transportation option. At the same time, beyond transportation, we have entered the era of the smart city. The pioneers of high-tech, intelligent urban environments, such as Chicago, Amsterdam and Singapore, are using emerging technologies — from data analytics to sensors and the internet of things (IoT) — to govern better, increase environmental sustainability, and improve the networks and systems that support the everyday lives of residents. After years of industry wrestling with the productivity gap, the time has come to fully embrace innovation and take the necessary step forwards to accelerate delivery. We now have the keys to unlock the future – and they lie in the combination of new delivery models and the smart use of technology.
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VIEWPOINT FEATURE |
Digitalisation of the supply chain: the return of the Guild? We are more connected than at any point in history and never has it been easier to build networks individually or organisationally, says Lucy Prior
his connectivity is now more relevant than ever to the supply chain not merely as a sales and procurement tool, but in terms of the active relationship between component parts and systems within a larger whole. Systems-thinking A conversation I am having increasingly with those at the top of the supply chain is around a desire and a need to engage directly with more SMEs (small to medium enterprises). This strata-eliminating approach could see SMEs deal direct with Tier 1 companies, and thus theoretically negate the need for project management or systems providers. However, our sector is constructed such that many top tier companies are seeking to rationalise their supplier base, which for many can mean reducing their procurement relationships in order to drive organisational efficiencies. We as an industry therefore face a paradox. On the one hand a top-of-the-chain company seeks to deal with more SMEs, the drivers for which can encompass the drive for innovation with Corporate Social Responsibility. But post-rationalisation the same company cannot appoint more suppliers; the two approaches cannot be married. At least not without systems providers and integrators.
Why digitalisation? Gartner.com defines ‘digitalisation’ as ‘a period characterized by deep innovation beyond process optimization, [exploiting] a broader universe of digital technology and information, more integrated business and IT innovation, and a need for much faster and more agile capability.’ In layman’s terms this to me is a perfect reflection of the benefits of trading with smaller companies. An SME is naturally more agile, more often has structures that enable cross-departmental integration and crucially can respond to a market that demands provable innovation. This is why and how the Internet of Things can and is causing an intense evolution of our supply chain. The widespread use of sensors, remote condition monitoring and information management is actually bringing the top tier closer and closer to its suppliers through interconnected products and services. Essentially, we are seeing ERTMS (The European Rail Traffic Management System) replicated within our systems and supply chains: micro-connectivity supporting a macro-management system. Ultimately pan-European traffic management can trickle down to digitally-tracked component reliability. TidyCo in Derby is extremely proactive in all things digital and digitalised. At component level each of its manufactured
hydraulic braking hoses has a unique QR identifier complete with identity number and online re-ordering functionality. At a larger product-system level the company also offers a climate control service consisting of system design, install and planned maintenance. All climate control equipment is provided with an asset management badge which digitally automates planned maintenance alerts so as to ensure that clients do not risk a fine for failure to comply with legal requirements. Barry Aldridge, TidyCo’s
opportunities for forward-thinking SMEs and manufacturers as it challenges firms to think about how they can become more productive through automation and digiti[ali]sation. This will include more streamlined processes, better collaboration and fewer forms to manually fill … which will support long-term growth for a digital future. That’s why we support The Future of British Manufacturing Initiative (A collaboration between leading UK industry organisations) to improve manufacturers’ awareness of the fourth industrial revolution. ‘Some board room planning now can make a huge difference to help firms transition into a smart manufacturing era, ready to take advantage of new ventures. When looking at borrowing it is important that firms challenge their lender to put forward tailored finance options to support different circumstances. Together with the right investment and planning we can ensure that the [sector’s] productivity and progression continue to play a crucial role in the UK economy.’ We have all read a myriad of articles on why we need to innovate and to collaborate. For me the digitalised supply chain is the perfect encapsulation of collaborative innovation. The Internet of Things, applied within the rail context, if not within any supply-chain, demands interaction between all manner, and level, of stakeholder. Referring back to Gartner, the diagrams here show an apt visualisation of where we are, and where we as a supply chain need to be. We need to be fully digitalised to ensure that the rail sector meets its challenges head on, and as such our supply chain needs to formally collaborate. This is further perpetuated by the evolution of Collaborative Working from a PAS (publicly accessible standard), through to an international standard. ISO44001 is now widely sought and could be a worthy capability for any company wishing to fully digitalise. As one speaker asked at a recent event of ours: ‘How can we collaborate in the cloud if we can’t collaborate in person?’ This steers me nicely onto the question in the headline, and one that I often pondered during my management and leadership studies. There are multiple definitions of what aGuild is depending on how far back in time you look. In relation to this article, by Guild I refer to the OED definition: ‘an association of people for mutual aid or the pursuit of a common goal.’ Perhaps our coders and cyber experts are fast becoming our master craftspeople, and the Internet of Things is our modernday Guildhall. If this is the case we do need to collaborate more to ensure that relevant innovations are conceived, that commercially sensitive but supportive relations are nurtured and that ultimately the supply chain is as responsive to the needs of the evolving market as Alexa is to your musical demands!
existing supply chain, as well as identify new entrants who can help us meet the needs of tomorrow’s passengers.’ In a recent meeting he expanded upon this by sharing with me the news that Porterbrook will shortly be announcing the date of its first ever Supplier Conference, enabling Porterbrook to engage with the widest possible range of innovative SMEs from across the supply chain. This will be delivered with the collaborative support of the railway membership bodies (Rail Alliance, Rail Forum East Midlands and RIA; event details will be shared imminently). There is therefore an undeniable appetite for top tiers to collaborate with suppliers. Doing so can drive innovation, deepen supplier/buyer relations, enhance the overall service and ultimately should generate improved revenues for all involved. Creating an industry within which the upper and lower tiers can learn, innovate and further digitalise hand-in-hand, but to do so requires collaboration. It is not simply in terms of the product supply chain that we need to develop a collaborative approach. The business services that we all need to access must deliver the same, if not better, levels of digitalisation. Therefore service-side digitalisation must be as innovative as our design, manufacture and maintenance. Dave Atkinson, UK Head of Manufacturing at Lloyds Bank Commercial Banking discusses this thinking further: ‘The Internet of Things offers significant
Head of Marketing expands on this, stating that their Hose Doctor division ‘supplies an emergency replacement service so as to increase productivity to its client portfolio. The Tidyco fleet of mobile engineers all benefit from access to the corporate portal whereby reports can be logged electronically and in real-time. Equally important is the vehicle tracking technology whereby a head office-based Administrator can allocate work to the engineer within closest proximity so as to reduce their carbon footprint as well as make equipment operational within the fastest possible time.’ This is a great example of where not only the product, but the entire company delivers a digitalised service that essentially emulates facilities management in-line with its clients’ demanding reliability and safety targets. This provides a perfect parallel to that top-tier desire to work more closely with its sub-suppliers. Supply chain ROSCOs are arguably top of the supply chain (this is one instance where I have dropped my passenger-as-client mantra and focus specifically on our industrial clients). Whilst the leasing company market (i.e. the ROSCOs) has widened over recent years it is still a part of the railway supply chain with comparatively few companies within that category. Porterbrook Leasing Company has always, as far as I recall, shared its 6-year plans publically, with Shane Duffy actively and regularly engaging with the Rail Alliance to communicate the ROSCO’s needs from the supply chain. Anvesh Prasad, Porterbrook’s recently appointed Head of Procurement is helping to take the company’s active engagement one step further. Echoing the importance of a facilities-management approach, and the need for a digitalised supply chain he explains that his appointment coincides with an exciting time for the company. ‘I am pleased to join Porterbrook as it re-energises its business model. With a renewed emphasis on asset management and innovative product development Porterbrook will be looking to build strong and long-term relationships with its
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VIEWPOINT FEATURE |
Questions for the franchising model Ben Blackburn, Account Director at Freshwater, reports from London on the latest discussions around rail in the UK Parliament
ail has featured prominently in Parliament recently, with 3 announcements from the Transport Secretary, Chris Grayling: on HS2 and the Crewe Hub; on third-party investment in rail infrastructure encouraging private investment in a southern rail link to Heathrow; and on the new West Coast Partnership, its operation of HS2 services and the potential for track and train to be integrated and overseen by a single organisation. But, hidden in more mundane parliamentary questions and answers, there are some particularly thorny issues, discussion of which the Department might prefer to restrict to Great Minster House. One of these is a neat illustration of
The 1976-vintage and beloved InterCity 125 HST, still the fastest diesel train in the world, has been operating on the Midland Main Line for 35 years, since May 1983. The sets are reaching the end of their life with the franchise
how the mixed economy of the present franchising model, with Government inputs written into franchise specifications while outputs and solutions are to be delivered by the market, can create unintended consequences. The 1976-vintage and beloved InterCity 125 HST (High Speed Train), still the fastest diesel train in the world, has been operating on the Midland Main Line (MML) for 35 years, since May 1983. The sets are reaching the end of their life with the franchise and, in the absence of electrification, are slated for replacement in the next franchise period by a new fleet of bi-modes due to enter service in 2022. So far, so good and all in keeping with the Government’s encouragement of franchises to drive performance and customer
satisfaction through new rolling stock. So, while the HSTs are being replaced, they will continue on the Midland Main Line for another 5 years. Or will they? The problem is one that the Shadow Secretary of State, Andy McDonald, has latched onto. As his two written questions, on March 16 and 22 infer, the HSTs will not be compliant with the ‘technical specification for interoperability for persons with reduced mobility’ (PRM-TSI), a European standard which came into force on July 1 2008 for heavy rail operation and which the Government has been working towards ever since. The Government’s objective is to achieve an accessible rail fleet by January 1 2020. The official count, last published in January, shows that 10,240 heavy rail passenger
To provide some context, Mr Johnson explained that two thirds of sets on the East Midlands line are not HSTs, but, as it is apparent that the mission to secure a solution for the remaining one third is still in its early stages, this may not be a comfort to the people of Nottingham who rely on HSTs for around half of their services to and from London vehicles (78 per cent of the fleet) have been made compliant, but indications are that, whilst sets are being modified for reuse elsewhere (most notably in Scotland, where they will be used to upgrade Scotland’s key domestic inter-urban services to true ‘InterCity’ standards), the Midlands’ HSTs are not destined to join them. As Mr McDonald leads us to ask, what is going to fill the gap between the demise of MML HSTs by December 31 2019, and a shiny new fleet which, it is hoped, will arrive 2-and-a-bit years later but has not yet been procured?
This situation leaves both the DfT and the next operator open to risk and reputational damage when the new franchise starts in August 2019. Responding to Mr McDonald’s probes, the Rail Minister, Jo Johnson, explained that the department was working with East Midlands Trains to understand the options and indicative costs. Nusrat Ghani, the Minister with responsibility for passenger accessibility, explained that, while ‘no decisions had been taken’, the operator is working with rolling stock companies to develop different
solutions and ‘once the industry has developed a preferred solution, it will be considered by the Department’. To provide some context, Mr Johnson explained that two thirds of sets on the East Midlands line are not HSTs, but, as it is apparent that the mission to secure a solution for the remaining one third is still in its early stages, this may not be a comfort to the people of Nottingham who rely on HSTs for around half of their services to and from London. It will be interesting to see how this situation develops. Ongoing uncertainty would fan the flames of customers’ worry, but the challenge of filling the shortfall also represents a valuable opportunity for the industry and the Government to show how it can work together to come up with an effective solution to protect, and perhaps even enhance, services. Freshwater is a full-service communications agency with over a decade’s experience in the rail sector
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MOBILITY AS A SERVICE |
Socially and environmentally conscious travel Technology offers more travel choices which can improve personal mobility, Bridget Fox of Campaign for Better Transport asks how to do it without adding to congestion and pollution
obility as a Service (MaaS) gives travellers the ability to access and pay for multiple transport modes in one place. So rather than owning a car, you access train travel, car clubs, bike hire, buses and other modes through one app or server as and when needed. Developed as a concept around 10 years ago, it’s an idea that is still evolving, with a host of providers competing to define and offer different versions of what MaaS can look like in practice. In particular, motor manufacturers have seized on the potential of MaaS to provide a new market for their vehicles, as the impact of ‘dieselgate’ continues to hit car sales. The House of Commons Transport Committee has a live inquiry into the potential for MaaS and the barriers that need to be overcome to speed its implementation in the UK. As the Committee’s call for evidence notes, despite the huge potential to be truly multimodal, the most popular app-based services to date have tended to be demand-responsive, based on taxis and minicabs. Environmental and societal health For us to have healthy cities, healthy communities and a healthy planet, MaaS needs to help reduce car dependency, not enable more of it. Successful Mobility as a Service offers will build on multi-modal provision, rather than an over reliance on autonomous cars. That means bringing MaaS into the sustainable transport hierarchy: reduce demand, widen travel choice, maximise efficiency, and make additional traffic a last resort. Our evidence to the inquiry recognises that well-planned MaaS can improve social inclusion, cut traffic and pollution and help reduce dependency on private car ownership, by filling gaps in existing Rail Professional
| MOBILITY AS A SERVICE
services, and providing liberating mobility for people excluded from mainstream options. But there is also the risk that poorlyplanned MaaS, with a proliferation of private services competing for a relatively agile and affluent urban customer base, could simply lead to more vehicles on the road, adding to congestion and pollution, while reinforcing existing damaging patterns of social exclusion in poorer and more isolated communities. We argue that MaaS needs good regulation and planning to maximise its potential and good integration with existing provision, sharing data and working closely with local and regional transport authorities as part of a highquality network. There is a great opportunity for rail services to be the spine of a truly multimodal MaaS offer, and we look to the Government to require MaaS compatibility in future rail franchises. The mixed experience of smart ticketing schemes shows that even where there is potential for technical compatibility, the structure of service contracts and problems agreeing an allocation of fares means that seamless multimodal ticketing has not always been offered. Developing practical solutions to these challenges is a key area to improve future MaaS offers. In the midst of this debate, a new report ‘MaaS: Putting Transit Front and Center of the Conversation’ from US experts Cubic Transportation Systems, is timely and helpful. Cubic is an established player in the UK’s modern rail scene, providing smart ticketing services from Trans Pennine to Southern, and has partnered with Transport for London to launch its mobile ticketing app. Their report focuses on the goals for any service, arguing that the ultimate function of a well-designed mobility system in a city is to better connect people in a way that improves quality of life. As its author Matt Cole explains, the report sets out to demystify what MaaS is and crucially makes the case for why public transport must be the backbone of MaaS, and a key contributor to its design and implementation. Cubic offers a clear and comprehensive definition of MaaS: ‘Mobility as a Service is a combination of public and private transportation services within a given regional environment that provides holistic, Rail Professional
optimal and people-centred travel options, to enable end-to-end journeys paid for by the user as a single charge, and which aims to achieve key public equity objectives.’ That means coordination to ensure that MaaS meets common objectives: otherwise, services will remain fragmented and risk undermining, rather than enhancing, a wellconnected city. As new providers join the scene, collaboration, not competition, is the best route to a MaaS offer that works for all. The report makes a strong case that public transport operators are best suited to lead MaaS implementation, given the level of integration and multimodal provision many already deliver, as well as their responsibility to provide services that cater to all travellers, not only the agile and the affluent.
Such public-led services can help fill gaps in existing provision and fund new infrastructure investment, a virtuous circle that moves MaaS beyond enabling consumer choice to become a practical way to connect whole cities. To maximise the benefits of MaaS, local authorities or a regulated lead operator should have the role to oversee the development, deployment and coordination of MaaS provision in their area. Technology is key to MaaS, providing integrated ticketing and real time travel information. The next generation of smart tickets, with truly integrated access to public and pay as you go private provision, are already being developed. Cubic’s NextCity strategy is one example, offering one account that integrates all forms of mobility. Coordinated MaaS will enable the capturing of travel data that can continue to shape better service provision and inform better transport choices. As Cole writes, ‘This would not only drive further efficiency of operations, but it would also arm cities with the tools needed to encourage greater social responsibility, extending the benefits from the individual to the community as a whole.’ Principles of MaaS But technology is only half the story. In increasingly congested and diverse cities, getting the right principles to shape how MaaS works in practice is also critical. The report proposes propose 10 key objectives that any future MaaS initiatives should look to achieve: • limit congestion, particularly during peak travel periods • reduce car ownership, car usage and the
number of vehicles on roads • use existing infrastructure more effectively and create economies of scale • ease pressure on the transportation network • enable better traffic and capacity management • improve the customer experience by presenting the transportation network as an integrated system • cater to all travellers, young and old, able and less able, the wealthy and the economically disadvantaged • create a model that supports the funding of infrastructure • lessen the overall environmental impact of transportation • work in both driver-controlled and autonomous environments. While Cubic’s vision has been developed in the US, its principles translate well to the UK environment. The WHIM app, developed in Helsinki, covers public transport, taxi, car share and bike hire, with a single app, available on a prepay or pay as you go model, similar to a mobile phone package. The WHIM app, using the Helsinki software, is now being developed for use in the West Midlands city region. Oxford City Council and Oxfordshire County Council are developing a common platform with transport operators including Great Western and Chiltern Railways, to offer journey planning, local MaaS schemes and support delivery of local smart city and low emission zone programmes. Transport for the North is committed to rolling out an integrated and smart travel programme, starting with a rail smartcard and a fair fare promise being launched this year. In Cornwall, the county council is developing the One Cornwall vision, with a single network including rail and bus, with unified ticketing and journey planning. Across the country, forward-thinking transport authorities are embracing the potential for MaaS, including through the Transport Data Initiative which brings together local authorities to explore such innovative solutions. We warmly welcome this positive approach to Mobility as a Service, one with public transport at its heart. Bridget Fox is Sustainable Transport Campaigner at Campaign for Better Transport
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Amir Levintal Sam Sherwood-Hale spoke to Amir Levintal, CEO of Cylus, about cyber security, BREXIT and how TOCs and others can protect themselves
mir Levintal is Chief Executive Officer at Cylus Cyber Security. He has over 20 years of experience in managing hardware, software and cyber R&D in the IDF Intelligence corps. In his last role, he led a cyber division managing cutting edge research and development, delivering complex multi-disciplinary products under tight schedules.
How important is cooperation within the EU to cyber security? As opposed to physical attacks, geography and borders are meaningless in cyberspace. Threat factors anywhere in the world can take control of rail systems in any country. The best way to deal with this emerging global threat is to join forces and to design a comprehensive and practical cyber security strategy. In 2016, the EU made the first major step towards securing its critical infrastructure by issuing a directive for securing the essential services, called the Network and Information Directive (NIS). The directive gives EU member states until May 2018 to pass laws in the spirit of the directive. The most important provisions of the directive are the requirements to implement cyber security measures, safeguarding member states’ critical infrastructure and to build a process of sharing information between countries in the EU regarding cyber incidents. The EU’s railway infrastructure is unique and much more complex as trains run between countries. Since several countries share the same path, if a hacker successfully attacks a train in one country, there is a high likelihood of being able to move laterally towards other countries. Implementing the NIS is vital to mitigating the cyber threats in this connected and complex network architecture. How do you predict this will change after BREXIT? The cooperation between the UK and EU is mutually beneficial in the struggle against cyber threats. In 2017, the UK Government confirmed that the NIS will be implemented in the UK despite Brexit, and the Government has announced stiff fines for violators. I assume that this trend of cooperation in cyberspace will also continue in the long run. What sort of plans should be discussed now in order to make sure measures are in place to protect us in the future? Cyber security is about technology, processes and people. Technology-wise, security by design should be implemented by the
vendors of new components that are being deployed. In parallel, since the life cycle of components in the rail industry is 20 to 30 years, security measures on the operational networks should be implemented to protect the network as a whole and also to secure legacy and new technologies which are not secured by design. In addition, rail companies should develop and maintain processes related to cyber security. For example, rail companies should have incident response plans that clearly lay out what measures will be taken in a variety of situations, whether it’s a suspected cyber incident, a proven incident, or even an incident in another country that could spill over. Lastly, cyber security is strongly influenced by the performance Rail Professional
of the people in charge of the railways. Rail companies should raise awareness around the importance of cyber security, train relevant employees at all levels, and perform exercises to verify readiness in the event of a cyber-attack. What are the day-to-day threats that commuters and commuter rail services face? Cyber-attacks on the rails could have a wide range of consequences. Service disruption is among the most obvious, and even mild to moderate service disruptions can do serious economic damage. Even more disconcerting is the possibility that malicious actors could hijack rail systems and wreak serious damage, potentially causing human casualties. Where are these threats coming from? There are several sources that create these kinds of threats and allow threat actors to penetrate a network. One of them is misconfiguration. It is difficult to maintain a complex network, and it is reasonable that there will be unplanned connections between the operational network and other networks due to configuration malfunctions. Wireless signaling might also be a threat. The new signaling standards and technologies are based on a wireless channel to control the trains. Wireless communication may be intercepted over the air and might also be used as an attack vector. An insider is a person with authorized access, who uses that access, wittingly or unwittingly, to penetrate the network through data modification to create a backdoor, malware injection, etc. Rail companies have thousands of employees and use several service providers, so they are a good substrate to insider’s recruitment. Furthermore, operational networks consist of different subsystems which usually include equipment developed by different vendors. The fact that each product within the network has been evaluated and is considered secure doesn’t mean the whole network is well secured. What can TOCs do to mitigate these threats? TOCs and infrastructure companies can incorporate cyber security solutions to detect traces of cyber-attacks in their early stages. Rail operators should implement a multi-layered, in-depth defense strategy to deal with breaches. The first step of this strategy is to secure the network level, establishing visibility to detect attackers who work within the network. The next step is to have proper secured components on the edges of the network. If a threat actor penetrates the network, he or she will be discovered at an early stage of the attack. Rail companies should adopt security cultures based on technologies, processes and people. Any solution must account Rail Professional
for new connected technologies, including wireless communication for signaling, remote monitoring, and others. The complexity and connectivity of rail networks is what makes them such high-value targets for threat actors. An additional challenge to consider is that railways often rely on the convergence of legacy technologies and new technologies, and a one-size-fits-all cyber solution therefore cannot suffice for the rails. Finally, given that threat actors could exploit passengers (hacking their data, for instance) as attack vectors, it is crucial to integrate advanced services for a secure passenger experience. What strategies would you like to see rail operators adopt? Infrastructure companies and operators are the main stakeholders, and therefore we expect that they will lead the way among all parties, including regulators, network managers, and all relevant manufacturers. Beyond that, it is critical to implement a policy of education and awareness surrounding cyber threats, while instilling clear-cut procedures and discipline among employees, suppliers, and consumers. Since railway systems traditionally operate very conservatively, it is important that they develop an approach for responding to rapidly evolving cyber threats. This may require rethinking organisational roles. Companies who appoint a C-level executive to oversee this challenge are much better equipped than companies that lack the mechanism and the authority to make bold moves within the company and with external partners. How have cybersecurity threats evolved in recent years? As new connected technologies have been integrated, rail companies are more connected than ever. That also means they’re at more risk than ever of potentially disruptive cyber-attacks. From the threat actor’s point of view, this leaves open many potential vulnerabilities to exploit. Bad actors also have much more access to resources and information to help them compromise rail companies’ cyber systems, particularly with respect to information on vendors’ websites and public tenders, as well as the ability to gain access to insiders through phishing attacks. Which companies and countries are currently, in your opinion, taking the right steps in the fight against cybersecurity threats? The EU deserves recognition for taking comprehensive steps to mitigate the threat by setting directives, establishing groups of experts and more. But these are macro steps and it will take time to see the impact of them. The threats are already here, although cyber threats sometimes are not tangible like physical
threats, and the rail companies should take internal actions to secure their network, whilst also facilitating an umbrella strategic process from the EU. Which areas do you think are most at risk? As opposed to physical threats, cyberattacks have no borders and therefore everyone might be at risk. Since every rail company has different risks and threats, in order to estimate any potential risks, it’s very important for companies to perform professional cyber risk assessments. What sort of security does Cylus offer? We provide rail companies with a productbased solution to detect traces of an attack in its early stages. By analysing the network as a whole from the threat actor’s point of view, we can adapt our solution to the specific needs of the customer. Our solution detects traces of attackers and we raise alerts in case of signs to cyberattacks together with actionable insights to mitigate those attacks. We think that visibility is the key to preventing cyberattacks, and we have developed our solution to do just that. What does Cylus hope to achieve in the rail sector? Cylus provides a comprehensive cyber security solution tailored to the specific needs and infrastructure of rail companies, and we support them over time, enabling rail companies to respond in real time to emerging threats. We aim to be a partner in developing strategic cyber security approaches by all stakeholders, including rail companies, standard organizations, and regulatory authorities. No less important, we promote awareness of cyber threats and help railways adapt their cultures to their needs in this arena. What is your personal background in cybersecurity and security threats in general? My 22 years of service in the elite technological unit of the Israeli intelligence corps was a world-class education in understanding modern threats and how to develop sophisticated, full-spectrum responses to them. In my latest role, I served as a Director of the R&D Cyber division, led 150 cyber experts and software engineers. During my military service, I managed multiple complex cyber projects throughout the complete life cycle from entrepreneurship through R&D to operation and maintenance and led cutting edge R&D from diverse technological areas. The employees in the company have vast practical experience in the cyber domain from the military service, from high-end research to strategy, and they’ve developed a deep understanding of cyber from both an offensive and a defensive perspective.
Delivering success through collaboration Sam Sherwood-Hale recently spoke to Mark Farrah, Managing Director of Regional Civils and Rail at Kier Group
ark Farrah is responsible for Kier’s rail business, a major player within the rail market. Kier is delivering multi-disciplinary projects across the country, including HS2 and Crossrail. Mark talks about his belief in a collaborative approach being a key element behind the business’ success. Tell us about your background in the rail industry. The rail industry is a fascinating one and over the last 30 years it has transformed. From the projects we now deliver, to passenger numbers and the service provided, the whole offering has evolved and changed, and the exciting thing is this is only set to continue.
There have obviously been lots of changes in the industry, but the constants are the intense focus on safety, the immensely talented people we have working in the business who are often dealing with difficult circumstances to deliver projects. Our work is making a very real difference to peoples’ lives every single day and we should be proud of that and what we are delivering. We must not rest on our laurels, we must work together to transform the landscape of the rail business. It is a privilege to head up our Rail business and be part of a team that has delivered some major projects, including; Crossrail, Kings Cross station, Newcastle high level bridge and Solum. I am passionate about forging relationships with our clients to provide a collaborative approach and as a business we are committed to investing in new technology, innovations and our workforce to ensure we stay ahead of the curve. What excites you about this industry and the possibilities for the future? I think it is a great time to be working within the rail industry. The Government has underlined its commitment to investing in the rail networks across the UK in its ‘strategic vision for rail’ which recognises it needs to increase railway capacity to unlock economic and housing growth. The potential through digitisation is enormous and we must modernise the railway to cater for the 21st Century traveller. What’s more, we should welcome it and look to be a country that offers one of the best and safest rail networks in the world. At Kier, we are passionate about delivering a first-class service that allows clients to reach their goals. We take the time to become an extension of their team and implicitly understand their key drivers and needs. We can deliver projects directly which means we are nimble and able to respond quickly. Tell us about your role at Kier. I look after Regional Civils and Rail business at Kier, it’s a diverse and hugely rewarding role and it’s great to see the business flourishing. I have several core objectives, one of which I believe, is fundamental to the success of our
business. I am passionate about aligning our skills and expertise with what our customers want. That means ensuring we are working with the right partners and supply chain and have the right skills and expertise in-house. We take the time to understand what our clients want and expect to make sure we deliver on them. This can be seen across the whole of the rail division, we take the time to understand the big picture but also the smaller, refined details. My aim is to see our rail business continue to deliver on its promises, grow its portfolio and focus on safe efficient delivery and engineering excellence. It is also very beneficial being a part of the Regional Civil Engineering business at Kier, as it allows you to explore and understand what is happening outside of the industry and adopt some of learning in rail. There are a number of transferrable ideas, skills and products that allow us to continually improve our performance.
