MAY 2015 Issue 212 £3.95
THE BUSINESS MAGAZINE FOR RAIL
It’s that time again!
Railtex 2015 Professor Chris Nash on...
... costs, franchising, overcrowding and fares
A drone’s eye view
Technology Can the Internet of Everything transform rail?
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Welcome DECEMBER 2014 ISSUE 208 £3.95
MAY 2015 ISSUE 212 £3.95
THE BUSINESS MAGAZINE FOR RAIL
THE BUSINESS MAGAZINE FOR RAIL
Love your markets. Love your passengers. Head of Passenger Services, Peter Wilkinson, on humanising rail
It’s that time again!
The customer experience Do you have a vision of service?
Ken Russell on having a more ‘can do’ attitude
Professor Chris Nash on...
... costs, franchising, overcrowding and fares
A drone’s eye view
Avoiding the politics
Will the golden age of rail continue?
Can the Internet of Everything transform rail?
publisher RAIL PROFESSIONAL LTD Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Tel : 01268 711811 EditorIAL EDITOR LORNA SLADE email@example.com ASSISTANT EDITOR DAVE SONGER firstname.lastname@example.org DISPLAY ADVERTISING christian wiles email@example.com STEVE FRYER firstname.lastname@example.org PATRICK McDONNELL email@example.com MICHELLE BYRNE firstname.lastname@example.org RECRUITMENT ADVERTISING DEAN SALISBURY email@example.com SUBSCRIPTIONS LISA ETHERINGTON firstname.lastname@example.org ADMINISTRATION cherie nugent email@example.com DESIGN & PRODUCTION MILES JOHNSTONE firstname.lastname@example.org Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail Professional will be taken as permission for it to be published in the magazine. ISSN 1476-2196 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.
seemingly regular opinion piece caught my eye this month, especially after having interviewed Professor Chris Nash of the University of Leeds’ Institute for Transport Studies (page 51). Speaking at a recent forum, Nash mentioned rising staff costs in the industry were a problem: ‘real staff costs per train kilometre are 30 per cent above where they were at the completion of the franchising process.’ Talking to me subsequently, he pointed out that the cocktail of most Toc’s expanding versus a limited number of skilled staff (and arguably not enough new ones being trained), means they have competed with one another on that front, which has pushed up salaries in real terms by substantially more than the economy in general. As well as that, as Nash said: ‘the more profitable ones are willing to pay more and the less profitable ones are having to follow suit if they’re to get the people to run their services.’ Since he works for an executive staffing agency, it’s perfectly understandable that Andrew Fisher would point out the benefits of hiring senior level professionals on an interim basis in his feature on page 97, ‘as an effective way to bring skills and experience which will contribute to the bottom line quickly and efficiently without pushing up permanent headcount costs.’ I’m sure that interim ‘change management professionals’ can bring real benefits, and they must be very satisfied with their salaries. Equally if the industry is willing to pay out then so be it, but it must expect ramifications. The Trades Unions’ response to the Rail Command Paper Reforming our Railways: Putting the Customer First states that ‘Train operating staff productivity has increased at a higher rate than unit labour costs and the wage bill.’ To some extent they would say that and that’s fine, but will rail increasingly be seen as a nice little earner by short-term management staff? That problem exists in many large sectors with skills shortages, but given the amount of activity rail has in its diary it’s not a great prospect in terms of a skills legacy. Fisher acknowledges the key issue as he ends his article: ‘Let us hope that there is sufficient talent available to fulfil our future needs’. So let us hope the talent we have at the moment hangs around. This year’s Railtex looks set to be another amazing event. If you’re planning to attend, do come and say hello to us at stand F07. Lorna Slade Editor
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May 2015 Page 3
issue 212 • MAY 2015
Speculation over future of Bombardier Transportation; future of West Coast Railways in doubt; Labour’s plans for rail and fares promise from Tories; new Thameslink trains on track for 2016; TfL seeks new operator for London Overground; Hitachi factory connects with rail network; new warehouse for Alstom; Railway Mission goes it alone; award for Rail Pastors; external advertising screens for Birmingham New Street; PLUSBUS is just the ticket; UCLan joins international rail project; IMechE Railway Challenge preparations; Ricardo to acquire Lloyds Register Rail; Cubris brings GreenSpeed to South West Trains
The DfT now requires new franchisees to issue a Customer Report, but the acid test will be how the promises are delivered, says Anthony Smith
Laying down the law
Are obese workers disabled? This was the question answered by the European Court of Justice in a recent landmark ruling. Stephen Elliott explains the implications
Delivering the goods
A key challenge in achieving modal shift to rail is building shipper (customer) confidence in rail freight performance reliability. Chris MacRae looks at what’s involved
Women in Rail
Adeline Ginn, founder of Women in Rail looks back at all that the group has achieved so far, and outlines its big plans for the future
IRO news and diary
Latest news and events from the Institution of Railway Operators
No better time
FirstGroup’s Great Western extension exemplifies the combination of private and public sector expertise which has the best potential to unlock real value in transport operations, says Mark Cowlard
Rail Professional interview
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Professor Chris Nash of the Leeds University Institute for Transport Studies spoke to Lorna Slade about industry costs, open access, Labour’s plans for rail, and what his overseas students think of our industry
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So I think the answer overall lies in looking further at how we franchise, Interview - page 51 particularly at the length and size of franchises
A preview of some of the programmes and events at the UK’s leading rail exhibition, held this year at the NEC Birmingham, 12-14th May
Reshaping the future
Sustaining business leadership while driving innovation and retaining knowledge can be a challenge to all organisations operating at the top of their market, explains Phil Burge
Mark Combes explains why The Survey Association’s revised Railway Surveys Guidance Note is essential reading for today’s survey professionals
An active role
By selecting the appropriate method of survey, teams can reduce project risk and avoid abortive design works, says Lewis Johnston
Stuart Thomas describes the advantages and disadvantages of unmanned aerial vehicles in providing rapid, cost-effective and high quality survey data
Greg Morse marks the fortieth anniversary of the prototype HST’s entry into revenue earning service
We have the technology
By connecting people, process, data and things, the Internet of Everything has the potential to transform the rail industry, says Alison Vincent
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Angela Matthews looks at creating usable rail transport for disabled people contents continues...
May 2015 Page 5
issue 212 • MAY 2015
Andrew Fisher looks at the benefits of hiring senior professionals on a shortterm basis, as an effective way to contribute to the bottom line without pushing up permanent headcount costs
Fly by wireless
The industry must roll out wireless technology as soon as it feasibly can, says Professor Simon Saunders
An uphill struggle
Nigel Wall reports from the Cambridge Wireless conference that examined the successes and setbacks in bringing technological development to the UK rail network
Bhoopathi Rapolu explains how to deploy successful predictive maintenance solutions
Offsite construction can cut rail costs
The Rail Supply Group is looking to SME’s and alternative methods of construction to deliver best-value, world-class infrastructure. Matt Goff looks at how SME’s can rise to the challenge
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News in brief... Power to DB Schenker Rail UK he company has a new threeyear contract to deliver coal to the Drax power station, covering the key supply routes of Immingham and Kellingley, with the potential for additional North East supplementary routes. DB Schenker Rail UK has delivered up to 45 per cent of the Drax coal contract since 2011, and the new contract means it will be supplying the vast majority now. The company has also announced that it is the first rail freight operator in the country to introduce electric shunting units as part of its environmental improvements.
Future of Bombardier Transportation in doubt Talks are said to be underway with banks over the future of Bombardier Transportation, with Bombardier looking for cash due to ‘challenges’ within its aerospace business, according to industry sources. Reuters said the Canadian company is seeing how it could ‘monetise its transportation unit’, which is said to be potentially worth up to £3.5 billion. However Quebec’s economy minister Jacques Daoust said Bombardier chairman Pierre Beaudoin told him a sale had been ruled out, but that the company ‘has taken note of the global consolidation trend in the industry.’ Bombardier has its world headquarters in Berlin and employs almost 35,000 people, including 3,500 employees in Britain at eight sites and 23 service locations. The largest British site is at Litchurch Lane in Derby, which is currently building fourcar Class 387 trains for Thameslink and Class 378 trailers to strengthen the existing
New service proposal pen access operator Grand Central, part of the Arriva Group, has submitted a proposal to the ORR to introduce regular train services between Blackpool and London from 2017. The proposals will see investment in new trains, more travelling options and new jobs. Grand Central will also shortly consult the rail industry on its plans. Richard McClean, managing director said: ‘We have a solid reputation and market-leading customer satisfaction, and are excited about the opportunity to provide our services on the West Coast Main Line and deliver much needed services for Blackpool.’
Sleep on the way to work ransform Scotland has called for the re-introduction of canal sleeper services between Edinburgh and Glasgow during this summer’s electrification of the main rail line that links the cities. A spokesman said: ‘The six week closure will be a major inconvenience so we are recommending that Scottish Ministers make this move. We’re sure that business travellers between the cities would prefer a restful
Page 8 May 2015
London Overground fleet. It also has a recently confirmed order for eight more 387s, destined for First Great Western, while preparations are underway to construct 600 electric multiple unit cars at Derby for Crossrail, after Bombardier won the £1.3 billion contract last year. Other Bombardier sites in Britain include depots for London Overground, but the company’s relationship with Transport for London has become strained after Bombardier withdrew from the £350 million contract to renew the signalling on the Underground’s subsurface network, which includes the Metropolitan and District Lines. In Germany, Deutsche Bahn announced in 2013 that it was suing Bombardier for 350 million euros because of problems with Berlin S-Bahn trains. Bombardier, which is declining to comment officially, is currently the world’s largest manufacturer of trains and aircraft. Possible buyers include Siemens, which won the £1.6 billion contract to build Class 700 trains for Thameslink in 2011 after beating off a competing bid from Bombardier.
for the latest news visit www.railpro.co.uk
News in brief... night’s sleep on a canal boat to a bus replacement service during the morning rush hour.’ Maintenance contract for Bombardier ombardier Transportation has signed a contract with National Express Group to provide maintenance for the new Essex Thameside franchise, awarded to National Express Group. The £143 million 10 year deal, which has the option to extend for a further five years, covers maintenance and spare parts on 74 four-car Class 357 ELECTROSTAR trains. The contract contains an incentivised performance regime and incorporates Bombardier’s automatic vehicle inspection system.
Call to support airport’s growth ondon Stansted Airport has called on the government to use the new East Anglia franchise as an opportunity to adopt a ‘joined-up’ approach to tackling the urgent need for improvements in rail connectivity to the airport, so that it can double its current throughput to serve more than 40 million customers in the future. The Airport has listed 12 key commitments that should be part of the new franchise, set to run from October 2016.
Prove commitment he Treasury has announced that bidders for major government infrastructure projects with a capital value of more than £50 million will have to provide evidence of their commitment to developing skills. HS2 Ltd has welcomed the initiative and has already signed up to incorporate the principles into its next bidding process. It is expected that more than 224,000 jobs in the construction industry will be created by 2019.
Labour would put roads on hold to fund rail fares freeze The Labour party plans to divert £200 million set aside to upgrade two major roads in southern England – the A27 and A358, to fund a one-year rail fares freeze. The pledges form part of Labour’s newly published manifesto, which includes plans to reform the way the rail industry is organised, including a change in the law to allow a public sector operator to compete for franchises. The party intends to bring in a new national rail body to oversee the industry and give users a greater say in how trains operate. Labour leader Ed Miliband said: ‘Labour will reform our transport system in order to provide more public control and put the public interest first.’ A ‘strict’ fare rise cap will be introduced on every route for any future fare rises, and there will be a new legal right for passengers to access the cheapest ticket for their journey. The party will continue to support the construction of High Speed Two, but with costs kept down. It will also look to improve and expand rail links across the North to boost its regional economies. RMT general secretary Mick Cash described the manifesto as a ‘missed opportunity’ by Labour ‘to engage with the 70 per cent of the British public who support rail being taken directly into public ownership.’ He continued: ‘The half-way house of a public sector competitor is wholly unconvincing and shows a real lack of courage and ambition which is what millions of voters are looking for in this election.’ Fares price promise from Conservatives The Conservatives have said regulated rail fares in England will rise by no more than inflation if they win the election – saving the average rail commuter £400 by 2020. The pledge was a surprise to the Lib Dems, who said they had fought in government to keep rail fares down while the Tories ‘repeatedly argued’ for above-inflation increases. Lib Dem Norman Baker, a former transport minister under the coalition, said: ‘It is astonishing that the Conservatives would now turn around and claim they are going to freeze fares. They showed no willingness to do so in the last five years and no one should believe them now.’ Labour described the pledge as ‘unfunded, uncosted and totally unbelievable’ but Transport Secretary Patrick McLaughlin insisted that the cap could be afforded. ‘We’ve capped them for the last two years, we’re also seeing growth and we’re investing record amounts, so it is possible for us to be able to say over the next five years we will stick to an increase of RPI .’ Bruce Williamson from campaign group Railfuture, said: ‘This is something we’ve been campaigning about for years, so we’re pleased that politicians seem to be listening. Previously the government has increased fares above inflation while freezing fuel duty for motorists, which we think is unfair. They haven’t said which measure of inflation they will use, though. Until now they have used the higher RPI figure instead of the lower CPI figure, so limiting fare increases to RPI would amount to a real terms increase in fares. ‘We also need to be reassured that this change in policy will not come at the cost of cuts to much-needed investment in the rail network. But one has to be suspicious of the timing of this announcement. Have the Conservatives finally woken up to the fact that rail passengers have votes? What are the other political parties going to do to meet the public perception that fares are too high and too complicated?’ May 2015 Page 9
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WCR could face criminal charges The Office of Rail and Road has launched formal proceedings to revoke the license of Britain’s largest operator of Heritage steam trains after one of its engines narrowly avoided a crash with a 100 mph high-speed train – described as one of the most serious incidents on the railway this year. A spokesman for the ORR said: ‘The rail regulator has notified the West Coast Railway Company that it is reviewing the company’s safety certification - needed to operate trains on the rail network. Our initial investigation has found significant weaknesses in the company’s safety management systems.’ The ORR recently carried out further assessments of the company to determine whether health and safety laws were breached, and has confirmed that West Coast could potentially face criminal charges if it has. West Coast is already suspended from operating on Network Rail’s infrastructure, after the company took the unprecedented step of withdrawing its track access contract following a string of safety incidents, with the final straw being the nearcatastrophe at Wotton Bassett in Wiltshire on March 7, when a steam engine pulling 13 coaches of passengers came to rest on a track junction just moments after a high speed train had passed after it failed to stop at a red light. As Britain’s largest operator of heritage steam trains WCR runs more than 500 a year including the Jacobite service from Fort William to Mallaig which featured in the Harry Potter films. There has been speculation that its suspension has thrown the future of main line steam trains in Britain into doubt. The Scottish government recently announced that the new Scotrail franchise would include a number of regular
steam hauled tourist trains on keys routes and WCR had been shortlisted as the preferred bidder by franchise operator Abellio. However a Scotrail spokesman said ‘we were absolutely shocked by the recent revelations and are urgently looking at other options to fulfill our summer steam operations.’ WCR is privately owned by Yorkshire-based farmer David Smith, who has defended his company’s safety procedures. The company has now issued a statement saying it intends to run its trips as normal, using the licence and services of other train operators, despite the suspension notice banning it from operating its own services.
Ricardo to acquire Lloyd’s Register Rail and form an international rail business Engineering and consultancy group Ricardo has signed a £42.5 million cash agreement to acquire the business, operating assets and employees of Lloyd’s Register Rail, the rail consultancy and assurance business, from Lloyd’s Register Group. The deal is expected to complete on or before 1 July when the business will operate as the core of a new international rail business within Ricardo, to be branded Ricardo Rail. Current Lloyd’s Register Rail managing director Paul Seller will take on the role of managing director of the new Ricardo Rail business. LR Rail is a trusted partner to a wide range of international clients and recorded on a standalone basis revenues of £48.1 million in 2014. It has a staff of 440 rail engineers and specialists located at offices across Europe, Asia and the Middle East. The company uses independent expert advice to provide services ranging from rolling stock design, signalling and train control, intelligent rail systems, operational efficiency
improvement, training and assurance services. It took the decision last year to seek a buyer for its rail business that would be ‘better placed to prioritize the resources and investment, and provide the strategic focus on the rail sector, needed to build a world class global rail business.’ Ricardo says the acquisition is central to the delivery of growth in transportation and security, one of its three strategic pillars alongside energy, and scarce resources and waste. It stated: ‘The future growth of this business is driven by the increasing global interest in urban and high speed networks and the integration of critical and complex rail technologies as governments respond to accelerating levels of urbanization. Ricardo therefore sees a strong and increasing demand for technical consulting and assurance services in the rail sector.’ Ricardo CEO Dave Shemmans said: ‘I look forward to welcoming LR Rail’s employees to the global Ricardo team and am excited about the prospects for the new Ricardo Rail business under the
leadership of Paul Seller. LR Rail will be an exceptionally good fit with Ricardo in terms of culture, geography, product offering and business model.’ Said Seller, ‘We have an excellent team and a strong reputation in the industry, and I believe that in Ricardo, we have an ideal new owner which shares our strategic vision to create a truly global rail business. With its strong reputation in locomotive and multiple unit powertrain and driveline systems it provides an excellent complementary fit with LR Rail’s own areas of expertise. Through Ricardo Rail we will thus be able to provide an expanded range of value-added services to customers across a significantly enhanced global footprint.’ Ricardo said it expects the deal to enhance earnings immediately. In parallel with the establishment of the Ricardo Rail business, a standalone assurance management entity, to be known as Ricardo Certification, will be established to hold and manage all future accreditations. May 2015 Page 13
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News in brief... Crossrail 2 route protected he government has updated plans to protect the proposed route for Crossrail 2 from conflicting development. The high-frequency, high-capacity rail line would run between South West and North East London. No decision has yet been taken on construction, and the DfT is working with TfL and Network Rail on a business case. Part of the line between Chelsea and Hackney has been safeguarded for the proposed project since 1991. However, TfL changed the route of the line after assessing the capital’s future transport needs.
New Thameslink trains on track for 2016 The manufacture of the new Siemens-built Desiro City trains for Thameslink – known as the Class 700 – is well underway, with the first train due to arrive in the UK later this year. More than 200 (out of a total of 1,140) Class 700 body shells have now been manufactured with a total of six trains completed to date. This summer will see the arrival of the first of the new trains into the purposebuilt Three Bridges depot in Crawley, one of two new depots being constructed by Siemens to maintain the new fleet. The trains will then be handed over to the train owner Cross London Trains which will lease the trains to rail operator Govia Thameslink Railway (GTR) ready for the start of the passenger service between Bedford and Brighton, Wimbledon and Sutton in spring 2016 followed by Peterborough and Cambridge services later the same year. The state-of-the-art Class 700 is the UK’s first second-generation train and the design incorporates the feedback of UK train operators, passenger focus groups, train
Support for Stratford ondon Midland has secured £500,000 to develop Stratford station from the DfT’s National Stations Improvement Programme fund, administered by Network Rail. An additional contribution of £250,000 from Warwickshire County Council means passengers can look forward to a new cafe, waiting room and retail area. The project is being overseen by the London Midland Local Delivery Group.
New video shows disability challenges abour London Assembly Transport spokesperson Val Shawcross has launched a new video highlighting the challenges faced by passengers with disabilities when using the tube. Unfit for the Future: Losing Staff and Ticket Offices on the Tube, looks at how TfL’s Fit for the Future programme, which will see the loss of almost 900 staff and the closure of all tube ticket offices, will impact on transport accessibility in the capital.
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crew, cleaners and maintainers. Developed specifically to meet the demands of the Thameslink programme, they will be more energy efficient than existing rolling stock and their lightweight design will mean less wear and tear on the tracks. Steve Scrimshaw, managing director of Siemens Rail Systems in the UK, said: ‘Six trains have already been completed, and the fact we have made such quick progress is testament to our commitment to delivering this strategically important project.’ Scrimshaw pointed out that Siemens has sought to incorporate UK suppliers wherever possible. ‘Many of the components for these trains are being manufactured at various sites around the UK, from Somerset to Tyneside, providing a huge boost to the UK rail industry.’ Andy Pitt, executive chairman of Cross London Trains, said: ‘As the owner of these assets we have an important long-term interest in their manufacture and development. I’m delighted with the progress on the Class 700 manufacture and the testing programme to date.’ Chief Executive Officer of Govia Thameslink Railway (GTR) Charles Horton said: ‘These trains have high levels of reliability so that we can give our passengers a dependable and punctual service.’
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News in brief... Bike & Go celebrates 1000th milestone ike & Go, the UK’s first major station cycle hire programme has welcomed its 1000th subscription holder, Trevor Duggan from Liverpool. Launched in late 2013, the scheme offers rail users the opportunity to continue their journey on from their local train station by bike. Supported by Northern Rail, Abellio Greater Anglia, Merseyrail and ScotRail, Bike & Go is available at 58 stations on these networks.
Re-opening Lewes to Uckfield line ailfuture has welcomed the statement ‘buried’ in budget papers that the government will fund a further study into reopening the line. The aim of the study, it says, should be to define a viable, widely-supported case for investment to strengthen the transport network, improve connectivity, drive economic growth and spread prosperity. ‘The terms of reference must be set to capture the full range of potential benefits, rather than being limited to investigating a specific technical solution,’ it said.
Wrong train, wrong route! irst Great Western is investigating how one of its drivers took the wrong train out of a station. The driver and his ‘pilotman’ train manager joined a train at Banbury, Oxfordshire and thought they were taking it to London. But the train was actually going towards Swansea. It was decided the best course of action was for the train to return to Banbury where the crew boarded the correct train to Paddington station. The real Paddington train was delayed for around half an hour at Banbury while other trains were held up as they made way for the return to Banbury of the erroneous train.
Page 16 May 2015
TfL seeks next operator to run London Overground services Transport for London (TfL) has issued a notice with the Official Journal of the European Union to select the next train operator to run London Overground services from November 2016, with bidders having until mid-May to register their interest. Under the new 2016 concession TfL will bring in new trains, higher frequency services and a continuing programme of station upgrades. The contract will also include options to introduce an all-night service at weekends and to extend Gospel Oak to Barking line services to Barking Riverside in 2019. The new operator will be responsible for supporting these improvements. Jonathan Fox, TfL’s director of London rail, said: ‘This bidding process is vital to ensure London Overground’s performance is maintained and improved to make services even better for our customers.’ London Overground will take over the operation of routes running from Liverpool Street station to Enfield Town, Cheshunt (via Seven Sisters) and Chingford, on 31 May, as well as services between Romford and Upminster. These routes will be part of the contract now open to tender.
Another milestone for Britain’s newest train factory The final track component was installed at Merchant Park last month, connecting Hitachi’s new train manufacturing factory with the rail network for the first time. Network Rail, Hitachi Rail Europe and Story Contracting turned the last Pandrol clip at the £82 million Newton Aycliffe site which will deliver the next generation of high speed rail carriages to the UK and Europe. The Pandrol clip, used to fasten rails to railway sleepers, is the final installation of 35,000 fixings that Story Contracting has installed on behalf of Network Rail. The project has also seen the installation of 7,000 metres of sidings and a new 1km long overhead electrified test track, along with the reconfiguration of the existing branch line and its connection to the site. Expected to be completed by mid-2015, work will now concentrate on the interior fit-out of the facility, which has already started. The factory will serve as a Hitachi Rail Europe facility for train manufacturing and assembly. It will
be the base for the construction of the new Great Western Main Line and East Coast Main Line trains the company is building for the government’s Intercity Express Programme (IEP), as well as the new AT200 trains for Abellio’s ScotRail franchise.
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News in brief... Tunnel to Heathrow etwork Rail is to begin formal public consultation in the summer on its plans for a new 5km tunnel linking the Great Western main line to Heathrow Airport. The tunnel would leave the Great Western main line between Langley and Iver, allowing passengers to travel to Heathrow from Reading via Slough without going into Paddington station. Network Rails says the spur would not only provide direct trains between Reading and Heathrow but also improve access to Heathrow from the south coast, the southwest, South Wales and the West Midlands. As well as that it would reduce congestion at Paddington station.
No upgrade for North Cotswold Line he government has ruled out upgrading the North Cotswold Line – linked with proposed restoration of the former route line between Stratford-on-Avon and Honeybourne – as a strategic alternative to the route in South Warwickshire recently closed by a 350,000-tonne landslip. Transport minister Clare Perry told Jeremy Wright, who is Attorney General and was Kenilworth and Southam’s MP until the pre-election period began, that redoubling 17km of the line between Charlbury and Wolvercott, near Oxford, would cost £160 - £200 million ‘before a diversionary route of sufficient capacity between Birmingham and Oxford could be created.’
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Railway Mission now sole provider The rail chaplaincy service, which provides pastoral support to staff and BTP officers, will now be provided solely by the Railway Mission, after partner organisation, London City Mission moved resources from workplace settings to focus on supporting residents in the capital. The two charities, both established in the 19th Century, have worked closely together for many years and LCM’s decision to return to its roots means the Railway Mission is expanding to look after staff across the entire rail network. Liam Johnston, chief executive of the Railway Mission, based at Rugby station, said: ‘It’s been a real pleasure to work with LCM, and we’ll miss them. This development means that we’re now in the process of training four new chaplains as part of our plans to ensure full national coverage continues.’ LCM chief executive Graham Miller said that his organisation had undergone a strategic review, leading to the decision to concentrate on its local community projects. He said: ‘I’m tremendously encouraged that this important work on the railways will continue under the supervision of The Railway Mission, who are specialists in this area.’ Chaplains provide face-to-face friendship and support to rail staff during office hours, and around the clock in emergency situations. Demand for their help has grown dramatically in recent years as the number of rail fatalities has increased. The Railway Mission, which relies entirely on voluntary donations to fund its operations, plans to take on an additional two chaplains by the summer, taking its number of new staff this year to six.
Alstom invests £1.3 million in North West facilities Alstom Transport is to invest around £1.3m in building a new warehouse at its Longsight Traincare Centre in Manchester, to improve logistics and distribution. The new facility, set to be completed in November, has been specially designed as a storage centre for the bogie workshop which opened earlier this year. The site’s 300-strong team is currently undertaking the fourth heavy engineering overhaul of the Virgin Pendolino fleet, which includes changing more than one million components. ‘This is a major investment that will also bring a real change to the way that logistics and distribution are undertaken,’
said Rob Whyte, managing director of Regional, Intercity and Services for Alstom Transport UK. In other news, the first Virgin Trains Pendolino with a First Class carriage converted to standard is now in service – with a further 21 to go. When finished, the project will create an extra 5,500 standard class seats – a net increase of 2,100. The work is taking place at Alstom’s Oxley depot in Wolverhampton and will be completed in September. The nine-car Pendolinos will also receive a major interior refresh and a deep clean, as will the remaining 35 11car Pendolinos.