Can you tell us about some of the rail projects Kier has worked on? Kier has been active in the rail industry for over 70 years and has a wealth of experience of delivering with rail solutions for the 21st Century. Kier delivers a wide variety of works from significant infrastructure schemes such as Crossrail and obviously our involvement in HS2 – these are ones many people will know Kier for, but there are numerous others of varying scale that we are delivering now and have already delivered. We work across a whole spectrum of projects, last Christmas for example, we delivered a major signalling upgrade at Redhill station. Our re-signalling project at Balcombe on the Brighton mainline delivered increase line capacity along a narrow section of a key commuter route. What makes Kier stand out is our ability to deliver complex engineering led projects. We have in-house engineering resources, for signalling, power and civil engineering, and I think that makes us very unique. In addition, we genuinely have such talented people working within the business who always take the time to understand their clients and have an approachable and caring manner – all of this combined means working with others is second nature to the Kier teams, either in joint ventures, alliances or hub and spoke type arrangements. I think that is really important. As the industry and projects become more complex, the natural ability to work collaboratively with others becomes more and more valuable. You mention collaboration as being key to delivering modern projects effectively, can you elaborate on this? The industry is full of talented hard-working people, passionate about delivering a great job. I think that applies to all parts of the industry including customers and supply
chains. It’s vital that all parties pull together and work towards the same vision, which on most occasions is delivering for the client. This includes the ability to have honest conversations, share ideas and collaborate on projects, in the end we will all benefit from this style of working. Kier recently acquired McNicholas who has also been active in the rail industry for many years. How will this acquisition affect your rail business? We are delighted that McNicholas has joined our business. It complements and strengthens our wider rail business with such a technically strong team, its offered us the opportunity to learn and investigate new areas of growth. The expertise in power brings a new capability to Kier, that is really beneficial to our customers. What do you see as the key challenges the rail industry needs to overcome in the near to medium term? The challenges are all positive ones, and to a certain extent, the consequence of success across the industry. Now is a pivotal time for the rail industry and personally I want to make sure Kier is on board and very much part of the journey of revolutionising the UK network. To do this, we must unite and come together. If we can use collaboration to deal with issues more quickly, more efficiently, we can release the capacity of those scarce resources to deliver work. I believe we still have some great opportunities here to improve efficiency through working better together. What remains crucial is that whilst demand is set to be high, we as an industry must ensure effective and safe delivery of these projects. We must also look to the next generation and inspire them to consider a role within our industry. The skills crisis facing the
industry is well documented, and as a result we have launched a Group-wide campaign called ‘Shaping Your World’ which looks to inspire generation Z (11 to 15 year olds) to work within the built environment. We have committed 1 per cent of our workforce to visiting 10,000 schoolchildren over 12 months. The response to the campaign has been exceptional, with Justine Greening, the former Skills Minister referring to it in one of her speeches. BBC Radio 4 interviewed our Chief Executive about the report we commissioned to launch the campaign and we have thousands of visitors to our www. shapingyourworld.co.uk microsite that is full of interactive elements and details about working within our industry. We also have apprentices working across our business, this includes a number who are a part of our unique digital construction apprenticeship that has a specific focus on BIM. As we move from CP5 to CP6 how do you see things developing for you and your team? I think CP6 provides some great opportunities, but also as I mentioned some challenges. The increase in rail spending, at the same time as many significant infrastructure investments coming to site, will put a lot of pressure on the industry. Our plan for CP6 is to focus on doing what we do best, delivering complex engineering lead projects in a collaborative way. Finally, given the number of projects coming up during CP6, how do you see your interaction with communities where you are delivering work will be affected? As a leading contractor we place increasing importance on the ‘Social Value’ we deliver to local communities we work in. Whether it be employing apprentices, regional sourcing, presenting the project to schools and local stakeholders we aim to ensure the lasting legacy of each project is not just new or improved infrastructure assets but also the strengthening of the wider community. Rail Professional
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Nexus carries out largest ever survey Nexus, the public body which delivers public transport services, is to conduct its biggest ever survey to find out how people get around in Tyne and Wear
exus began contacting 200,000 households on March 19, with its big survey, which can be filled in online at www.nexus. org.uk/haveyoursay. The feedback will help Nexus with the planning and development of the important transport services that it delivers on behalf of the North East Combined Authority. The survey takes about 10 minutes to complete and comprises a list of 45 questions which analyse how and why people choose certain modes of travel. Philip Meikle, Transport Strategy Director at Nexus, said: ‘We welcome this opportunity to capture the views of people who use all different modes of travel around Tyne and Wear. ‘Our mission is to plan public transport services for the future, which will support and improve the North East’s environment, economy and communities - the feedback from this survey will help us to do this.
‘This is a great chance for us to hear from people who choose not to use public transport, because their views are just as important as those of the people who do use bus and Metro services as we plan for the years ahead. ‘This is the biggest survey we have ever
conducted about local journeys and I hope as many people as possible will take the time to fill it in – whether or not they use public transport.’ Anyone who fills in the survey could win a £100 prize.
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 financial, health and welfare benefits for those working in the public transport industry, helping to improve membersâ€™ work-life balance and reduce staff turnover for the employer.
It costs just ÂŁ1 a week Covering the member, their partner and dependent children.
0300 333 2000 www.tbf.org.uk Transport Benevolent Fund CIO, known as TBF, is a registered charity in England and Wales, 1160901, and Scotland, SC047016.
SCOTTISH INVESTMENT |
New pipeline-based approach to projects Our railways are a national asset, connecting communities, enhancing quality of life and spreading prosperity
t is a central tenet of our review of the National Transport Strategy, the work on the Strategic Transport Projects Review, our wider ambitions in the Climate Change Plan and the promotion of active travel. Since 2007, the Scottish Government has spent almost £8 billion improving and expanding the nation’s rail network. The value of that investment has reaped rewards, as can be seen by the reopened Borders Railway. As we look to continue with further improvements on our network, we have ambitious plans for more and better trains, increased services, greater electrification and new and improved stations, all of which will deliver significant social and economic benefits, not only for those communities directly served by stations but further afield too. Our commitment to investing in our railway remains undiminished but the recent experience, of increased costs and delays to our infrastructure programme, has been an eye-opener. Although we are fortunate
Although we are fortunate enough not to have cancelled projects in the current Control Period (2014 to 2019), there can be no repeat of a failure to deliver improvements efficiently and on time. This simply weakens the case for future investment
enough not to have cancelled projects in the current Control Period (2014 to 2019), there can be no repeat of a failure to deliver improvements efficiently and on time. This simply weakens the case for future investment. We are also faced with a real term cut in capital funding for rail from 2019. Accordingly, we have developed a Rail Investment Strategy which focuses on a more efficient and rigorous approach to the specification and oversight of future rail projects. This brings greater accountability and greater levels of assurance. Bill Reeve, Transport Scotland’s Director of Rail explains: ‘The popularity of rail witnessed in recent years is expected to continue, placing additional demands on our network and together with the rail industry we’ve been planning how to accommodate this growth. ‘Despite our strong track record since 2007, future investment in Scotland’s railways is set against a £460 million real terms reduction in rail funding from the UK Government, which threatens sustainable, progressive investment in rail services. ‘I am confident the focus on robust
governance, decision-making and oversight structure will enable us to make the right investment decisions at the right time to the benefit of passengers, freight customers or wider economic and social stakeholders. Our railway is fundamental to ensuring sustainable and inclusive economic growth throughout Scotland.’ Transport Scotland published its High Level Output Specification in July 2017, setting out a very clear statement of the Scottish Government’s continued commitment to a safe, high-performing and sustainable railway. Its more recently published Rail Investment Strategy sets out a new approach to planning and funding rail projects. In Scotland there has been a successful track record of delivering rail projects on time and within or close to budget. However, more recent experience with rail infrastructure projects has been mixed with cost increases and programme delays affecting several key projects. The Rail Investment Strategy looks beyond the traditional 5-year railway industry planning cycle, taking a more strategic approach to all capital investments, and places real focus Rail Professional
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on making best use of the opportunities presented by major renewals. Previous reviews and consultations exercises identified a number of areas, particularly within Network Rail’s work programme, which had contributed to less than satisfactory outcomes. Consequently, this highlighted an underlying need to ensure a high level of assurance on costs, risks and the deliverability of benefits before authority is given to proceed at the design and development stages. Whilst the evidence is clear that the manner by which rail projects are developed has to change, the grant funding arrangement in place from 2019 gives an additional stimulus to look afresh and establish a new and better way of working across the industry. Future rail investment now has to compete more directly with other public spending priorities in transport, as well as other areas such as health and education. Accordingly, tighter scrutiny will be applied to all aspects of appraisal, design, development and delivery of rail projects including the articulation of how they optimise value for money in terms of economic, social and environmental benefits. This new approach to rail investment applies the lessons and experience of the past to place focus on value for money and identifying wholelife costs in addition to initial capital expenditure. This means there would only be investment in rail interventions where they clearly represent the best value for money in terms of economic, social and environmental outcomes. This whole-system specification gives an assurance that the infrastructure, rolling stock and timetabling all work together. It also provides the supply chain with greater confidence through steady work-banks, promoting employment, training opportunities and innovation. The six steps Network Rail patently has a key role in the rail industry’s long-term planning process and has been developing a pipeline of future rail projects, all of which are at different stages. Its considerations have been informed not only by the Scotland Route Study and the rail industry’s advice, but also how it might address Scottish Ministers’ wider social and economic aspirations, as well as commitments within the ScotRail and Sleeper franchises. Key themes underpinning this rationale include: Completion: projects which commenced in Control Period 5 and are scheduled to be completed early in Control Period 6 Capacity: projects which will enhance the capacity of the network and help meet future forecast demand projections Connectivity: projects which will improve Rail Professional
connectivity including the consideration of new stations and enhanced integration with other modes including cycling and walking Competitiveness: projects which will further improve the competitiveness of rail as a mode of travel, with a focus on improved journey times and connections between key city hubs, promoting modal shift Committed obligations: projects which address franchisee obligations Innovation and low-carbon: projects which address the Government’s desire to move towards a low carbon economy by greater use of modern, greener technologies Improved journey times and connections for passengers and freight between the Central Belt and Aberdeen, Inverness and the Far North is a key outcome, as are
tackling over-crowded services, further improving rail’s resilience and reliability, maximising the use of greener technologies and improving freight capacity. We recognise work has been ongoing on some of the current rail pipeline project interventions and it may be that not all potential projects will represent value for money once they are fully assessed. It may also be necessary to phase delivery of projects in order to minimise disruption to passengers and freight customers, to take advantage of evolving rolling stock options, or to reflect the availability of funding at any given time. The timing of projects will take into account the wider investment in our local communities, such as house building, as well as accommodating customer-promoted freight projects in support of our rail freight strategy and freight growth targets. This means projects will be prioritised by their rating against their ability to: • get the best use from the existing network through whole industry measures using existing railway assets and fully exploiting timetable/servicebased opportunities and rolling stock options • maximise the existing network from opportunities such as asset renewals or timetable exercises • target efficient and affordable
infrastructure investment in the right location and at the right time to unlock additional capacity on the network • help reduce inequality and increase inclusive economic growth. Rail projects can obviously be promoted by a number of parties including local authorities, community action groups, developers, rail freight interests, Regional Transport Partnerships, or franchisees as well as by Transport Scotland on behalf of the Scottish Ministers. Promoters are required to use Scottish Transport Appraisal Guidance (STAG) where Government funding support or approval is sought. A new fund is also being introduced, a ‘pre-pipeline local rail fund’, to be held and disbursed by Transport Scotland. This fund is available to local promoters, such as Regional Transport Partnerships and others, to bid for assistance with the costs of preparing appraisals and business cases which have a rail-connectivity aspect. All future rail investments will align with the Transport Scotland processes for investment decisionmaking in line with the Scottish Public Finance Manual. Ensuring value for money through all the stages of transport appraisal, project development and delivery will be essential in addition to expert technical assessment of options and minimising exposure to risks. In line with established processes, projects may also be subject to the Scottish Government Gateway Review process. Renewal works present an opportunity not only to sustain the current railway, but with additional funding, to improve services for passengers and freight customers. This is very often the least disruptive and most efficient way to invest and are a vital component of a safe, high performing and sustainable railway. They also account for the largest expenditure in the Scottish Government rail infrastructure budget, with in excess of £2 billion projected spend in Control Period 6 (2019-2024). Work is underway by the ORR in seeking efficiencies from Network Rail’s renewals’ work-banks from 2019 onwards; we will continue to make links with this work to ensure optimum outcomes. The new pipeline approach is key to benefits realisation and securing return on investment is a critical part of planning significant capital investment. Lessons are being learned through the evaluation of recently completed rail projects which will be used to inform the development of future projects and decision making. We will ensure good practice is both promoted and applied as we continue to build the best railway Scotland has ever had. Bill Reeve is Director for Rail at Transport Scotland
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Partnership railway delivering for the West In a landmark coming together, passenger and freight train companies, Network Rail and their suppliers have launched a ‘single plan’ for Britain’s railway
he plan, titled ‘In Partnership for Britain’s Prosperity – The West of England’ is backed by business and passenger groups and makes 4 commitments for change to build on the railway’s progress of the last 20 years. It includes new independent research which shows how a changing partnership railway will secure almost £9.45 billion of additional economic benefits for the country by better connecting people to jobs, housing and new business opportunities. To strengthen and improve the partnership railway in the long-term, rail companies including Great Western Railway, CrossCountry, Network Rail and Hitachi Rail Europe have signed-up to 4 key commitments for change. These commitments will strengthen the railway’s contribution to the economy by: • strengthening the partnership railway’s economic contribution to the West of England • increasing customer satisfaction by creating better journeys
Many aspects of the plan are already being delivered. For example, Great Western Railway was the first train company in Britain to introduce the Intercity Express Train into service. In the coming months new GWR Class 802 Intercity Express Trains will be introduced to the network, serving routes between London Paddington and Penzance
• boosting local communities through localised decision making and investment • attracting diverse talent and providing rewarding careers. This approach to the ‘Partnership Railway’ in the West will bring continued significant economic benefits to the West of England. Many aspects of the plan are already being delivered. For example, Great Western Railway was the first train company in Britain to introduce the Intercity Express Train into service. In the coming months new GWR Class 802 Intercity Express Trains will be introduced to the network, serving routes between London Paddington and Penzance. They’ll be running alongside the recently introduced GWR Electrostar fleet in London and Thames Valley which have brought a real step-change in customer experience and the first electric trains in passenger service to run past airport junction. The fleet of GWR Turbo trains are undergoing a major refurbishment
programme with more space and greater comfort for customers. They now operate on routes between Cardiff and Taunton, Gloucester and Bristol Temple Meads, Bristol Parkway and Weston-super-Mare, as well as on the line between Swindon and Cheltenham, the Severn Beach line and the TrainsWilts line. All 151 Turbo carriages are being upgraded with accessible toilets, atseat power sockets and WiFi. Communities in Somerset, Devon and Cornwall will benefit from the withdrawal of the old Class 143 Pacer trains. A refurbished version of the current long-distance High Speed Train will serve routes of high customer demand, helping secure economic benefits, boost business and the tourism industry. Fleet upgrades With such improvements in place, customers and communities across the region are already seeing a transformation in the railway with more trains, better services and improved stations. GWR is undergoing the biggest fleet upgrade in a generation – giving Rail Professional
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it one of the newest fleets in the UK. This significant investment in rail of over ÂŁ500 million will bring 1,415 new carriages on track by December 2019 and upgrade 150 more. Customer journeys will be improved using technology to increase capacity by running trains closer together, to improve information to help passengers during disruption, and innovation in technology to make buying and using tickets quicker and easier. Infrastructure changes and
improvements will allow new trains to reduce journey times between London Paddington and Bristol by up to 17 minutes, London to Penzance by 14 minutes and the fastest journey times between Exeter and London Paddington reduce to just 2 hours by early 2019. ÂŁ50 million is being invested between 2019 and 2024 to improve the reliability of the infrastructure on the approach into London Paddington station. Significant investment is helping to upgrade and electrify the Great Western
The popularity of train travel across the region continues to grow. In the past year, millions of journeys were made across GWR, CrossCountry and Heathrow Express services, connecting our customers to the rest the country and the world. The Rail Delivery Group is promoting many of these benefits by working with local businesses in the West Mainline to Bristol Parkway, Cardiff and Newbury, providing signalling renewal and enhancement, powering quicker and more reliable services in increasing capacity at Filton Bank. The popularity of train travel across the region continues to grow. In the past
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year, millions of journeys were made across GWR, CrossCountry and Heathrow Express services, connecting our customers to the rest the country and the world. The Rail Delivery Group is promoting many of these benefits by working with local businesses in the West. Customers are seeing unprecedented changes and Britain’s railway is often rated as the top railway in Europe for overall passenger satisfaction, but this plan recognises that more can be done. That’s why GWR has delivered private funding for a fleet of 36 Intercity Express Trains to serve Devon and Cornwall to complement the 57 trains procured by Government to run on the Great Western Mainline. Network Rail will be carrying out signalling renewal in Cornwall which will help provide extra services. Speaking at the launch of the plan Mark Hopwood, Managing Director of Great Western Railway, said: ‘The West’s railway, a partnership of the public and private sectors, is fundamental to the region’s prosperity, connecting workers to jobs, businesses to markets, and people to their families and friends. Working in partnership, the railway’s plan will spread growth to communities across the region, drive unprecedented improvements for our customers and secure a brighter future for people who work in rail.’ Mark Langman, Route Managing Director for Network Rail’s Western Route, said: ‘The railway is a crucial piece of the region’s infrastructure, moving the people and goods that power our economy faster and more efficiently, connecting businesses in the West of England to markets all over the world. By supporting our existing talent, moving forward as one team and encouraging new recruits with workforce training, we are securing a bright future for our employees and the communities in which they live and work.’ By 2019, free WiFi and at-seat power will be available across most fleets in the West of England. Work to improve Public Performance Measures for train punctuality between 2019 and 2024 is planned along with the introduction of Senior Incident Officers to improve the speed and handling of responses to railway incidents – ultimately reducing delays. Community spirit Another commitment within the plan aims to put communities at the heart of decision making and investment. This means creating better railway stations with improved facilities, passenger information and connectivity. It will also see better support for local projects, community rail partnerships and rail user groups across the network. The plan also guarantees
to continue with the Western Route Supervisory Board, which brings together all passenger, freight and infrastructure operators running on the route with passenger group Transport Focus; helping to maintain high standards and accountability. Some of the improvements already underway or on the horizon include £50 million of station and car park investment to improve and enhance the access to stations, working together with local authorities and others to support new and reopened station projects such as Reading Green Park and proposed projects such as Portway Parkway in Bristol. Network Rail managed stations will introduce free drinking water facilities – helping reduce plastic waste. As part of a 3-year programme, GWR’s Customer and Communities Improvement Fund provides investment into long term community improvements across the network. A £2.25 million fund is available to local communities to address areas of social need and provide a link to the rail network. Successful schemes include travel plans for Bourne End and Marlow railway stations; an employability course for young people with learning disabilities in Devon and a new waiting shelter at Tackley railway
station. Attracting diverse talent and providing rewarding careers is another of the commitments outlined in the Plan. This means attracting higher numbers of people from diverse backgrounds and working in partnership with education providers. A work placement ‘Get into Railways’ scheme, developed with The Prince’s Trust
will provide more than 250 apprentice places between 2014 and 2024. Companies supplying services to the rail industry are employing hundreds of people across the West of England. From Bristol-based WS Atkins, one of the world’s most respected design, engineering and project management consultancies, to Siemens’ Rail Automation, working from its base in Chippenham to develop the latest technology in signalling, control and communication to keep the railway safe. Not to mention Hitachi, which has invested £80 million in its Bristol depot alone, where it employs 200 people. But it’s not just the big, household names. Scores of small and medium sized business, from Melksham to Liskeard, are manufacturing everything from braking systems, to train floors and pantographs, along with other essential equipment that keeps the West of England’s railway running. Investment in the railway already has substantial benefits to the wider supply chain. In 2015 alone, 257 suppliers benefited from £900 million worth of Network Rail expenditure across the Western Route, supporting an estimated 15,000 jobs. As more services are introduced, more freight and customers travel by train, this supply chain grows along with the opportunities for more people and businesses. It’s therefore very welcome news that rail companies in the West are working together more closely to secure growth across the West of England, creating a vision for the future and bringing about improvements for customers, communities and businesses like never before. Rail Professional
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HS2 leads to business opportunities Lisa Hamilton, HS2 Project Manager at the West Midlands Combined Authority takes a look at the business opportunities being presented by HS2
ne new high-speed rail, 2 new stations, 104,000 new jobs and £14 billion in GVA. The HS2 project is coming and it’s time for West Midlands businesses to grasp the opportunities. HS2 is the largest infrastructure project in Europe; it is delivering a once-in-ageneration opportunity to drive economic growth and prosperity across the West Midlands and create a legacy in terms of regeneration, jobs, skills, and connectivity. HS2 will provide new links to businesses, clients, suppliers and services, through a fast, efficient network: Manchester, Leeds and London will all be within an hour of Birmingham. Supply chain The scale of HS2, the largest infrastructure project in Europe, creates the requirement
for an extensive and varied supply chain. This provides unprecedented opportunities for businesses in the West Midlands for the next 20 years, across a vast and diverse range of areas from design to construction, catering to cleaning, and manufacturing to maintenance. Speaking about the impact that HS2 will have on the economy, the Mayor of the West Midlands Combined Authority, Andy Street, said: ‘The HS2 Supply Chain Programme will deliver incredible economic benefits to the West Midlands, allowing local businesses to realise the value from the millions of pounds of infrastructure investment in the region. The works that will soon be starting across the region signal the start of the amazing impact that HS2 will deliver for the region. ‘What is so impressive about the HS2 Supply Chain Programme is that it will be local businesses and employees receiving the
benefit, allowing the region to increase jobs, improve education and further highlight the bright future that HS2 has the potential to deliver.’ People automatically think of trains and tracks when they think about HS2, but the breadth and depth of the supply chain required is much more than this and a key challenge is ensuring that West Midlands companies are aware of the opportunities that we would like them to be able to fulfil. The West Midlands will have 2 stations in the first phase of the network, 1 at Curzon Street in Birmingham, and an interchange station at The Hub in Solihull. The designers have just been appointed by HS2, so it will
there are further infrastructure projects that are taking place at the same time, like the Paradise development and very soon we will see the preparation for the Commonwealth Games be several months before we know what the stations will look like but plans for the surrounding areas are well underway. These stations will be much more than iconic new additions to the skyline, they are the keys to realising the potential across the wider region; through the Curzon Masterplan and the Urban Growth Company’s vision for The Hub at Solihull, this regeneration linked to HS2’s arrival is expected to create thousands of new homes and 50,000 jobs in Birmingham and Solihull alone. As well as the new stations, there will be huge investment in civil engineering work as the high-speed line is constructed, while an extensive programme of preparatory works, ranging from archaeology investigations to nature conservation, is already underway and will continue over the next few years. For all aspects of the work, HS2 will directly procure and manage a relatively small number of high-value major works Rail Professional
contracts which will be delivered directly by Tier 1 contractors. These contractors will then procure and manage many smaller sub-contractors, engaging a much larger and more diverse range of smaller suppliers. These smaller sub-contracted businesses need to understand the procurement processes and prepare themselves so they’re ready for when these business opportunities materialise. Laing O’Rourke and J. Murphy & Sons, 2 of the UK’s leading engineering and construction companies, are currently managing the enabling works in the West Midlands for Phase 1 as LM. Balfour Beatty and Vinci have combined to form the BBV joint venture and were awarded the Tier 1 civils works for area north. WSP UK (working with Grimshaw Architects LLP) has been awarded the contract to help develop and refine the detailed plans for Birmingham Curzon Street, while Ove Arup & Partners International (working with Arup Associates and Wilkinson Eyre Architects) is doing the same for Birmingham Interchange. Commenting on the need for businesses to be aware of the processes, Sean O’Brien, Procurement Leader for the LM joint venture, said: ‘The HS2 project is starting to pick up pace as we move through 2018. As we confirm the scope of our requirements, we will see a dramatic increase in the number of Tier 2, and then Tier 3 and 4, contracts being made available. ‘It is critical that businesses are aware, through our CompeteFor portal, of the types, and timings of contracts available, and the eligibility criteria they will be required to meet.’
Opportunities for SMEs At the HS2 Growth Delivery Team, we are undertaking a number of initiatives to maximise the success of local businesses securing contacts. For example, it is imperative that all businesses wishing to deal with HS2 are capable of using BIM (building information modelling). There is a West Midlands-specific site (www.bimwm.co.uk) for this essential deliverable of public sector projects. HVM City is a regional platform that links to all CompeteFor opportunities but has been enhanced to provide regional businesses with access to many more regional and national opportunities. Right now, the West Midlands is experiencing a renaissance. As well as projects that link to HS2, such as the Midland Metro Alliance extensions across the region through Birmingham and Wolverhampton, or the wider development of The Hub at Solihull, there are further infrastructure projects that are taking place at the same time, like the Paradise development and very soon we will see the preparation for the Commonwealth Games. Businesses are advised to keep an eye on all future HS2 contract announcements on HVM City, as construction of the stations and rolling stock maintenance depot at Washwood Heath begins, as well as the work that will be required for further phases of the line when they get royal assent. Phase 2a, between the West Midlands and Crewe, is currently being reviewed by the High Speed Rail (West Midlands-Crewe) Bill Committee. Along with Phase 2b (Crewe to Manchester and the West Midlands to Leeds), Phase 2a will create thousands of additional supply chain sub-contracts. Support networks To help local businesses, support is available through local Growth Hubs, which are well placed to provide free advice across a number of related areas, including capital expenditure, application of innovative advanced technology, building information modelling, market development, and mentoring and coaching. Businesses that want to find out more about the opportunities within the HS2 Supply Chain Programme, the eligibility criteria, how to apply, and the support and including funding available, should contact their local Growth Hub where they will receive free advice. To find the relevant contact details visit http://www.lepnetwork.net/growth-hubs/. Full details of all HS2 opportunities are available via the CompeteFor portal https:// www.competefor.com. Register at www. hvmcity.co.uk – this is a virtual platform highlighting procurement opportunities, supply chain capabilities and inward investment opportunities. Lisa Hamilton is HS2 Project Manager at the West Midlands Combined Authority she can be reached at firstname.lastname@example.org and on 0121 303 3356
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Understanding your organisation Kate Parker and Lakshan Saldin talk about social network analysis and its potential role in understanding organisations in the corporate environment
ince the Cambridge Analytica and Facebook story broke back in March, individuals and organisations have been re-evaluating their relationships with online social networks. What has become apparent is both the degree to which our digital footprints are interconnected, and the high value placed on the information that this interconnectivity can yield. Knowledge and insights gleaned from understanding the online relationships between people and information flows can be used to influence behaviours to support given objectives. For most people the term ‘social network’ is firmly anchored in the digital age of smart phones and social media. However, the concept of a social network significantly predates the world-wide-web and has its roots in the emerging discipline of sociology at the end of the 19th Century. The social network in this broader context describes a social structure defined by the interactions between individuals or organisations. In the last twenty years these interactions have been transformed by new communication technologies so that social networks now span the physical and online worlds. The huge increase in opportunities for peer-to-peer communication, including within and between companies and industries, means that informal social networks are now often more influential than imposed formal hierarchies. Connectivity is critical to success. All organisations, whether SMEs or multi-nationals, are made up of multiple social networks that cut across disciplines, hierarchies and company boundaries. These informal networks provide the communication and knowledge transfer pathways (both digital and real world) which define the way the organisation will function, operate and collaborate. Relationship networks may include: • advice networks – prominent players in an organisation on whom others depend on to solve problems and provide technical information • trust networks – identifies employees who share delicate information with each other and back one another in a crisis
• communication networks – employees who talk about work-related matters on a regular basis. Formal organisation charts set out how an organisation is expected to operate. However, individuals not visible in the formal ‘org chart’ structure may be highly valued by colleagues for their ability to provide knowledge and information, serve as critical conduits in information transfer or be important sources of institutional memory. Social networks diagrams can show this information visually. Figure 1 is an example of a simple network diagram showing technical communication links within a single engineering discipline, in this case larger nodes represent more senior individuals.
Social networks are especially important in knowledge intensive industries, such as those associated with engineering and technology. Research has shown that engineers are 5 times more likely to turn to friends or colleagues for information than to impersonal sources such as formal hierarchical structures and systems. Research also shows that the companies that make full use of extensive informal social networks benefit from increased innovation and better access to knowledge and collaborators. Social networks that cross organisational boundaries can promote entrepreneurship and collective learning, resulting in greater chances of initial business success and an increased ability to weather uncertainty and change. The benefits of peer-to-peer social networks in terms of innovation, even across commercial boundaries, can be preferable to expending energy on attempting to maintain secrecy.
Social network analysis Social network analysis uncovers the informal links and relationships between individuals in an organisation. It also provides a visual model of the way an organisation is actually operating. It allows organisations to understand their communication and knowledge transfer pathways and establish whether their organisation chart is a true representation of how they are functioning. Using social network analysis to map an organisation can reveal structural problems that will impact day to day operation and identify individuals that play key roles in the network (who may not appear in formal organisation charts). It can also provide insights into political and priority conflicts, non-routine problems and gaps in information flow. Applications of social network analysis include: • general management – identification of candidates for promotion and managing flight risk, merging teams/organisations with different cultures or based across different geographical locations, and assessing organisational vulnerabilities • knowledge management – improving communication and collaboration between specialists and specialist departments and understanding inter-organisation peer-topeer networks to make better use of them • innovation management – discovering conduits for promoting innovation and the uptake of management change initiatives and providing managers with a baseline measurement against which the impact of implementing organisational changes can be measured. Social network analysis provides managers with high value information that can provide insights on current situations and advance warning of future issues. Rather than providing absolute answers, it often raises further questions to explore, specific to the project or organisational context. The resulting knowledge can be used strategically to influence behaviours, for example using nudge techniques, towards achieving given objectives. We expanded on this in our presentation ‘Using ‘Nudge’ Rail Professional
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Techniques to Influence Behaviour in an Engineering Office’ at the SPE Intelligent Energy Conference in September 2016. Case study – how is it done? Asking individuals ‘Who do you turn to for information on how to do your work?’ is often the most important first question to ask in developing an understanding of a company’s informal networks. Softwarebased quantitative analysis can be used to model and analyse larger networks. In the example provided in Figure 2 the communication and advice network in a project organisation was analysed. The organisation consisted of 5 company groups: the project owner, a consultancy responsible for the provision of the owners engineering and project services, and three specialist contractors. The organisation was a mix of full and part time resources and was geographically dispersed in clusters across a number of locations. The social network diagram clearly shows the transfer of knowledge, and the sources of that knowledge. In this case the questions to explore further might include: • does the clustering of the 2 main companies indicate a lack of integration? • what impact does the geographical location of personnel have on the network? Why?
• do the dominant roles of Project Director or Deputy Director make the organisation vulnerable if one leaves? • should the Technical Advisor, an important source of information, be more central in the social network? Why are they on the margins? • should the 3 external contractors have relationships beyond the Project Director and Project Managers? • are they clear on how their scope integrates with the full project scope? • is their position at the very edge of the social network resulting in lost value opportunities that might arise from the chance to share knowledge and explore ideas with other technical disciplines? New information for Managers Through focussing on the relationships between people rather than their individual attributes social network analysis moves beyond individual perceptions and recognises the importance of communication as well as individual technical competencies.