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Award for Rail Pastors Rail Pastors, a volunteer scheme sponsored by the British Transport Police and Govia Thameslink Railway (GTR) has won an award for Community Engagement at the British Transport Police’s Complementary Policing Awards. The volunteers were recognised for their work in reaching out to people around and on the railway who may be vulnerable or in distress. The scheme was set up in August 2014 jointly by the British Transport Police and First Capital Connect, to proactively target potentially vulnerable people in the rail
industry. GTR has continued to support it since it took over the franchise in September 2014. Volunteers currently work at Hendon, Mill Hill Broadway and Cricklewood in teams of four, in a three hour shift pattern. The scheme has been so successful that it is being expanded across the Thameslink and Great Northern routes from this month. GTR provides complimentary travel passes, uniform and a mobile phone to all volunteers, who attend a training course focusing on safety and the Samaritans’ MSC (managing suicidal contacts) course. Rail Pastors receive police briefings and updates and are empowered to order taxis to ensure vulnerable people are able to get home. Crime prevention manager for GTR, Tony Holland said: ‘This award is a great tribute to the work that Rail Pastors do. In a very short time they have established themselves as a proactive and reassuring presence on our stations.’ Paul Lewis, Rail Pastors co-ordinator added: ‘The entire Barnet Rail Pastor team was tremendously encouraged by the award. We were particularly pleased with the recognition of the nature of our work. This acts as a springboard to develop and expand this exciting initiative to new parts of the rail network. Furthermore, the award inspires us to recruit more volunteers and serves to reignite our passion to help vulnerable people.’ Page 20 May 2015
External advertising screens for Birmingham New Street Redeveloped Birmingham New Street will be one of the first stations in the country to feature state-of-the-art advertising screens above all of its main entrances when it opens in September this year. The content for the screens – known as media eyes which will fill the eyeshaped spaces above the station’s three main entrances - will include community information from the Birmingham area as well as commercial advertising. The screens can also be used to display station messaging in emergency situations. Chris Montgomery, Birmingham New Street project director said: “The media eyes will be an innovative and iconic part of the project. They will have full motion picture media content which will bring even more vibrancy and movement to this modern, state-of-theart station.’ Signature Outdoor/ Ocean Group will provide the media eyes. Gerry Bew, managing partner said: ‘Along with our technology partner D3 LED Europe this furthers Ocean Group’s digital out of home advertising credentials in the UK’s largest advertising market outside of London.’ David Neale, director at D3 added: ‘As a Birmingham-based organisation we are very proud to have been awarded what is likely to be one of the most spectacular and impactful digital-out-of-home LED display projects in Europe.’
Driver advisory system improves one of the busiest networks in Europe
South West Trains is to become the first train operator in the UK to introduce a ground-breaking new technology on its trains to help improve reliability and punctuality across the network. The GreenSpeed driver advisory system collects real-time data from a wide range of sources to calculate the ideal speed of the train to help ensure it arrives exactly on time. It also has the potential to reduce the impact on the environment by lowering energy consumption as well as allowing more frequent trains to be run on the network. The contract to introduce the technology was awarded to a consortium comprised of rolling stock engineering company ESG, and Danish IT and engineering company Cubris. The work will take place on class 158/9, 458, 444 and 450 trains. Installation starts next month and the first pilot starts on the West of England lines in the autumn. Fleet deployment will take place gradually as drivers are trained and train installations completed. Sune Edinger, CEO of Cubris, said: ‘It is a breakthrough for Cubris to enter the UK market with GreenSpeed and we are extremely satisfied with winning the first major C-DAS project in the UK rail sector. The first phases of the project have been concluded and we can already see the positive results of involving the drivers in the early design of the user interface.’ GreenSpeed is installed fleet-wide in the Danish Railways and has been in full operation since March 2012. Punctuality has improved from 92 to 95 per cent and traction energy consumption has reduced by 6-8 per cent.
May 2015 Page 21
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Survey shows PLUSBUS is just the ticket The nationwide discount-priced ticket for combined train and bus travel is now selling one million tickets a year – double that of five years ago and growing according to Transport Focus. A survey of more than 2,000 rail users carried out by the independent watchdog showed that 90 per cent of PLUSBUS users are either ‘very’ or ‘fairly’ satisfied with the integrated ticket, which offers unlimited bus and tram travel in towns and cities from where a rail journey starts or finishes. Key reasons for the high satisfaction levels were that the ticket is convenient, simple to use and good value for money, with no peak restrictions. Other results were: • 43 per cent of rail passengers are aware of PLUSBUS • 70 per cent of PLUSBUS users own a car, showing that the ticket encourages people to opt for the bus rather than driving • 20 per cent of prospective PLUSBUS users said they would buy a ticket having recently been introduced to it. Jonathan Radley, commercial director of PLUSBUS, said: ‘The results demonstrate that Britain’s only multi-modal and multioperator travel ticket continues to be a huge success. ‘We’re pleased that customers recognise the benefits but we are keen to encourage more rail passengers to use PLUSBUS. We will continue to work with industry partners to further promote PLUSBUS and raise awareness to both customers and the staff who sell it.’ Conrad Haigh, head of integrated transport at ATOC added: ‘PLUSBUS offers an attractive, low cost, door-to-door public transport option. It’s a great example of bus and train companies working together to deliver even better services for customers.’ David Sidebottom, passenger director at Transport Focus,
said: ‘Passengers tell us that value for money is important to them. This research found that PLUSBUS could help deliver this. ‘PLUSBUS is a great example of the bus and train operators working together to further improve passenger satisfaction. The next step is to ensure more passengers are aware of how PLUSBUS can make onwards journeys easier.’
Young engineers get ready to compete Eight teams of student, apprentice and graduate engineers are preparing to take part in the Institution of Mechanical Engineers’ Railway Challenge, to be held on 26 – 28 June at the Stapleford Miniature Railway near Melton Mowbray, Leicestershire. The competition will see teams from around the UK compete to design and manufacture the best, most efficient and quietest small-scale locomotive. The teams competing this year are: Birmingham University, Huddersfield University (which won the competition in 2013), Interfleet Technology (based in Derby, which won in 2012), Sheffield University, Southampton University, Swindon’s TE Connectivity, last year’s winning team Transport for London (TfL), and Warwick Manufacturing Group (part of the University of Warwick). Philippa Oldham, head of transport and manufacturing at the Institution of Mechanical Engineers, explained: ‘The competition is run along the Page 22 May 2015
lines of a real-life tendering process, and teams have to prepare a business case, finance, design, and build a locomotive from scratch. ‘I’m looking forward to seeing the new innovations in this year’s locomotives, particularly the solutions that are being proposed for both the energy storage and energy efficiency challenges. These are two big issues currently being faced by manufacturers and the solutions these young engineers have developed as part of this competition could one day revolutionise modern railways. ‘This year looks set to be a tight contest, with more teams than ever and three previous winners taking part.’ The locomotives that will be competing are designed to work on a 10¼” gauge railway line and must be powerful enough to transport a 600kg load – including one of the Railway Challenge judges. The trophy will be presented to the winning team by Professor Richard Folkson, president of the Institution of Mechanical Engineers.
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May 2015 Page 23
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UCLan joins international rail improvement project Tourism students from the University of Central Lancashire (UCLan) took part in an international project to generate new ideas for promoting rail travel within Lancashire and beyond. Joined by students from Plymouth, Germany and the Netherlands, UCLan’s Institute of Transport and Tourism (ITT) hosted a twoday masterclass for the Citizens’ Rail project; a European Union initiative to develop local and regional railways by involving the local community. Participants visited Burnley, Blackpool and Preston train stations before working with experts in transport planning and policy, tourism, marketing and economic regeneration to share ideas on how rail travel can further appeal to commuters, families and tourists in the UK and Europe. Ideas include making the journey part of the leisure experience for tourists, improved pre-paid public transport cards, better connected timetables for commuters, and advertising on up-and-coming social networks such as Instagram. UCLan international hospitality management student Helen Burrows focused on people who travel by rail for leisure in her group. She said: ‘We like the idea that travelling by train means that everyone can enjoy the journey and the pressure isn’t on one person to drive. It’s about making the journey part of the leisure experience and not just the destination. ‘It’s been interesting to work with international students to see their perspective on rail travel and exciting to know our opinions
and ideas will feed directly into a European-wide project.’ Citizens’ Rail is an EU initiative that began in May 2012 and runs until September of this year. Its main focus is on new and refurbished station buildings, more frequent services, volunteering, social outreach and local marketing campaigns to encourage more people to use and be part of their local train services. Already it has helped fund the new station building at Burnley Manchester Road, soon to be in the spotlight with the launch of direct rail services to Manchester beginning in May. Mike Parker-Bray, Citizens’ Rail communications officer, said: ‘Our project is all about improving local and regional rail services and facilities, and encouraging more people to take the train. It has been great to harness the creativity of the students to make this happen.’ Organiser of the event, ITT director Dr Richard Weston said: ‘The masterclass offers the chance for university partners to draw from their students’ knowledge and understanding, while also providing dissemination of the good work the project continues to bring to the public.’ Citizens’ Rail, part of the EU Interreg IVB North West Europe programme, spans the UK, France, Germany and the Netherlands. Each local area has its own rail and community engagement expertise which is freely shared for other people to use. Project organisers are now looking at which of the students’ ideas can be put into practice and these will be shared at a final conference in Torquay in October.
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In the passenger seat Anthony Smith
Promises, promises... building trust in franchising The Department for Transport now requires any new franchisee to issue a Customer Report, but merely producing a report doesn’t change attitudes - the acid test will be how those promises are delivered, says Anthony Smith
t seems cloak and dagger; we don’t know when it takes place, who the players are, what they offer, if they deliver what they promise – it’s not transparent at all,’ said one Colchester commuter involved in our recent franchise research. Passengers feel alienated from the franchise-replacement process – sometimes the first thing passengers know about a
new operator is when their train rolls in one morning with a new sticker on the side. Not a great start to a relationship where trust is going to be important. We know from our previous work on Passenger Power! that rail passengers want more information about what winning bidders have promised, alongside a real opportunity to influence what goes into the contract.
May 2015 Page 27
Be honest The c2c passengers we spoke to had a broadly positive attitude towards their operator and were more likely to trust the promises set out. GTR passengers had a more negative attitude and so tended to be sceptical and less likely to believe that the promises could be delivered. Key to enhancing credibility is to be honest, even if it’s bad news. Passengers want to know if targets haven’t been met and why not, or if fares are going to rise. Commitments should be laid out clearly with a timetable for when improvements are set to come into effect. Targets need to be given context with comparable data, such as previous years’ results and other operators’ scores. The report must address the issues that are of key concern to passengers. Personalised information is important - people want to hear about their own station or journey. In terms of content and presentation, clarity and openness are key. Language needs to be clear, without railway jargon. The tone should be non-patronising and straightforward. However, most of the people we spoke to said they wouldn’t have picked the report up and read it. There’s a challenge for the industry in how to package and promote the report to get more people reading it.
Another passenger expressed this view: ‘We buy tickets so we are investing in the service…. [we] should be seen as shareholders not users.’ The Department for Transport (DfT) now requires any new franchisee to issue a Customer Report setting out its plans for the railway and its commitments to passengers. We’ve just published a new piece of research summarising the findings of more than 20 focus groups among passengers using c2c, Abellio Greater Anglia and Govia Thameslink Railway (GTR). What passengers want from Customer Reports explores passenger reactions to the first reports to be published, highlighting best practice and areas for improvement. Overall, passengers approve of the notion of the report and regard it as positive that new franchisees are required to issue one. They appreciate the transparency of the operator communicating directly with them and telling them openly about their future plans for the network. However, whether people trust in what the report promises depends on their previous experiences with that operator. Merely producing a report doesn’t change attitudes - the acid test will be how those promises are delivered.
‘However, whether people trust in what the report promises depends on their previous experiences with that operator’ Now we’re talking to the DfT about this to try and influence future franchise specification. We’re also asking operators to take note of this feedback from passengers and learn from it when developing their own reports. These first iterations have been well received but passengers are telling us that improvements can be made. View the research at www.transportfocus.org. uk/research/publications/what-passengerswant-from-customer-reports
Anthony Smith is chief executive of Transport Focus (formerly Passenger Focus)
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Laying down the law
The heavy burden of discrimination law Are obese workers disabled? This was the question answered by the European Court of Justice in a recent landmark ruling. Stephen Elliott explains the implications
he Disability Discrimination Act turns 20 this year. And, as employers know all too well, one of the most noteworthy aspects of this complex and wide-ranging piece of legislation is how it has been interpreted time and time again by courts and employment tribunals. It has been done in a way that extends disability protection to cover medical conditions which were certainly not contemplated when the law first hit the statute book back in 1995. Back then no-one imagined, for example, that people with stress, dyslexia or depression would be given the same protection as wheelchair users and others with clear and obvious physical disabilities. It is often said that this creative, ingenious interpretation of the disability protection rules is an example of our legal system keeping pace with changes in society; with the system constantly identifying and reacting to those groups who become disadvantaged or who need support. If this is correct, then it is probably no surprise that disability discrimination law has recently started to become relevant in the context of obese workers. After all, about two thirds of UK adults are now overweight, with about 20 per cent meeting the definition of ‘obese’ – having a Body Mass Index of over 30. Despite the introduction of various health promotion initiatives it is commonly accepted that the ‘obesity epidemic’ shows no signs of being brought under control any time soon. So, are obese workers disabled? This was the question answered by the European Court of Justice in a recent landmark ruling1, in which it concluded that while obesity was not of itself necessarily a disability, the effects of a person’s obesity may, in certain circumstances, mean that that person should be classed as disabled.
Page 30 May 2015
What does this mean? Essentially, it means that an obese person is not automatically seen as disabled, but he might be disabled if his condition prevents him from working on the same basis as his colleagues; or if he is only able to do so with discomfort. These are questions for a court or tribunal to resolve on a case-by-case basis. Important to rail It is easy to see how this development might be important to rail industry employers. Many of our workers do physically demanding jobs – particularly perhaps, those who work in engineering or on-board. It is probably obvious that there are some tasks which a morbidly obese employee simply could not carry
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1 2 3 4 5
Assess the risk. Try to identify the tasks, duties and areas which could cause problems for obese workers in your business. What can be done to address those problems? Common sense is key; a formal health and safety type risk assessment is probably not necessary Update policies. Look at your Equality and Diversity and Dignity at Work policies. As a general rule these should be reviewed and updated regularly anyway. Do they need to be amended with obese workers in mind? Beware harassment. If body image-related teasing and ‘banter’ is considered acceptable in your business or among certain sections of your workforce, now is probably the time to address that
Contractors too. It’s not just direct employees who are protected against disability discrimination (and indeed against all unlawful workplace discrimination). Consultants, self-employed contractors, casual workers, agency staff – even job applicants – are all covered as well Remember that adjustments must be ‘reasonable’. Just because a worker asks for something to be changed doesn’t mean you have to agree. The duty to make adjustments applies only where the worker can shown that a rule or working practice puts him at a ‘substantial disadvantage’ because of his disability. Even then, the adjustment must be one which is reasonable for the employer to make.
For more than three decades, Charles Endirect, a family-owned engineering firm, has been designing and manufacturing some of the market’s most innovative and intelligent bespoke products for both the rail and road industries. Today, we produce a superb range of Glass Reinforced Plastic and Steel Feeder Pillars which can be supplied empty or pre-wired. Because of its excellent insulation qualities, we find GRP is the preferred material for trackside use by our rail network clients across a wide range of applications. Whatever the usage, Charles Endirect is committed to manufacture quality products which are totally safe and fit-for-purpose. As such, we have a dedicated in-house team to design, build and test pre-wired distribution equipment to BSEN 60439-1 and to provide every product with an O&M manual and test certificate.
Our pre-wired pillars are designed and manufactured to individual customers’ requirements, be they single phase or three phase, with switches, fuses, MCBS, RCCBs, RCBOs and contactors. To find out more talk to Andrew Jackson, National Sales Manager on 07866 576 089. Or email email@example.com Tel: +44 (0)1963 828 400 Email: firstname.lastname@example.org
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‘In these situations employers could well find themselves faced with overweight workers demanding – for example – additional rest breaks or insisting that their duties be changed’ out; it is equally obvious that very heavy, unfit staff will legitimately complain of increased workplace ‘discomfort’ when they are required to undertake the same tasks as colleagues whose weight is normal. Having to stand for long periods of time; having to work in confined spaces and having to lift and carry could all be relevant in this context. Indeed, so could the simple fact of exposure to members of the public and the increased risk of body image-related taunting or abuse which might be said to go with it. In these situations employers could well
Page 32 May 2015
find themselves faced with overweight workers demanding – for example – additional rest breaks or insisting that their duties be changed. They may argue that obesity-related absences should be disregarded when calculating absence management trigger points. They may insist that something be done to stop colleagues or passengers making jokey (or worse) weight-related remarks. And, of course, they may threaten to bring claims of discrimination if they do not get what they want. How should employers react in these circumstances? An overly defensive or dismissive response is unlikely to work. Failing to respond at all will not be helpful either. On the other hand, employers should not feel that they need to run scared. It must be remembered that obesity is not automatically a disability; a careful process of evaluation needs to be undertaken before that conclusion can be reached. And then, even if it is decided that the worker is disabled, it is worth remembering that the law requires only those adjustments which are ‘reasonable’ in nature. If the situation is carefully managed then an expensive and complex legal claim can easily be avoided. 1 FOA, acting on behalf of Karsten Kaltoft –v- Kommunernes Landsforening, acting
on behalf of the Municipality of Billund C-354/13)
Stephen Elliott is a partner in the Employment Law Department at Langleys Solicitors.
OSL Global provides rail signalling and multidisciplinary engineering, technical and project delivery support to clients in the UK and internationally. With extensive experience in a broad range of services and solutions, OSL pride themselves on being the delivery partner of choice for a large number of organisations across the sectors in which we operate.
Our commitment to safety, client focused processes and value for money, enables us to offer the following range of services: Signalling design, Signalling Data Preparation SWTH, SMTH and Principles Testing Overhead Line Equipment Design and Engineering Electrification and Power Design and Engineering Civil/Structural Design and Engineering Mechanical/Electrical Design Engineering Environmental Design Project Management and Planning
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May 2015 Page 33 www.oslglobal.com
Delivering the goods Chris MacRae
Corridors to success A key challenge in achieving modal shift to rail is building shipper (customer) confidence in rail freight performance reliability. Chris MacRae looks at what’s involved
TA shipper members have raised the issue of rail freight operational service performance measurement over specific rail freight traffic flow corridors. As part of FTA’s shipper customer-led Agenda for More rail freight, discussion needs to be had on what corridors are required to be measured and the format of measurement that will be helpful. A key challenge in achieving modal shift to rail is building shipper confidence in rail freight performance reliability. Although this is generally reported as ‘good’ for the traffics currently operated, visibility of customer usable data on rail freight performance is essential in this. This is especially so for potential customers who are thinking of using rail but who do not currently do so. There are of course many components that make up rail freight operational service performance including for
example: • infrastructure reliability, performance, maintenance and enhancements as well as capacity restrictions • train operator performance and impacts on the network and each other • customer loading, unloading etc requirements and performance • terminal operational performance requirements and capacity restraints. While there are industry internal operational performance measures and also industry internal operational performance regime compensation arrangements between the different regulated parties as well as individual contractual arrangements, what the wider rail freight shipper community (including especially potential shippers) needs and wants to know about is operational performance by rail freight on key corridors.
This therefore leads to consideration of the following questions: • what are shipper-usable operational service performance metrics for rail freight? • which are the strategic corridors where rail freight operational service performance should be measured? Due to the different natures and needs of e.g. retail domestic intermodal customers and bulk traffic rail freight customers the two sectors need to be looked at separately. Suggestions for each sector are dealt with below on the basis of discussion FTA has had with its members. Domestic Intermodal What are shipper-usable operational performance metrics for rail freight? • visibility of performance is required • 95 per cent arrival at destination railhead within one hour either side of booked time (e.g. 07:00 – 09:00 for 08:00 booked) on shared/dedicated rail haulier services is suggested as a key metric. • this matches common distribution centre to retail store road delivery windows allowed by retailers • some retailers will go to railhead freight terminals and collect containers, while others will use an intermodal logistics service provider door-to-door service. Which are the strategic corridors where rail freight operational performance should be measured? These are suggested as: • Daventry to Mossend / Grangemouth • Grangemouth to Aberdeen • Grangemouth to Inverness • possibly (for potential traffic flows) Midlands to South East Midlands to South West Bulk traffics What are shipper-usable operational
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performance metrics for rail freight? • the current measure is departure from/ arrival at railhead of +/- 15minutes of boked time, (and the Network Rail Freight Delivery Metric for The Office of Rail and Road’s Control Period 5 2014- 2019 shows this around 90 per cent achieved) • bulk sector shippers argue this should be tightened to+/- 5 minutes to avoid losing the booked train (likely if more than 5 minutes late) and the performance achievement of that targeted in the higher 90’s • on time departure and train path performance need to be measured. Which are the strategic corridors where rail freight operational performance should be measured? • Midlands Quarries to E Anglia/London • Leceister to Peterborough to Essex/ East London/East Anglia • Peak Forest to Manchester • Peak Forest to London • Mendips Quarries to London The idea of ‘corridors’ as such can be trickier in this sector as delivery locations change. Other Associated Issues These include:
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• should trains hauled for Network Rail as a customer of rail Foc’s be included in performance figures due to their scale and potential network operational impact? Network Rail’s engineering trains (for renewals, enhancements and maintenance of the network) represent the biggest single haulage contract on the network) • The need for more ‘live’ information than historic data on performance e.g. a passenger train station style arrivals/ departures real time tracker. FTA wants to work with shippers and
the rail industry (Network Rail, rail Foc’s and intermodal logistics service providers) on these issues to provide transparent and beneficial indicators. This is key to retaining and growing rail freight and helping businesses to turn public policy aspirations of modal shift into economically sustainable business reality. For further information on FTA’s rail freight policy work contact Chris MacRae, rail freight policy manager. Tel: 07818 450353 Email: firstname.lastname@example.org Visit: www.fta.co.uk
Rail Professional Promotion
Increase your workshop or warehouse space for weeks, months or years - in a matter of days If you need additional Workshop space but have put it off due to the capital outlay involved, a firm in Warwickshire may have just the solution you need
Temporary and permanent mart-Space has a completely different approach to other construction companies and have two types of building design; one for short-term and temporary use and the other for semipermanent and permanent applications. So, whether you need a quick-fix temporary workshop facility for a specific project, or a brand new bespoke design and build facility, Smart-Space can supply short and long-term solutions quickly and cost-effectively. What’s more, Smart-Space handles the entire process from initial design to final handover – and totally in-house – meaning that there is only one point of contact, which cuts the risk of any problems arising as things progress. ‘It’s got to make far more sense’ said Jason Lynock of Smart-Space. ‘It’s well known building projects – both temporary and permanent – are fraught with challenges, mainly because of a breakdown in communication or misunderstandings between the parties involved. This is where we differ. We employ our own structural engineer, designers, civils team and building installation teams, so we’re in complete control – and take complete responsibility – through every stage of the project.’
solution and considering building or extending their premises; Smart-Space may well fit the bill. View display buildings Smart-Space operates UK wide from their central Midlands depot, where they have a range of buildings installed and on display for customer viewings. Alternatively, the company has supplied dozens of locations across the UK, which can be viewed by prior appointment. Free, quick estimate Customers can get a free, no obligation estimate by calling Jason on 01827 330000, who is on hand to give help and advice. Alternatively, visit SmartSpace’s website: www.smart-space.co.uk, where an array of recent temporary and permanent installations can be viewed. Free help guide download A version of Smart-Space’s help guide can be downloaded at www.smart-space. co.uk, which details everything about the company’s building systems. Tel: 01827 330 000 Email: email@example.com
Customer feedback... ‘We contacted Smart-Space when we began running out of space to maintain our old fleet due to the introduction of the new Virgin fleet. ‘At a time when getting capital finance was near impossible for us, Smart-Space came up with a hire package that suited our needs. We’re now looking to either extend our hire period indefinitely or purchase outright, which says more than anything about SmartSpace.’ Daryl Heatchcock, Alstom Traincare ‘From start to finish the contract was carried out in an efficient, professional manner – from the surveying staff through to the fitters and commissioning engineers. ‘Having been in the building more than a year we have no regrets in going for the Smart-Space permanent building, indeed we have been happy to show others what a good job they did for us.’ Neil Smith, plant manager, SB Rail
Saves you thousands Smart-Space’s building designs use British sourced lightweight cold-rolled steel and aluminium, which saves thousands of pounds when compared to more traditional construction methods. So, not only will the company save you money, it will also save you all the stresses and strains along the way. Therefore, for companies that need a short or long-term May 2015 Page 37
Ty-Rap® Cable ties for the railway industry
UV-resistant and flame retardant Ty-Rap ® cable ties for the railway industry Premium cable ties with a steel locking barb to secure and manage cables, providing a “Grip of Steel” through a Non-Magnetic Stainless Steel locking Barb – marine grade type 316. Rounded edges also prevent sharp edges from damaging cables and a smooth, notchless body, makes the cable ties even stronger – up to a tensile strength of 540N. A Ribbed and Stippled surface prevents the tie from slipping under vibration conditions and external shock. UV-resistant and flame retardant Ty-Rap ® cable ties are certified to the latest standards for the train industry and tested according to the NFF 16-101 standard and EN 45545-2. For more information go to www.pma-uk.com
Railtex 2015 Stand R31 Page 38 May 2015
Women in Rail
At a critical point Adeline Ginn, founder of Women in Rail looks back at all that the group has achieved so far, and outlines its big plans for the future
omen in Rail was created in 2012 to provide networking opportunities and ongoing support for all women in the rail industry, to promote rail as an attractive career choice, to develop strategies for engaging young people to consider a career in the sector, and to influence key stakeholders and undertakings to support and encourage initiatives aimed at improving gender balance and diversity in the rail industry. Here we are in 2015. We have achieved a tremendous amount in two years, thanks to our members (now more than 1,400) and the many people and organisations who worked with us to push the diversity agenda and showcase our industry as a modern and dynamic sector. The rail industry is filled with many unrelenting, passionate and determined women and men and the group would not have achieved so much if it wasn’t a team and joined-up effort. Yet we are now at a critical point: we are brainstorming on how best to move forward, build on our successes and evolve our vision for the benefit of not only women in rail but the industry as a whole. So what have we achieved? Establishing a robust networking platform An important part of the work of Women in Rail has been to bring women in the rail industry together and provide them with a forum to connect on both a personal and a professional level. This began with the launch of Women in Rail on the networking site, LinkedIn, in 2012 and the official launch of the group in 2013. In the last 12 months alone, membership has grown by 50 per cent. We have held a number of workshops and events up and down the country, addressing some of the key issues which women have told us prevent them from pushing themselves forward in their career and also enabling them to create or expand their network. The feedback received has been fantastic and going forward we intend to strengthen these initiatives and develop new ones to continue helping our members grow stronger and foster key relationships. Providing a strong support network Another core objective of Women in Rail has been to provide
a structure to help the women who currently work in the rail industry achieve their full potential. In 2014, we launched a mentoring programme which provides a unique opportunity for women and young graduates to receive support and guidance from senior industry professionals. Today, we have more than 35 mentors, male and female, each supporting a woman or young girl in the industry. We have also partnered with the government’s ‘Your Life’ campaign and pledged to expand the programme by having up to 100 pairs by June 2015. It is a tall order but, having witnessed how much benefit such an initiative is providing to women and young graduates in the sector, we are determined to give the programme as much exposure as possible to reach this target. In addition to helping our members grow in strength, the mentoring programme demonstrates how committed the industry is to supporting its women and contributes to making it an attractive sector to the young generations, which itself is crucial to improving gender balance and the overall economic success of the industry. Campaigning for the rail industry Shortly after launching Women in Rail and talking to our members, especially young graduates, we realised that one of the key issues the rail industry faces is an image problem, more precisely with the younger generations. Therefore, Women in Rail quickly devised initiatives to position rail as an attractive career choice and raise awareness of the excitement and benefits a career in the sector can offer. We reached out to the general public through various articles and interviews (including on Radio 4’s Women’s Hour); we created an Interview section on our website showcasing role models and the roles women perform in our industry; we supported like-minded initiatives and last year officially partnered with Young Rail Professionals in its Ambassadors Programme to showcase the various career opportunities the industry has on offer for women and young graduates. We visited 10 universities in 2014 and plan to have visited 40 by the end of 2015. We also gave several presentations to primary school children, taking about rail and engineering, to inspire them to take an interest in the sciences. In the last few months, we have also reached out to executive women within the rail sector and created a focus group to May 2015 Page 39
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Page 40 May 2015
Women in Rail