The ability to visualise this interconnectivity enables organisations to understand the informal social networks that are in operation, and to identify opportunities to make more effective use of them. Social networks cross the digital world and real worlds, and new communication technologies can play a role in supporting communication and collaboration. Building and maintaining well networked teams can improve organisational innovation, collaboration and agility. Kate Parker and Lakshan Saldin are Directors of Agilis
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Your trusted partner for access to the full Schaltbau product range including our support for complete turnkey projects, spares, reliability enhancements and full maintenance packages Rolling Stock Products include: • Auxiliary Power • Control – Real Time Monitoring • CCTV, Event Recorders, OTMR • Data Communications • Door Systems and Step Systems • Drivers Desk and Full Cab Fronts • Master Controllers • HVAC • Lighting Systems • Passenger Information • Rail Exteriors – Battery Boxes, Roofs, Windows • Rail Interiors • Refurbishment of Rolling Stock • Toilet Modules and Sanitary Systems Rail Infrastructure Products Include: • Platform Screen Doors • Point Heating Systems • Railway Signal Technology • Shunting Equipment • Tunnel Security Lighting
Unit 2 Patriot Drive, Rooksley, Milton Keynes. MK13 8PU Contact: Steve Farr – Commercial Manager – 01908 224140 www.schaltbau.com
We offer a bespoke service, however complex and whatever project size. Our specialised team of Engineers will work with you from the very start of the pre-planning stages and throughout the project, right to the end - assisting you in the design, construction, installation, upgrade and maintenance works. Developing need analysis reporting and relevant system certifications, our work is always to the very highest quality. SMART planning helps us to achieve multi project interfacing whilst practicing great diversity throughout - minimising risk, offering a performance which is, a safe environment, rich in industry knowledge and individual expertise.
We supply, construct, install, test and commission electrical distribution systems… • Level A: AC and DC competent engineers for Isolation and Earthing, issuing of HV Permits to Work, Certificates of Isolation, Circuit State Certificates and Sanctions for Test • Level B: AC and DC Competent engineers for HV / LV Switching • Level C and D competent engineers for Substation access and permit accepting • Three Phase / Single Phase competent engineers • Testers in Charge / Lead System Test Engineers • System testing capabilities including HV Overhead Line section proving / Short Circuit Testing / Entry into Services of new HV Substation Equipment • Preparation and Documentation • VL / VT monitoring to confirm system immunisation • Preparation of switching documentation / commissioning schedules / Strategies /testing documentation • HV, LV and DC Switchgear Testing and Commissioning including Protection Relay testing • Autotransformer / transformer testing HV, LV and DC testing • Supervisory and SCADA commissioning, End to End testing from site to Electrical Control Room • Structure Mounted Outdoor Switchgear (SMOS) testing and commissioning • Motor Operated Switch (MOS) setup and commissioning • National Grid – Person competent engineers • Engineers competent to Controller of Site Safety (COSS) including Overhead Line and Conductor Rail Permit • Experience in the test and commissioning of HV systems interfacing with the National Grid and Network Rail Overhead line Catenary systems • HV and LV Electrical installation technicians and engineers • BS7671 – 17th edition Low Voltage competent testers
Unit 9, 194 Commerce Park, Stephenson Road, Washington, Tyne and Wear NE37 3HR T: 0191 419 1519 E: firstname.lastname@example.org W: www.am-electricals.com
The company believe that safety goes hand in hand with efficiency, productivity, performance and good staff morale and relations. This is clearly part of the company’s success as we are recognised for our exemplary health and safety record. The company recognises its duties to persons other than employees and it is the company’s policy to ensure, so far as is reasonably practicable, that health and safety of such persons is not put at risk by the company’s operations.
RAIL FREIGHT |
Sharing the load Rail freight is key to servicing the UK economy in a cleaner safer way which reduces road collisions and road infrastructure damage, says Philippa Edmunds
he latest analysis by KPMG, in December 2017, confirms this and shows that rail freight is moving on from sectorial challenges due to the sharp decline in coal movements. In 2016, rail freight generated economic benefits for UK Plc of £1.73 billion, which included productivity benefits of £1.17 billion for Britain’s businesses and externality benefits of £0.56 billion, through lower road congestion and environmental gains. Productivity and externality benefits have also been disaggregated to a regional level to demonstrate rail freight’s role in supporting regional economies. Rail freight has a big role in supporting businesses around the country with the majority of the benefits accruing in 4 regions – North West, Yorkshire and the Humber, Scotland and the West Midlands. Together these regions accounted for nearly 60 per cent of the total national productivity and externality benefits delivered by rail freight in 2016. Moreover, rail freight operators work in partnership with the rail industry to keep the network open by operating engineering services illustrated by the recent images of snow ploughs, which reduce the cost of running the railway and save the taxpayer up to an estimated £88 million per year. The latest rail freight figures, for the period October to December 2017, support the KPMG analysis and show a positive future for rail freight in consumer goods and construction materials which together now account for almost two thirds of UK rail freight. In fact, the biggest issue facing rail freight is a shortage of infrastructure capacity so continued Government investment to unblock pinch-points and improve the capability of the Strategic Freight Network, is crucial to satisfy customer demand in both sectors. The strong benefit to cost ratios for
freight enhancements, typically in the range of 4:1 to 8:1, highlighted in the latest Network Rail Route Strategic Plan, should be factored into investment planning. Targeted rail freight upgrades work; the gauge upgrades out of Southampton Port increased rail’s market share from 29 to 36 per cent within a year and had a benefit-cost ratio of 5 to 1. So, Freight on Rail is making a strong socioeconomic case for continued Government rail freight investment in the Strategic Rail Freight Network, for which no figures have been given as yet for the next 5-year period from 2019-2024, known as Control Period 6. Government investment in rail freight is also key to giving the industry confidence
to invest in terminals, wagons, rolling stock and technology as complementary investments by the private sector have supported Government investment in the rail freight network. The freight operators have made £2.8 billion of investment since 1994 to enhance capacity and improve performance and reliability. The Government should support rail freight because of the socioeconomic benefits to UK PLC in recognition of the lack of parity between HGVs and rail. The latest MTRU research we commissioned in January 2018 shows that HGVs are still only paying for a third of the costs they impose on society and the economy in terms of road congestion, road damage, road collisions and pollution. Rail Professional
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Setting the Standard in Cleaning & Maintenance
CMS Rail advert.qxp_Layout 1 18/11/2016 12:37 Page 1
CMS Cepcor is a high quality machining company based in Coalville Leicester. We specialise in supplying both standard and narrow gauge heritage railway organisations with quality products. Recent examples: • Tyseley Locomotive Works - Valve and cylinder liners • LMS Patriot project- expansion links, bushes, eccentric rods and sheaves, big end strap, reversing gear components and brake gear parts • Class 5 4-6-0, No 44767 “George Stephenson” - new cylinders We also have the capability of machining all motion parts (inc. full length connecting and coupling rods) plus pressing wheels/axle assemblies. CMS Cepcor Precision Services Technical Centre, Samson Road, Hermitage Ind. Est., Coalville, Leicestershire, LE67 3FP Tel: 01530 510247 E: firstname.lastname@example.org
RAIL FREIGHT |
In fact, the HGV sector receives a £6 billion subsidy each year funded by the taxpayer which makes it difficult for rail freight to compete, hence the need for rail freight upgrades and affordable freight charges in the next Network Rail period which is under review by the ORR now. Stable and affordable access charges and incentives based on long-run efficient costs would provide confidence to the private sector to continue to invest in long-life assets to support growth. Conversely, any increases in rail freight charges will force trainloads of freight back onto the road resulting in extra congestion, road crashes and pollution costs for society. An appropriately funded rail freight grants regime would help to offset the level of disparity between the modes. Furthermore, we believe the Government should introduce distance-based charging, instead of the existing daily charge, in its current review of the Lorry Road User Levy to better reflect HGV costs, encourage more efficient lorry use of the road network and reduce unnecessary lorry miles. Currently, it bears no direct relationship to the amount HGVs use the network, Government figures show that only a third (34 per cent) of HGVs are full in terms of load volume, and another third (30 per cent) are driving around completely empty, figures which have been growing for some years. The ORR’s combined responsibilities for both modes should facilitate parity in charging across the 2 modes. Rail freight operators already pay distance-based charges, which varies per vehicle type and by weight so a distance-based HGV charge would place the competing modes on a more similar basis. Our research showed that, HGVs are in fact only paying 11 per cent of their road infrastructure costs despite the
In fact, the HGV sector receives a £6 billion subsidy each year funded by the taxpayer which makes it difficult for rail freight to compete, hence the need for rail freight upgrades and affordable freight charges in the next Network Rail period which is under review by the ORR now
fact that the FTA wrongly claim that HGVs are paying 3 times their road damage costs. The construction sector expanded by 7 per cent last year and was nearly 60 per cent up over the previous decade and has a bright future fuelled by the demand for housing and infrastructure development. The latest quarterly ORR rail freight statistics, issued at beginning of March, show construction traffic grew 5 per cent. Furthermore, in London almost half of building materials are delivered by rail with large amounts of industrial waste then being removed by rail; each freight train can carry enough materials to build thirty houses. The planning permission to build a modern aggregates rail freight terminal on
existing rail lands at Cricklewood, North London to service the £4.5 billion Brent Cross housing regeneration is noteworthy as it represented one of the few remaining suitable sites in the capital with good rail and road connections. Without the rail terminal, building between 7,000 -8,000 apartments would not be viable as all these construction materials would have to be delivered by heavy goods vehicles (HGVs) with all the associated congestion, pollution and safety impacts. Furthermore, this planning consent sets a crucial precedent which demonstrates that local authorities should support local rail freight terminals based on the wider national and sub-regional socioeconomic benefits of Rail Professional
| RAIL FREIGHT
rail freight as long as there are adequate mitigation measures to handle local impacts. The consumer market, which has seen consistent growth with a 10 per cent increase in the past 3 years, now makes up 40 per cent of rail freight. Ports, terminals and other users of rail freight have invested in infrastructure and other capital equipment with the ports of Felixstowe, Southampton, London Gateway and Liverpool have all made significant contributions. Felixstowe, the largest UK container port, continues to grow and invest in rail facilities. It became the first port in the UK to handle more than 1 million TEU by rail in a single year. Furthermore, the £60 million branch line upgrades from Ipswich to Felixstowe, jointly funded by Network Rail and Hutchisons Ports will allow up to 47 freight trains to run per day in each direction between the port and Ipswich. Already the 33 freight trains in and out of Felixstowe remove around 2,500 lorries per day off the congested A14 corridor. The A14 corridor from Felixstowe has up to 6,500 of the largest HGVs, (5 & 6 axle articulated lorries) on the route each day which represents between 10 and 17 per cent of all traffic. If the rail network was fully upgraded, rail freight could be increased by 50 or 60 per cent on the A14 corridor removing a further 2,000 trucks each day which are equivalent to between 6000 to 8000 cars, once calculations are made for the extra space and braking distances for these large HGVs in congested conditions. Multimodal freight Our recent research confirms what we have long argued, that integrated rail and road planning is the best way to reduce road congestion, collisions and pollution. It shows that on certain strategic transport corridors it is possible to improve road conditions without needing to add more road capacity by upgrading the existing rail lines which run parallel to key congested Rail Professional
motorway routes and would allow large numbers of lorry loads to be transferred to rail, easing congestion, improving air quality and reducing road collisions. The research examined the socioeconomic benefits of upgrading existing rail lines on 4 heavily congested routes: the A14 between Felixstowe and the Midlands, the A34 from Southampton to the Midlands, and the M6 and M62 motorways, which together carry around 37,500 of the large HGVs every day. Transferring 2,000 HGVs, equivalent to up to 8,000 cars, from each of these corridors every day to rail would significantly improve road conditions without needing to add extra road capacity and would reduce nitrogen oxide emissions by 10 per cent and particulates by 7 per cent per corridor. Furthermore, national carbon dioxide emissions could be reduced by 2.5 per cent and killed and seriously injured figures reduced by 18, nationally if these 4 corridors were upgraded. The research also highlights that rail freight has a long-term role in reducing non-exhaust particulates. While the latest euro VI engine technology reduces exhaust particulates, non-exhaust particulates pollution from HGV tyres and brakes, which is hard to reduce for trucks, will remain a serious problem for which there is no current solution, especially for trucks which have large tyres. The DfT, which sponsored the congestion element of the research, said the following: ‘We agree with the Campaign for Better Transport that rail freight offers real benefits for the environment and helps keep bulky loads off the road network, helping to ease congestion for other motorists. We look forward to using these findings to help inform our coming road and rail strategies and are committed to working with the rail freight industry to support growth of the sector.’ Veridon’s new rail hub is part of the iPort logistics hub at Doncaster, expected to bring up to 5,000 new jobs to the area, is fully
operational and is the first inland strategic rail freight terminal built for 10 years. The terminal connects to the East Coast Main Line and is located next to the M18 close to Sheffield Airport and within 2 hours of the East Coast’s deep-sea ports. However, our belief that the uncertainty over further electrification schemes, is short-sighted and deeply disappointing has been backed up by the latest National Audit Office (NAO) report, issued at the end of March. Electrification, which is a proven technology, increases rail speeds and capacity, reduces maintenance costs as well as reducing carbon dioxide and air pollution. Our view is that the urgent need to decarbonise transport and the unprecedented awareness of the health costs of air pollution mean the Government should revisit that decision and redouble its research into alternatives energy sources for rail freight locomotives. Rail freight could and should also be playing a larger role in reducing NOx and particulate emissions; HGVs account for around 21 per cent of road transport NOx emissions while making up just 5 per cent of vehicle miles. There is also growing recognition of the need to tackle freight’s particulate emissions from brake and tyre as well as tail-pipe particulate emissions. Over half of small particle pollution comes from the wear on brake discs and tyres and by throwing up dust from roads; in the case of large HGVs it will be difficult to reduce these emissions. The rail freight operators have invested in stop/start technology to reduce emissions and have a partnership deal with Network Rail and Siemens to introduce the European Train Control Systems (ETCS) in the freight sector. This will enable the installation of European Rail Traffic Management System (ERTMS) in-cab signalling in all freight sector locomotives which will vastly improve safety and efficiency. Direct Rail Services has brought the UK’s first 10 dual electric and diesel locomotives, the Class 88, which can go anywhere on the rail network. These locomotives are capable of bridging gaps in the UK electrified network in a seamless way which minimises delays and are ideal for the freight market as they can use its diesel engine to go into freight terminals. Congestion costs the UK £30 billion a year according to Inrix’s latest figures with the UK ranked the fourth most congested developed country and third most congested in Europe. Rail freight could and should be part of the solution; shippers and construction firms are crying out for more rail freight services which are constrained by the rail network. Philippa Edmunds is Freight on Rail Manager
Freight on Rail members are Campaign for Better Transport, DB Cargo UK, Freightliner, Direct Rail Services, GB Railfreight, Colas Rail, ASLEF, RMT, TSSA and Rail Freight Group
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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 decisionmaking 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 cutting-edge innovative solutions that are accurate and reliable, always designed to meet the needs of each sector.
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VIEWPOINT FEATURE |
Putting food on the shelf Our big cities are changing rapidly â€“ with populations continuing to grow, especially in the North and the Midlands. Chris Polack CEng, explains
his means demand for deliveries to city centres is increasing, and with it greater strain on supply chains. There is a growing realisation that cities need to be fit for people to live in, and a major obstacle is the high level of air pollution, much of it a result of transport activities. A number of regional transport plans have recognised this issue, such as Transport for the Northâ€™s Strategic Transport Plan â€“ it is clear that willingly, or under duress, the logistics sector is going to have to clean up its act. Final mile The make or break factor for many rail-based supply chains is the final mile delivery, getting the product from the train to the customer. There is now a viable range of reliable, electrically powered road vehicles that can do this.
So, it is possible to imagine a rail-based solution that can deliver transformational change in city centre deliveries. Electrically hauled trains delivering to a city centre cross-dock for distribution by electrically powered vehicles – this is a game changer, which will drive a dramatic reduction in congestion and improve air quality. In this vision, city centre deliveries will originate at a supermarket’s distribution centre (DC) or a multi-user consolidation centre. Rail connected DCs will be located outside the city where there is less pressure on land use and where labour costs are
lower. The DC will consolidate deliveries, on roll cages or pallets, for a number of city centre stores and these will be loaded to trains for the trunk haul. Further development of suitable rail vehicles would help improve city centre deliveries; potential options include conventional vans, curtain sided swap bodies, freight multiple units or perhaps conversion of redundant passenger vehicles. More innovative solutions are possible, a technology for quickly converting a passenger coach for freight delivery has recently won funding from the Department of Transport. Many rail routes into our larger cities are already electrified, and the Government has stated its ambition to withdraw diesel only trains by 2040, with Rail Minister Jo Johnson announcing the Government’s intention to totally phase out diesel in a speech in February. A vision for delivery by electrically hauled trains has been set out by Worth (2018) and indeed this vision is being delivered today, with regular electrically hauled freight trains on the West Coast Main Line. At the city centre cross-dock the roll cages and pallets will be transferred to electrically powered road vehicles for the final mile delivery. The cross-dock facility could be purpose built, or it could be located
at a passenger station, making use of spare capacity late at night and early in the morning. Using road vehicles for just the final mile makes it practical, and economical, to use smaller vehicles which are more manoeuvrable and easier to park in restricted city centres. Electric vehicles are also quieter, making night time deliveries more acceptable. This electric vision is not limited to retail or business to business deliveries. It could easily be adopted for parcels with final delivery by electric vehicles or bikes. Electric combination So, there is a winning combination available; trunk haul by electrically hauled trains to an inner city cross-dock for onward final mile delivery by electric vehicles. The technology is already in place, a trial for a parcels carrier to London’s Euston station was held in 2014. A number of rail industry players are considering this concept and we can expect further trials. This electric vision will deliver reduced congestion, less pollution and enhanced quality of life for city residents. A mutually beneficial sustainable solution for city centre deliveries. Chris Polack CEng is Director of Bootham Network Solutions
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The future of the UKâ€™s rail network lies in the hands of its own people. An increasingly digitally engaged workforce has seen unprecedented digitalisation throughout the past decade alone, and for this to continue, collaboration and a commitment to innovation is needed. Smart technologies and mobile apps have replaced paper-based processes and empowered rail to continually seek new and innovative ways of working. The advent of virtual and augmented realities now permeating the industryâ€™s digital landscape means that OnTracâ€™s continued commitment to both rail and digital disruption, sees our research and development teams focused firmly on the future.
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HS2’s route to SEE success Morson map out the challenges facing one of the UK’s most exciting major infrastructure projects: HS2
ot only will Europe’s largest engineering and construction project become the new backbone of our national rail network, improving connections between our most thriving cities and regions, it will also work to support the wider industrial strategy. It’s easy to see why HS2 is positioned as a catalyst for growth across Britain. The vision is for a project that will generate thousands of skilled jobs and support a varied and sustainable economy that works for all. This single project will create an estimated 24,600 construction roles, 3,100 permanent roles in operations and maintenance and more than 2,000 new apprenticeships. Project mapping Morson International, together with its sister company Vital Rail, has been proactively mapping HS2 from the project’s infancy to identify key stakeholders, objectives, services, challenges and potential barriers to enable us to advise both clients and candidates involved in the scheme. ‘Project mapping is an increasing focus of our business, especially in light of the UK’s ever-growing pipeline of major infrastructure schemes’ explains Marie Rayner, Head of Process at Morson International. ‘This ongoing exercise helps us to better understand the project lifecycle and its requirements from more than just a recruitment and talent perspective. It’s this bigger picture thinking of how Tier 1 contractors, subcontractors and suppliers work together that enables us to identify the barriers that they’ll face and develop tailored solutions.’ HS2 will generate more than 7,000 contractor opportunities throughout its delivery cycle. To ensure the project achieves its core vision of changing the face of Britain’s workforce, HS2 has imposed a number of skills, employment and education (SEE) outputs. The criteria and targets vary from contractor to contractor and depend on the nature of the works, contract value and stage of delivery involved. For example, one SEE output involves the recruitment of a new apprentice onto an approved apprenticeship standard by either the contractor, subcontractor or the contractors’ supply chain, or recruitment of
an existing member of the workforce onto an apprenticeship to upskill. Marie continues: ‘Most businesses are feeling the effects of growing skills shortages in technical sectors and demand on available skills due to the sheer number of major projects with delivery schedules aligned
to that of HS2, including Hinkley Point C, airport transformations and a number of highways schemes. The SEE outcomes are a way to ensure talent is available to the project, however without major change the supply chain will struggle to achieve their targets.’ Rail Professional
work harder and smarter not only to make apprenticeships the norm but to make them a preferred career route for students of all abilities. ‘To do this, we must give influencers, especially primary school teachers, the skills and knowledge to actively encourage young people into technical career routes, change the perceptions of apprenticeships and redesign the curriculum and course offering to focus on long term careers, rather than specific job roles. Very few young people grow up saying ‘I want to be a track operative’ compared to the number who would say that they want to work in engineering or on the railway.’
Thought leadership To better understand the challenges faced, Morson International brought together key opinion leaders from HS2 and the project’s supply chain – including BBV, Bechtel, CEK, Mott MacDonald and WSP - at a roundtable discussion to debate SEE targets, training, apprenticeships, collaboration and Government policy. Dr Kevin Gorton, Managing Director of the Morson Group, explained: ‘There are a number of economic, social and environmental factors that will impact the delivery of HS2 and all Tier 1 contractors unanimously agreed that the skills gap is the biggest barrier. Whilst these organisations are achieving their SEE targets at present, the challenges will only become more apparent as skills requirements increase at project peaks.’ In response, Morson International has developed a number of bespoke solutions specifically to aid the achievement of SEE outcomes, which have been explored in a detailed whitepaper report entitled ‘Skills on track: Future proofing the rail industry’. Rail Professional
The whitepaper details the short-term recruitment techniques and methodologies needed to meet the specific skills and volume levels required during key delivery points, as well as a bespoke reporting system that provides accurate, consistent and real time reporting of SEE outcomes. This will give the supply chain and HS2 the ability to monitor and track results against targets at the touch of a button. The findings focus predominantly on collaboration and collective change. In an industry that’s known for being insular, the entire supply chain must come together to share best practice, develop bespoke solutions and deliver real change. Kevin added: ‘Educating teachers and parents is a major theme throughout the report. Currently, sixth forms and colleges are pushed to meet sustained positive destinations for all students, be that further study, training or employment, yet these figures lack clarity on the actual numbers of learners who choose an apprenticeship. ‘For too long, apprenticeships have been viewed as second best and we need to
Diversifying the workforce The whitepaper also details key insights into the benefits of shared apprenticeship schemes, solutions that encourage career development and active transitioning across sectors, and initiatives that improve diversity in a sector where just 4 per cent of the workforce is female. HS2 specifies a number of equality, diversity and inclusion (EDI) requirements, such as promoting workforce welfare and removing the barrier to inclusive employment, to inspire underrepresented groups and those traditionally lacking in STEM subjects into the sector, and specifically to work on HS2. Kevin continues: ‘The whitepaper goes into great detail about the present day and future challenges facing the HS2 supply chain and what effective solutions are needed and have been developed to ensure its successful delivery. ‘No other sector has such a positive forward outlook as the rail industry. With more than £14 billion due to be invested in rail over the next decade, it’s one of the most exciting work environments in the UK.’ Marie concluded: ‘One of the most positive take homes from the roundtable event is that there’s a real appetite for change and collaboration between organisations. That’s exactly why we’ve proposed a HS2 Think Tank to help coordinate and oversee the initiative relating to SEE outputs; an initiative that we’re 100 per cent committed to driving forward. ‘Only by working collaboratively will we be able to prevent duplication of effort, increase the effectiveness of training, recruitment and diversity programmes and, ultimately, make a long-term difference to an entire sector and generation of people.’ For more information on the SEE outputs and to download Morson International’s ‘Skills on track: Future proofing the rail industry’ whitepaper, visit: https://www.morson.com/2018/03/ futureproofing-the-rail-industry/ Dr Kevin Gorton is Managing Director of the Morson Group and Marie Rayner is Head of Process at Morson International
INVEST IN YOUR PEOPLE Make sure youâ€™re ready to be part of the largest modernisation of rail in more than a hundred years. Our higher apprenticeship courses will allow you to maximise your levy opportunities to upskill your workforce and bring in new talent where you need it.
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Unlocking opportunities through HS2 Phase 2a With the first phase of HS2 beginning in earnest, Phase 2a is beginning to take on a more prominent role in the public realm
ith the HS2 Phase 2a (West Midlands – Crewe) bill having received its second reading and now beginning its public sessions in committee, it is time to turn our attention to what Phase 2a will look like, and what it will mean for the communities and economies that it will run through in the North West and the Midlands. Coinciding with these public sessions, High Speed Rail Industry Leaders (HSRIL) have published a report called ‘Fast-tracking Prosperity in the North West and Midlands: unlocking economic and transport opportunities through HS2 Phase 2a’. The report sets out how the economic benefits of HS2 Phase 2a can be maximised, through business investment and complementary local development plans. Not only will Phase 2a of HS2 reduce journey times from Liverpool and Manchester to London and the South East, the rationale for Phase 2a lies in a much wider range of benefits. HS2 Phase 2a will result in a significant increase in capacity, a planned hub station at Crewe, environmental benefits, and an enhanced supply chain. HSRIL’s report highlights these benefits, and the ways in which they can be amplified. Economic benefits The development of a Crewe Hub is a major
element of the economic case for Phase 2a. Crewe is a key location on the rail network and provides highly valuable connectivity throughout the UK. We have seen that the development of the Crewe Hub can allow for enhanced HS2 services. It will also provide for a very wide set of connecting trains, acting as feeders both to HS2 services and to one another. The creation of the Crewe Hub will add value to existing Crewe services and help make the case for further enhancements. By
2014, Crewe accounted for more originating London rail passengers than Warrington, Stafford, Chester or Stoke-on-Trent, reflecting its wide catchment for access by car in addition to its rail connections. Environmental benefits Environmental savings can be expected from quicker journey times, which should lead to a reduction in the demand for short-haul air travel, especially on the busy Glasgow/ Edinburgh – London routes, easing pressure on scarce Southeast England runway slots. These reduced journey times make rail significantly more attractive than air travel, and it is likely that many domestic air journeys will cease, resulting in a drop in carbon and other unwanted emissions. If there is a drop in domestic flights commensurate to the fall in number of flights between London and Paris after the introduction of HS1, then the annul carbon saving is 77,000 tonnes. Significantly, the sequential phasing of HS2 will help with the development of the supply chain, as is already taking place with the construction of Phase 1. Being able to see ahead to a long-term potential work-stream enables the supply chain to effectively innovate and invest in equipment Rail Professional
and delivery approaches. With the passage of the HS2 Phase 2a Bill through Parliament, there is now an opportunity to focus on and harness the supply chain benefits for Phase 2a, and the £3.48 billion part of the HS2 programme excluding the Crewe Hub. The goal is that 60 per cent of contracts for HS2 will go to SMEs.
Phase 2a of HS2 offers a panoply of economic opportunities, boosting local jobs and local businesses in the supply chain and enabling the connection of local and regional economies. HSRIL members are determined to make the delivery of this most exciting of national projects a success and to use it as a platform for industrial regeneration of the wider rail sector.
High Speed Rail Industry Leaders Representing companies with experience and a passion in rail, High Speed Rail Industry Leaders (HSRIL) is a coalition of industry experts committed to supporting the successful delivery of a world class high-speed rail network in Britain. The group’s purpose is to coordinate and share the expertise and experience across the industry – with the aim of ensuring that Britain’s national highspeed rail network is delivered efficiently and successfully to high quality standards. Our members are highly experienced in what they do and have helped deliver major infrastructure projects in the UK and around the world, ranging from creating entirely new high-speed networks through to maintaining and improving the UK’s existing rail network. We aim to use this experience and expertise to ensure the extension of the high-speed rail network leaves a lasting legacy for growth, jobs and skills that will be the envy of the world.