brainstorm on ways to get undertakings and stakeholders in the industry to support and encourage diversity initiatives. Together, we are working on the business plan and in 2015 will campaign and push for high level engagement with our vision. But we have even bigger plans for the future. Where are we going? The latest report from Lord Mervyn Davies, the governmentâ€™s champion of gender equality in the boardroom, has seen the percentage of women on boards grow from 14 per cent to 23.5 per cent in just three years. That shows exactly what can be achieved. However, while being a board member is an obvious aspiration for ambitious women, the rail industry is not yet seen by many as an attractive route. For most women and young girls, rail is not the first dynamic, creative and rapidly growing industry that springs to mind when choosing a career. This is a great shame because it should be. For this reason, Women in Rail will continue to campaign and focus its efforts on changing these perceptions from the roots up: we want to see young girls passionate about science, we want to see teens leaving school inspired to study engineering and we want to see women thriving in their career on the railway. And we want rail to be a first career of choice for the young generations and praised as an industry that is dynamic and forward looking, supporting and fostering the career of its
workforce and, in particular, its women. We will also continue to consolidate our existing initiatives to support women within the rail sector through events, workshops, our mentoring programme and the focus group. But we also want to push the business case with key undertakings and stakeholders. Back in 2012, when Women in Rail was created, we carried out an industry survey to determine the male/female ratio. The results came at 17.8 per cent of the workforce in the rail sector being female. We want to find out more not only about the ratio but also the role women perform in the sector (and those they donâ€™t so easily do). In the next few weeks, we will spearhead an in-depth survey of the rail industry in England and will use this data to evidence the need to continue to push forward the Women in Rail agenda and gain widespread support among key influencers in the UK to fix the issues faced by the sector in terms of image and gender balance, which we will launch in June. If you want to help us with any initiatives, please do contact Women in Rail. We are always looking for volunteers to work with and showcase rail as a modern, dynamic and exciting industry. Adeline Ginn is founder of Women in Rail and general counsel at Angel Trains Visit: www.womeninrail.org LinkedIn: Women in Rail
May 2015 Page 41
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South East Area visits Northumberland he IRO is a focal point for raising Park Depot standards through operational training, sharing knowledge and he IRO recently visited the expertise, providing members depot to learn about how the with the very best developmental Victoria Line is operated and to Our Annual Lunch for Members and Guests will be held at opportunities. The institution delivers a experience the driver training The Mermaid, Puddle Dock, London. On Friday 19th April range of career enhancing courses tailored simulators. The event offered members 2013 from midday. Our guest speaker is theto Rt.the Hon. specifically needs of the industry, the opportunity to learn more about Simon Burns, Minister of State for Transport. all of which lead to internationally the work of drivers and also provided recognised qualifications (Certificate, the opportunity to go behind the scenes Diploma and Degree). at London Underground’s service and Tickets – £47.00 per head As well as this, the IRO has a storage area for trains on the Victoria Table of 10 – £470.00 per table to lifelong learning and commitment Line. (Ticket prices are inclusive of VAT @ 20%) has developed a range of Continual Robin Morgan (South East Area Professional Development activities to council member), who joined members at a booking form at: define, improve, develop and scenes and hands-on identify, the event to broaden his knowledge of the great behind theDownload experience. My thanks go to the team monitor relevant professional skills and industry, provides the following account: www.railwayoperators.co.uk who showed us around as they were great work-related knowledge to support your ‘Upon meeting at Seven Sisters tube Call: 01785 248113 hosts.’ on-going career. station, members boarded the staff train If you would like to find out what’s on Why join? Membership of the IRO for the short journey to Northumberland near you please see the Diary of Events Park Depot. Once at the depot we headed overleaf or visit www.railwayoperators. straight to the simulators where members co.uk/whats-on. were given a demonstration. Following this we were also given the opportunity Have you joined the IRO? to have a go on the simulators (though not in ATO mode!) ‘We next moved over through the depot to Osborne House - the Victoria Line’s nerve centre. Members split up into three groups and were then shown around the live control room; the control room simulator; and a room where we spent some time learning about the localofIRO runs operatingYour principles the Area Victoria Line.events all year round. There are opportunities to see how others work, broaden yourour experience and add to your professional development. ‘We then regrouped to thank hosts, and wereVisit even the givenwebsite a few parting giftsout more… www.railwayoperators.co.uk to find to remember our visit. Glen Merryman (IRO South East Area chairman) said: ‘The Northumberland Park control and driver simulator visit gave those who attended
IRO Annual Members’ Lunch 2013
Valuable opportunities for members to learn and share knowledge
1 South West Area: Modernising the Western Route – Swindon October 2012
will give you access to a great network of professional expertise, professional development opportunities, industry endorsed qualifications and professional affiliation and recognition. You can also attend events in your regional area that give you behind the scenes access to the industry and countless learning opportunities. Furthermore, if you are employed by 2 one of our 42 Corporate Members (shown in the South West Area: Operations Experience Day – image above) you are eligible for2012 free IRO Affiliate level West Somerset Railway, Minehead October membership. If you would like to join or find out more please visit: www.railwayoperators.co.uk/ membership Tel: 03333 440523.
May 2015 Page 43
F n d lo
Register your interest in our courses atâ€Ś
Page 44 May 2015
To get involved with your regional IRO Area please get in touch using the contacts below Irish Area Hilton Parr email@example.com Scottish Area Jim Douglas firstname.lastname@example.org North East Area David Monk-Steel email@example.com North West Area Carl Phillips firstname.lastname@example.org Midlands Area Rachel Heath email@example.com South West Area Martin Bonnington firstname.lastname@example.org South East Area Omar Soares email@example.com Young Operators Petr Mikyska firstname.lastname@example.org
Upcoming Events... Tuesday 12th May - 17:00 -19:30 A talk on ERTMS York. North East Area This talk will be given by Nigel Cay. Monday 8th June - 10:30 -13:00 Stourton FLT Visit Leeds. North East Area A daytime visit to a Freightliner depot where all aspects of a modern container freight facility will be experienced and explained. Saturday 20th June 2015 - 09:00 -19:00 North Yorkshire Moors Railway (NYMR) Family Day Pickering. North East Area This event will include an introduction to the railway followed by recreational time with your family and the opportunity for specific visits to stations and loco shed visitor areas. Please note the following transport arrangements are in place for this event: a bus will depart York at 09:00am (location TBC). It will then arrive at Pickering at 10:00am. It is scheduled to return from Pickering at 17:30 / 18:00. Monday 6th July - 18:00 -19:30 The Rise of Non-Technical Skills London. South East Area Dr. Ann Mills, professional head of human factors for the RSSB, will be speaking to IRO South East area members about the vital role a focus on non-technical matters plays in the safe operation of the railway. Dr Mills will be outlining the history of non-technical skills in the Industry and how and why the focus on human factors has evolved. This event is free for anyone to attend and would be particularly relevant to those who manage safety critical staff including driver, conductor and station managers.
May 2015 Page 45
C O M E A N D S E E U S O N S TA N D N 4 3 AT R A I LT E X ‘ 1 5
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Amaro are a multi-disciplinary Principal Contractor working across the UK. While we are probably better known for our expertise in signalling, we also undertake works in the P-Way and civils sector. We pride ourselves in bringing a common sense approach to all that we do. Our Services • Turnkey Signalling Design, Install, Test and Commissioning • Track Side Manufacturing (LOC and REB’s) • Survey • P-Way • Light Civils Please contact a member of the team today on the following Number, or check us out at:
W W W. A M A R O G R O U P. C O . U K A common sense approach to engineering TELEPHONE: 0845 207 1190
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Health & Safety Management
No better time FirstGroup’s Great Western extension exemplifies the combination of private and public sector expertise which has the best potential to unlock real value in transport operations, says Mark Cowlard
irstGroup recently announced the agreed extension of its deal with the government to continue running services on the Great Western rail network for a further four years. There’s no doubt that the pressure is now on FirstGroup – as with every operator – to deliver, not only in light of its unsuccessful bids for the East Coast and ScotRail contracts, but also to play its part in a networkwide overhaul as the push continues to upgrade Britain’s outdated Victorian rail infrastructure. So, as the transaction is set in motion which will see FirstGroup pay the government approximately £68 million to operate the franchise until 2019, will a further four years yield positive news for workers and customers alike? Or should the industry be anxious about the continuation of a service which has been the subject of criticism over recent years? For most passengers – and commuters especially – the challenge to FirstGroup is clear: will this new deal provide more seats on more trains, especially at peak times? The answer, fortunately, is yes. In response to criticisms around its service to customers, FirstGroup is set to implement a series of investments in an effort to improve its reputation and offer the truly standout service that is so long overdue. New rolling stock is a high priority, and a prudent investment given the majority of FirstGroup’s fleet is 25-30 years of age, with some trains pushing 40 years old. New trains from Hitachi, which is set to design, build and introduce into service a total of 369 carriages for the Great Western Main Line, will dramatically improve the passenger experience. Built and run in the UK, the new carriages will provide more space on the most crowded services alongside better amenities. Of course, more carriages on the line means more seats for passengers. We’re set to see an extra 4,000 seats on peak services into London, 9,000 more seats during the day, and a total of three million extra seats over the course of the year. It’s also encouraging to see operators such as FirstGroup noting the value of the time we spend sat on
trains. In an age where provision of highquality flexible working policies is on the agenda of most employers, it’s only right that transport providers also ensure we can stay connected wherever we are. FirstGroup is consequently upping its
game in providing reliable and fast WiFi connectivity, having fully realised its status as a business essential. Investments in carriages and their facilities will also sit alongside wider improvements to the network, including
May 2015 Page 47
‘As always, the challenge lies in the delivery and FirstGroup will need to demonstrate value for money most critically, to passengers’ the existing £3 billion investment to integrate new Crossrail services, the electrification of the line to South Wales, a new and improved station in Reading, which is nearly complete, and a raft of other infrastructure improvements. Plans for more trains and an extended service in the Devon and Cornwall area are also long overdue. Poor rail connections are one of the major drawbacks for one of the UK’s most popular holiday destinations,
and their improvement will no doubt be an enabler to further boost the local economy. Patience will be key There’s no doubt, therefore, that huge investments are being made. But while this is great news for passengers currently making frequent use of the Great Western network, it’s likely to take up to three and a half years for the benefits to be realised. Patience will be key, but communicating the progress of the upgrade programme to passengers will be even more crucial until visible upgrades are fully completed. Unions have, unsurprisingly, challenged FirstGroup’s arrangement, voicing concerns about passenger experience, the need to protect workers’ jobs, and value for money. As ever, many are calling for the government to run the whole of the UK’s rail network but, in truth, that ship has sailed. The commercial expertise of the private sector should not be underestimated. And while the Department for Transport might be seen to be gaining a relatively small payment from FirstGroup (£68 million compared to the £2.3 billion it will receive from Stagecoach Virgin to run the East Coast line), the substantial investment FirstGroup is making into the route will
still help improve the balance sheet at the DfT. As such, the FirstGroup deal is ultimately positive news, and not just because of the continuity of service through the interface with development projects on the route and the minimal disruption it guarantees. More than that, it exemplifies the combination of private and public sector expertise which has the best potential to unlock real value in transport operations. The Abelio ScotRail franchise is a good example of this, not only harnessing the shared experiences of each entity, but allowing Abelio to bring additional insights to the table from adjacent transport sectors, and with the development of a regional alliance, much like the Stage Coach One on South West Trains. This award must present a similar opportunity. As always, the challenge lies in the delivery and FirstGroup will need to demonstrate value for money most critically, to passengers. With the renewed energy instilled by the extension of the deal behind them, never before has there been a better time for FirstGroup to bridge the gap between the huge potential of the Great Western rail network and the services it currently provides. Mark Cowlard is a partner at EC Harris
Station Redevelopment Safety Assessment Transient Risk Management Passenger Safety Construction Safety
Taking Safe Decisions Safety Validation
Operational Incidents Passenger & Staff Accidents ACCIDENT INVESTIGATION TRAINING
Safety Assessment: New Fleets Competence Management Platform Train Interface Dispatch
Page 48 May 2015
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A lot of them [students] are from overseas and very often they find it hard to understand how such a fragmented system could work
Chris Nash Professor Chris Nash of the Leeds University Institute for Transport Studies (ITS) spoke to Lorna Slade about industry costs, open access, Labour’s plans for rail, and what his overseas students think of our industry
s the first speaker at a recent forum on developing the UK rail network, Professor Chris Nash proved to be one of the highlights in a day of bland PowerPoint explanations marked at the half way point by an ultra-safe discourse from Clare
Moriarty. Nash’s talk was titled Competition, contracts and setting out a future roadmap’ and relaying some conclusions based on research he and his colleagues have done at the ITS, Nash began by informing us that the main problem in the industry is that costs are too high. ‘For all of my career’ said Nash, ‘I’ve taught my students that rail has big economies of density, so if you have a massive expansion of traffic on an existing network you can expect unit costs to come down. Actually of course they have gone up – since 1997 costs per train km have risen in real terms by 25 per cent, which given that train kms are growing is not what would be expected.’ Speaking to me in our subsequent interview, Nash points out that a big part of that has been infrastructure costs, and that’s all mixed up with the failure of Railtrack and then Network Rail’s costs being above European best practice,
‘although they are coming down and that will continue’. What is more surprising to Nash is that competitive tendering hasn’t reduced train operating costs. ‘One would be hard pushed to make the case that franchising has failed to deliver good services, but in almost every other field, competitive tendering gets costs down, in almost every other country I’ve looked at it gets costs down. However in our case costs per train kilometre is a bit above what it was when the first round of competitive tendering finished.’ Some new evidence for the reasons why has come from Nash’s colleagues Phil Wheat and Andrew Smith who did some econometric work which suggests that actually our franchises are typically too big, and that the medium-sized ones have been more successful in controlling their costs. ‘In that context it’s interesting to know that on average our franchises are ten times the size of those in Germany and Sweden in terms of train kilometres,’ points out Nash. ‘We know about the problems of managing franchise failure, and I think the lesson has been learned that negotiated management contracts are a way of losing control of costs. We also know there have been totally exogenous factors but there are two big issues; the rise in staff costs, where real costs per train km are 30 per cent above where May 2015 Page 51
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RAIL PROFESSIONAL INTERVIEW
they were at the completion of the franchise process, and the trade unions, which have done very well out of privatisation – fragmentation has made them stronger I would say.’ Franchise lengths are also a key issue, he believes: ‘My impression is that train operators really tend to want results for anything they do within four or five years, which is not surprising given our current franchise lengths, so when it comes to investment for instance, where the train operator is responsible for choosing rolling stock, what they really want is something they know they can rely on to work immediately, rather than looking at innovations that will reduce life-cycle costs. If you’re on a seven year franchise you’re really not interested in what happens beyond the next four or five years, and that’s a disastrous approach to rolling stock. ‘I see something of the same argument applies with working practices, if changing them is going to mean a big struggle and the results only really show in the longer-term, then there’s no incentive for the current franchise holder, so that’s why I would advocate longer franchises.’ Another factor that affects costs is a lack of alignment of incentives between infrastructure and operations according to Nash, who was part of a team which did some econometric work for the Community of European Railways looking at data for the past 20 years for all the countries of Europe and some in Asia, including Japan and Korea. ‘Our work suggested that this is a serious problem when we looked across the countries. What we found was that on more densely used networks, vertical separation tended to raise costs, and it’s not surprising this happens because these networks are where the integrated planning of operations and infrastructure matters most. We did some interviews that showed that while to some extent access charges and performance regimes and so on do give the right incentives to the different partners, there are lots of respects – despite all the efforts that have gone into sophisticated
track access charging systems and a sophisticated performance regime – in which the partners don’t have an incentive to work together for the best solution, and simply pursue what’s best for them.’ Nash believes the South West Trains/Network Rail alliance with its sharing of changes in revenue and costs is something to be held up as a model that overcomes the misalignment problem, ‘except, because of the length of the franchise it’s still too short, but with longer franchises you can have much longer alliances as well.’ While acknowledging that alliances ‘are not necessarily the solution where there are a lot of different operators and where you can’t design franchising regimes to avoid that,’ Nash would like to see some arrangement to try to bring the incentives on different operators together. Open access not the answer Open access competition is not the answer believes Nash, and he is forthright about his scepticism. ‘We increasingly hear the argument: ‘If franchising didn’t control costs surely allowing much more open access will’, and that for intercity franchises maybe we don’t need a franchise at all, that everything could be open access. But there are some significant disadvantages. ‘The DfT is concerned that where it competes with franchises it reduces their profitability and increases the total subsidy bill for the railway, and I think there’s an argument that it makes wasteful use of track capacity, but maybe that could be countered by higher track access charges, particularly where capacity is scarce. More importantly I think it fails to produce a well-integrated timetable; Network Rail recently produced a paper on improving connectivity in which it has gone for the ideal solution which costs a lot of money in infrastructure investment. We did some work at the Institute that suggested that if you accepted less than ideal you could still get a lot of May 2015 Page 53
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RAIL PROFESSIONAL INTERVIEW
benefits through a more systematic approach to timetabling. Nash continued: ‘Despite having some criticisms of how it’s been done I think the principle of franchising – profitable services and unprofitable – is the best way of introducing competition, however open access competition is certainly a growing trend around Europe and the European Commission seems to favour it for commercial services but with not much evidence of a financially sustainable system of on-track competition, and most of the entrants have lost money. ‘So I think the answer overall lies in looking further at how we franchise, particularly at the length and size of franchises. We definitely need longer franchises, where the train operator is in the lead on planning and marketing, and Chiltern of course is the model, I think everyone agrees it’s a success.’ Labour’s plans Labour’s plans regarding franchising are well-documented, and Nash is thoughtful on this. ‘They’ve spoken of allowing a public sector operator to compete with the private sector for franchises, which is the case in Sweden, Germany, Netherlands and Denmark, and it seems to work. So I don’t think it’s as silly an idea as some people are saying. It provides a public sector comparator and ensures competitive bidding, although we generally have had fierce competition for franchises so I’m not sure that it’s necessary from that point of view, but it is some sort of a safeguard. ‘The other thing Labour has spoken of is an enhanced role for Network Rail although I’m not too clear what this would be. Certainly in some respects if Network Rail did have a bigger role things would work better, for example it recently carried out a study of East Anglia on improving connectivity which concluded that if the timetable were planned as an integrated whole you could provide a lot of benefits, to smaller flows in particular. So if Network Rail played a much more forceful role in the timetabling that could improve the system.’
Overcrowding and fares The industry is perceived by many to be mostly foreign-owned, feeding profits back to countries’ native rail networks and paying hefty amounts in dividends to shareholders. How can that image be altered? ‘I think to a degree the Rail Delivery Group, by providing a voice for the industry is doing something to alleviate that needless to say distorted view. Generally satisfaction with the rail industry is quite high and on the whole we do now have good services, but I think the two big causes of dissatisfaction are overcrowding and fares. The latter partly because people think they’re high and partly because the system remains very complicated. If there was more of a common framework for fares between the different operators that would help – currently we have things like off peak returns but they mean different things for different operators and it just confuses people.’ Rail Professional columnist Andrew Meaney of Oxera recently pointed out that regulated fares are no longer serving passengers in a transformed rail market, especially in the area of consumer protection. I wondered if Nash believes they should continue to be regulated? ‘I think they should, but with changes in how it’s done.’ There are currently strong incentives on Toc’s to market all their cheaper offers as advanced purchase tickets for specific trains, and if walk-on fares became extremely high that would be a significant disadvantage for consumers who don’t always want to tie themselves to a particular train or who have to travel at short notice. So I think some regulation is needed although it’s currently working to create artificial peaks and that needs to be avoided.’ One possibility, he suggests, ‘would be to regulate a basket of walk on fares rather than simply the saver fare – for the longer distance services. For shorter distances there are major issues involved regarding transport and land use planning as a whole. To what extent do we want to encourage rail commuting into large cities? To what extent do we want flexible ticketing covering bus and rail? I think it’s sensible for the franchising May 2015 Page 55
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RAIL PROFESSIONAL INTERVIEW
‘I’ve got a foot in the bus industry and that’s an area that’s harder than rail, certainly in terms of funding’
authority particularly where the franchising is devolved, to set the fares, not just regulate them but actually set them.’ Widespread activities Nash has had a long and illustrious career in transport economics, much of it connected to the University of Leeds where he started in 1975 as British Rail Lecturer in Rail Transport. He became a professor of transport economics in 1989 and then a research professor at the University’s Institute for Transport Studies in 2008. Now semi-retired he plays more of an advisory role but in outlining his activities, by most people’s standards he is extremely busy. In terms of current research, one of Nash’s big interests remains railway reform, and what works best in different circumstances, and there are plans for further work on this with Japanese and Korean colleagues. He continued: ‘I am also contributing with colleagues to an examination of the effectiveness of track access charges in encouraging efficient design of rolling stock, as part of the SUSTRAIL project for the European Commission which is just reaching its conclusion. The wider SUSTRAIL work also involved carrying out a business case appraisal of the proposed technical innovations, as well as new work to understand the marginal wear and tear costs of rail infrastructure usage, combining econometric and engineering methods.’ Nash also recently prepared a review for the International Transport Forum with colleague Andrew Smith of the measurement of rail efficiency, ‘an area in which ITS has done a lot of work both relating to infrastructure and operations.’ He serves on the HS2 advisory panel and also a Transportation Research Board committee in the US which is examining high speed rail as a part of a general review of intercity transport. ‘That keeps me involved on the debate on high speed rail, where the work of my colleagues on demand forecasting and valuing time savings is playing an important role.’ As well as that he is still does some teaching, including leading a short course on rail economics for staff of the DfT’s Rail Executive in the near future. Speaking of the Rail Executive, I mentioned that I had
interviewed Peter Wilkinson, head of its Passenger Services directorate, who is disappointed at the lack of true market liberalisation across Europe, with countries ‘spending nearly all their time resisting and fighting it’, as he put it, despite having their national operators here. Without overtly agreeing Nash observes that although British Toc’s such as National Express are making some gains in Germany, ‘either they’ve not been bidding or they haven’t been successful even where they have had the opportunity, which is a bit surprising given the experience they have.’ An overseas view of us I wondered what Nash’s doctoral students think about UK rail? ‘That’s an interesting question. A lot of them are from overseas and very often they find it hard to understand how such a fragmented system could work; for instance when I talk with Japanese doctoral students and other academics, the Japanese view is absolutely that track and services need to be provided by the same company. I would say the same with North America – almost all North American transport economists believe vertical integration is absolutely essential to a railway. That’s certainly one thing that comes out.’ Our rail regulator is well-regarded though: ‘I have a foreign student working on regulation and can say that in terms of the role of the rail regulator Britain tends to be looked upon as a model of how to do it. I’ve criticised some of the things we’ve done but in terms of regulation I think we’ve pretty well got it right in terms of independence and in terms of putting pressure on the infrastructure manager, which in many countries the regulator doesn’t do and has no powers to do.’ In his free time, Nash enjoys hiking and is chairman of the ‘rather unusual’ Dales & Bowland Community Interest Company, which procures the Sunday Dales bus network – ‘we get funding from various sources and contract out the actual operation but we plan and market the services, so I’ve got a foot in the bus industry and that’s an area that’s harder than rail, certainly in terms of funding.’ Needless to say, I’m certain Nash will put his mind to a solution. May 2015 Page 57
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The best Railtex ever! Rail Professional spoke to Mack Brooks’ exhibition director for Railtex, Michael Wilton, about what the event has to offer now and in the future What is different and better about this year’s exhibition? Railtex 2015 is set to be the largest, in terms of both exhibition space and number of exhibitors, for ten years. There are more products, services and equipment on display at this year’s edition, the 12th, than ever before. Railtex has always provided a central showcase and meeting point for the UK rail industry. The challenge for us as organisers is to ensure the exhibition is always providing the industry with what is needed for the enhancement and development of the UK’s railways. This is how we define a ‘better Railtex’. It is the relevance to the industry and the importance that the stakeholders place on the event. With more suppliers displaying their equipment and expertise and more visitors pre-registering for the event, the indications are that this will be the best Railtex ever. This year’s edition will also feature more keynotes, more technical seminars, more platform sessions, providing a comprehensive education programme that will outperform anything seen before. And this is all for free! Visitors will be able to hear from leading figures like the chairman of Network Rail, the UK president of Alstom and the managing director of the South West Railway, in addition to being able to experience first-hand the latest technologies on display from the world’s leading rail suppliers. Most people will also recognise the main difference with this year’s edition of Railtex is that it has returned to Birmingham after four editions in London. The NEC has world-class exhibition facilities and is easily accessed by road, rail and air. It is very convenient that the Midlands, the heart of the UK rail industry, has these facilities on its doorstep – the NEC is a natural home for Railtex. Does the rail industry require a particular type of exhibition that’s different to other sectors? Each sector has different requirements and is in a different stage of development, in terms of its supply chain, production cycles and market environment. Therefore each sector has different requirements from the exhibitions that serve it. Rail exhibitions require an understanding of the industry and
a clear focus on what is required to meet its needs at any specific time. As people within the industry will know, understanding the buying cycle, the development and the supply chain is vital to realising their potential in the UK rail market. Therefore an exhibition needs to be able to recognise the individual traits of the industry and provide the platform to resolve and conquer the challenges it has at any given time. The rail network in the UK is continually evolving. Therefore the stakeholders need a focal point where they can meet to discover, learn, network, and exchange the knowledge, ideas and expertise to ensure the challenges of the time are met.
How long does it take to organise Railtex and how big is the team? Do you take feedback from previous participants? Preparations and partnerships for the next edition in 2017 are already afoot. The size of the team that works day-today on the exhibition is five, but this team also manages the Infrarail and CITE exhibitions in the alternate years to Railtex. The team does increase in the run up to show dates, as requests and inquiries from visitors mount, but the core team is made up of five people who many in the industry will no doubt know.
We do take feedback from the exhibitors and coupled with visitor feedback it is the most important information we collect. The exhibitions we organise exist in order to serve and build markets in any region around the world. The exhibition must provide what the industry wants and therefore listening to and acting to the feedback we receive from all parties is vital to ensure this occurs. If the exhibition is not relevant to the industry then it will not work. The feedback enables us to react to the needs and wants of the industry and enables us to put on an event that serves those needs. What are you planning for Railtex 2017? Do you see the show changing as the rail industry develops? Similar to my previous answer, yes the show will change in relation to the industry. As the industry moves through different stages of development the exhibition must develop hand-in-hand and continue to support the industry through the changes. Two years is a long time in the rail industry and with a general election coming we do not know yet how the industry will change. What we do know is that Railtex will listen to the industry and provide what is required to help meet the next set of challenges it faces. Can you say a bit about yourself and why you enjoy your job? I have worked for Mack Brooks for eight and a half years and have been involved in each Railtex and Infrarail since 2007. As well as my responsibility for all Mack Brooks exhibitions in the UK, I am also currently developing Mack Brooks in South East Asia. I am based in Bangkok developing a team to organise the exhibitions that are needed by particular industries in this region. The reason I enjoy my job is quite simple - the different people I meet from numerous industries provides a variety that I believe is unrivalled. Getting to learn about the different industries and different cultures that I come across in this role is very rewarding. In addition being based in Bangkok means that a couple of hours drive gets me to a tropical beach in 30° C rather than a wet cold beach in East Anglia, and this I enjoy a fair bit, for the time being! May 2015 Page 59
See you at Railtex! As the UK’s leading rail event covering railway equipment, systems and services, Railtex is the industry’s meeting place - where visitors and exhibitors come together to see the latest technology in action, learn about new products/services, hear about key industry projects and do business
bi-annual exhibition, Railtex in 2013 was visited by more than 8,200 industry professionals, an increase of 19 per cent on 2011. It was also the biggest Railtex since 2007, with 434 organisations from 17 countries taking part. This year, Railtex will open its doors at the National Exhibition Centre in Birmingham, to a high-profile programme of activities that will form a key part of the event. Participants in these include leading figures offering informed insights into future rail industry policies and trends. The formal opening of the exhibition on 12 May will be performed by Network Rail chairman Richard Parry-Jones. On the same day Professor Parry-Jones will also deliver a keynote speech as part of the Industry Seminars Programme which runs throughout Railtex. Keynote speaker in this programme on Day Two of the show will be Terence Watson, UK president of Alstom and co-chairman of the Rail Supply Group. The RSG is leading development of the recently launched government-backed Rail Supply Chain Industrial Strategy aimed at fully exploiting opportunities for suppliers in this growing sector (See
Rail Professional interview February 2015). On the third day of Railtex, keynote speaker at the Industry Seminars Programme will be Tim Shoveller, managing director of the South West Trains-Network Rail Alliance, launched in 2012 to deliver better performance by services on busy routes out of London’s
Tuesday 12th May 10:30
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Opening times Tuesday 12th and Wednesday 13th May 10:00am to 5:00pm Thursday 14th May 10:00am to 4:00pm Visiting Information Online (www.railtex.co.uk) advance registration will close at midnight on Monday 11th May. There will be an onsite entrance charge of £20 for those who have not pre-registered.