Nisrine Chartouny is a Civil Engineer, Bechtel and Director at High Speed Rail Industry Leaders
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| CONGESTION PLAN
Greater Manchester is growing Andy Burnham, Mayor of Greater Manchester, explains how the Congestion Plan will tackle the issues being caused by an increasing population
y 2040 it is estimated Greater Manchester will have 3 million residents, an increase of 200,000 people in just over 20 years. As we attract more people, jobs and investment we are, like all other successful cities around the world, creating more traffic. One of my pledges during my election campaign was to tackle congestion. To that end, last year, I launched the congestion conversation so I could gather the views of Greater Manchester’s residents, businesses and organisations. Over 7,000 people responded with their opinions on congestion and their suggestions on how to address the issue. It was a valuable exercise, bringing to the fore the personal impact of long and delayed
I asked Transport for Greater Manchester, the city-region’s 10 local authorities and panel of experts to use the information from the congestion conversation, alongside other data, to develop our plan to tackle increased traffic. The result is Greater Manchester’s Congestion Deal Rail Professional
journeys. It is easy for us as policy makers to focus on large-scale issues, such as the economy and environment, but the harmful effect congestion has on people’s day-to-day lives is just as, or even more, important. We heard stories of people stressed by their commutes, unable to spend enough time with their families, concerned about the effects on their health and unable to regularly get to work on time. We also heard about what they thought were the primary causes of congestion, including: too many people travelling at the same time, too many short car journeys, road works, poorly timed traffic signals and the lack of alternatives to driving. I asked Transport for Greater Manchester, the city-region’s 10 local authorities and panel of experts to use
the information from the congestion conversation, alongside other data, to develop our plan to tackle increased traffic. The result is Greater Manchester’s Congestion Deal. The Deal It is called a Deal because it depends on everyone doing their bit to help tackle congestion. Our approach is to focus on people and their behaviour, rather than vehicles. While there are measures to improve the way the road network is managed, and there is investment in new infrastructure, many of the interventions proposed are not traditional transport solutions. For example, working with businesses and other employers to enable more flexible working so that fewer people
CONGESTION PLAN |
The Metrolink expansion to the Trafford Centre will be completed in 2020 and there will be an additional investment of £82 million in up to 27 new trams, to increase capacity by over a quarter. In rail we expect there to be an additional 40,000 seats across the north every day, as the outdated and cramped pacer units are finally phased out have to travel at peak times. The Congestion Deal has 7 key themes. The first is smoother journeys. We want to ensure that there is less stop-start driving, by keeping traffic moving at the busiest time of day. We will do this by delivering a £400 million programme of schemes to upgrade junctions and provide new roads to address key bottlenecks. Alongside this there will be investment in new smart traffic signals at around 90 junctions to improve movement on congested corridors. We also want to make journeys more reliable. Greater Manchester’s transport network is complex and, inevitably, things will go wrong. If people don’t know why their journeys are taking longer it can cause frustration, stress and anxiety. Additionally, if people know about possible disruptions in advance they can plan their journeys to avoid them. We therefore want to ensure we are getting the right information and sharing it with the right people at the right time. To do this we are expanding our existing transport control centre, so it will run 24/7 and bring together multiple transport agencies for a coordinated approach. We will also be working with people
and employers on Greater Manchester’s most congested corridors, so we can give them better information on disruption. Communication during planned events that create significant traffic is also key, so we will ensure we are using all the channels available to us to reach the right audiences. We also want to take tighter control of roadworks through targeted enforcement of roadwork permit conditions and a lane rental scheme, so they are coordinated and finish on time. Metrolink The Metrolink expansion to the Trafford Centre will be completed in 2020 and there will be an additional investment of £82 million in up to 27 new trams, to increase capacity by over a quarter. In rail we expect there to be an additional 40,000 seats across the North every day, as the outdated and cramped pacer units are finally phased out. Building on the recently completed programme of interchange improvements at Bolton, Altrincham and Wythenshawe we will build new transport interchanges, in Ashton-under-Lyne, Stockport and Wigan town centres. Businesses and other employers also
need to do their part. More need to allow flexible working and vary opening hours, to reduce the number of people travelling at the same time. We will encourage this through the development of the GM Good Employer Charter. We also want to work with businesses to encourage their employers to consider different ways of commuting, such as cycling, and to reduce the number of deliveries at the most congested times of day. > Rail Professional
| CONGESTION PLAN
We will work with the communications sector to increase coverage of ultrafast broadband so that people can work anywhere. On Metrolink we will build on the existing corporate discount on annual season tickets and work with employers to simplify and promote the use of free and low interest season ticket loans. We are
also exploring the possibility of introducing cheaper Metrolink tickets at quieter times of day, such as before the morning rush hour. Finally, we need to ensure our plans are future proofed and forward looking. We need to work with developers, construction companies and service providers so that as we grow we do not make congestion worse.
This means putting new buildings in the right place and working together to create more attractive places for people. It also means making use of new technology and new solutions to tackle today’s problems. The Greater Manchester Spatial Framework will help ensure that new development is located where it can be highly accessible by cycling, walking and public transport, to reduce reliance on the car, particularly for short journeys. Our Construction Management Plans will ensure developers and constructions companies keep road clear at the busiest time of day and that disruption is kept to a minimum. We will also establish a Highways Academy across the local transport sector to develop the skills and work force for the future. As you can see there is a wide spectrum of measures in the Congestion Deal. There’s no quick fix or single solution to tackling congestion. No major city in the world has solved the problem. But if businesses, bus operators, councils and commuters work together, we can all make Greater Manchester a better place to live, work, visit and travel around. Andy Burnham is the Mayor of Greater Manchester and a Labour politician
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INFRARAIL 2018 |
Infrarail 2018 Infrarail is the essential showcase in the UK for railway infrastructure products and services
he show is organised by Mack Brooks Exhibitions (www. mackbrooks.com), which also runs the market-leading Railtex series of railway technology events in the UK. Outside the UK, the company’s regular rail industry exhibitions include EXPO Ferroviaria in Italy, SIFER in France and ExpoRail in both India and China. In addition, Mack Brooks is active in other market sectors, among them the metal industries, airport equipment, and printing and converting technology. Infrarail showcases every aspect of railway infrastructure technology and expertise, attracting visiting managers, engineers and buyers at the highest level. A host of high-profile keynote speakers will provide thought-provoking and essential
industry insight at Infrarail 2018. These include the Managing Director of Network Rail’s Group Digital Railway, David Waboso CBE. David previously spent 11 years with London Underground Limited as Capital Programmes Director. Sharing the spotlight will be the man with overall responsibility for the policies of the Department for Transport, State Secretary of Transport the Rt Hon Chris Grayling MP. Adding to the impressive list of keynote speakers are Managing Director, Phase 2 at High Speed Two (HS2) Paul Griffiths, who is responsible for planning and delivery of the £25 billion programme, and CEO of Rail Delivery Group Paul Plummer, who previously spent 13 years as Group Strategy Director at Network Rail. The list of high-profile organisations exhibiting includes HS2, the Railway
Industry Association, CEEQUAL, Rail Baltica, the Permanent Way Institution, RISQS, the Rail Delivery Group and the Rail Supply Group as well as a broad spectrum of companies representing the entire supply sector. Added to this are opportunities for networking, viewing products and exchanging ideas with exhibitors, as well as a CPD certified educational programme, industry seminars, project briefings and discussion groups. Opening Ceremony Chief Engineer of Network Rail Jon Shaw will open this year’s Infrarail at 10:30 in the Seminar Theatre. In a career spanning more than 20 years, Jon has held high-profile roles with major rail businesses including Hitachi, Ansaldo
A host of high-profile keynote speakers will provide thoughtprovoking and essential industry insight at Infrarail 2018. These include the Managing Director of Network Rail’s Group Digital Railway, David Waboso CBE. David previously spent 11 years with London Underground Limited as Capital Programmes Director Rail Professional
INFRARAIL 2018 |
STS and Bombardier, where he was VP Engineering, responsible for the design development and maintenance engineering of Bombardierâ€™s trains across Europe, Middle East and Africa. Jon will join a panel
including Stephen Brooks, Chairman of event organiser Mack Brooks, and Darren Caplan, Chief Executive of the Railway Industry Association for the official opening ceremony.
Secretary of State for Transport Chris Grayling was appointed as Secretary of State for Transport on 14 July 2016. He was elected Conservative MP for Epsom and Ewell in 2001. Chris was educated at The Royal Grammar School, High Wycombe and Sidney Sussex College, Cambridge, where he studied history
Keynote speakers Tuesday May 1 2018, 11:50am, Seminar Theatre Rt Hon Chris Grayling MP Secretary of State for Transport Chris Grayling was appointed as Secretary of State for Transport on 14 July 2016. He was elected Conservative MP for Epsom and Ewell in 2001. Chris was educated at The Royal Grammar School, High Wycombe and Sidney Sussex College, Cambridge, where he studied history. Tuesday May 1 2018, 1:50pm, Knowledge Hub David Waboso Managing Director of Digital Railway, Network Rail David is an internationally renowned engineer and project manager who has worked for some of the worldâ€™s most prestigious engineering and consulting firms on infrastructure programmes in the UK and internationally. A Chartered Engineer, he is a Fellow of the Royal Academy of Engineering, a Fellow of the Institution of
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INFRARAIL 2018 |
Thursday May 3, 10:30am, Seminar Theatre Lorna Pimlott Director of Phase Two Policy & Sponsorship (HS2) Lorna joined HS2 in April 2017 as the Director of Phase Two Policy & Sponsorship and is responsible for the sponsorship and policy advice across Phase 2a and Phase 2b. She leads the interfaces with DfT Sponsors and Senior Stakeholder relationships, to ensure the delivery and safeguarding of the HS2 business cases and the optimisation and protection of their benefits. Thursday May 3, 1:10pm, Knowledge Hub
The CITE Hub features companies supplying construction products and services, contracting skills, geotechnical expertise, tunnelling, and road infrastructure requirements plus the equipment, materials and products needed to complete large projects
Paul Plummer Chief Executive, Rail Delivery Group (RDG) Paul took up his role as Chief Executive of the Rail Delivery Group (RDG) in November 2015. He began working in the railway sector in 1999 when he became Chief Economist and Director of Economics and Finance at the Office of Rail Regulation. He went on to join Network Rail in 2002, and in 2008 he was appointed to the Network Rail Board as an Executive Director and Group Strategy Director at Network Rail Infrastructure Limited. In 2011, he became one of two Network Rail members of the RDG. Knowledge Hub For the first time Infrarail has a Knowledge Hub on the show floor â€“ a dedicated educational theatre offering a busy programme of Project Updates and Industry Briefings throughout the exhibition, hosted by the Railway Industry Association. The Knowledge Hub will also have a daily Keynote Address by an industry-leading speaker. Seminar Theatre The Rail Engineer is hosting a programme Rail Professional
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INFRARAIL 2018 |
of keynote addresses by leading influential figures as well as seminars by representatives of companies taking part in Infrarail, highlighting recent developments and innovations in technology. The CITE Hub Companies specialising in products and services for the civil infrastructure technology sector extending beyond and interconnected with rail will be exhibiting in a dedicated area within Infrarail – the CITE Hub. The CITE Hub features companies supplying construction products and services, contracting skills, geotechnical expertise, tunnelling, and road infrastructure requirements plus the equipment, materials and products needed to complete large projects. A total of 6,596 visitors from 51 countries attended Infrarail in 2016 and organisers are expecting that number to increase for the 2018 exhibition.
Show schedule Tuesday May 1 10:30 – Opening ceremony in the Seminar Theatre 11:10 – Condition-Based Supply Chain by Dr David McGorman, Managing Director of Instrumental in the Seminar Theatre 11:10 – Crossrail, Chris Binns, Chief Engineer of Crossrail in the Knowledge Hub 11:50 – Keynote Speech by the Rt Hon Chris Grayling, Secretary of State for Transport in the Seminar Theatre 12:30 – RILA Train Mounted Survey System by Trevor Burton, UK Programme Manager at Fugro in the Seminar Theatre 12:30 – Working Towards the Rail Sector Deal by Anna Delvecchio, Commercial Account Director at Amey and Rail Sector Deal Bid Director at Amey / Rail Delivery Group in the Knowledge Hub 13:10 – FFU Synthetic Longitudinal Baulks by Patrick Childs and Günther Koller, UK Sales Manager and Technical Consultant at Sekisui Chemical in the Seminar Theatre 13:10 – WiFi as a weapon: How customer communication networks can be used to take over trains by Ken Munro, Security Consultant at Pen Test Partners in the Knowledge Hub 13:50 – Asset Management: Performance Improvements and Maintenance Reviews b Mark Whiteaway, Leading Consultant & Quality Assurance Manager, BMT in the Seminar Theatre 13:50 – Keynote Address by David Waboso, Managing Director of Digital Railway at Network Rail in the Knowledge Hub 14:30 – Wireless Communication: An Essential Building Block for Railway 4.0 by
Ian Poulett, Head of Sales at Siemens in the Seminar Theatre 14:30 – Women in Rail: Working together to bridge the skills gap in UK rail by Adeline Ginn, General Counsel at Angel Trains / Founder of Women in Rail in the Knowledge Hub 15:10 – Corrosion protection of steel by hot dip galvanising by Iqbal Johal, Galvanisers Association at Wedge Group in the Seminar Theatre 15:10 – Innovation and Professionalism by Steve Featherstone and Brian Counter, President and Technical Director of PWI in the Knowledge Hub Wednesday May 2 11:10 – The changing role of data and the impact of measurement techniques for design, planning and construction by Trevor Moore, Head of Infrastructure, Murphy Surveys in the Seminar Theatre 11:50 – A technical approach to product innovation and development: benefits for the Customer by Dr Julia McDaid, Director of Technical and Product Development at Cubis in the Seminar Theatre 11:50 – How does CEEQUAL assist in designing and constructing your sustainable infrastructure? by Ian Nicholson, Commercial Director at CEEQUAL in the Knowledge Hub 12:30 – Use of rail milling technology to extend rail life and eliminate defects by Elvis Kozica, International Sales Manager at Linsinger in the Seminar Theatre 12:30 – CEEQUAL awards in the Knowledge Hub 13:00 – Jeremy Long, CEO of European Business at MTR in the Knowledge Hub 13:10 – Electromagnetic Capability for Infrastructure and products – what do you have to do? by Dr Rob Armstrong, Consulting and Training Manager at York EMC Services / Eurofins York in the Seminar Theatre 13:10 – Digital Railway in the Knowledge Hub 13:50 – Rail Signals and Indicators by Mark Johnson, Technical Sales at VMS in the Seminar Theatre 13:50 – Rail Baltica in the Knowledge Hub 14:30 – Efficient digitisation of the rail network environment by Raphael Goudard, Mobile Mapping Segment Manager, Hexagon Geosystems in the Seminar Theatre 15:10 - Network Rail & Dura Composites Collaborate on Fire Testing Standards by Stewart Burns, Managing Director, Dura Composites in the Seminar Theatre Thursday May 3 10:30 – Keynote by Lorna Pimlott, Director of Phase Two Policy & Sponsorship (HS2) in the Seminar Theatre 11:10 – Geosynthetics: What are they and what is their relevance in Rail Engineering by Dave Woods, Chief Civil Engineer at Low and Bonar in the Seminar Theatre
A total of 6,596 visitors from 51 countries attended Infrarail in 2016 and organisers are expecting that number to increase for the 2018 exhibition 11:10 – Supply chain assurance for today and for the future by Graeme Cox and Richard Sharp, RSSB Head of Supplier Assurance and RISQS Scheme Manager, RSSB in the Knowledge Hub 11:50 – Technical Expertise for Building Stronger Railways by Robert Lambert Rail Technologies Manager at British Steel in the Seminar Theatre 11:50 – The Political Issues Facing Rail by Darren Caplan, Chief Executive of the Railway Industry Association in the Knowledge Hub 12:30 – Advances in rail surveying using digital image processing by Phil Storr, Director at MRL 12:30 – Using rail infrastructure in a city’s passengers network by Aleksandr Gerasimov, First Deputy Director at MosgortransNIIproekt in the Knowledge Hub 13:10 - Modelling of rail traction and power distribution systems by Derek Smith, Business Development Director, ETAP Automation in the Seminar Theatre 13:10 – Keynote Address by Paul Plummer, Chief Executive of the Rail Delivery Group (RDG) in the Knowledge Hub 13:50 – The Platform in the Knowledge Hub 14:30 – A new model for financing main line rail infrastructure by Graham Cross, Executive Director, Heathrow Southern Railway in the Knowledge Hub
More information at www.infrarail.com Rail Professional
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EMPLOYEE HEALTH |
Arriva Trains Wales targets employee health Matthew Bergmann Smith, the CEO of Empactis, believes all rail operators must consider strategies that improve employee health
ail operators like Arriva Train Wales (ATW) are experiencing unprecedented workforce pressures. Obesity and diabetes are at epidemic levels and 1 in 4 people are suffering a mental health illness in any one year. Unsurprisingly, these health challenges, coupled with an aging workforce are causing rates of short and long-term absenteeism to rise. Human Resources Director, Gareth Thomas, arrived at Arriva Train Wales in 2014. He recognised these pressures and agreed with Board colleagues to make employee health a key priority. The HR team wanted to invest in a system that replaced manual processes, supported managers and delivered the health data needed by the Board and managers. Gareth sponsored the sourcing of a low-cost solution and the Empactis workforce health platform was selected and installed. Today ATW is benefiting from the positive contribution that its focus on employee health makes to the delivery of higher quality and lower cost services. From the experiences gained, ATW highlights three key enablers that deliver improved employee health. Leadership and change coming from the top The Board communicated its aims and objectives to the organisation. They also explained why employee health was a strategic priority, how changes would be supported and the benefits available for individuals and the wider organisation. They became the role models for the cultural and behavioural changes that they wanted to see across the organisation and committed necessary resources to the project.
and consistently engage with staff about their health. Improved manager behaviour was underpinned by HR policies and a new workforce health platform. Leadership teams now hold line managers to account by regularly monitoring how well they apply workforce policies and the quality of conversations that managers have with their people. Digital solutions to deliver real-time data and support management best practice A digital workforce health platform was installed. This provides employees with an automated 24/7/365 service where they open, amend and close an unplanned absence. It instantly notifies managers about
Line management being the fundamental link between employee and employer Line managers were supported to actively Rail Professional
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EMPLOYEE HEALTH |
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an absence and offers them user-friendly tools to engage with absent employees. Previously, the ATW Board struggled to obtain workforce data, they can now monitor manager performance in real-time, review workforce health trends and evidence the health interventions that deliver the most benefit. Within the first 6 months of starting, ATW saw a marked improvement in their working days lost to unplanned absence. Where before, an employee
rarely got to speak to their manager until they returned to work, today managers are consistently having meaningful conversations with staff at the beginning and end of an absence and where necessary directing them to the health or support services they need. When asked to comment about the project, Gareth J Thomas, HR Director at Arriva Trains Wales said: ‘One of our core values is ‘we care for people’s safety and wellbeing’ and what I find fantastic about
Company profile Empactis helps businesses create healthy, high performing workforces, by placing employee health at the heart of the workforce strategy. Empactis integrates all aspects of employee health into the fabric of a business, giving business leaders and managers the insight and capability they need to apply common sense consistently, apply policy and engage and support employees. Tel: 0845 039 7994 Email: email@example.com Visit: www.empactis.com
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WAGO at Infrarail Network Rail-approved DIN rail-mounted terminations allow for up to 75 percent faster installation
K & Ireland marketing manager Paul Witherington explains what visitors to Infrarail can expect to see on the WAGO stand. On stand D54 at Infrarail WAGO will be demonstrating its CAGE CLAMP® termination concept, which allows conductors to be connected up to 75 percent faster than screw-type systems through the use of spring pressure connection technology. The concept is incorporated across a wide range of products at the show from terminal blocks to I/O modules. WAGO has worked closely with Network Rail and its suppliers to develop products that are able to meet the rigorous demands of the modern railway. Applications include
locomotives, rolling stock, points heaters, signalling systems and other trackside installations. Among the highlights on the stand will be WAGO’s Network Rail-approved DIN rail-mounted terminations, as well as the TOPJOB S® terminal block. It can withstand vibrations of up to 20 G and shocks of up to 500 G, making it suitable for harsh and remote environments such as those found along the UK railway network. As more and more devices across the UK rail network become electrified or automated both onboard and trackside, the safety, reliability and security of wire terminations becomes increasingly important. Screwless connections are far quicker and easier to install, and since the clamp
mechanism doesn’t damage the wires, individual connections can be rewired more quickly, and entire cabinets can be subsequently reconfigured more easily with less downtime. Elsewhere on the stand, WAGO will be demonstrating its modular WAGOI/O-SYSTEM 750, which utilises the same spring pressure connection technology to ensure wires are kept secure for reliable automation. The technology is certified according to EN 50155 and EN 50121/3/2 (for EMC), and XTR variants are available which are highly resilient to extreme weather, impact and vibration, and electrical interference. Modular automation decentralises command functions governing sequencing, motion and I/O, making systems flexible, agile, and easy to scale up or down depending on requirements. The distributed nature of rail networks makes them an excellent fit for this approach to automation, as it improves reliability by reducing the dependency on one or a handful of central controllers by equipping modules with their own intelligence. This allows functions to be easily expanded or replicated in other locations, saving reprogramming time and permitting upgrades and maintenance without the need for lengthy disruption and shutdowns. Visit WAGO at Infrarail on Stand D54 Tel: 01788 568 008 Email: email@example.com Visit: http://global.wago.com/uk
18 – 21 June 2018 | etc.venues Victoria, London, UK
Railway Signalling and Control Systems (RSCS 2018)
The IET professional development course in Railway Signalling and Control Systems About the event Are you a railway engineer looking to learn more or refresh your knowledge of signalling systems? If your answer is yes, then RSCS offers 4 days of training across the core principles of signalling and control systems, associated sub-systems and major interfaces, in the context of mainline and metro system environments. The course, supported by the IRSE, features more than 20 presentations, delivered by acknowledged world experts, as well as daily Q&A sessions, a technical visit to a London-based control centre, access to the slides and a takeaway course booklet, plus frequent social and networking opportunities.
7 things you’ll leave the course with an understanding of...
What do past delegates say?
The fundamental design and assurance requirements of modern safety signalling and control systems
I took a great deal of information from the content presented and also made valuable industry contacts.
The role of current and future enhancements, such as Communication Based Train Control (CBTC) and European Rail Traffic Management System (ERTMS)
The course description stated it was tailored to those who are new to railway engineering, and although it was an intense four days, the basics were covered at the beginning of the week, allowing me to understand the more technical presentations that were covered later on.
Digital signalling and traffic management systems Acceptance and regulatory regimes Safety management and the role of the human in the context of a railway service The need for maintenance and the life-cycle of systems Essential technical and engineering project management skills
The course met all my objectives and gave me the knowledge of railway signalling systems that I required.
View the full programme and register at www.theiet.org/rscs Course Partner
#IETrscs The Institution of Engineering and Technology is registered as a Charity in England and Wales (No. 211014) and Scotland (No. SC038698).
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Fusing quality and precision to keep on track Morris Site Machinery keeps on track as a leading manufacturer and supplier of site machinery brands and products with its commitment to innovation and quality
he on-site machinery manufacturer and exporter is part of a fifth-generation family owned and run business group, operating from four manufacturing bases and depots in Wolverhampton, Lincolnshire, Aylesford and Stirling. It is proud to be a British designer, manufacturer and distributor of trusted site equipment including SMC lighting towers, Denyo generators, ArcGen welders and Hilta pumps and pressure washers, as well as Jefferson tools and Inmesol generators. The company services a wide range of UK industries from events and hire to the allimportant rail sector. It also has a growing overseas market share particularly for its lighting towers in Australia, the Middle East and over 18 other countries around the world. Rail sector reliability Keeping the railways running requires regular engineering works and night repairs with site equipment that is reliable and robust. Itâ€™s no surprise that Morris Site Machinery has found growing demand for its products in the rail sector. Built to perform, its equipment does the job to keep projects on schedule. The equipment is not only first-class, it is backed by knowledgeable customer service and a willingness to find solutions. ArcGen welders from Morris Site Machinery are used throughout the industry, offering flexible and precise welding capabilities for all types of metal arc welding. The Network Rail approved ArcGen Weldmaker 165SP2 is a mobile 165-amp petrol driven welder generator that is particularly popular for its portability, reliability and use in MIG welding process for switching and points. It has a super silent operation with smooth welding characteristics up to 4.0mm electrodes with Arc Force control for all types of manual metal arc electrodes including cellulosic types. The super silent Weldmaker 500CC/CV is the most powerful and resourceful machine
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electrodes it has infinitely variable amperage control for precise setting.
in the ArcGen welder range with unrivalled performance, practicality and reliability. Using the latest engine technology from Kubota it provides up to 12 hours of continuous operation and has advanced safety features fitted as standard. Another option is the Weldmaker 500SSD, a mobile 500-amp diesel driven, super silent welder generator available skid mounted or on road tow trailer. Welding up to 10.0 mm
Let there be light Morrisâ€™ solar lighting towers operate on Londonâ€™s Crossrail programme, one of Europeâ€™s biggest infrastructure projects. They are ideal for built-up residential areas with zero noise, zero emissions and no fuel required. The exciting Halo, a next generation lamp head offering a powerful, anti-glare soft light, is perfect for trackside lighting where strong light is needed but anti-glare is important. The versatile Halo is a revolutionary,
virtually indestructible lamp head which delivers 360 degrees 1200W diffused light from four 300W LED quadrants. It provides an even, impressive spread of light which can operate in extreme conditions. It has been designed for simple deployment and easy setup with no lamp adjustment necessary. It has an improved light spread and above average LUX levels compared to a conventional LED or metal halide lamp which means fewer towers are required. The Halo fits onto the latest SMC TL90 towers and can also be retro fitted to used stock. Leading the way Morris Site Machinery is a trusted manufacturer and supplier that understands the sectors it serves and delivers innovative solutions and reliable, quality equipment. It is proud of its heritage and believes well designed and engineered products are important for both home and overseas demands. Tel: +44 (0)1902 790824 Email: firstname.lastname@example.org Visit: www.morrismachinery.co.uk Rail Professional
Signet Solutions are proud to provide
Foundations to Success
SPECIALISTS IN PROJECT DELIVERY INTEGRATION, COORDINATION, COOPERATION
FULL CONTACT INFORMATION FOUND ON:
+44 (0)1332 343 585 email@example.com www.signet-solutions.com
Anniversary Training excellence since 1996
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Powering rail stations using battery storage Energy efficiency expectations and requirements are on the increase in a continuously innovating world in which technology advancements seem to have no boundaries
ail stations are now facing increasing pressure to deliver on expected energy requirements and carbon footprint reduction. A recent announcement of the 25-year plan to protect the environment has indeed triggered our awareness for the desperation of ‘a cleaner greener Britain’: the next ambitious milestone to de-carbonise the UK. Yes, the country has been a world leader in cutting emissions so far and strives to reduce emissions further, but we will fall short of our ambitions unless solid plans are put into place and soon. Lord Deben, Chairman of the UK’s independent Committee on Climate Change, stated this year that: ‘all departments
now need to look at their contribution towards cutting emissions - including the Department for Transport.’ Ministers have been warned that pledges must now be turned into reality. ‘The strategy doesn’t deliver enough action to meet emissions targets in the 2020s and 2030s’ says Lord Deben. The Climate Change Levy (CCL) was introduced in 2001 and is essentially a tax that adds around 15 per cent to the energy bills of all businesses, with the aim to reduce carbon footprint and increase energy efficiency. Some businesses can negotiate discounts with the likes of Climate Change Agreements (CCA) – a voluntary agreement
between the Environment Agency and UK industries. On behalf of the country, the scheme aims to reduce CO2 emissions and improve energy efficiency. With that said, the country could still miss set targets for 2020; it is evident that more needs to be done. Some companies are beginning to realise that not only do they need to meet expected targets, but they can in fact make a considerable difference by taking actions into their own hands to contribute towards the Clean Growth Strategy. Station infrastructure challenges It is safe to say that low voltage devices have been emerging into modern rail
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stations gradually over the years with the introduction of IP (Internet Protocol) devices. Low wattage consumption for IP CCTV and all business necessities for UK rail stations are now being designed and implemented across the country. The emergence of these IP and PoE (Power over Ethernet) devices has very much challenged the traditional cabling architecture; not forgetting the focus on renewable energy solutions and carbon footprint reduction too. Merseyrail have been testing Quality Essential Distribution’s Energy Vault (EV) for a considerable amount of time now at Bank Hall Street station. Network Rail
PADS approval from Network Rail but also provides autonomy that exceeds the basic standards; stretching above and beyond expectations. QED’s own tests have proven that the EV can run 96 cameras whilst providing autonomy of the rack and cameras for 19 hours. Additional benefits that the Energy Vault provides are carbon efficiency and the capability to distribute electricity offgrid throughout the day, eliminating the requirement for a UPS back-up system. The
better than anticipated. We operated the load off-grid all day and night to then charge it back to 100 per cent capacity between midnight and 1:30am. It was consistently reliable and supplied continuous electricity to our cameras, NVR, and Network Switch. In the near future, we are looking to implement the device into larger stations with renewable sources.’ Quality Essential Distribution has been monitoring the system from January 5 to 22 2018 to demonstrate the Energy Vault’s performance. Whilst running the station cameras, NVRs and switches from the device, the unit operated beyond expectations due to low load demand. The 1.2kw system only required 500 watts for 1.5 hours of recharging time. Not only does the Energy Vault reduce carbon footprint and allow you to operate off grid, it can ensure the continuous operation of SISS and other low voltage
Quality Essential Distribution has been monitoring the system from January 5 to 22 2018 to demonstrate the Energy Vault’s performance. Whilst running the station cameras, NVRs and switches from the device, the unit operated beyond expectations due to low load demand
standards state that a UPS system must be capable of supporting the entire system for a minimum of 1 hour. The problem is that the rack providing SISS equipment provides only 1-hour autonomy and therefore, any PoE devices will shut down.
EV’s ability to reduce CO2 emissions stems from the efficient elimination of AC-DC conversion. Due to the device being based on a DC infrastructure, it can plug directly into renewable energy sources without losing any power.
devices which are a necessity for the day to day running of a modern railway station. As mentioned previously, there is an increasing pressure for the department of transport to deliver on expected energy requirements and carbon reduction. As more and more people become aware of the need for ‘a cleaner, greener Britain’, more and more people are taking matters into their own hands and doing their part to contribute towards the future of the proposed Clean Growth Strategy. Could Energy Vault be the missing link between renewable energy sources and all up and coming new low voltage technologies?
Energy vault unit and control box The Energy Vault battery storage system is not only in the process of obtaining
Impressive results Paul Collins, Asset Project Manager at Merseyrail stated: ‘The EV has performed
Tel: 01772 336 111 Email: firstname.lastname@example.org Visit: www.qedgroup.co.uk Rail Professional
Thursday 21 February 2019
In association with
21ST RAIL BUSINESS AWARDS
Celebrating Success The 21st Rail Business Awards
The long-established Rail Business Awards recognise and reward excellence in business, technology and engineering, celebrating the many individuals and companies whose vision, skills and effort contribute to the successful development of the UK rail industry. With pre-dinner drinks, fine food and a glittering awards ceremony with a celebrity host, followed by an after-show party, the Rail Business Awards provides the perfect opportunity for networking and forging new business relationships. When & where Thursday 21 February 2019 London Hilton on Park Lane Enter
Entries are now open for the 21st Rail Business Awards â€” check the categories and enter online.
Reward the hard work of your team, Your chance to be associated with or host your clients with a great the awards. Talk to us today about night out. sponsorship opportunities.
email@example.com | 020 8652 5216
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Safety is key for rail infrastructure projects Tubular handrailing and guardrailing structures perform a variety of important safety tasks for transport users and maintenance teams in different rail infrastructure locations
andrails, guardrails and barriers are routinely fitted on one or both sides of a railway track; on parapets, bridges and other high-risk areas as well as alongside access ramps, staircases and gradients in and around stations and the wider rail network. These structures not only protect important trackside equipment and workers where there is a risk of a fall from height, they also assist with passenger guidance, and help secure safe, easy access for rail users and maintenance teams. Safety must be a foremost concern for both projects, but other supporting factors also merit consideration, especially when the choice on a project may be between a fabricated or a tubular structure assembled using standard tube and fittings. Notably, ease and speed of installation, high corrosion resistance and adaptability should all figure and be assessed as part of the specification process. When it comes to ease and speed of installation, then guardrailing constructed using standard tubes and fittings has been proven to be 20 per cent less expensive than fabricated structures. Kee KlampÂŽ and Kee AccessÂŽ manufacturer, Kee Safety, carried out a comparison study on a typical 16 metre structure â€“ one was assembled using standard tube and fittings and the other was fabricated on site, connected using traditional welded joints. The study showed that the fittings structure provided a 41 per cent saving in labour which contributed to an overall 20 per cent cost reduction in assembly time. Working with a tube and fittings type solution also eliminates the hidden costs associated with fabrications, such as, the requirement for tailored fabrication drawings, extra site visits, transport and the cost of welding consumables. An additional benefit of tubular structures is corrosion resistance. The Zinc Millennium Map (19982000) details the background atmospheric corrosion rates of zinc across the UK and Ireland. Given sufficient time, oxygen, and water, any iron mass eventually converts Rail Professional
Quality precast concrete manufacturers... for a great range and even greater value Elite Precast Concrete are one of the UKâ€™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 www.eliteprecast.co.uk
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quickly and easily connected together. The end result is a finished structure with uniform appearance which meets guaranteed design loads and British Standard requirements. All fittings within the range incorporate an integral socket screw which locks the fitting securely onto its tube. Not only does this method create a strong, stable and safe structure, it also eliminates the need for time-consuming welding or specialist skills. The extensive range ensures that they can also cope easily with any changes in direction or gradient and accommodate requirements for quickly adapting or extending an existing structure. Installation Errors It’s clear that working with tubular structures presents a number of benefits. However, as with any system, if they are not installed correctly, they will not perform properly and could become a hazard rather than a safety solution. Examples of such mistakes are: • incorrect design loadings applied • incorrect wall thickness of tube used • inaccurate design heights • wrong type of fixing used • upright systems not aligned and levelled • fixing directly on top of brickwork instead of core boring the upright in • hand painting instead of polyester powder coating which is much harder wearing and reduces maintenance.
entirely to rust and disintegrates. Using information from the survey and deeming the structure unsafe following local corrosion of 25 per cent, Kee identified that the average life of a structure using corrosion resistant hot dip galvanised fittings, such as the Kee Klamp® range of fittings, will be 37 years in a category three town, for example, Newcastle Upon Tyne. This compares to 4.7 years for a fabricated
structure, featuring a uniform 3.2mm weld. Galvanised fittings are available with a combination of protective coatings applied to achieve a longer life and a better corrosion resistance. This is vital for structures in areas which may be prone to a high level of weathering or rusting, and structures which are in difficult places to access and work on. It allows pre-cut lengths of standard tubing (from 21.3mm to 60.3mm) to be
Products in practice Kee Klamp® fittings are regularly used in rail settings to provide barrier solutions protecting passengers and safeguarding workers. On the East London Rail Line, Kee Klamp® fittings fulfilled the need for a two and a half mile guardrailing system running between Shoreditch and Dalston Station, providing a safety barrier for passengers as well as employees working at height on railway bridges. Whilst on the Brighton mainline, Kee Klamp® components were chosen to create a handrail and fence safety solution to protect train depot staff. Both Kee Klamp® guardrails and Weld Mesh Panels were installed on the Brighton element of the Network Rail Thameslink programme to create a metre-high safety barrier from high voltage cables, whilst screening the train depot from litter. Optimum rail safety remains the key driver behind the specification of handrailing and guardrailing. However, providing a structure that is quicker and more cost-effective to assemble as well as being safer for longer will pay dividends. Ultimately, it will also be cheaper in the long run, especially for those designing structures in more testing environments, for example close to the sea. Tel: 0208 874 6566 Email: firstname.lastname@example.org Visit: www.keesystems.com Rail Professional
COMPLETE TRANSPORT REFURBISHMENT
Diamond Seating refurbish the interiors of Britains rolling stock, anywhere in the country
eating is just one of the services we undertake as part of your refurbishment project. We offer a complete (turnkey) service, doing all the tasks that will complete a refit or overhaul of your rolling stock, including professional cleaning and powder-coating.
Our project managers can organise essential external work, such as full resprays, decal work or brand livery. Seats are taken away to be re-covered at our depot, brought back and fitted. Other work can be done off-site or on-site. Diamond Seatingâ€™s work is guaranteed and conforms to current Railway Group Standards. For more information about the services we can offer your business, please visit our website, call or email us as below.
telephone: 0114 257 0909 | www.diamondseating.co.uk | email@example.com unit 3, butterthwaite lane, ecclesfield, sheffield, s35 9wa
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Leading from the front Balancing the demands of day-to-day operations whilst keeping strategic development and investment programmes on track has never been more critical
champion of innovation in the rail sector, Socomec has demonstrated that investment in new technology can deliver tangible returns. Colin Dean, managing director, Socomec UK comments: ‘Every highperformance rail infrastructure is working within a continuously evolving legal and operational framework – whilst also trying to reduce energy consumption and improve performance. ‘We understand how important it is to retain control over cost management and allocation – and this starts with the accurate measurement and centralized monitoring of energy consumption. One of the first systems developed for UK rail and underground applications used our ruggedized industrial IP+ unit as a platform enabling us to deliver complete critical power solutions that provide outstanding performance and exceptional value throughout their lifecycle. ‘When developing solutions specifically for the unique demands of the rail sector, we collaborate with our customers’ engineering and commercial teams to ensure that we are aligned. For example, we have taken switching and protection technology from across our business and adapted it to develop products which perfectly match the demanding requirements of the rail sector. ‘Ongoing investment can deliver compelling returns. The modernization of networks, including systems interfaces with digital technology, can achieve reductions in operating costs. In turn, traffic capacity and overall network quality can be improved – therefore improving the long-term competitiveness of operators and enabling the service to evolve to meet the changing needs of end users. ‘The most advanced low voltage electrical solutions for rail system architectures guarantee network safety and robustness; metering provides critical information on the status of an electrical network which can anticipate potential issues affecting reliability as well as delivering demand side reductions and lower costs.’ High performance Socomec’s Network Rail PADs approved IP+ RAIL range provides the very latest UPS technology for mass transportation, engineered to provide optimum energy efficiency – guaranteeing network robustness in extreme environments.
The latest product in the range to be recognised with the PADS approval is the smaller Masterys IP+ UPS now available in 10 – 80kVA (400V three phase input and output), 10 – 40kVA (400V three phase input and 230V single phase output) and 10 – 15kVA (230V single phase input and output) – recently selected by Kent Group list of approved suppliers for infrastructure development programmes for both principle and auxiliary supply points (PSPs and ASPs). Future proof infrastructure With around ten per cent of annual turnover ploughed back into the creation of new technology, Socomec works hard to remain ahead of the curve. Currently undergoing acceptance trials is Socomec’s UPS for the train protection warning system (TPWS). Socomec’s TPWS UPS is housed in a self-contained, trackside located enclosure rated at IP54. This UPS is designed to provide reliable clean power for up to 12 hours should the local DNO supply fail. The system can cope with the rigors of trackside operation, whilst also operating reliably over a wide range of external temperatures and maintaining battery performance over its design life. Application for product acceptance has been made and a trial UPS has been installed at Barnstaple Station. The trial has been ongoing since January 2017 with the system
performing as anticipated and is expected to have drawn to a successful conclusion by the end of March 2018. Maintaining service standards Delivering innovation to the rail industry also requires ongoing support for optimum performance – particularly during infrastructure improvements. Colin Dean explains: ‘We understand the importance of maintaining vital equipment whilst also being mindful of operating costs. Our dedicated engineering teams have the trackside training and accreditations to ensure business continuity, optimize efficiency and guarantee the safe performance of the network’s electrical infrastructure – throughout the equipment lifecycle.’ Tel: 01285 863 300 Email: firstname.lastname@example.org email@example.com Visit: www.socomec.co.uk
Dave Edwards, Virgin Trains East Coast
Paragon ID has a strong reputation within the transport sector. Working with many of the TOCs we were able to agree this contract knowing with full confidence that they have the experience and expertise required to deliver against our brief.
Paragon ID is a leading manufacturer of magnetic and smart tickets working with some of the leading rail and bus companies in the UK.
When it comes to our supplier network, we work with people we can trust to get the job done and to do it well. We know that Paragon ID has a strong reputation within the sector and that many bus and rail operators work with the company.
Preferred partner for all your ticketing needs
David Waddell, ScotRail
Paragon ID is one of the only ITSO accredited suppliers of cards and paper smart tickets in the UK.
SMART PAPER TICKETING
ITSO SMART CARD BUREAU SERVICES
AT-STATION SMART CARD ISSUING SOLUTIONS
MOBILE APP DESIGN & DEVELOPMENT
STAFF TRAVEL CARD SERVICES
MANAGED PRINT AND DATA SERVICES
MAG STRIPE TICKETING
SECURE TECHNOLOGY FOR A CONNECTED WORLD
For further details about Paragon ID and the range of products and services that it offers its customers please contact Richard Farmer on:
Tel: 07802 472414 Email: firstname.lastname@example.org Web: www.paragon-id.com
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An innovative approach to monitoring In November 2016, LM, a joint venture of Laing O’Rourke and J. Murphy & Sons, were named as 1 of 3 contractors for HS2’s phase 1 enabling works
he contract covered work on the section from just south of the proposed Birmingham Interchange station, into the city at Curzon Street, and north to the connection to the West Coast Main Line near Handsacre. The new high-speed route from London to the West Midlands is set to transform rail travel in the UK. While much of the 140-mile line will be completely new there will be several locations that will interface with existing Network Rail infrastructure. In the heart of Birmingham’s city centre a major new terminal is planned, which will be located alongside the historic Grade I listed Curzon Street station. Built in 1838 it is considered to be the oldest surviving railway terminal in the world. The site is bordered by key railway infrastructure. Along the southern edge the Rugby to Birmingham line which serves Birmingham New Street station is carried on masonry arch viaducts before it travels into a cutting supported by brickwork retaining walls. Moor Street Station forms the western boundary of the site and in addition to these existing assets, a new viaduct will be constructed at the eastern end of the site spanning the Grade II listed Vauxhall Viaduct.
The existing lines will remain operational throughout the planned works and it was identified that there could be possible movement as a result of the new station construction. An instrumentation and monitoring strategy was prepared, with the objectives including: • providing a monitoring system to facilitate the commencement of enabling works • establishing baseline conditions of infrastructure, to record whether construction activities would have a detrimental effect on the structures, or cause movements which require action to be taken • design of a system such that instrumentation can be left in place throughout the construction programme. Company profile Bridgeway Consulting was established in 1995 and has extensive experience delivering engineering services in the rail environment. The Geomatics team specialise in survey control networks, topographical surveys, static laser scanning, pointcloud surveys, UAV surveys, deformation monitoring, utility surveys, 3D modelling
and BIM. The Infrastructure Services department provide extensive engineering services including structural examinations, permanent way, signalling, rope access, diving, and confined spaces. This multidisciplinary approach allows Bridgeway to deliver complex project solutions using its own in-house expertise. Asset monitoring Bridgeway’s Geomatics team have carried out numerous monitoring projects in the rail environment ranging from short term projects utilising manual monitoring techniques through to long term projects employing automated instrumentation. The strategy document suggested optical Rail Professional
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monitoring with approximately 1,500 targets to be positioned throughout the site. Having reviewed the instrumentation and monitoring strategy Bridgeway felt that while an optical approach would achieve the aims of the strategy it might also present a number of issues. The project required over 800 metres of 2 and 3-line track to be monitored, along with 300 metres of retaining wall, 9 viaduct arches, 4 underbridges and multiple OLE and signalling gantries. The monitoring programme is required to remain in place until mid-2020 with the option of being incorporated in to the main works contract beyond 2020. It was felt that the linear nature of the project would require multiple instruments to be positioned throughout the site in order to obtain readings for all assets. Space was restricted with many of the locations being in areas of limited clearance and only accessible in possessions or under line blocks. As an alternative option instruments could be mounted on third party buildings outside of the railway corridor. However, this could potentially create further issues in obtaining consents from property owners and sourcing dedicated power supplies for the duration of the project. Another issue identified was that prisms required to monitor the assets were likely to be affected by site conditions, including dirt and grime from the regular passage of trains and by railway and construction activities which may block lines of sight from the monitoring equipment. Both of these situations could lead to missed readings during critical phases of the work and would require an element of regular servicing to maintain the system. Bridgeway wanted to provide a solution which met the aims of the strategy, would overcome the issues identified but could offer added value through the implementation of innovative alternative technology. Data solution Using experience gained from previous projects, Senceive’s FlatMesh™ system was selected. Bridgeway has worked with Rail Professional
Senceive previously and experience showed that the FlatMesh™ system utilising proven long-established technology, offered a reliable and robust solution. Bridgeway felt that the system was particularly well suited to this project, offering numerous benefits including simple/quick installation of fully wireless, robust triaxial sensors, all integrated with long-life battery with 12-15 years under normal conditions. The nodes are waterproof to IP66 / IP67 / IP68 and offered outstanding resolution of 0.0001° (0.0018mm/m) with repeatability of ±0.0005° (±0.009mm/m) and extremely low noise performance. The sensors are mounted in a range of configurations, which allowed Bridgeway to implement 1 system to monitor all asset types in the strategy. Senceive’s patented magnetic mounts were used for gantries and signalling equipment. Beams were used to mount sensors on retaining walls and arches and plates were fixed to sleepers for track monitoring. Site data is hosted on dedicated servers housed in a secure centre with data transferred from site to the server via solar 3G gateways. The gateway has an integrated modem, solar charging circuit with an internal battery pack and onboard industrial-grade flash memory card for data buffering and backup.
For extra resilience, backup auto failsafe switchover gateways were installed onsite to ensure no break in data communications. Site data is accessed via WebMonitor which offers a dedicated web portal to view live site data and to set alerts and trigger levels. Multiple users can access the portal allowing all stakeholders to view site conditions in real time. All nodes are remotely configurable and reporting rates can easily be changed to 1 second if required. Installation of the monitoring system was carried out by Bridgeway’s in house teams with over 900 sensors being positioned across the site. Additional requirements of the project brief included coordination of the sensors and a 3D laser scan which was carried out by the Geomatics team, a structural examination was carried out prior to installation and access requirements were covered by the Infrastructure Services team providing IRATA level 3 roped access staff to access the retaining walls and viaduct arches. To provide further information to the client and to improve the appearance of the web portal, a UAV was employed by Bridgeway Aerial to capture high definition video and photography of the site. Bridgeway’s railway expertise also meant the company was able to cover all safety critical duties and attendance at planning meetings on behalf of the client. The diverse capabilities of its engineering teams enabled Bridgeway to deliver complex and high-profile projects as a fully integrated package. The rail industry is constantly evolving and Bridgeway is dedicated to employing the most innovative and appropriate methodologies to ensure that it continues to deliver to the highest standard within the rail environment. For further information, contact Geoff Kenney, Associate Director – Survey Tel: 0115 9191111 Email: email@example.com Visit: www.bridgeway-consulting.co.uk
TOPOGRAPHICAL & UTILITIES
UNMANNED AERIAL VEHICLE
Site and Ground Investigations
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Building blocks Anyone who has walked barefoot into a child’s room late at night will probably hate Lego bricks. That aside, Lego has got to be one of the best toys ever developed
t’s an open system with which you can build whatever you want. Lego took the simple wooden cube and turned it into a building block of the imagination. It’s a powerful thing for a child to realise that they can think of something and then create it. One wonders how many of today’s engineers have started that way? What goes around comes around. High on the moors in Cumbria, near the border with North Yorkshire, building block modelling has taken on a new relevance. Near the southern portal of Risehill tunnel, on the Settle and Carlisle line, a drainage problem has been rectified with the aid of those pesky little bricks. Not literally, you understand, but they were used in the development of an intricate concrete structure built from – yes, that’s right – interlocking blocks. And it’s pleasing to learn that the definitive Lego model was taken to site as a source of reference! Water everywhere On the Settle and Carlisle railway, dealing with the problems created by excess water has been ongoing since the line’s inception. That’s what you get, of course, if you run a railway through the high Pennines, but then climate change hasn’t been helping much of late. The Eden Brows landslip is a case in point. Indeed, the remedial drainage works at Risehill have been completed, under a framework contract, by the same company that is undertaking operations at Eden Brows – Story Contracting. Just south of Risehill tunnel, the railway is carried on an embankment. A stream known as Cowgill Beck flows in a large culvert built on the skew through the base of it. In this vicinity, rainwater had been collecting which threatened to destabilise the embankment. A three-pronged solution was put in place to create a permanent solution to the surface and ground water problems and then to strengthen and protect the embankment. Logistical challenges The location is wild and remote, so before any of this work could start it was necessary for Story Contracting to lay a 1.4-mile haul road. Making partial use of an existing forestry road, it traversed a plantation, known as Dodderham Moss, from the socalled Coal Road near Dent station – the
highest station in England at 1,150 feet above sea level.’ This unclassified public road is narrow and twisting, with very steep gradients. Not for nothing is the approach from the valley to Dent station called the Corkscrew! Even just getting plant equipment and materials to the worksite therefore presented difficulties, with all heavy vehicles having to approach along the Coal Road from the direction of Garsdale. The largest item of mobile plant – Story Contracting’s 22-metre long reach excavator – had to be driven on its tracks from Garsdale station, a distance of over three miles to the start of the haul road. Over all of this distance, the road surface required protection from the vehicle’s tracks. Staged approach The work on site was divided into three phases. Starting in the early summer of 2015 and continuing until December 2015, the ‘Dodderham’ drainage works mitigated surface water and groundwater problems around the southern portal of Risehill tunnel. Concurrently, the ‘Risehill Up Side’ drainage scheme dealt with similar problems to the east of the tunnel approach embankment. Extensive land drainage schemes were installed, all emptying directly into Cowgill Beck. Work recommenced in July 2016, under the title of ‘Dent Embankment’. This third scheme, to be completed within just a twomonth time slot, commenced with the stabilisation of the embankment at cess level over a distance of 62 metres on the Down (western) side. Stability here was achieved by means of a ‘Kingpost Retention Wall’. This involved driving hollow 339mm diameter steel piles, installed at two metre centres and reaching a depth of seven metres. The piles were filled with site-won aggregate, with the top 1.5 metres being capped with concrete. Cess retention was achieved by bolting 25mm thick vertical steel road plates to the tops of the piles. These are sunk to a vertical depth of 1.25 metres. The piles were also used as the anchor points for a continuous handrail. Slump Important as this work was, the main action was to occur at the foot of the embankment. The slumping of the cess and problems with track alignment were symptomatic of
movements occurring due to instability at the toe, with resultant slope failure. And the cause was easy to see – scouring caused by the fast-flowing Cowgill Beck. Reconstruction of the lower slope of the embankment was required and, cleverly, the planned mitigation was linked with the construction of a complex river weir. When the river flows in spate, this large concrete construction has been designed to slow the stream flow around the base of the embankment. Additionally, it incorporates a substantial retaining wall that supports the repaired slope above and protects it from erosion. Kit built The water flows through a channel-shaped revetment structure that has increasing width and which falls with four distinct weir
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levels. Bevelled concrete protrusions from the revetment are designed to impede the water flow. With limitations on the size of vehicles hauling to the site, it became clear at an early stage that the complex weir and water channel would have to be constructed offsite and assembled as a kit – enter the Lego set. Or to be more accurate, enter LegatoTM. The design work for the project was undertaken jointly by Story Contracting and engineering consultant AECOM. With the worksite being pretty much in the middle of nowhere and sited within a deep ravine, in-situ concrete pours were ruled out. The decision was therefore taken to use pre-cast concrete interlocking blocks to construct the weir and retaining wall. Elite Precast Concrete of Telford is a specialist in this field and produces many ranges of interlocking blocks, troughs, anchor blocks, barriers and posts. Its Legato range seemed ideal. Scale Is it a coincidence that the name sounds similar to those smaller plastic blocks we know so well? Apparently, it is derived from the Italian ‘legati’, meaning ‘joined together’. Lego on the other hand is thought to come from the Danish ‘leg godt’, which means ‘play well’. You can take your choice on that, but the
name isn’t the only feature of familiarity. The overall proportions and the concept of male and female jointers mean that this product is like an adult version of the kiddie’s Lego brick. There’s nothing toy-like about them of course, weighing in at up to 2.5 tonnes each and formed from high strength (50N/mm2) concrete. Modelling the concept in Lego bricks sounds like a joke at first, but not so. With similar proportions to the concrete version, it made every sense. In fact, so useful was the Lego model that it became a threedimensional source of reference on site. It was also used as a briefing tool. By using the Legato product, AECOM was able to design a weir and retaining wall that is essentially self- supporting. There are no tie-bars or other fixing methods binding the structure together. Wet concrete was used to form the foundation, but thereafter it was just a matter of building up a kit of parts. Each block has a lifting eye cast into it, making the site work even easier. In total, some 245 blocks were used on the project. Contained The Dodderham drainage scheme had involved extensive excavation. Rather than transporting the won materials off site, they were used to grade the access to the Dent Embankment scheme within the Network Rail boundary. Although it was necessary to
transport blocks and materials into the site, no excavated materials have left it. In view of the narrow roads in this area, this was an important design consideration. Building a weir in an active brook isn’t the most straightforward of projects. What happens to all that water?! The answer in this case was to over-pump it. A ‘water retaining structure’ (a dam to you and me) was created at the outflow from the embankment culvert. Carrying out this scheme during the high summer was an obvious necessity, but even then, things didn’t go to plan. With the British weather being what it is, the site bypass pumping was overwhelmed on two occasions. Each time, the resultant setbacks amounted to about three or four days of lost work. Deflection The embankment retaining wall is substantially built, again using the interlocking Legato block technique. As well as supporting the embankment, it acts as a water deflector when the stream is in spate. A porous pipe, wrapped in geotextile material, runs behind this wall to drain the embankment toe. It empties into Cowgill Beck downstream of the weir. The embankment toe behind the retention wall, including the erosion gully, was extensively excavated and then re-graded with rockfill. The entire three-part scheme was costed in at £2.4 million. The isolated nature of the worksite and the difficulties presented by the terrain and the weather has meant that some lateral thinking was required. The engineering solutions produced by Story Contracting and AECOM are a credit to both organisations. Rhiannon Price, project manager for Network Rail, said: ‘The work that the team has carried out at Dent will make sure that train services will be able to run safely and more reliably on a remote and iconic section of railway for years to come. There were a number of challenges that the team faced in completing this, not least the environment where the site was located. The roads were narrow and winding with some very steep gradients. However, the staff overcame these physical obstacles and the end result is quite impressive.’ Avoiding a disruptive all-line block The engineers delivering the Cardiff Area Signalling Renewals Project used an innovative ‘Lego wall’ to provide a solid barrier between open lines and those lines being replaced, avoiding the need for a disruptive all-line block. The idea came from someone’s ‘throwaway comment’ about Lego, which prompted serious thinking about the concept of a ‘real virtual wall’ and research by Network Rail that proved it was viable. Tel: 01952 588885 Email: firstname.lastname@example.org Visit: www.eliteprecast.co.uk Rail Professional
Road to Rail to Site il a r g n Maki mple si s k s ta fe a s d an Depot to track worksite with no manual handling
We provide Road2Rail Vehicles & Trailers to transport people, equipment & materials which: Improves your teams health & safety on track Simplifies your railway tasks Increases your teams performance
Reducing the teamsâ€™ fatigue and risk of slips, trips and falls, the Aquarius R2R 4x4 and LTE makes the Plymouth Signalling & Telecoms work easier, safer and more productive. Jon Tancock, STME, Network Rail, Plymouth Personnel Carrying | Transporting Small Plant, Welding Equipment & Materials | Welfare Solutions Providing Nationwide Hire | Manufacture | Maintenance of highway based Road2Rail Vehicles & Trailers
Aquarius Railroad Technologies Ltd 01765 635 021 email@example.com Visit www.aquariusrail.com
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Rugged AC DC Power Converters Relec Electronics announces Bel Power’s new 300 Watt rugged Euro-cassette AC DC Converter – LR Series
elec Electronics in association with leading global manufacturer of power conversion devices, Bel Power, announces the introduction of the new LR series 300 Watt AC DC power supplies. The LR series follows on as an AC input version of the highly successful, ultra-wide input HR / HRP series of DC DC converters. Bel Power / Melcher have developed these converters and optimised them for use in transportation and other advanced electronic systems. As with all Melcher branded products, the LR comes in an extremely rugged eurocassette format with a range of accessories for either rack or chassis mounting. The case design allows for operation at nominal loads up to 71 °C with natural cooling. If forced cooling is provided, the ambient temperature may exceed 71 °C, but the case temperature must remain below 95 °C. A temperature sensor generates an inhibit signal, which disables the outputs when the case temperature TC exceeds the
limit. The outputs are automatically reenabled when the temperature drops below the limit. LED indicators display the status of the converter and allow for visual monitoring of the system at any time. The converters can either be plugged into a 19-inch rack system according to IEC 60297-3, or be chassis mounted. Two heat sinks of different size and cooling plates for chassis mounting (option B, B1) are available on request. The LR series has been designed in accordance with the requirements and EN50155, EN50121-4 and is also available with a fully compliant sub-rack meeting the American Railway Engineering and Maintenance-of-Way Association (AREMA) standards. Key features and benefits of the LR series include: • suitable for class I equipment • universal AC input voltage range with PFC and DC input • inrush current limitation
• 2 fully isolated, adjustable outputs • no load, overload, and short-circuit proof • rectangular current limiting characteristic with flexible load distribution • inhibit function • parallel operation with active current sharing • interruption time 20 ms • immunity according to EN 61000-4-2, -3, -4, -5, -6, -8 • RoHS-compliant • fire & smoke according to EN 45545. • full conformal coating of all PCBs • very high reliability • case compatible with HR / HRP series DC DC Converters • AREMA compliant sub-racks available. More information can be found on the Relec website - https://www.relec.co.uk/power/lrseries/ Company profile Relec Electronics is a leading supplier of specialist products and support to the electronics industry with a wealth of experience going back over 40 years. The company offers AC DC power supplies, DC DC converters, DC AC inverters, Displays and EMC filters. Through working closely with manufacturers like Bel Power, the Relec team can bring the latest technologies and products such as the new LR Series ac dc converters to the market place. Bel Power designs and manufactures a wide range of products which power, protect and connect electronic systems. Tel: 01929 555700 Email: firstname.lastname@example.org Visit: www.relec.co.uk Rail Professional
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Collaborative civil engineering Rail Approved’s approach towards civil engineering and infrastructure projects ensures that any project will be completed according to the client’s specifications
hether it’s minor road improvements or building new Railway infrastructures, the Rail Approved workforce is dedicated to delivering first-rate services. The company has extensive experience in carrying out civil works for the transportation and rail sector. Its dynamic team is fully capable of investigation, construction and maintenance of everything from road and bridges to tunnels and drainage systems. It also manages a client’s assets through inspection, repair and placement systems to ensure that they are kept in a flawless state. Rail infrastructure services with over 60 years of combined experience in the rail industry, both designing and developing of news station and working on upgrading existing rail infrastructures, Rail Approved delivers high-quality results within client deadlines. It is fully equipped to construct or install everything from signaling, interchanges, buildings, foundations, parking lots, stairs, walkways, fences and drainage systems. Previous rail projects Rail Approved team has been involved in the development of the Thameslink Programme, Channel Tunnel Rail Link (CTRL) project and Crossrail. It also helped to construct new stations and upgrading existing stations for Docklands Light Railway (DLR). Civil engineering projects As a client-focused company, Rail Approved
strives to fully understand the needs of each client so that it is best able to complete work according to their specific requirements. Both public and private sector clients can trust the company to liaise with shareholders, directors and main contractors in order to ensure that it delivers innovative and superior civil engineering expertise on each and every project. Reliable construction services Rail Approved has exceptional experience within the construction industry. It is fully able to construct new developments as well as provide maintenance services to ensure the longevity of all structures. Using cutting-edge technology, and utilising the diverse skill sets of its workforce helps to ensure that its fully integrated services are delivered to the highest calibre. Client-focused construction Although Rail Approved specialises in completing projects for the rail industry, its development team can also provide exceptional and dependable construction services to other public and private sectors. The workforce is fully dedicated to each and every project they encounter, and contractors work closely with clients to deliver outstanding building works on time and within budget. Construction capabilities Concrete foundations and structures are crucial to any new development as this supports the rest of the building. Rail Approved can help in laying down a solid
Rail capabilities Signaling – installing signaling systems and other safety features in compliance with the Regulation of Railways Act of 1889. Station interchanges – the team is experienced in constructing interchange stations that comprise of more than one route or railway. Walkways – constructing wheelchairfriendly bridges and pathways designed with the physically disabled in mind. Stations – constructing new railway stations and upgrading existing ones. Parking facilities – designing and developing strategic parking lot solutions for railway stations. Building work – Rail Approved is capable of constructing train depots used for loading or unloading of goods, regular cleaning of the interior and exterior of the train as well as any repairs to the train machinery. Civil engineering – Rail Approved has extensive experience in completing railway infrastructure projects, such as piling, concrete foundations, building bridges and walkways. Railway repairs – the team can complete regular maintenance tasks for all railway structures, including repairs to stations, interchanges and bridges. Safe demolition – demolishing existing railway structures in accordance with the National Health and Safety Act.