Keynote Richard Parry-Jones, chairman, Network Rail
Train of the Future: improving reliability through train zero Niall Simmons, head of bids engineering, Bombardier Transportation UK
Dates 12th -14th May 2015 Venue Halls 3 and 3a The National Exhibition Centre (NEC) Birmingham B40 1NT
Waterloo station through close coordination of train operations and infrastructure management. The Industry Seminars Programme will be hosted by The Rail Engineer industry journal. Sessions will be open to everyone present at Railtex, free of charge and with no advance booking.
Real-time track condition monitoring Justin Southcombe, commercial director, Perpetuum
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Time saving solutions for the rail industry Nick Masterson, managing director, Silver Fox May 2015 Page 61
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Wednesday 13th May 10:30 Keynote Terence Watson, co-chairman, Rail Supply Group 11:05
Voith – delivering integrated driveline solutions! Experiences and potential for UK refurbishment projects Thomas Kriegel, head of RAMS/LCC department – Rail Division, Voith Turbo
Improving customer service at lightly-staffed stations through the use of advanced technology Paul Dobbins, chief technology officer, Telent Technology
Industry leaders will also be speaking at the Knowledge Hub, another area at the show where seminars and keynote addresses will take place. They include Richard Price, chief executive at the Office of Road and Rail, and Jeremy Long, European CEO of MTR Corporation. MTR was selected last year to run the London’s Crossrail services under a contract worth £1.4 billion. Located in the main exhibition hall, the Knowledge Hub will additionally be the venue for the Project Updates Programme detailing progress on current UK rail schemes, and for The Platform, a series of interactive forums on topical industry themes. Held on each day of the exhibition, a panel of industry experts will lead open discussions in partnership with Rail Champions. The Knowledge Hub is located on the right hand side of the exhibition hall. >
12:15 A whole-systems approach to railway engineering Keith Jordan, managing director, Hitachi Rail Europe 12:50 The adoption of industrial PLCs in railway signalling and rolling stock applications Dave Collier, business development manager, Pilz 13:25 Wheel profile condition monitoring: modern methods of non-contact measurement Adam Elliott, sales engineer, Mechan 14:00 To be confirmed Kontron 14:35 Are composite station platforms the future? Tom Bowman, commercial director, Dura Composites 15:15 Weighing up the cost of imbalance and overloading Charles Seccombe, technical sales manager, Railweight
Thursday 14th May 10:30 The benefits of a deep alliance: a look at collaboration in the South West Tim Shoveller, CEO, South Western Railway 11:05
Innovative rail infrastructure monitoring and survey solutions Matthew Lock, rail sales consultant, Korec Group
Ribbons of steel: presenting rails with extra life Daniel Pyke, product marketing manager – Rail, Tata Steel
12:15 The future of train control: the convergence of signalling systems William Wilson, director, sales and commercial, Siemens Rail Automation
The Knowledge Hub Programme... Tuesday 12th May 1:50pm Railway Projects and opportunities in Hong Kong Steve Griffin, general manager – procurement and contracts, MTR Hong Kong 2:30pm Railway Projects and opportunities in Europe Speakers to be confirmed 3:10pm Key Rail Projects in the Gulf Mike Shears, UKTI rail business specialist 3:50pm Thameslink – progress so far and the challenges ahead Simon Blanchflower, major programme director – Thameslink, Network Rail Wednesday 13th May 11:10am Rail Supply Group - what’s in it for me? Paul Copeland, managing director, Siemens Rail Automation UK Roy Freeland, president of Perpetuum and member of the council of the Rail Supply Group leading the SME workstream Colin Flack, CEO of the Rail Alliance and involved with the RSG since its inception 11:50am Strategic implementation of BIM and the development of a digital railway Jon Kerbey, director of BIM at High Speed 2 12:30pm MTR in Europe – the journey so far Jeremy Long, European CEO, MTR continued > May 2015 Page 63
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continued... The Knowledge Hub programme... Wednesday 13th May 1:10pm Patrick Hallgate, MBE, Great Western Route managing director, Network Rail
1:50pm Enabling the Digital Railway Phil Bennett, commercial director, Digital Railway Thursday 14th May 11.10am EuroSpecs - A new approach to specifying rolling stock David Polhill, senior rolling stock engineer – interfaces at ATOC 11:50am The Future of Data Collection David Goddard, head of data collection service enhancement, Network Rail 12:30pm Saleem Mohammed, programme director, national electrification programme team, Network Rail Exhibitor profile Railtex encompasses all aspects of the rail industry, from rolling stock, to infrastructure, from passenger information services to air fresheners. In addition to its high-profile portfolio of leading suppliers from across the industry, Railtex provides insight into industry trends and key information about the latest developments in this exciting but highly competitive market. More than 160 product categories will be represented at Railtex 2015, including: • • • • •
rolling stock track and infrastructure signalling and communications electrification fare collection and passenger information • IT systems • security systems • consultancy and training To see the full exhibitor list visit www.railtex.co.uk/exhibitor-list/
The Platform programme... Tuesday 12th May 1:10pm Alliancing Best Practice Chair: Chris Williams-Lilley (founder, Rail Champions) Panellists: Andy Harrison (MD, Daventry Business and Consultancy Services), Russell Goodenough (client managing director: Transport Sector, Fujitsu), Dr. Robert Mallett (editor RICS Journal, Research at RICS UK), Scott Smith (programme director, CompeteFor) Wednesday 13th May 2:30pm The Problem With Innovation Chair: Chris Williams-Lilley Panellists: Kevan Holloway (industrial partnership manager, The Manufacturing Technology Centre), Vas Vernikos (head of BIM - Transport, CH2M Hill), David Clarke (director, Future Railway), Andrew Frank (managing director, Opentree), Andy Jones (operations manager, PERA Technology), Neil Sheffield (engineering director, TEW Plus) Thursday 14th May 2:30pm Achieving Sustainable Performance Chair: Nick Beadle (senior associate, Rail Champions) Panellists: Michael Milner (rail operations and change consultant, RenlimM Shaun McCarthy OBE (director, action sustainability, The Supply Chain School) Cal Bailey (director, NG Bailey),Patricia Holgate (independent skills guru, client specialist), Liane Hartley (founder and managing director, Mend)
The Track The on-track displays are a key feature at Railtex. Two lengths of track will be laid in the hall where suppliers can display their products in situ and carry out demonstrations. The Track area will include displays from BCM, Schneider Electric, Innovative Railway Safety, Rosehill Rail and Tata Steel - the offical Railtex 2015 track sponsor. Rail Alliance Hub The Rail Alliance Hub is a dedicated area of the exhibition where members of the Rail Alliance exhibit alongside one
another and promote their products, services and innovations. DDRF Hub The Derby & Derbyshire Rail Forum Hub is a dedicated area of the exhibition where members of the DDRF will exhibit alongside one another and promote their products, services and innovations. Exhibiting members include Bombardier Transportation (Rolling Stock) UK, Derby & Derbyshire Rail Forum, ESG Rail, Syntax Consultancy, Tidyco, TQ Catalis. Events for UK Exporters UK Trade & Investment, working in partnership with the Railway Industry Association, will hold Export events and seminars at Railtex for UK rail sector suppliers. The seminars will take place on Tuesday 12th May within the main exhibition.
Railtex Awards The Railtex Awards have been designed to recognise excellence within the organisations that exhibit at Railtex and will be presented at a dinner on 13th May 2015 at the Hilton Birmingham Metropole. The Awards categories are as follows: • • • • • • • • • • • •
Innovation in Technology Best new Signalling Product Innovation in Safety Best New Rolling Stock Product Rolling Stock Maintenance Equipment Best new Track or Infrastructure Product Best new Electrification Product Station Facilities Newcomer to Railtex Judges Choice Best Space only stand Best Shell scheme stand
The Recruitment Wall The Recruitment Wall features exhibitor vacancies and enables visitors to find their potential next career move and go and discuss the vacancy directly with the company. Networking Reception Tuesday 12th May, 4.45pm - 6.30pm in the Networking Zone As the first day of the exhibition winds down, the Networking Reception will provide the ideal place for exhibitors and visitors to network over complimentary drinks and canapés, accompanied by live entertainment. May 2015 Page 67
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Reshaping the future Sustaining business leadership while driving innovation and retaining knowledge can be a significant challenge to all organisations operating at the top of their market, explains Phil Burge
deally, ongoing success and growth for large-scale organisations should pivot on the harvesting of internal expertise and experience, while ensuring that this knowledge pool is constantly embedded into the services and products offered. However, for the rail industry in particular, the realisation of this goal must go further than theorising. In order for there to be a marked improvement in productivity and reliability, organisations must actively foster a genuine culture of innovation that’s embraced by all employees. There is of course more than one approach to achieving this goal of implementing an innovation policy that aligns with management, and it’s outsidein, and conversely inside-out that can be examined more closely in order to suggest a framework that would help the rail sector to progress.
Growing from the outside-in Factors that shape innovation policy include assessments on the fiscal efficacy of technology investments, internal personnel’s attitudes to innovation, legislation frameworks and the timing and future role of technology in industrial performance. Inevitably, these analyses are estimates of future behaviour, which can give rise to uncertainty and an associated level of risk. The anticipation of new market or service trends as well the expectations of the market to ensure that the company is consistently delivering value are all crucial factors to success. The Strategic Innovation Analysis approach undertaken at SKF has enabled the business to recognise that key decisions on innovation cannot be undertaken without an intimate understanding of the relationship between the company’s internal structure and departments and the opportunity space created in (or imposed by) the market.  In a wider sense, this holistic approach allows a business to better anticipate, assimilate and integrate emerging market trends and expectations. External forces to consider include market needs, legal and economic frameworks, competitive benchmarking, technological opportunities, and new business
opportunities. When adapted wholly, the outsidein approach can lead a raft of benefits, including; the growth of professional technology intelligence and intellectual asset business units to continuously monitor technology trends, a better understanding of the positioning of customers, competitors and markets as well as systematic screening for new partners or targets for mergers and acquisitions. While, admiring and adhering to tried and tested methodologies has a place, it’s important to harness the skills and talents that the new generation of entrepreneurs and startups can offer. With an aptitude for understanding and exploiting innovative and disruptive technologies and value propositions, these are the type of business leaders that should be encouraged to engage with established figures. It’s this powerhouse of innovation and knowledge that can achieve permanent change and make positive waves within the market. In essence, this outside-in approach starts with having a long term opportunity and then creating a new competitive space to support this plan of growth. Learning from the inside-out By comparison, the inside-out approach
to innovation involves several levels of analysis, creativity and co-operation. However, the common theme is to think globally, but act locally. Success on this level is when management style is at least partially shaped by employees’ attitudes to innovation. In turn, this attitude can only flourish when there is a deep rooted acceptance and encouragement of innovation throughout the business, rather than a rigid adherence to the processes of the past. An example of how this works within SKF is its constantly strengthening
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of the connection between problemsolving and invention. This can be seen with the self-aligning bearing which solved the problem of bending shafts. This innovation spurred on the wider market for bearing technology, pushing the boundaries for progress across the engineering sector. Innovation cannot be treated as a ‘nice to have’ and neither can it be blocked by those forces or people resistant to change. SKF is one of many engineering organisations where innovation is a strategic pillar, and one which will be directly responsible for future growth. Success is based on a creative process where employees, no matter where
China a prime example So how can these approaches directly benefit the rail industry? China is a prime example of where the increasing demands faced by the country’s transportation companies have provided an opportunity for innovation and knowledge engineering to combine. China’s Very High Speed Rail/Train Service (HSR) , which at 380km/hour, offers the fastest trains in the world, was one such opportunity. SKF was asked to extend the service interval of the bearing from 800,000 km to 1.3M km. In response, SKF created the new CRU 130X240 bearing solution, which achieved a stable temperature over the full test mileage of
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they are located, can submit and develop creative ideas into solid business proposals. In practical terms, this means supporting innovation and the development of unique ideas and projects by discovering and bringing together talented people from all areas of an organisation; even if they wouldn’t naturally exist within the same network or country. This has been put into practice by SKF by launching organisations specifically focused on innovation and emerging disciplines and practices of engineering. These provide a solid technological presence in key geographic locations, while the activities of research and development, lab-pilots, prototypes, fullscale demos, platform integration and local specialisation can flourish in their own identifiable area, without being crowded out by other functions.