A network of centres revolutionising innovation in rail
Why is UKRRIN needed? The UK Rail Research and Innovation Network (UKRRIN) is designed to create powerful collaboration between academia and industry, aiming to provide - through world class education, focused research and innovative thinking - a step-change in innovation in the sector and the capability to accelerate new technologies and products from research into market applications globally
What is UKRRIN?
The initiative is being built on the development of three new Centres of Excellence formed by a consortium of universities, in collaboration with existing industry testing and trialling facilities such as Network Rail’s Rail Innovation and Development Centres and the Quinton Rail Technology Centre in the Midlands. The new centres will be created in Digital Systems, Rolling Stock and Infrastructure. For details of the institutions involved see below
Network of existing centres
the total funding that has been committed to the centres by the UK Government and leading industrial partners.
Lead University World Class Education
Centre of Excellence in Infrastructure
Lead University Centre of Excellence Digital Systems
Centre of Excellence in Rolling Stock
contact us Centre of Excellence in Testing
UK Rail Test and Trial Centres UKRRIN, for the ﬁrst time, brings together world-class research activities within universities across the full landscape required to deliver systems-level technology innovation into the rail industry, and co-locate this with the key UK rail industry supply chain and support companies. The network will incorporate access to existing at-scale test facilities, including Network Rail’s Rail Innovation & Development Centres (RIDC Melton and RIDC Tuxford) and other key partners like the Quinton Rail Technology Centre that will support the acceleration of adoption and transformational change in rail systems technology and new railway products and services.
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foundation and erecting stable building components, ensuring the structural integrity of any structure. If there are any extra features that need to be completed around the exterior of a building, the company can help accomplish this task. It has constructed footpaths, car parking facilities and put up fences and walls. It can also develop major drain infrastructures as well as sewage systems throughout even the most complex properties or structures. These systems are strategically placed on the property in order to control the surface water. Without having an effective drainage system in place, the structure can suffer through tremendous damage to the surrounding soil and foundation. If the building materials have deteriorated or new requirements have been introduced, Rail Approved can help renovate or repair the structure. This includes repairing or constructing, basic structural elements, external works or drainage systems. The company is also fully equipped to deconstruct or demolish
existing buildings or infrastructures, such as bridges, without causing any damage or inconvenience to the surrounding buildings. The contractors, project managers and workforce are trained in the latest Health and Safety regulations and will ensure that no one living or working near the premise is harmed in any way. Company profile With over 60 years of combined experience in the rail industry, Rail Approved can be trusted to complete any work on railway projects with expert skill and dedicated focus. Whether involved in the design and development of a new station or working on upgrading existing rail infrastructures, Rail Approved delivers high-quality results within client deadlines. It is fully equipped to construct or install everything from signaling, interchanges, buildings, foundations, parking lots, stairs, walkways, fences and drainage systems. Tel: 07732326442 Email: email@example.com Visit: www.railapproved.co.uk
Civil engineering capabilities Land remediation – dealing with the removal of polluted or contaminated soil, groundwater, sediment or surface water to protect both environment and human health. Demolition – demolishing unwanted structures in a safe and secure way, while reducing waste and keeping sites operating at full capacity. Steel and concrete structures – Rail Approved can take on any structural project such as power stations, bridges, highways and railway terminals. Culverts – creating culverts under busy roads and railroads by using materials such as pipe or reinforced concrete. Drainage – Rail Approved can develop major drain infrastructures as well as sewage systems throughout even the most complex properties or structures.
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Access solutions for the rail industry The vast rail network in this country is built around facilities and installations that continually call for either new build or refurbishment projects to be undertaken
rom stations to bridges, construction and renovation associated with the industry is vital to meeting key efficiency goals. In all cases, safety and cost effectiveness are paramount, and are both at the heart of minimising possession times. The less the time required for a project’s completion, the greater the benefit for the public and the more significant the cost savings can potentially become. The provision of access is invariably critical in this context, both in terms of optimising workforce operations and also the safe movement of passengers around an ongoing construction environment. Moreover, in most cases, station facilities and platforms need to continue to function
as normal throughout a refurbishment programme. Scaffolding installations These factors form the basis for the increasing use of Layher’s scaffolding and protection systems throughout the UK rail industry. The company can point to a growing list of installations where its system designs have provided important gains compared to ‘conventional’ tube and fitting alternatives. Sean Pike is Layher’s UK Managing Director and draws attention to a number of factors associated with the company’s equipment that contribute to its increasing usage. ‘Because our Allround scaffold system – the
principal equipment in our range – features a built-in connection mechanism, the number of individual components required can be minimised’ he says. ‘The ‘rosette connection’ design offers a choice of fixing positions to enable an extensive range of installation layouts and configurations to be realised. Importantly, it provides a common fixing method not just for other Allround equipment such as transoms, guard rails and decking, but also enables the system to interface directly with, for example, our temporary roofing, Protect screening and containment panels and choice of bridging and staircase systems.’ The lightweight design simplifies handling operations while the absence of separate clamps not only helps to improve safety – there being a lower risk of material either falling or being left at site upon completion – but also means erection speed is optimised. Layher can point to examples where savings of some 50 per cent, in both manpower and materials, compared with tube and fitting, have typically been achieved. This translates into not only time savings but also minimises transportation and site storage requirements. ‘The connection method also means that
BRITISH DESIGN AND MANUFACTURING FOR THE WORLDâ€™S RAILWAYS
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 firstname.lastname@example.org
Reliable in Harsh Environments Stäubli Electrical Connectors (formerly Multi-Contact) is specialized in providing electrical connectors that meet the demands of harsh environment. We are offering innovative product solutions for increasing your productivity. Modular Power Connector MPC The compact and modular system has been designed to carry out the connections between several functions of the electrical chain of traction as well as the power connection between the cars. The Modular CombiTac System CombiTac allows customized combinations of different contact types for countless applications. The new rackable version CT-HE is particularly suited for slide-in systems and fulfills the railway standards for operating temperature, shock, vibration and fire protection. www.staubli.com/electrical
Staubli is a trademark of Stäubli International AG, registered in Switzerland and other countries. © Stäubli 2017 | Photocredits: Shutterstock, Stäubli
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attention on installations where curves are a feature, with the new Layher Splay-Kit Decking option addressing the fact that scaffolds do not always follow a perfectly straight layout that features only rightangled corners. From simple beginnings in a single workshop in the German town of Eisenbach, Layher has grown consistently over many decades to become a genuine multi-national modular scaffolding, access and protection specialist. Its offices in the UK, centred in Letchworth with support from satellite depots in Yorkshire, Scotland and Ireland, provide extensive nationwide coverage – underpinned by the organisation’s membership of the National Access & Scaffolding Confederation and achievement of a list of relevant, independent certifications. ‘We have always taken the view that our success and growth depend on that of our customers so giving them the tools to develop is at the heart of our philosophy’ adds Sean. ‘That doesn’t just mean the physical equipment, but also involves support that ranges from design and training to supply confidence and, of course, continuous our steel decking system, which itself can help to offset risks such as fire, can almost always be installed in clear runs with very little need for cross-bracing’ continues Sean Pike. ‘This clearly optimises safe movement around a scaffold but can also make it easier to introduce materials onto a structure.’ He points out that this is further enhanced by Layher’s wide bay design – a direct result of the leg loading capacity of Allround. Product development Significantly, Layher takes the view that its range of systems and equipment cannot stand still. The organisation has long been committed to product innovation – much as a result of feedback from contractors – to the benefit of all industries it operates within, not least rail. The end of 2017 saw the company add to this ongoing list with a number of product developments, with the new FW system a prime example. Fully compatible with Layher’s Allround scaffolding, the design broadens the range of installation options on site yet comprises just four components – a chord, post, adjustable diagonal brace and safety clip. ‘It also offers bridging options with a span capability of 22 metres that sits perfectly between our steel Lattice Beam 750, which can achieve a span of up to 12 metres, and our Allround Bridging System that can accommodate spans in excess of 35 metres’ adds Sean Pike. He says support, suspended, cantilevered and temporary roofing structures can also be readily assembled with the FW design making the system ideal for applications that call for
rigid facilities, such as in bridge repairs, and for platform bridges where work is undertaken beneath the structure. The relevance to the rail industry needs little emphasis. Layher’s public access systems, including stair facilities which are used extensively during station refurbishment, were also enhanced in late 2017 by a new Continuous Stair Guardrail. ‘At a stroke, the need to use several types of pipe clamps and painted tubes, and for time-consuming measuring, cutting and finishing operations, can be consigned to the past’ continues Sean. He explains that the purpose-made Layher solution creates an adjustable guardrail for use as a continuous unit throughout a stairway to provide a quick, neat finish that is more comfortable in use and more visually acceptable on site. Access in all conditions Other recent initiatives include a reusable, easy to fix Toe-Board Retention Device which ensures secure fitting in locations known for high wind, or where specific project requirements dictate. At the same time, Layher’s design team has focused its
innovation. ‘The rail industry – both mainline facilities and underground networks – presents its own challenges and is therefore a prime example of how we shape this capability to match exact market needs’ he concludes. ‘We are proud to say that the result is being increasingly acknowledged throughout the sector.’ Tel: 01462 475100 Email: email@example.com Visit: www.layher.co.uk Rail Professional
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Prysmian at Infrarail Prysmian UK is set to reveal its latest enhanced cable joint system innovation at Infrarail 2018
he latest system range is designed to be used in conjunction with enhanced aluminum cable for class 2 installations. The need for this technology arose as a result of the requirement for increased efficiency, and due to the fact that traditional copper cable systems are prone to theft and economic fluctuation in the industry. Business Director for Specialist Cables and Network Components, Graham Spraggs comments: ‘Aluminum cables will last just as long as copper – if treated correctly. The biggest threat to aluminum cables and joints is water ingress, so we’ve developed a system that keeps water at bay, maintaining the circuit for years to come. ‘Our team continues to scrutinize our products in order to improve design reliability, while also helping Network Rail maintain a reliable safe network.’ In addition to the new jointing system, Prysmian will also be showcasing its full rail portfolio including its Energy & Telecom Cables & Connectivity systems. Prysmian is exhibiting on stand D37 at Infrarail.
Prysmian UK Prysmian – manufacturer of the fire protection FP range for more than 30 years – is the largest cable manufacturer in the UK with over 100 years of experience. The UK operation employs more than 1,300 personnel across 4 sites and is well placed to support its local and global customer base with energy and telecom cables and accessories with varying voltage capacities. At higher voltages, Prysmian offers a maintenance and installation service via its Energy Network Solutions business unit. Its XLPE Xpress service delivers high voltage cables and accessories from stock. At lower voltages Prysmian’s comprehensive range of building wires and power cables are available through a first-class network of wholesalers and distributors. Prysmian Group Prysmian Group is world leader in the energy and telecom cables and systems industry. With nearly 140 years of experience, sales of over £6.5 billion in 2016, 21,000 employees across 50 countries and 82 plants, the Group is strongly positioned in high-tech markets and offers
the widest possible range of products, services, technologies and know-how. It operates in the businesses of underground and submarine cables and systems for power transmission and distribution, of special cables for applications in many different industries and of medium and low voltage cables for the construction and infrastructure sectors. For the telecommunications industry, the Group manufactures cables and accessories for voice, video and data transmission, offering a comprehensive range of optical fibres, optical and copper cables and connectivity systems. Prysmian is a public company, listed on the Italian Stock Exchange in the FTSE MIB index.
Email: firstname.lastname@example.org Visit: https://www.drakauk.com/ft-connecta.html
your carriage awaits... Your partner for a fast, comprehensive and cost effective service for the UK railway industry. We overhaul and maintain rolling stock nationwide.
ordon Services UK Ltd is an Electro-Mechanical engineering company providing a fast, comprehensive and cost effective service for the railway industry. Established in 1993, Gordon Services is now a leading force in the overhauling of components and products from all types of rolling stock throughout the UK. The Company has comprehensive workshop facilities, which comprise both cabinet shot blasting and external pot blasting facilities, (used for cleaning heavily soiled components) and spray booth facilities with controlled heat and humidity (for the spraying of various components).
High-Quality Service - Rail Approved Limited delivers exceptional and outstanding construction services to the railway industry Health and Safety - Rail Approved Limited works in compliance with the National Health and Safety Act Dedicated Workforce - Our team is devoted to every project to ensure that the specific requirements of each client are met Project Attainment - We are committed to completing all tasks and projects on time and within budget
Unit 8, Dawes Farm, Ivy Barn Lane, Quality QComponents M Ingatestone, Essex. CM4 0PX. S All ................................ components and products are overhauled to specification, Telephone: 01277352895 Facsimile: 01277 356115 ISO 9002 and on safety critical records are Essex. keptSS0to show Registeredcomponents Office: 276 London Road, Westcliff-On-Sea, 7JG. Registered No. 3030153 GB 2583 full traceability to comply with the Railway Group Standards GM/RT2450. All new replacement parts are supplied from accredited suppliers recognised within the railway industry. ................................
Tel: 0773 2326442 Visit: www.railapproved.co.uk
Skilled Workforce Our fully skilled workforce consists of engineers, electricians and coded welders who are certificated to BS EN ISO 9606 : 1 level for Pressurised Vessels; and the company itself is accredited with ISO 9001 : 2015 Quality Assurance and www.gordonservicesltd.co.uk ISO 1401 : 2015 Environmental Policy to ensure that our E-mail: email@example.com procedures are maintained to a recognised standard.
Q M ................................ S ................................ ISO 14001 REGISTERED FIRM
SEMVAC AS UK Agent Gordon Services UK Ltd is the UK agent for SEMVAC AS Toilet systems, with a full after care maintenance and overhaul service for the whole range of SEMVAC products, including toilet systems and C.E.T tanks. They are also the sole UK distributor for all SEMVAC parts. Full Transportation Facilities Our transportation capacity is equipped for full nationwide service, comprising of HGV, Truck, and Vans to ensure a speedy and direct delivery and pick up service.
www.gordonservicesukltd.co.uk tel +44 (0)1277 352895 / 07768 941829 firstname.lastname@example.org
Ander-Fin causes maximum disruption for attempted vehicle pulls. Clip are inserted beneath the trough, then cables are simply bundled and secured to the clip with a Network Rail Approved cable tie and rubber sleeve at 1m intervals. Simple, inexpensive and highly effective
www.andertonconcrete.co.uk Electro/Mechanical Engineers
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Nuts, bolts and fasteners Northern Precision is a Doncaster based manufacturer and supplier of fasteners for the sheet metal and composite industries
he company has introduced several new product ranges into the UK. These new parts are ideally suited to the transport industries. By constantly looking to expand its product range with fasteners that complement its current expertise, Northern Precision works to guarantee that any new products it offers must provide a better solution to existing customersâ€™ needs, and these new products are perfect examples of this ethos. The current range of fasteners that Northern Precision specialises in include self clinch fasteners, rivet bushes, sheet nuts and weld products as well as special manufactured parts to customersâ€™ individual requirements. Deform nuts Deform nuts are a 2-part fastener system and are designed to be used in honeycomb composites, such as those used in train floors and internal walls. Deform nuts provide a stronger female thread to attach components such as seating or tables to materials which traditionally have been
difficult to achieve high strength results. This product is specified by Bencore in its range of honeycomb sandwich panels, and Northern Precision is also working with Abet Laminati on applications in the rail and transport industries using its range of Monocore Honeycomb panels. This is because this fastener system achieves greater torque out and pull out figures than existing fastener systems tested or used. The first part is installed into the material skin, adhesive is introduced into the hole and then the grub screw is inserted which pushes the adhesive into the spaces to create a larger surface area. This enables the fixing system to achieve very high torque out and pull out figures. Master-plates Master-plates are a full range of bonded inserts that are available in either mild steel, bright zinc plated or in 316 stainless steel. These are available as nuts, studs, standoffs and as cable tie mounts. These are available in a combination of base plate styles, thread sizes and lengths. Masterplates are suitable for surface bonding using adhesives or embedding during the forming
process. Master-plates are ideal fasteners for use in composites, fibreglass, carbon fibre, moulding compounds, plastics and laminated timbers. The current market for bonded fasteners is expending exponentially as the use of composites in the transport industries continues to expand. Customers already using these parts include the rail industry, boat building and the automotive sectors. Crown nuts Crown nuts are a very simple and very effective method of installing a strong reuseable female thread into the end of tube and box sections. There are two versions, headed and un-headed. The headed version ensures that the fastener cannot be pushed into the tube or box section. Crown Nuts are available in M8 and M10 threads. To install these fasteners the only equipment that you require is a hammer. These parts are also manufactured with an 11.3mm internal hole to be able to accept a standard castor. This is an incredibly simple fastener that has massive appeal in every single sector. Tel: +44 (0)1302 836010 Email: www.npfasteners.com Visit: email@example.com
www.viztekltd.co.uk www.viztekltd.co.uk Viztek Ltd are the only company in the UK that both manufacture and install Surface Mounted Tactile Paving – allowing for a single point guarantee / One Stop Shop Option Major Plus Points of Our System: • No Excavation Required • Quicker to Install • All in One System • Unique Chamfered Edge Detail • Reduces Slips, Trips & Falls • Network Rail Approved • 25 Year Design Life • Single Point Guarantee Viztek Ltd Supply & Install: • Surface Mounted Tactile Paving • Way-Finding Routes • Stainless Steel Tactile Indicators www.viztekltd.co.uk • Heavy Duty Anti-Slip Stair Treads • “MIND THE GAP” Works • Minor Civils
New New & Innovative & Innovative NWRNWR & LU &Approved LU Approved Market Market Leading Leading Cost Cost Effective Effective New & 80 Innovative lms 80Per lmsNight Per Night NWR & LU Approved Market25 Leading Year 25 Year Design Design Life Life
“The new Chamfered Edge Tactile Paving design is a vast improvement and one that we fully endorse and would like to see as a national standard throughout the UK. As we would endorse anything that improves on the safety aspect of products and materials used on or around the operational railway”
Cost Effective 80 lms Per Night 25 Year Design Life
NR Asset Management South East Route
CALL 0191 CALL 516 01916606 516 for 6606 more for more information information CALL 0191 5 CALL 0191 516 6606 for more information
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West Anglia Main Line Capacity Improvement (WAML) Pod-Trak is working on the West Anglia Main Line Capacity Improvement Project (WAML) for Volker Fitzpatrick, on behalf of Network Rail
od-Trak mobilised onto the site in October 2017 and within the first 6 months has successfully delivered substantial elements of its scope. The expectation is that Pod-Trak will remain mobilised on site until February 2019, when it completes the final activities of overhead line wiring and registration. WAML is a rail improvement scheme aimed at increasing train and passenger capacity to a new housing development at Meridian Water, on the edge of Harringay, London. The WAML project includes 3.4 miles of new rail infrastructure adjacent to the operational Lea Valley lines. The route includes a new rail junction at Lea Bridge, capacity improvement at Tottenham Hale station and new stations at Northumberland Park and Meridian Water. Pod-Trak is contracted to undertake the multidisciplinary package of track formation earthworks, bridge structural civils, Permanent Way (PWay), piling and Overhead Line Equipment (OLE). With this broad and significant scope of work, PodTrak is providing the project management, construction management, planning, engineering, supervision, safety critical, and production teams for these elements of work.
Pod-Trak is undertaking the earthwork formation and track drainage along the route of WAML. Excavations along the length of the route are dug to design levels, filled, and then compacted with a base course of type 1 material. After this, a layer of ballast (13,000T in total) is laid and compacted to level in readiness for track panel installation. Plate stiffness testing is completed to assure the structural integrity of the formation layers of sub base and bottom ballast along the length of the route, at 50 metre intervals. All earthworks muck away and bottom ballast deliveries are undertaken by train during weekend possession and isolation, digging directly into the train, and unloading directly into the new formation where possible. This highly efficient earthworks methodology has minimised project cost and eliminated the risk of working Adjacent Line Open (ALO). However, where local site constraints demand an alternative methodology, systems of work have been planned and implemented to facilitate ALO working. All
plant including excavators, dumpers and rollers required for the earthworks and formation, have been supplied by Pod-Trak from its fleet of civils plant. Structural civils Pod-Trak has completed all structural civil works associated with three under bridges along the route, including concrete piling, reinforced concrete abutments and decks, sheet piling, reinforced concrete retaining structures, bridge abutments, wing walls and formation transitions. Pod-Trakâ€™s structural civil works interface with the general public, and the River Lea. With these sensitive environmental interfaces, pedestrian management and potential watercourse pollution has required specific and detailed consideration. Pedestrians have been managed through segregation of the worksite and temporary works have been designed and implemented as a primary measure to prevent watercourse pollution. All Pod-Trakâ€™s structural work on the project is now successfully complete. PodRail Professional
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Trak is constructing all 3.4 miles of new plain line track on the new WAML route, including a new junction layout at Lea Bridge, and just under 10 miles of existing line tamping to a new optimised track geometry. The new track is constructed in panels and plated to form a route, to facilitate all remaining PWay and OLE construction activities. All major PWay materials, including track panels, are delivered under possession by train and unloaded by a Kirow crane directly into their final position on the completed track formation. Top ballast is again delivered by train and unloaded by RRV in readiness for tamping operations. When the plated track panels are tamped to final line and level, it is planned to re-rail through the site with Continuously Welded Rail and stressed to complete the plain line element of the PWay works. To link the new route to the main line, a new junction is to be installed at Lea Bridge. To enable the new junction, a plain line renewal of approximately 300 metres of the operational lines is to be completed before installing new modular S&C panels. The S&C panels are also delivered by train and offloaded and positioned into place by a Kirow Crane. The S&C and renewal sites are within the operational railway and will be subject to Critical Rail Temperature (CRT) management to Pod-Trak’s CRT Plan. In addition to the track panels, PodTrak’s PWay scope also includes the installation of approximately 100 cable management sleepers and 52 insulated rail joints. Overall the PWay works are completed over 20 main line possessions, and 30 weeks of ALO working. All PWay plant is supplied from Pod-Trak’s Road Rail fleet and all Kirow Cranes are supplied directly through Pod-Trak. Pod-Trak is undertaking all OLE related works on the project, including reconfiguration of existing, and installation of new equipment, all of which are split into 3 discrete phases. Phase 1 OLE reconfigurations at 45 existing structure locations; at the 3 passenger stations, Tottenham Hale and the new stations at Northumberland Park and Meridian Water. The existing Lea Valley line OLE required remodelling to facilitate the new stations and station features.
This included the installation of new OLE foundations, masts and small part steel and a transfer of the existing OLE. All works were completed under weekend possession and isolation, with material build-up preparatory works completed mid-week. The OLE reconfigurations were part of a critical path to facilitate other project construction activities, all of which were fully coordinated with the project and completed on time. Phase 2 Copper Mill Substation HV Upgrade, where Copper Mill OLE electrical feeds and sectioning reconfigurations were required as part of the upgrade. Included in this was the installation of new switchgear, feed cables, sealing ends and the repositioning of 2 neutral sections. Preparatory possessions were worked to prepare as far as possible for the reconfiguration, which included the installation of switching structures and associated OLE. However significant works were not possible prior to the switch over. Entry into service occurred over the first weekend of March 2018 where the work suffered atrocious weather conditions of snow and freezing rain. Pod-Trak planned multiple additional contingency measures to ensure the works proceeded to plan and after a weekend of hard, cold work the team section proved the reconfigured OLE into service on time. Phase 3 In this phase, new OLE equipment is constructed. This includes 154 new foundations, 138 new OLE structures including portals, twin track cantilevers, and single-track cantilevers – all of which supports 7 OLE tension lengths. Foundations are predominantly driven circular hollow section, to maximise plant efficiency and minimise costs, all piling
Key contract facts Project title: West Anglia Main Line Capacity Improvement (WAML) Project duration: August 2017 – January 2019 Customer: Volker Fitzpatrick (Principle Contractor) Scope: Earthworks, structural civils, permanent way, overhead line Scope value: £11 million activities and main steel installation have been, or are planned to be completed in advance of the PWay installation utilising rubber tyre plant. The SPS and wiring activities are planned after the PWay is finalised to line and level to ensure the correct set up of the registration equipment. It is planned that all wire support points will be fully pre-registered and checked prior to wire running, to minimise efforts associated with final registration. Wire installation will be left as late as possible in the construction programme (early 2019) to minimise the risk of theft. All plant required for the construction of the OLE system is supplied from Pod-Trak’s fleet of Road Rail Vehicles, including MEWP’s, cranes and test pantograph. Pod-Trak is proud to be delivering significant elements of the WAML project in a well-managed, coordinated, efficient, ‘right first time’ and safe manner. It has already delivered a significant proportion of the works on time, to an excellent level of workmanship and with no accidents. The project offers Pod-Trak an opportunity to demonstrate its capabilities and capacity. Tel: 0845 450 4190 Email:email@example.com Visit: www.pod-trak.com Rail Professional
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All torque Established 75 years ago, Norbar Torque Tools is one of the world’s leading specialists in the field of torque tools
usiness began at the height of World War II when founders William (Bill) Brodey and Ern Thornitt teamed up, combining Bill’s knowledge of tool customers with Ern’s workshop to form the North Bar Tool company. This is where it all started for Norbar in Banbury, UK, and today the company services a vast variety of different markets with its torque products and solutions. Still managed by the descendants of Bill, the business has experienced rapid growth and global expansion over the years, with a presence all around the world thanks to its sales, service and calibration facilities in the United Kingdom, Australia, United States, Singapore, China and India. For the rail industry, where safety and accuracy are paramount, Norbar’s torque tools prove enduringly popular with their multiple applications and scope for installation, repair and maintenance operations. Torque wrenches Many rail applications require high levels of torque, and this is where industrial breakback torque wrenches are ideal. The latest products to join the Norbar family are the new 2R (270 N·m) and 2AR (340 N·m) torque wrenches. These new editions extend
the torque range of Norbar’s break-back wrenches from 80 to 2,000N·m. Providing a much clearer ‘torque break point’, these tools have a unique profiled cam and reaction plate, meaning the possibility of over-torqueing is dramatically
reduced in comparison to traditional clicker torque wrenches. The unmistakable torque signal that the break-back provides also means that the wrench can be safely and precisely used in noisy environments, such as on the rail tracks, where the ‘click’ signal of other wrenches may be missed. A further issue for railway engineers is the use of torque wrenches in areas where live conductor rails may be present. Norbar designed a 475N·m torque wrench, which conforms to BS8020:2011 with an insulated sleeve alongside a non-conducting break construction. As a result, it protects the engineer should the wrench come in to contact with a live conductor rail. It also minimises the risk of electrical flash over should the wrench be dropped and bridge across the live conductor rail and adjacent stock rail. See above for a product developed in partnership with Lawton Tools and Jafco Tools. In response to further rail industry requirements, Norbar has also developed the 1 11/16 inch bi-square wrench for torque tightening on rail fishplate bolts (below), which integrates the socket permanently onto the end of the wrench. This was due to concerns that sockets or square drives might get left behind on the track and create dangerous hazards. Traceability of bolting can be another
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The FlatMeshTM Nano range has its own unique miniature form and is explicitly designed for Rail and Construction sectors to provide unbeatable tilt sensing. This easy to deploy tilt sensor node has no external aerial and a durable shell (IP68 rated) that can withstand the harshest environments. The Nano’s discreet form and wide range of simple fixings allow for extremely quick installation to any surface using glue, screw
or magnetic mounting. Its innovative design allows the Nano to be installed in any orientation and is ideal for tunnels, bridges, buildings and on retaining walls. With reporting possible even down to a few seconds, the Nano has a resolution of 0.0001° (0.0018mm/m), and repeatability of ±0.0005°. The Nano’s unrivalled specifications make it the true future of wireless tilt sensing.
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typically in applications with torques ranging from 0.1 N·m to 2,000 N·m, the TruCheck™ range offers a simple to use entry level product for testing tools. With no settable options it is well suited to nonexpect users. Employed together with a power tool test fixture, the TruCheck also provides a means of checking and testing pneumatic and electric torque tools. When superior accuracy, selectable parameters and a UKAS accredited calibration certificate are required, the ProTest range (1.2 N·m – 1,500 N·m, across three models) provides a straightforward alternative for measuring and testing of torque wrenches. The display holds the last five readings and all of the readings can be sent electronically to Norbar’s calibration certificate software. The calibration mode enables the user to conduct a Declaration of Conformance to ISO6789. issue faced by many working in the rail sector, specifically the ability to provide an audit trail detailing that specific bolts were tightened to the correct torque. However, Norbar’s electronic NorTronic torque wrench, has bespoke torque data software that allows easy management and capture. Torque multipliers Torque multipliers, also known as geared torque tools, are also popular in the sector, and are often used for bolted steelwork applications in rail infrastructure, along with locomotive and rolling stock manufacture and maintenance. The latest HandTorque® Multiplier from Norbar, the HT3-1000, is both lightweight and compact. This makes it particularly useful to operators in the rail industry as it allows them to deliver high torque while working in constricted and tight spaces where other tools could not fit. They are also easy to transport from job-to-job and do not require a power source. Powered pneumatic torque tools are another type of multiplier which should be considered by those working in the sector. With a pneumatic tool, torque control is achieved by stalling the air motor as resistance from the tightening bolt is met. The greater the air pressure, the higher the stall torque. Exceeding the performance of previous tools in Norbar’s PneuTorque® range, the new PTS houses an efficient air motor, purpose built to improve performance, precision and durability. In terms of torque control, the new PTS also delivers around three per cent repeatability and is factory calibrated to better than three per cent accuracy of setting over 20 per cent to 100 per cent of the torque range. A typical example of the PneuTorque range of tools in use was during the manufacture and maintenance of the London Midland Class 170 engine. The Auto Coupler bolts require tightening to 1,600 N·m. The torque required to remove the
bolts increases to around 4,000 N·m due to the application of Loctite on the threads. The solution was to use the PneuTorque as it reduced the time taken to remove the bolts from over two hours per bolt to under one hour. Electric torque multipliers are another option. Applying an electric motor to a torque multiplier may seem like the obvious solution to the requirement for compressed air. However, electric tools are surprisingly difficult to develop when it comes to accurately applying the desired torque. This is due to most electric motors continuing to run-on for several revolutions after the power is shut off, adding further torque through the gearbox. However, Norbar’s EvoTorque®2 tackles this issue, using sophisticated software to monitor the torque rate of the joint being tightened and applying kinetic breaking to avoid torque overshoot and overtightening. This makes it ideal for trackside work, where accuracy on bolt joints is crucial. It also gathers data on torque and angle tightening data, which can then be downloaded.
Engineer to order For specific applications, standard torque wrenches and multipliers may not always provide the specialist capabilities required. However, to help provide bespoke torque wrench solutions, Norbar operates a dedicated engineer to order department which undertakes the quotation, design and manufacturing processes for any customers requiring bespoke torque tool solutions. An example is the special offset drive and reaction shown below which was designed and manufactured for Hitachi Rail. This tool enabled the traction link fixings to be reached in order to remove the bogie, despite the limited access due to the anti-roll bar. European Safety Directives are applied where appropriate; giving further assurance that engineer to order equipment is fit-forpurpose and capable of being deployed in even the most demanding applications. Tel: 01295 753600 Email: firstname.lastname@example.org Visit: www.norbar.com
Measurement and calibration The requirement for accurately applied torque across the rail industry is very broad; from as low as 1- 6 N·m, e.g. for trackside electrical panels, to circa 2,000 N·m on steelwork within the railway infrastructure. No matter what kind of torque tools operations and maintenance teams are using they all need to be properly and regularly calibrated to preserve the precision of tools. There is however, a concern that as users are often not calibration specialists, incorrect test parameters could be selected, resulting in tool inaccuracies and consequently joint failure. As a result, Norbar has developed range of instruments that meet a variety of user skill levels, and cater for all testing calibration needs, either in a workshop environment or in the field. Where torque wrenches are used, Rail Professional
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Tested Railway Power from 30 W up to 400 W In recent years, MTM Power® has increasingly developed into one of the leading power supply manufacturer for railway applications in Europe
he decisive factor is the quality of the company’s innovative products and the flexibility and reliability of the base business. Resistant to mechanical stress like shock and vibration as well as to environmental influences such as condensation, humidity and conductive dusts – the MTM Power DC/DC converters series PCMDS has been designed in accordance with EN 50 155, EN 45 545-2 and are suitable for sophisticated use in trains, for mounting in containers in the roof or underneath the floor, as well as in driver’s cabs, engine compartments and in the wagon. Battery voltages The converters are available with three wide input ranges thus covering the battery voltages of 24 V, 36 V, 48 V, 60 V, 72 V, 80 V, 96 V and 110 V acc. EN 50 155. They are available with 30 W, 60 W, 80 W, 150 W, 200 W and 400 W output power and galvanically isolated output voltages of 5 V – 48 V. They are connected via spring clamps,
which meet the special requirements, for example in railway applications with regards to vibration resistance and maintenance free operation. The combination of these clamps with connectors reduces the time for wiring and allows for an easier replacement. The converters with 30 W and 150 W are also available as a 19-inch plug-in unit. All devices are certified / comply to the required railway standard acc. to EN 50 155 / EN 50 121-3-2 / EN 61 373 Cat. 1, Cl. B as well as EN 60 950-1 / EN 61 000-6-4 / EN 61 000-6-2 and fulfil the fire protection regulations acc. EN 45 545-2. These converters operate according to the current source push-pull principle. Advantages of this switching topology are the wide input voltages with constant efficiency. With the help of a transformer and a secondary linear choke, a galvanically isolated output voltage is produced which is adjusted by pulse-width modulation according to the current mode principle. The IU characteristic of the output voltage curve enables the supply of critical loads such as motors or halogen lamps. Further features of this switching topology are transformer with good coupling and low leakage inductance, at the same time usable for direct control of the secondary synchronously detection. The thermoselective vacuum encapsulation guarantees homogeneous heat dissipation within the modules as well as an excellent resistance against environmental influences such as shock, vibration and humidity. The power supplies and converters aren’t simply filled with resin
but use the patented technology (EP 1 987 708, U.S. Patent No. 8,821,778 B2) of the ‘Thermoselective Vacuum Encapsulation’ in order to completely and permanently encapsulate the components of the power supplies. The target is to produce a ‘cemented joint’, an absolutely inseparable link between the potting material and the components. Aging, heat, cold, rapid temperature changes and other environmental influences may not result in delamination, cracking or air pockets under any circumstances. The generic term Thermoselective Vacuum Encapsulation describes the whole technology which is necessary to produce a cemented joint and which is guaranteeing the required process reliability. It contains careful cleaning, specific drying and preheating of the components before the encapsulation, encapsulating under vacuum in one or more steps using a specific PU two component resin with a defined mixing ratio as well as specific drying and hardening of the encapsulated components. Another feature is the reverse polarity protection in connection with an active input current limiting. The version with integrated heat sink is cooled by free convection. To ensure a smooth operation, it is necessary to mount the converters without heatsink on a heat-dissipating surface. Besides these rail converters, the product range includes transformers, filters and multi-power supply systems up to 2 kW. At the same time, custom-made products or modifications of existing products can be realised also in relatively small volumes and in a short period of time. Tel: +49 (0) 69 / 1 54 26-0 Email: email@example.com Visit: www.mtm-power.com
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Galvanising the rail industry As the UK’s largest hot dip galvanizing organisation Wedge Group Galvanizing Ltd has 14 sites strategically located across the country
upporting industries as diverse as rail, agriculture, architecture and sculpture, through to manufacturing, engineering and construction, the company’s expert teams can process anything from a 1.5mm thick washer to a 29-metre-long steel beam. The galvanizing process protects steel from corrosion and sees cleaned steel dipped into molten zinc at temperatures of up to 450°C, where a series of zinc-iron alloy layers are formed by a metallurgical reaction. This ‘bonded’ process is far more protective than other finishes like paint, and also has the benefit of protecting all faces of the steel, even inside. It’s also less wasteful too, as any zinc that doesn’t instantly form a coating on the steel remains in the galvanizing bath for future use. But it’s the low whole-life cost of galvanizing that Wedge Group Galvanizing Ltd is so proud of, as the process only needs to be carried out once and will result in corrosion protection that can last up to 60 years without the need for any maintenance or replacement. Galvanized products, once constructed or installed, can also be removed, re-galvanized and reused, as well as being easily recycled with steel scrap in the steel production process. The galvanizing process is, however, water intensive and does experience evaporative loss through the initial cleaning of the steel which goes through a degreaser, diluted acid and a cold water rinse to remove all grease, scale and dirt. This ensures that the steel is in an ideal condition to react with the molten zinc. After galvanizing, the steelwork can also be cooled in a quench tank and as a consequence, water has to be replenished on a regular basis throughout the process. Wedge Group Galvanizing Ltd is firmly committed to minimising its plants’ impact on the environment, and all of its sites have signed up to the Climate Change Levy Agreement with milestone targets agreed for energy reduction. The plants have also been designed and equipped to industryleading standards for sustainability and low environmental impact, in fact nine of the firm’s 14 UK plants have now incorporated some form of water recycling operation to reduce reliance on mains supply. These systems vary from highly sophisticated, bespoke rainwater harvesting or sustainable drainage systems, to simple solutions, where retired galvanizing baths
are transformed into water storage tanks. The Group’s £6 million plant at Sawtry in Cambridgeshire, for example, incorporates a roof which slopes from both sides to form a central gutter to collect rainfall in a 50,000-litre tank, where it can be stored and subsequently reused. It also boasts an underground Sustainable Urban Drainage system (SUD) which regulates the discharge of surface water following periods of heavy rain, thereby also reducing the risk of flooding. The investment doesn’t just stop with its plants and facilities, the company is also firmly committed to its employees too, with
formal investment in the ongoing training and development of its UK-wide employees and support for the next generation through an apprenticeship training scheme. Company profile Wedge Group Galvanizing Ltd is the largest hot-dip galvanizing organisation in the UK with a history dating back over 150 years. With 14 plants strategically placed across the country, the firm offers a truly national galvanizing service. Tel: 01902 630311 Visit: www.wedge-galv.co.uk Rail Professional
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Going from strength to strength in rail Cintec has an unparalleled international reputation for designing and manufacturing reinforcement and anchoring solutions for masonry and concrete structures
or over a quarter of a century, Cintec has secured and reinforced historic and historical buildings, masonry bridges, monuments, railway structures, retaining walls and harbour walls throughout the world. The patented Cintec reinforcement and anchoring system is straightforward: injecting a proprietary cementitious fluid grout into an anchor surrounded by a fabric sock, which has already been placed in an oversized drilled hole. The reinforcement system’s ingenuity lies in its versatility. Drawing on decades of experience and testing, Cintec’s designers can customize it to any specification. Cintec International has supplied Network Rail and formerly British Rail and many County Councils and Local Authorities with anchors and reinforcement for over 25 years either directly or through Cintec’s approved contractor network. Cintec and its partner companies offer a complete diagnostic service on all masonry and stone bridges and structures, from initial assessment and a finite element design process through to anchor installation and completion.
Electrification projects The work, which is essential to the electrification process, involves utilising Cintec’s patented anchoring system to support the weight of the gantries which will hold the cables needed to electrify the lines, and in some cases to strengthen railway bridges and viaducts to which the gantries are attached. This work has continued over the last 3 years on the Northern Hub, Great Western Line and numerous projects throughout London including the complete Gospel Oak to Barking line. Maidenhead Viaduct One of the latest uses for Cintec anchors has been at Maidenhead viaduct. The engineers Balfour Beatty Rail needed to connect a series of concrete slabs for overhead gantries to the existing stone viaduct without any possibility of subsequent movement. The ballast at the side of the viaduct was cleared away and the concrete slabs were positioned. Cintec’s installer Peter Cox drilled 65mm diameter vertical holes through the concrete slab and into the original sub structure, then installing Cintec
24mm stud anchors with an embedment of 1,700mm to tie the new concrete block to the original viaduct. Additional Cintec anchors were then used to fix the gantries into position. The Chorley Line A similar project is at present being carried out on the Chorley line where they are installing gravity foundations Cintec anchors are being used to connect the new concrete foundation to an existing masonry wall. Vertical Cintec M24 anchors 2,325mm long are installed into the masonry and the new concrete foundation subsequently cast around the exposed ends of the anchors. After casting the concrete 200x100x20mm washer plates are used to secure the concrete to the masonry wall by Cintec installer Lundy Projects. Once the anchors have been installed any holes or voids have been filled using Cintec Presstec grout. This system is also planned to be used at Bolton station. GWEP Cutting bracket fixings On the London to Cardiff line near Chipping Sodbury the line exits the long tunnel and continues through a deep cutting
2-Day Conference: 26th - 27th June 2018 | London Convert Big Data Into Value, Utilise Predictive Maintenance Strategies & Implement Innovative Technologies Into Best Work Practices To Drive Track Maintenance Efficiency, Optimise Cost And Maximise Safety PLUS: Gather Insight On Asset Management Planning & Programming Through Innovative Methods & Technologies Innovative CBM Technologies Track Condition Monitoring Utilisation of Tamping Detection of Signal Faults Measurement Tools Data Management + Planning Utility Track Vehicles SNCâ€™s Inspection Tools
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to 3,300mm long were installed to secure the gantries along a substantial length of cutting under the design of Atkins consulting engineers and Network Rail’s team at Swindon.
with sides at angles between 65 and 75 degrees. The diagram below illustrates the problem as the line had little clearance between track and cutting face. The inclined face of the cutting consisted of a masonry facing in front of a rockface of variable consistency and internal voids and
fractures. Also, as there is insufficient room to accommodate traditional concrete pad foundations to plant electrification gantries upon the obvious and only answer was to use the Cintec anchor system. The 96 No Grade 316 SS 45mm diameter Cintec anchors in 100mm diameter hole up
Mainline station works Cintec International’s work at these major London stations is ongoing and has been vital to the remodelling and upgrading projects taking place. Working with an alliance of AECOM, Colas Rail, Mott MacDonald, Network Rail and Skanska on Waterloo the Cintec anchor system was used as high load holding down anchors for the new canopy link between the new and old stations. In this case, it is Cintec’s ability to provide a bespoke system for the problem that has enabled these projects to be so successful. The great flexibility of designs available to the engineers has enabled a large variety of structural challenges to be met utilising Cintec’s anchors. The future Cintec is proud to have been involved in the work that has already taken place improving the UK’s rail system and plans to continue to expand into the rail upgrading programme with partnering arrangements with prime suppliers to Network Rail in addition to advising professional design practices on practical and cost effective structural solutions. Ongoing product and engineering development work will enable Cintec to provide even more inventive solutions to structural problems within the rail assets to continue to improve the UK’s rail infrastructure. Tel. 01633 246614 Email: email@example.com Visit: www.cintec.com
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Sustainable rail acoustic fencing Acoustic Fencing is now a necessity when soundproofing residential and commercial projects from rail noise
teve Barnes, Business Development Manager with Gramm Barrier Systems details the company’s wide range of sustainable, recycled and environmentally friendly acoustic fencing which it provides for rail projects across the UK and Europe. Acoustic fencing is specifically manufactured to absorb or reflect sound with the majority of contractors offering a system constructed using timber; filled with mineral wool and a sound absorptive membrane. While timber may be sustainable through FSC, on rail projects this type of system can be problematic with vermin tearing the product membrane and the timber frame having limited life span. Acoustic fencing can often be an eyesore and attempts to reduce noise pollution can have an impact on the aesthetics & views of the landscape. Not any more, GRAMM Barriers Systems provides products that suit performance, aesthetics & views for such schemes. GRAMM also supports rail projects architects, specifiers and contractors with early design and engineering options. Listed below are a few of the SoundBlok products which the company designs, supplies and installs for its rail clients. METASoundBlok The METASoundBlok is a high-density mineral wool encased in steel. The panels
provide a lightweight and resilient soundabsorbing barrier. Perforated to protect and maintain the sound-absorptive capability of the fill material. It has the highest rating for absorptive at 20 Dla. Individual panels can easily be removed and replaced, as they are not bolted, welded or fastened to each other, or support posts. CLEARSoundBlok – functional walls with great views The CLEARSoundBlok is a transparent noise protector in modular standard sizes within aluminium structural framework. CLEARSoundBlok offers transparent noise protection without visibility obstruction, using a unique frame construction. Benefits of this system are noise barriers without blocked views. Optional bird protection stripes and extensive colours are available for individual design POLYSoundBlok The POLYSoundBlok is made of high strength recycled plastic totally negating the use of timber with its inherent issues. The systems consist of highly durable rigid panels that will not warp or shrink, are rot proof and resistant to aggressive environments like oil; all without the need for additional surface treatments throughout their operational life. ECOSoundBlok The ECOSoundBlok is an ecological noise barrier that offers effective protection against noise pollution while also contributing positively to protecting the environment. The barrier blends harmoniously into the natural environment and becomes more attractive as the greenery grows with every year that passes. This plant growth also helps to reduce CO2 in the atmosphere. The ECOSoundBlok, is the absolute ‘top of the tree’ when it comes to green noise barriers. A screen of living green is a structure that is able to save space and grow to full size without the need for any artificial edifice, thanks to natural precipitation. Perfect for areas where strict planning is required, and lifespan is typically 50 – 60 years.
SmogStop The SmogStop is a noise barrier which controls air pollution. The system is made from CLEARSoundBlok but also has a photo catalytic coating which reduces the NOx and VOCS developed by rail pollution. A typical application would be in areas where the freight is idling continuously so depots are a perfect fit. Gramm Barrier Systems is fully RISQS assessed and a primary sponsor for Network Rail for over 30 years. It is the only noise barrier specialist in the country to give a 30year guarantee on all its acoustic fencing and noise barriers. See us at INFRARAIL - Stand H19 Tel: 07930 558 116 Email: firstname.lastname@example.org Visit: www.grammbarriers.com Rail Professional
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Testing to perfection The scope of legal requirements is constantly expanding. As technologies progress and enter commercial markets the pressure of quality assurance is felt by development teams
ecause of this, new guidelines and instructions are regularly drafted, worked upon, adjusted and published. Without effective guidance or industry experience it can be difficult to navigate the everevolving sea of international standards. This is truer for new and small businesses particularly those working in developing industries where the requirements are often still only loosely defined, and the specific requirements have not yet been ascertained. Often requirements will be referenced to the extensive catalogue of tests already in use across the world. Due to this, having in-depth knowledge of existing standards can be an enormous aid in successfully steering a product through its development stages, eliminating issues that may affect conformity as and when they are identified. International standards should not be seen as intrusive bureaucracy for the sake of creating additional industries. Neither should they be regarded as a method to artificially inflate the barriers to entry for the market. Instead it is crucial to view international standards as a tool for guiding development, which when appropriately
carried out, provides assurance both to developer and the end user. A robust testing plan should not strangle innovation, instead it should be an assistant to it. When effectively implemented, testing as part of the development process will add value and aid in the prevention of delays in a product launch. Even if certain areas of testing are not yet considered mandatory, robust testing and analysis provides a unique source of competitive advantage. This can be a marketable quality that may set the product apart from competition. Above and beyond legal requirements Satisfaction of legal requirements is the bare minimum a company has to achieve before the product goes to market. In the current industry climate, where competition and rising materials costs force industries to cut unnecessary expenditure, the temptation is often to only perform testing that is obligated by law. In many cases this can be false economy. Sometimes issues can only be identified as a result of an extended testing plan where the product is driven beyond its limits. The stress of testing to the extremes can reveal underlying flaws in the design or
even weak points that can be monitored. When this testing is carried out in the development stages, problems can often be addressed before further development is undertaken which reduces costly redesigns. Early identification of potential areas of non-conformity can yield new opportunities for innovation and can help to prevent more serious issues from manifesting later in the development cycle. Vibration and shock testing forms a vital part of most testing schedules, particularly in industrial and transportation sectors. Physical products will be exposed to a level of induced vibration, usually due to the proximity of reciprocal machinery or as a result of passing traffic. In domestic cases the effects are generally not severe enough to warrant testing due to the vibration levels being below that which are perceptible. However induced vibration can cause metal fatigue which in turn can have a negative impact on the functionality of mounts, brackets and restraining devices and cause improperly anchored components to detach. Over the course of a productâ€™s lifespan the cumulative effects of vibration can have serious repercussions if not accounted for. Failure
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operation with rapid changes potentially allowing for a build-up of condensation. Devastating consequences can result from condensation forming inside enclosures if present in or around electrical components. Because of this it is essential to check the functionality at different expected temperatures and in conditions of extreme levels of humidity. This is particularly true for products not located in controlled environments where the conditions are subject to external factors. Although these factors lie outside a designerâ€™s control, they can be accounted for to a level that will provide assurance of a productâ€™s ability to withstand the rigours of harsh environments and extremes of weather. Company profile Axis Test Laboratories is able to draw upon years of experience of testing in various sectors, from marine to medical, home to to account for vibration exposure can eventually lead to exposure of live parts, dangerous unexpected operation, operation outside specified parameters and a lack of functionality. Similar to vibration testing, shock pulses can simulate harsh conditions, in this case the effects of impacts. Such impacts do not necessarily have to be applied directly to a product to have an effect due to the way shock pulses can propagate. Large infrequent shock pulses such as those that may be experienced during carriage coupling should be accounted for in a testing plan to ensure that the construction is sufficiently robust. A controlled platform is used to subject components or assemblies to specific patterns of vibration. Random vibration testing can simulate the expected natural environment such as that experienced in various locations on rolling stock. These profiles can utilise time compression methods to allow a lifetime of vibration exposure to be simulated in several hours, giving assurance that protective measures to safeguard the end user are suitable throughout the duration of a productâ€™s expected life cycle. In addition to this, carrying out explorative vibration tests across the likely spectrum allows accurate identification of harmonic components. The natural frequencies should by design, lie outside the expected exposed vibration spectrum and so determination of these critical frequencies is essential for effective, safe and ongoing operation. Often these resonant points cannot be sufficiently eliminated and in such cases constant exposure for a set period of time in a controlled environment can give assurance that the structure is robust enough to survive in the worst cases of induced vibration. Industry specific testing Another area of testing that is prevalent
throughout many sectors is corrosion testing. There is a prevailing misconception within industry circles that corrosion testing is only relevant to products in the marine sector. Neutral salt corrosion testing does form an essential and core part of marine approvals however it also has uses in most industries where equipment is not located in environmentally controlled areas. In such cases testing is not used to simulate specific likely conditions but instead is used to accelerate exposure to natural environmental conditions. This should give a better understanding as to the life expectancy of materials as well as to determine the effectiveness of protective coatings. Adverse weather conditions and extremes of environment present important design challenges. A sufficient coating over susceptible materials can prevent oxidation but this does not guarantee reliability in all extremes. High and low temperatures can have a direct and measurable affect on
offshore. This experience allows it to create effective and tailored testing plans to suit the requirements of specific customers to ensure relevant and focused assurance. The importance of precise communication throughout the testing process is a key feature of the business and how testing is perceived. Axis believes that providing information throughout all the stages of this process is essential in the modern business culture, allowing for more effective timescale management and ensuring that design issues do not cause unnecessary delays in the development process. The testing provided whether for reasons of approval, investigation or development can help to obtain some certainty in an increasingly uncertain international marketplace. Tel: +44 (0)191 3784653 Email: email@example.com Visit: www.axistestlaboratories.co.uk Rail Professional
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Signposting safety Coeval has been leading the way in high-calibre LED road signs and traffic control systems for over 30 years, supplying many Highway agencies and City Councils
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he solutions Coeval offers are designed to suit its customers’ precise requirements, and are implemented using its process: design manufacture install maintain
This ensures a full service for its customers from start to finish. Coeval prides itself on combining advanced technology, innovation and project management to find the most appropriate and efficient solution, from concept to implementation. Since its beginnings in 1987 Coeval has cultivated a depth of knowledge and experience in providing solutions to today’s complex highway and urban road problems. It uses that experience for the benefit of its clients and, in turn, for the safety of its
roads. Coeval’s services are tailored on a customer-by-customer basis, so that it can provide a personal service that adheres to a customer’s specific requirements. This means that Coeval goes beyond simply supplying existing products – it designs bespoke road signs and systems to solve road safety problems in the UK and internationally. Although based in the UK, it is a global company selling systems in Ireland, Hong Kong, Brazil, Singapore and Greece. All the products can be made available in any language, thanks to the customisability of the intelligent signage systems. Coeval engineers know how to make the best use out of its technology. The creative solutions have tackled some of the most difficult – and dangerous – road problems in the UK and internationally. From sensors to protect bridges from
overweight vehicles, to intelligent traffic lights that put the brakes on speeding drivers, Coeval’s desire is always to make the roads a safer place. With some of the most advanced technology in the industry, its bespoke designs have a record of making a real difference. Protecting the nation’s bridges Coeval provides the answer to traffic problems nationwide, such as the epidemic of ‘bridge strikes’ where HGV drivers inadvertently drive under bridges too low for their vehicles, causing massive disruption and expensive property damage. This widespread issue has achieved such proliferation as to be widely covered by the mainstream media, with some proposing potential solutions and campaigns to change driver behaviour. Unfortunately, such approaches are inadequate in preventing the
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a password-protected website on the secure Coeval-managed server. Once Vehicle Activated Signs are linked over a wired or wireless connection, the RMU continuously uploads activation information to the server as it happens, allowing 24/7 online access. The RMU can automatically pick up and send out alerts on any detector issues due to damage from a collision, beam misalignment, or power failure at the sign. With this system, faults can be reacted to as they happen, maintaining a safer, more reliable traffic system. Thanks to the RMU, unnecessary costs and time expenditure in sign maintenance are eliminated. By establishing an intelligent traffic network, there is no longer a need to expend valuable resources to ensure signs are always functioning as intended.
very immediate damage that bridge strikes cause across the nation. The numbers, as reported by Network Rail in 2017, bear out the urgency of the situation; 1,700 Network Rail bridges are hit every year across the UK. On average, a single incident costs a total of £13,500. In total, the cost to the taxpayer is estimated to reach £23 million each year. Changing driver behaviour is a difficult goal to put into practice. Coeval’s survey showed that only 12 percent of truck drivers knew the height of their own vehicle, and educating drivers alone is not enough: routes would have to be carefully planned out in advance to avoid low railway bridges, a measure that many would find unrealistic. Taking human error out of the equation is the fastest and most practical way to address the hazard of bridge strikes. That’s where the Overheight Vehicle Warning System came in. The Intelligent Coeval Overheight Vehicle Warning System is designed specifically to protect bridges, tunnels and overhead cables from vehicle damage. It uses a sensor to track overheight vehicles well before they get to the low bridge. It then sends the message to a sign that can warn the driver, either stopping them or diverting them. The signs are easy to fit, visible in all conditions and are vandal resistant. More importantly, they remove the need for drivers to know the height and weight of their vehicles and mitigate human error. The Overheight Vehicle Warning System was implemented at the Dartford Crossing on the M25, a road that sees 135,000 vehicles pass through each day. Nearby rail bridges were constantly under threat of collision, with the potential of bringing the entire network to a standstill. When
the technology was first installed, it would divert tens of vehicles a day. Now, however, this figure is consistently in single figures. An intelligent traffic network Even after the installation of these Vehicle Activated Signs, the smart technology allows for a streamlining of the maintenance process: Coeval’s Remote Monitoring System (RMU) is a centralised, efficient solution to monitoring the condition of signs across a network. Up-to-the-minute, time-stamped logs of sign activity are accessible through
The pledge Having spent 30 years of protecting the UK’s roads and railways and doing business with clients across the globe, Coeval has developed a set of standards that are leading in the industry. It pledges to deliver a quick turnaround, high build quality and reliability in everything it does. The company implements the system swiftly and within schedule, working around the red tape with an experienced hand. Strategic planning allows it to ensure no time goes to waste. After everything is put in place, the Coeval team offers continued technical support and maintenance for years to come. Tel: 0141 255 0840 Email: firstname.lastname@example.org Visit: coeval.uk.com
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RILA enables track renewal designs Passenger demand for train services has doubled in Britain over the last 20 years and more frequent services mean tracks need to be renewed more often
he Network Rail High Output teams, who carry out the majority of Britain’s track renewal work, are on the railway every night replacing ballast and renewing rails and sleepers to minimise disruption to train services. It’s a collaborative effort from the planning stage to logistics and delivery – so getting accurate survey data for design and validation of the work sites is essential. In 2015, Network Rail awarded a contract to Fugro to supply the source survey data for its design and validation tasks for the East and West Coast Mainlines in Scotland. All elements of the survey work had to be undertaken in accordance with the survey accuracy banding for Track and OLE Design and carried out up to GRIP Stage 6. Innovations lead to continuous improvement As part of Network Rail’s drive towards innovation they sought a solution that would remove the requirement for surveying personnel to be on or near the track by using alternative techniques for topographical track and lineside feature surveys. Fugro’s RILA train-borne survey system was totally complementary to Network Rail’s aspiration. The RILA absolute track measurement system has been developed to run on the rear of scheduled passenger service trains through connection by a buffer adaptor or coupler adaptor. When using the coupler adaptor, the entire system can be mounted onto or dismounted from the train in less than 2 minutes. As the RILA system is power independent and runs off its own batteries, the system does not affect or compromise the operation of the train in any way. The use of regular service trains to mount the survey equipment replicates the safety and efficiencies provided by the High Output trains through maintaining capacity on the network and removing surveyors from the track and open line dangers. Fugro’s innovative RILA technology offers a fully remote survey system of working that combines GNSS and inertial measurement technology to supply highly accurate and repeatable survey information of the track and the wider rail corridor.
Integrated lidar and camera sensors simultaneously capture high definition imagery and point clouds that can be viewed in a desktop environment enabling designers and engineers to undertake virtual site visits from the safety and convenience of their desktop. The remotely and rapidly acquired RILA rail profiles, point clouds, imagery and video provide a repository of real world survey data at the time of collection. The information can be repeatedly accessed in a desktop environment for post processing into track geometry, rail condition, topographical survey information and georeferenced imagery for use in an engineering design application without the need to access the track or its environs. Ontrack preparatory works require significantly fewer man hours when compared to traditional survey methods. The only reason for Fugro personnel to access the track is for the mounting and dismounting of the systems. Ground breaking solution Introduction of the RILA technology to the High Output function was considered ground breaking in a number of ways as
it involved a completely new method of working. Traditionally, tertiary level control was installed and coordinated and used to link pre-design and construction stage survey phases, whereas the new technique involved observation and coordination of real world objects in the RILA point cloud and re-observation by the IMS track measuring device at construction stage. Once this conceptual seed change had been proven and accepted, the true value of RILA was recognised through rapid
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acquisition of data, route-wide acquisition that could easily accommodate location changes to the High Output Programme and use of the value-added imagery and video as a desktop tool. Rapid data delivery A key requirement of the contract was that the survey data for any individual site could not be older than 6 months from Core Works start date; this includes rails, OLE Height & Staggers and structure gauging data. Conventional land survey techniques would struggle to meet such timelines, but measurement runs of all 64 work sites in Scotland were undertaken using RILA in a 2-week period; demonstrating how quickly the survey data could be collected even in challenging weather and light conditions at the end of the year. This translated into on-time and even early data delivery that enabled the High Output team additional up-front design time. Clear business benefits The use of RILA train-borne systems provides clear and defined business benefits to the High Output function through significantly enhanced health and safety, cost and delivery programmes. It directly supports Network Rail’s ‘Everyone home safe every day’ health and safety initiative by negating the need for survey personnel to work on or near the track for collection of survey data. The laser scan data can be used as a source for real world feature extraction and digitisation. RILA operates on a route wide basis and when deployed it measures and acquires data for entire route sections rather than just the individual work sites. This provides Network Rail with a considerable valueadded strategic benefit as Fugro is banking large volumes of additional survey data that can be used for other route specific surveys. The additional survey capture also meant that if Variation Orders had to be issued to meet changes in work site extents, the data had already been captured for the wider area; yielding additional cost savings as extending the site is likely to only require desktop digitising to complete the variation.
Proven success High Output Track Renewals enable Network Rail to replace more and more track while allowing trains to run safely on adjacent lines, minimising disruption to services. It’s a bigger, more strategic approach and the data that Fugro provides is helping the team plan far ahead and keep the systems in the same regions for as long as possible. In the first year of the project a High Output benefits assessment estimated 1,609 track-man-hours had been saved using the RILA technology. In 2016 the contract was extended to cover LNW, Western and Wales, Anglia and the South East and in 2017/18 it is estimated that 6,590 track-man-hours will have been saved, providing a clear and defined cost and safety benefit through removal of personnel on the track. As well as the direct removal of trackman-hours High Output also estimated
that in 2016/17 in Scotland, using the RILA method has saved over 215 site visits where survey personnel would have been required to access track. This of course includes 430 potential van/car journeys where an additional safety risk is present, particularly if driving fatigued following a night shift. Lee Dalton, Network Rail Design Manager, said: ‘Safety has been paramount throughout the project. Using the RILA method has saved over 215 site visits in 16/17, where survey personnel would have been required to access track. This speaks for itself. The quality of data supplied by Fugro has allowed High Output to implement thousands of yards of track renewal designs to a high level of accuracy.’ RILA technology endorses the ‘survey once use many times’ ethos that delivers cost and time efficiencies to Network Rail. As survey data is collected on a route by route basis, rather than just the actual track renewals sites, data for intermediate track sections can be used by other projects. As the data have already been captured and processed the information is readily available for accelerated delivery. The data collected for High Output Track Renewals work sites on the section of the Great Western route between London Paddington and Didcot have been shared with a number of other projects including Crossrail, Great Western Route Modernisation, Electrification and for IEP Gauging. This has resulted in cost savings across all projects. Tel: 0116 259 9858 Email: RailData@fugro.com Visit: www.fugro.com/RailData Rail Professional
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Celebrating excellence at the 20th annual Rail Business Awards Great Western Railway was named Rail Business of the Year at the RBAs, which took place at the London Hilton, Park Lane, on Thursday February 22 2018
enior figures from the UK’s rail industry packed the Hilton’s Grand Ballroom to see Great Western Railway pick up three trophies and a Highly Commended. As well as the coveted title of Rail Business of the Year, the operator also scooped: • Rolling Stock Excellence award for bringing into service the new Class 387 electric multiple-units on Thames Valley commuter services
• Safety & Security Excellence award for a partnership project on the Severn Beach branch in Bristol. GWR was Highly Commended in the Training & Development Excellence award for its Leadership Development and Great Experience Makers initiatives. Chiltern Railway won the Train Operator of the Year award for completing and launching its new route to Oxford, as well
as its consistently strong performance and high levels of customer satisfaction. ScotRail Alliance Managing Director Alex Hynes was named Industry Leader of the Year, while the alliance’s Head of Integrated Control, Mark Ilderton, took the award for Young Professional of the Year. Full details of the winners can be found on the RBA website www.railbusinessawards.com. Congratulations to the winners and many thanks to the sponsors.
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Looking ahead Preparations get underway for the 21st annual Rail Business Awards, taking place at the London Hilton, Park Lane, in February 2019. The 21st Rail Business Awards will bring together more than 600 industry leaders, politicians and CEOs to celebrate excellence across the UK rail sector. Held at the London Hilton on Park Lane, and now in its
21st year, this annual event hosted by the Railway Gazette Group in partnership with Rail Professional is widely considered to be one of the best networking opportunities in the UK rail industry calendar. Sponsoring an award category at the RBAs demonstrates your support for all the hard work and effort of the many entrants and nominees, as well as the actual winner on the night. It also provides year-round
coverage and superb exposure to the rail market through Rail Professional magazine, the targeted RBA e-newsletter and other media channels. Tel: 0208 652 5214 Email: email@example.com Visit: www.railbusinessawards.com Rail Professional
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Collaboration the key to successful project delivery Martin Eason, UK & International Business Development Manager at Cleveland Bridge UK looks at some major projects the company has been involved in
s a fabrication and erection subcontractor to critical engineering sectors including road, rail, nuclear and power, Cleveland Bridge UK adds value through solving problems collaboratively, and by applying value engineering principles to all its projects. Experience tells us that procurement and main contractors that collaborate with their supply chain have a major competitive advantage and are better able to balance the delivery of client needs against programme and cost. Specifically, involving subcontractors early enables them to contribute to safety, buildability, project and cost-planning. A successful collaboration produces effective and efficient project delivery teams that can operate through consultative engagement, moving away from the traditional combative approach to tendering and contract awarding. Procurement that looks at total cost of ownership and collaboration rather than price, brings improved financial flows throughout the whole supply chain, leading to greater control of both time and cost. However, while this appears to be a common sense approach to highly challenging engineering projects, the evolved contract tendering process and years of precedent has led to the need for significant behavioural change across the industry at every level of the supply chain. To achieve this, there has to be a move towards more partnering and alliances between clients and subcontractors. This can, of course, change from project to project, but having subcontractors included within the tender team at the earliest stage will lead to improved project delivery. It is worth noting that this isnâ€™t just an aspiration that has yet to gain any traction across the industry. In fact, it is beginning to gain a foothold as an effective way of working in areas of the infrastructure industry. Cleveland Bridge UK is helping drive change along with a number of progressive contractors which recognise the importance and value of early-stage and continual supplier integration.
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Ambitious investment In the UK, this was none more so evident than in the Great Western Route Modernisation and Electrification project where collaboration and closeworking between Network Rail and its subcontractors, including Cleveland Bridge UK, ensured a highly complicated stage of this time pressured project could be successfully delivered. Representing the largest investment in the Great Western Railway since Isambard Kingdom Brunel built it more than 150 years ago, once completed the modernisation of the line will stimulate economic growth along its length, but more particularly in South Wales. As one of the UK’s most important arterial routes, Network Rail is currently electrifying the line by installing 25kV AC Electrified Overhead Line Equipment (OLE). Within the scheme was an iconic road bridge at Bridge Street, Newport, which was scheduled for reconstruction to accommodate the increased height of the OLE. Sitting on the boundaries of Newport Railway Station and the town centre, the bridge is surrounded by businesses and residential homes and the necessary road closures would prove a challenge for local companies, residents and commuters. It was therefore vital for the area that the replacement programme was carried out within the critical time allowed and with minimum disruption. Cleveland Bridge UK was contracted by ABC Electrification to plan and supervise the heavy lift removal of the existing bridge structure within a single rule of the route possession as well as planning, detailing supply, site fabrication, site assembly and heavy lift installation of the new structure. The project also included the installation of precast concrete deck units, which, along with the removal and installation had to take place within a 54hour window of abnormal possession.
Within that timeframe was a short 6-hour deadline for the removal of the old bridge, which was met through the innovative use of additional materials with engineers fitting extra steelwork to strengthen the structure before it was lifted in a single piece by a 600-tonne capacity crane. The new 228-tonne, 50-metre, weathering grade steel road bridge was fabricated in Darlington, County Durham and then transported by road to South Wales. However, prior to its 270-mile journey, and to ensure the most efficient installation, Cleveland Bridge UK undertook a trial assembly in its 27,000 square metre production facility to ensure ‘fit first time’ could be achieved. Its installation took place during a weekend closure of the railway line, also utilising the crawler crane, which is one of the biggest in the UK, and was successfully completed within three hours of receiving confirmation of the line closure. This provided the time required to install the 90 pre-cast concrete units before the line was reopened. Close collaborative working and early contractor involvement was critical in the successful delivery of this project. From the design stage, which added certainty to the design, ensuring the safest and most financially efficient methods of fabrication could be adopted, through to the actual site operations, this project was a clear demonstration of effective collaborative working, which has been recognised by the construction industry. The fabrication and installation of the Newport Bridge was recently named as a Project of the Year at a construction awards event with judges commenting that it was ‘an exemplar project, which couldn’t have been solved without getting the Cleveland Bridge team on board early.’ The award judges also highlighted
another Cleveland Bridge UK project for the rail industry that demonstrated the benefits of close and early collaboration by highly commending the company’s recent work on London Bridge Station. Cleveland Bridge UK was contracted by Costain, on behalf of Network Rail, for the supply, fabrication, trial erection, delivery and installation of 29 plate girder rail bridge decks. Consisting of 6 main girders braced together the total tonnage of the project was 3,600te. This was a logistically challenging project that was solved by the innovation and ingenuity of the combined talents of the contractor and its supply chain. London Bridge Station is a major rail hub in central London, which has undergone a full, major redevelopment. Its transformation will now meet the growing transport needs of the area by increasing both passenger and rail capacity at the station by 40 per cent. Due to the location and complicated logistics, exacting coordination was required to ensure all steelwork was delivered on-site to the centre of London and erected using cranes or self-propelled modular transport systems. To ensure this could be achieved, Cleveland Bridge UK’s scope of works was to
maximise the level of off-site fabrication and preparation, which significantly reduced the on-site programme. Costain very much embraced Cleveland Bridge UK’s approach with its Delivery Director, Mark Howard commenting: ‘This complex package of works has been designed, fabricated and installed on time with excellent pre-planning which enabled the challenging installation to be implemented on time and without incident. The management team have been pro-active and have worked with us to improve the process at each stage, resulting in time and safety improvements.’ Both of these recent rail sector projects are great examples of integrated team work and collaborative working and suggest that there is an appetite for a more comprehensive culture change across the civil construction industry, which will drive improvements and project delivery for the greater good of the UK’s infrastructure. Tel: 01325 381188 Email: firstname.lastname@example.org Visit: www.clevelandbridge.com Rail Professional
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New solutions for railway cable theft Railway cable theft has been a major issue for several decades, causing considerable disruption to passengers and huge replacement costs for operators
nder-fin and other innovative solutions from Anderton Concrete could finally herald an end to the problem? In comparison to the illegal removal of metals from churches and other large public buildings, it is arguable that railway copper cable theft has been rather under-reported in the mainstream media. But despite sustained reductions in cases in many parts of the UK, it continues to result in tens of thousands of passenger delay minutes every year, as well as significant replacement and engineering costs to operators. And with the global price of copper on the rise once more, there are also real fears that the recent positive trend could be about to go into reverse. Data from Network Rail and British Transport Police (BTP) underlines the historical scale of the problem. In what must constitute the annus horribilis for railway cable theft, 2013/14 witnessed 179 incidents, resulting in 68,497 delay minutes. Although combined action by police and railway operators, as well as legislation such as the Scrap Metal Dealers Act 2013, has
brought this figure down in subsequent years, cable theft still occurred five times per week in 2017 – leading to 23,670 minutes of delays to passengers, which equates to
network delays of more than an hour per day. Troublingly, the levels of theft are actually on the rise again in some individual areas. For example, the Wales and Borders region recently reported a 240 per cent increase in incidents during 2017 against the previous year, equating to over 10,000 delay minutes. The scope of some of these thefts is highlighted by the fact that one single incident – which took place on a particularly busy part of the network – affected 387 train services and caused a combined delay total of 4,532 minutes. The BTP has had some notable successes of late in terms of prosecuting railway thieves, but these may not be enough to deter others from participating in this disruptive – not to mention hugely dangerous – activity. Investment bank Goldman Sachs recently revised its projection for the price of copper in 2018 from £7,050 to £8,000 per tonne, with a growing gap expected between supply and demand. In this context, both organised gangs and more opportunistic thieves could feel emboldened to seek ill-gotten gains from the
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railways. The impetus for operators to strengthen their anti-theft precautions is therefore evident and in recent years there has been considerable investment in cable protection technologies. Increasingly, these are being provided by Anderton Concrete, a company with more than 5 decades’ experience of supplying concrete cable troughing and related products to railway and other infrastructure projects. All about Ander-fin The essential truth that prevention is better than the cure underpins the Anderton Concrete approach to railway cabling protection, which entails a recently developed deterrent product, Ander-fin, being deployed in conjunction with one or more existing cabling products. The result is an easy-to-install and costefficient solution that is already helping to reduce incidents of cable theft where it has been implemented. Here’s how it works. Manufactured from glass-filled nylon and with a failure load in excess of 2kN, the Ander-fin system is inserted into an Anderton trough every metre in high risk areas. The next step is for a Network Rail-approved cable tie with rubber sleeves to be threaded through the Ander-fin. The cables are then bundled, tensioned and secured with the supplied cable tie. Where it is felt to be necessary, additional protection can be offered by the Anderton Ander-Loc and Ander-clip products, which further secure each lid to its trough. As Anderton Concrete Rail Manager Sharon Rice observes: ‘[the] revolutionary Ander-fin cable anchoring system is specifically designed to tension and secure the cable to the trough, thereby preventing its removal. It’s relatively simple, but extremely efficient.’ Accordingly, Ander-fin has recently found its way into a number of landmark projects, of which none could be more high-profile than Crossrail, the keenly-anticipated new railway for London and the South East. During their assessment work, project construction company Balfour Beatty determined that one particular section in Maidenhead was at notable risk of cable theft. After careful consideration of the available options, it was determined that a combined Anderton solution – comprising Ander-fin, Ander-loc and Anderlite troughing – represented the best way forward. Steve Snell, Project Engineer for Balfour Beatty, reports that the low cost-per-metre Ander-fin has proven to be an important addition to this part of the Crossrail project and so anticipates further large-scale deployments elsewhere on the UK network. ‘It is quick and easy to install, and offers a unique, cost-effective method of cable theft prevention’ he says.
‘Given the high cost of cable theft and the risk to life I would like to see this product installed on all major schemes going forward. It has gone down as a great success with our client Network Rail and I believe they will insist on using this product in the future.’ Rice adds: ‘for this high-risk stretch of line on Crossrail Ander-fin provides a costeffective solution that should reduce the amount of time lost through cable theft.’ Growing renown Balfour Beatty is by no means the only major UK rail-related customer for Anderton Concrete products. In Scotland, the company recently supplied more than 100,000 troughing units for the Glasgow South Suburban Renewal Contract, while Lundy Projects has taken delivery of precast concrete cable troughing for its work on the upgrade to the line between Glasgow and Paisley. A little further south, Anderton Concrete is in the process of supplying approximately 31 miles of troughing for the five-phase GN/GE project, which revolves around an upgrade of the route between Doncaster and Peterborough. With the prices of copper and other metals involved in infrastructural projects continuing to fluctuate, the onus is on railway operators to do everything they can to deter potential thieves. By so doing they can also be seen to be taking greater action to minimise passenger delays and therefore improve overall customer satisfaction with the railways, which as recent studies show (eg. Transport Focus’ National Rail Passenger Survey Autumn 2017) remains a decidedly erratic commodity. Hand-in-hand with police and public awareness activities about the problem, new
technologies such as Ander-fin are helping service providers to attain a firmer grip on railway cable theft. ‘Large-scale cable protection is no small undertaking, which is why cost-efficient and easy-to-implement solutions are vitally important’ concludes Rice. ‘The Anderton Concrete rail range is ideally suited to such large infrastructural projects, so it has proven to be a popular choice for leading contractors and Network Rail. The word is also spreading internationally, which is why we are hopeful that a final terminus for railway cable theft could one day be in sight.’ Anderton Concrete is exhibiting at Infrarail 2018 at Stand C61. Telephone: 01606 79436 Website: www.andertonconcrete.co.uk Email: email@example.com Rail Professional
| BUSINESS PROFILE
Partnering the railway vehicle and infrastructure sectors Star Fasteners (UK) is committed to supplying customers with the highest quality and most innovative fastener solutions on the market
uck® Fasteners are found in every tough engineering situation. Railcars, railway tracks, rolling stock, aerospace, trucks and trailers, bridge construction, cars and mining / quarrying. In fact, anywhere that fastener failure is not an option. These fasteners have been designed to cope with extreme stress and vibration, providing strength and facilitating lighter, stronger, more durable structures. Huck’s heavy-duty tamper resistant fasteners are used wherever high structural strength and resistance to vibration / loosening are required. For example, bogies, chassis coupling mechanisms, cabs, sidewalls to chassis and sidewalls to roofs. The blind self-locking range is popular for installation on air conditioning units, door and window frames, luggage shelves, front and rear panels and brackets. But the installation possibilities are endless. Quick installation A fastener that is becoming increasingly popular in the UK market is the Huck BobTail®. Regarded as the next step in Lockbolt evolution, the combination of rugged installation tools and a precisely engineered fastener range ensures superior
value and performance. The Bobtail installs in only two seconds, up to twice as fast as any other large diameter Lockbolt on the market. Bobtail also has the additional benefit of no pinbreak. This not only reduces material waste, it also ensures an improvement in corrosion resistance by eliminating the exposed surface resulting from the pintail break. The installation system provides a smooth, shock-free process with significantly reduced maximum noise levels, typically less than 70dB. The elimination of the shock load and reduced noise can offer real and significant health and safety benefits. Declared by DIBt (Deutsches Institut für Bautechnik) as ‘maintenance free’, the 12mm, 14mm, 16mm, 20mm and 1-inch diameter BobTail is now approved to be used in both static and dynamic civil engineering applications. Full traceability is given within Star Fasteners ordering systems, keeping backup stocks available is key to its success. Adapting and offering tailored solutions
Having the facility in-house facilitates greater flexibility, control on quality and despatch times are greatly improved. The powder coating service has proved to be popular for both matching the fastener to a project and also colour coding the fastener for identification purposes
BUSINESS PROFILE |
to customers is also very important, as is a skilled and professional workforce. Another critical factor to the success in the railway industry is creating opportunities for increasing value for money. Looking to the future Star Fasteners has added value to its Huck fastener and tooling range. An exclusive fastener is the Huck PentaLok. Star recognised a gap in the market for a mechanical blind fastener that can be quickly installed in the multiple variations of new composite panels. The PentaLok is a 6.4mm diameter plated steel, peel fastener
which is ideally suited for use within thin materials or delicate composites. The in-house powder coating service allows any Huck stock to be coloured to meet customers’ requirements such as matching the livery of a contract. Having the facility in-house facilitates greater flexibility, control on quality and despatch times are greatly improved. The powder coating service has proved to be popular for both matching the fastener to a project and also colour coding the fastener for identification purposes. Custom colour encapsulated head Hucktainers® is also a very popular service. The growing trend for using composites as well as technological improvements has seen innovation in design. With this in mind Star Fasteners brought to the market a coloured encapsulated head Hucktainer. The fastener was initially designed specifically for joining light weight composite panels, plastic and fiberglass reinforced plywood to a wide range of materials. With low minimum order quantities and a fast turnaround, the
head of the Hucktainer can be matched to any colour of the customer’s choice. Its neat appearance gives a professional look to the finished project. What’s new? Soon to be launched is Star Fasteners new battery powered tool. Utilising the Huck nose assemblies, the new tool will be capable of installing most quarter structural fasteners and also the Hucktainer and Magna-Grip® fastener range. It will enable jobs to be completed where there isn’t an air or power supply. Star Fasteners continue to develop
increasingly complex products for a wide variety of industries. Designing fasteners that do more than just one job is a priority. With this in mind Star Fasteners always look for ways to innovate and take every opportunity to work with relevant partners to expand the businesses footprint. Tool repair and hire service As well as being the UK’s largest Huck fastener stockist, Star Fasteners is an accredited Huck tool repair and service department. Expert technical knowledge and a large tool hire fleet complements the service. An important aspect of Star Fasteners quality promise is a well-stocked tool room. To support this area of expanding operations there is a dedicated team of experienced engineers, fully trained to the relevant manufacturers’ recommendations on key brands such as Huck, FAR and Marson. Star Fasteners has developed a reputation for providing a personal and
From products, processes, to human resources and the whole management team, quality always plays a crucial role and is engrained into Star Fasteners culture reliable service, incorporating nationwide collection and return. Once the tool has been received it is assessed and engraved with a unique serial number. This enables the team to provide customer with a full service history unique to the tool. All quotations are free of charge and repairs are fully guaranteed and accredited to ISO 9001 standard certification. When the quotation has been accepted by a customer, the tools are broken down and hot-washed prior to re-sealing, this removes all previous contaminants and therefore ensures the longevity of the tool. Finally, simple maintenance procedures to help prolong the production life of customers’ tooling systems are offered as an ongoing service. Company profile Star Fasteners has evolved over thirty years to meet the changing needs of the market and now stock an ever-wider range of products in response to the changing marketplace. These include rivets, threaded inserts, adhesives, weld and self-clinch studs, screws, insert bits and rivet bushes, as well as all related installation tooling. Star Fasteners philosophy is based on principles of quality, service and continuous improvement; this has enabled them to achieve certification to ISO9001:2015 and the Safe Contractor accreditation. From products, processes, to human resources and the whole management team, quality always plays a crucial role and is engrained into Star Fasteners culture. Star Fasteners is proud to say that it adapts to its customers’ needs and has many years of knowledge and experience to offer. A combination of reliable service, technical help and support, quality products, delivered on time, on budget and without compromise are what makes Star Fasteners mix of services invaluable. To see the full range of products and their potential applications, visit www. starfasteners.co.uk (new site coming soon) and also for tips, ideas and product news follow along on Facebook: @starfasteneruk and Twitter: @starfasteners Tel: 0115 932 4939 Email: firstname.lastname@example.org Visit: www.starfasteners.co.uk Rail Professional
| BUSINESS PROFILE
TBF – helping to make a difference During 2017, the Transport Benevolent Fund CIO paid out more than £2.5 million in benefits to its members
he Transport Benevolent Fund CIO, known as TBF, is a nonprofit making membership charity offering a wide range of financial, health and welfare benefits to those working in public transport, should need, hardship or distress arise. Anyone engaged in the public transport industry in Great Britain is eligible to join. Membership costs just £1 a week, covering the member, their partner and dependent children. The membership fee can be deducted through the company payroll facility or, if this is not possible, paid by standing order. Increasingly, membership is being paid for by the employer; acknowledging the advantages of membership in helping to improve members’ work-life balance and reducing staff turnover. The Fund is run by a board of trustees, the majority of who work in the industry and decide on all benefits. Members’ needs and circumstances are all different, so the discretionary awards are made on the individual merits of each case. TBF’s patrons are numerous and include leading figures in the major transport groups and trades unions. Membership benefits TBF development director, Ian Barlex, explains: ‘TBF is different and makes a difference. Membership is not an insurance policy; the Fund does not make loans, so the money granted is for the beneficiary to keep. Each family member is considered separately, and benefits paid are not cumulative for whole family. ‘There are no different levels of membership fees, there’s no catch – the £1 a week is a flat-rate membership fee giving the member and their family access to the extensive range of financial, health and welfare benefits. ‘These include, cash grants to help cover short-term hardship from sickness
(typically two weeks or more) for example, debt advice, legal help on non-employment matters and also bereavement grants. ‘We also offer medical benefits such as second opinions, scans and tests, a wide range of complementary and alternative therapies, medical equipment, prescription pre-payment certificates, help with the cost of laser eyesight correction and convalescence. ‘There is no age limit for joining TBF, but the person must be engaged in the industry on the day they apply to join. There is also no bar on pre-existing conditions so there’s no need for a medical. Where members have contributed for long enough, they may gain free membership in retirement. ‘TBF is all about helping people, people in the public transport industry.’ The Fund was originally formed in 1923 to support families of those who served in the First World War. ‘The needs of today’s members are very different to those of 95 years ago, but there are still cases of hardship among those who work in the public transport industry. The continuing relevance of the Fund’s work is best illustrated by the volume of awards to members which are regularly over £600,000 a quarter. ‘TBF currently has over 59,500 members, making it the fastest growing
charity exclusive to the industry. This is partly due to the hard work of our nine recruitment organisers who cover all areas of England, Scotland and Wales. We do not pay commission to anyone, so members’ contributions go further to helping those in need. ‘If the current trend of need continues we would very much like to further expand membership enabling the Fund to help all those in need.’ Whenever the need for help does arise, members simply call 0300 333 2000 to speak directly to the friendly team of advisers who will do whatever they can to help. TBF does not have a call centre or lots of push button options for callers. The Transport Benevolent Fund CIO is a registered charity in England and Wales, 1160901 and Scotland, SC047016. Tel: 0300 333 2000 Email: email@example.com Visit: www.tbf.org.uk
Re-Railing, Recovery and Wheelskating Specialists Class 08 Locomotive Hire and Maintenance
Contact Andrew Goodman on 07794 480410 or Paul Fuller on 07787 256013 Montpellier House, Montpellier Drive, Cheltenham GL50 1TY firstname.lastname@example.org www.railwaysupportservices.co.uk
NORBAR THE VOICE OF TORQUE CONTROL Norbar has a long history of association with the rail industry. Our involvement starts with the manufacturers and then extends through the life of the rolling stock and rail networks. We are also extensively involved with the rail infrastructure; building and maintaining the rail networks. • • • • •
Pneumatic Torque Multipliers Electronic Torque Multipliers Industrial Torque Wrenches Calibration Services Engineer To Order
CONTACT: email@example.com +44 (0)1295 753600 www.norbar.com
GB Duncan Clark Joins Rail Freight Group’s Board of Directors B Railfreight (GBRf) announces that Duncan Clark, Director of Strategic Development, has been appointed to the Rail Freight Group (RFG) Board of Directors. Duncan has been with GBRf since 2015 and looks after GBRf’s network capacity, business performance, major projects, and other areas. Before joining GBRf he spent 12 months as Programme Director in the Digital Railway at Network Rail and before that was NR’s General Manager of Freight.
Cara Murphy to lead GHD’s London office ngineering, environmental and advisory services companies, GHD has named Cara Murphy as Operations Director for its London office. Previously GHD’s UK Transport Strategy and Planning team leader, Cara has more than a decade of experience providing technical and strategic advice to companies including the Department for Transport, Network Rail, Transport for London, local authorities and private sector clients.
More at www.railpro.co.uk
Bombardier Transportation in Sweden appoints new Managing Director nna Hojer takes on the role as Head of Nordics and Managing Director for Bombardier Transportation Sweden AB. The Nordics management team is strengthened by Fredrik Nordstrom, Head of the Nordic Regional/Intercity business unit and Henrik Junkrans, Head the Nordic Stable Urban business unit This move reinforces Bombardier’s focus on, and commitment towards, this strategic region while improving the company’s competitiveness.
Looking to fill a key management vacancy?
Siemens appoints new UK Managing Director for Rolling Stock iemens has announced the appointment of Will Wilson as the new UK Managing Director (MD) for its Rolling Stock business, effective May 1. He will succeed current MD Vernon Barker who will be leaving the business at the end of April to pursue other interests. Will has worked for Siemens since 2013 when Invensys Rail was acquired by the company and where he was Director of Business Development and Commercial. He has spent the last two years in Spain as Head of International Sales, Mainline, leading a team responsible for all global mainline sales. A former Army Officer, in addition to his career within Siemens and Invensys Rail Will has a broad senior management career spanning over 25 years. This has included positions as Managing Director for Alstom Transport Information Systems and Managing Director of GE Transportation.
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 us on 01268 711811 or email firstname.lastname@example.org
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THE POWER TO DELIVER A SAFER ENVIRONMENT FIRST FOR SAFETY We earn our exceptional safety record working on Europe’s busiest runways, trackside on the UK’s fastest mainline railway, at nuclear sites and at military facilities. We have delivered 2.5 million working hours and more than seven years providing traction power to HS1, achieving zero lost time injuries. Our innovative design systems of HS1 ensured planned maintenance could be undertaken during the day, reducing risk and improving safety outcomes. We have a relentless focus on health, safety and staff wellbeing. UK Power Networks Services has the experience, commitment and culture to deliver a safer future. The power to deliver a better future
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