1.3M km and at speeds of up to 420 km/h. For the next generation of passenger trains, with speeds of 160-250 km/h, a new tapered roller bearing unit (TBU) was developed. The new unit extends bearing service life by up to 40 per cent compared with existing solutions. Lab tests indicate a 30 per cent friction moment decrease, while patented heat treatment improves overall robustness and performance of the bearing. All of which help OEM’s and end users to augment safety and increase profit. Customer expectation and demand resulted in the SKF’s Compact Tapered Bearing Unit (CTBU). With an axle load rated to 45 metric tons, this means that operators can increase profitability by hauling a larger load with the same length/configuration train. This represents a transportation capacity increase from existing 35.5 ton axle,
from overcoming the restrictions others put upon themselves, working with people that challenge these limitations, and going beyond this to put in place changes that don’t just challenge the status quo, but implementing innovations that reshape the future of engineering.
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Creating the environment Regardless of the sector, the best degree of creativity and innovation can be achieved through a company-wide initiative and adoption that is thorough yet flexible and interactive. One crucial factor is that leaders in innovation must use this role to defy convention and be pioneers in new areas. Efforts to further creativity and innovation must be undertaken in a persistent and disciplined manner, in order to bring the benefits of ideas to markets in a consistent way. However, lasting success and leadership comes
References:  Kirstetter, E., Eagar, R., Kolk, M., and Roos, D: The Creativity Era - a new paradigm for business, Prism, 2, 2013, p. 12-29.  High speed rail in China, Wikipedia: http://en.wikipedia.org/wiki/High-speed_ rail_in_China Phil Burge is country communication manager, SKF (U.K.)
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Take note Mark Combes explains why The Survey Association’s revised Railway Surveys Guidance Note is essential reading for today’s survey professionals
ree information documents, regularly produced by TSA, are intended to provide members, their clients and the wider industry with guidance on aspects of surveying and updates on the procedures and regulations which may govern how a particular part of a survey is carried out. The recently expanded Railway Surveys Guidance Note was compiled by members of TSA’s technical committee, in association with Chris Preston, senior engineer with Network Rail’s technical services, track and civils team. It is endorsed by the Royal Institution of Chartered Surveyors (RICS) and since its release in Novembers 2014, more than 400 downloads have been logged from the website www.tsa-uk.org.uk. The material includes key information on the necessary planning and certification required to carry out survey work safely and to the required detailed specifications and standards set by Network Rail. The high level of interest in this document is indicative of the essential survey work that underpins the current modernisation of the railway system and high profile projects such as Crossrail and HS2. TSA member companies of all sizes continue to play a significant role in all aspects of the feasibility, design, construct and as built of these and many other planned improvements.
Hong Kong, South Africa and Australia. It is helping some of the biggest players in the industry to better understand the complexity of the current regulations and to plan an effective long-term data strategy. It is also being used by a range of organisations, either to benchmark their current rail survey work practices to the highest UK health & safety standards, or to be fully informed when tendering for rail survey work in the future. What does it cover? Surveying on railways can be divided into two basic categories. These are: • the Regulations Policies & Procedures required by the railway infrastructure owner and operator (RIO) for surveying to take place. • surveying – Guidance notes, specifications and compliance. RIO health & safety regulations can be described under three main categories; the company, the person and the track access safety management. For work in the UK, the survey company needs to comply with the Railway Industry Supplier Qualification Scheme (RISQS) or their staff must have an approved Primary Sponsor. This accreditation is achieved through an
audit by Achilles and the company must achieve a whole remit of safety standards and working practices in the discipline and working category in which they are competent. The base audit module (Industry Minimum Requirements Module) assesses general management systems and processes such as management controls, safety risk management, competence management and occupational health. All suppliers offering products and services that are deemed auditable, and any organisation needing to go through one of the other audit modules are required to complete this module. Site personnel, including surveyors,
Who is using it? The Guidance Note provides clients, surveyors, survey companies and those working in the field of civil engineering governance, research and education with the information and knowledge needed to plan, access and complete a rail survey project safely. Working on or alongside railway infrastructure can be a dangerous activity and, as a result is heavily regulated, especially with respect to health & safety. TSA’s own research shows the Guidance Note has been downloaded by surveyors, engineers, universities and government departments in the UK and also New Zealand, Canada, Turkey, Malaysia, Italy, Thailand, Belgium, Netherlands, Brazil, Sweden, Portugal, May 2015 Page 73
normally need to pass a safety training course for working on track. The certification is managed by the Sentinel scheme for Network Rail, who use a ‘card’ for defining the competencies held. Before a card can be issued to an individual, a NR medical, alcohol and drugs test must be completed and passed, along with a personal track safety course. When all of this has been passed a Sentinel card is issued and this must be with the individual at all times when working on or about the railway infrastructure. There are exceptions to working on NR’s infrastructure without a PTS and this and more information is set out in the Guidance Note. Track access safety management relates to the planning and safe execution of the work on or about the line. All work must be planned well in advance, have the correct paperwork and the necessary site safety critical staff to allow Surveyors and Engineers to complete their work safely and within the planned time. Surveying by its nature involves a transient worksite over miles of track and is often the domain of approved companies with qualified people known as Safe System of Work Planners (SSoW). When working on the railway, surveyors must always ‘expect the
unexpected’ when it comes to the amount of time planned for, on track. Track time is at a premium and even with the best planning can be curtailed or even cancelled for any number of high priority reasons. The Guidance Note highlights some of the latest railway survey techniques and makes recommendations for the safest methods to achieve complete and accurate results within a limited timeframe. A useful bibliography lists relevant National Rail Group Standards sources for further detailed technical and best practice examples. Updates through 2015 Network Rail, with best advice from the Rail Safety Strategy Board (RSSB) is always looking to improve on health and safety on the rail infrastructure. The latest edition of the GT/RE8000 Rulebook includes two new Handbooks outlining the requirements for the new Safe Work Leader (SWL) roles that are in the process of being implemented. New procedures covering SWL and the Planning and Delivering of Safe Work (PDSW) are being rolled out during April 2015, starting with those regions aiming for pilot projects in the East Midlands. The aim is for the Anglia Region and
London North West to follow close behind and eventually across the whole Network Rail Infrastructure. For the latest information on this see www.safety.networkrail.co.uk TSA will revise the Guidance Note on Railway Surveying in line with these updates, through 2015. Further information, as it becomes available, can be found at www.tsa-uk.org.uk TSA is the trade body for commercial survey companies in the UK. One of its roles is to provide guidance on new methods and techniques and a list of suitably qualified and experienced companies to the wider audience, such as engineers and architects. It is widely recognised as an independent and central source of information on aspects of surveying and 28 documents, comprising Guidance Notes, Client Guides and Briefing Notes are available from the TSA website. These are updated in line with the latest technology, survey methodology and health and safety regulations. All the available documents, including the Railway Guidance Note, are free to download at www.tsa-uk.org.uk/for-clients/guidancenotes/ Mark Combes is vice-president of The Survey Association
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An active role By selecting the appropriate method of survey, teams can reduce project risk and avoid abortive design works, says Lewis Johnston
idespread modernisation will bring numerous benefits to the travelling public and a boost to the economy, yet for Network Rail to deliver more reliable, safer services and better stations on budget, it’s essential that companies delivering rail surveys provide the most innovative techniques and technologies to meet modern demand. Techniques in surveying have come a long way in recent years driven by the need of projects to have data that is more detailed and more accurate than ever before. The demand for development of the rail infrastructure means that survey contracts are commissioned over entire routes, requiring providers to deliver surveys safely, more efficiently and with limited track access while ensuring this increased level of accuracy. By selecting the appropriate method of survey, teams can reduce project risk and avoid abortive design works. While surveying doesn’t require much of a project’s budget, the costs incurred by proceeding without the right information can far exceed this. AECOM is addressing this challenge by encouraging the development and use of new survey methods and innovative technologies to widen its capability. Employing a single provider to deliver all the survey requirements of a project can provide a higher confidence level with regard to safety, ensure quality and drive cost-efficiencies. AECOM demonstrates this potential by supporting Network Rail’s National Intrusive & Non-Intrusive Survey Framework (NINIS). Having the ability to provide all thirteen required survey services reduces the number of parties involved in any project allowing Network Rail a greater control of quality, cost and programme.
mutual benefit and promotes added value to all parties. Survey providers should take this approach to provide specialist survey services to expand their capabilities to best meet client needs. Achieving BS 11000 certification, a standard for collaborative business relationships is very important as a starting point and is now expected by Network Rail for its supply chain. Using an eight-stage approach, the framework is designed to enable organisations regardless of their size and sector to apply best practice principles to get the most out of their business relationships. As well as demonstrating collaborative behaviour, it’s important to show innovation and it’s evident that the industry is responding to client needs by delivering pioneering methods. Highdefinition scanning (HDS) is at the forefront of modern survey principles
Best results through collaboration Network Rail has to rely on its supply chain to safely deliver an extensive range of surveys on projects ranging from station refurbishments to track renewals. One of the most effective ways for organisations to deliver best results is through collaboration. By embracing the push towards collaboration and alliance-delivery models, an organisation can learn to appreciate how the practice can facilitate a cultural change that offers May 2015 Page 77
and enables long-term cost efficiencies for projects by providing three-dimensional survey models. Of course, to deliver HDS surveys requires companies to invest in technological innovation ensuring they have at their disposal the most up-to-date equipment on offer. The engineering models generated by this type of survey
can be used to facilitate all stages of design work and capture multiple millions of data points in comparison to a traditional topographic survey. This technique can result in significant time and cost savings while cutting down any follow up requirements, as the model can be further interrogated for
any additional survey requirement. This minimises the physical need for track access, limiting impact on the travelling public and minimising the exposure of survey staff to the high risks of working in the potentially hazardous operational rail environment. On one recent project, AECOM was able to complete a full station survey using HDS techniques that resulted in time on site being reduced by 50 per cent. The planning of survey works in a coordinated and safe manner is equally as important as the survey data itself. Not only to minimise the risk of harm to staff and the travelling public but to also ensure that the risk of damage to infrastructure is mitigated and controlled. Survey organisations should be encouraged to have an active role in the planning of their worksites to ensure safety and to maximise efficiency. Itâ€™s clear that industry has responded to rail infrastructure ownersâ€™ need for efficient surveys and it is essential that this momentum continues. With major landmark projects in design, including HS2 and Crossrail 2, the need for effective surveying isnâ€™t going away and now is the time to act. Lewis Johnston is survey lead at AECOM
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Drone on Stuart Thomas describes the advantages and disadvantages of unmanned aerial vehicles in providing rapid, cost-effective and high quality survey data
he rail sector is traditionally very quick to adopt new technology for surveying and inspection tasks. In recent years the advent of GPS, laser scanning and mobile mapping has given rail surveyors a new range of survey tools to use. More recently developments in land surveying techniques for rail include laser scanning (train-mounted, aerial and terrestrial) and interactive virtual site visits using ground-based sensors or sensors mounted on manned aircraft. In the last few years unmanned aerial vehicles (UAV), also known as drones, ROAV, UAS or RPAS, have become available on the commercial market. This is mainly due to the miniaturisation and reduction in the cost of components such as autopilots, cameras, batteries, etc. The development of software and processes for flight-planning and data manipulation has also been rapid. The use of UAV by survey professionals is now becoming an accepted technique to provide rapid, cost-effective and high quality survey data. Network Rail recently awarded a framework agreement to four companies to provide UAV survey services on the rail network. Two main types UAV’s come in two main types; fixedwing – which is essentially a small aeroplane, and multi-rotor – a small helicopter style craft with four, six or eight rotors. Both types are fitted with
a high spec camera and autopilot for autonomous flight. Fixed-wing UAV’s are most suited to larger land survey projects, whereas a multi-rotor is best used for smaller survey projects or for visual inspection where its hovering capability comes into its own. This platform also has the advantage of vertical take-off and landing which allows aerial work on confined sites. All commercial UAV operations in the UK are governed by the Civil Aviation Authority (CAA). Companies with CAA ‘Permission for Aerial Work’ must comply
with a number of regulations such as maintaining line-of-sight with the aircraft (within 500m from the ground-based pilot) and flying below a maximum flying height of 120m above ground. UAV surveys on the rail network Aerial survey projects using UAV’s can be controlled from outside the railway boundary without the need for track possessions. This obviously means a potentially significant saving in disruption to rail services and removes people from risk. Typical uses for UAV’s on rail survey projects are to provide geo-referenced orthophotos, digital elevation models (topographic data), and aerial oblique and May 2015 Page 81
information to tendering contractors reporting to senior management, and can be used to complement existing site orientation information for health and safety purposes. Improved safety A UAV survey does not require people to be trackside, so it removes the risks of trackside work. Disadvantages of UAV surveys
panoramic imagery. An orthophoto, typically to 3cm/ pixel accuracy, provides a high definition and up-to-date vertical view of the area of interest, allowing distances to be measured and to assist with planning. The creation of a digital elevation model using photogrammetry techniques, typically to an level accuracy of 50mm on a 1m grid, provides accurate topographic data allowing site design and volumetric analysis. The acquisition of aerial oblique and panoramic imagery provides a wider view of the project including its setting within the local environment. Advantages of UAV surveys UAV surveys provide a number of benefits to the rail industry, ranging from reduction in cost, increased speed of delivery and improved safety. Reduction in cost Acquisition of aerial data from fullsized aircraft is an accepted method for larger rail projects. However, it is not always cost-effective on smaller projects due to mobilisation costs. UAV’s can be mobilised very rapidly and can survey sites at a fraction of the cost of the fullsize alternative. Additionally, for smaller sites, UAV surveys do not require people to be working trackside and so removes the costs of organising track possessions. Increased speed of delivery With the ability to cover more than 100 hectares in a day, UAV survey acquisition is significantly more efficient than traditional ground-based survey techniques. This means survey data can be captured and delivered faster and allows for more frequent surveys to be provided. For example, due to the ease of mobilisation and speed of survey it can be cost-effective to carry out multiple aerial survey missions over the course of a construction project. The progress of the project can be effectively tracked by means of repeat aerial imagery and topographic data acquisition. Time stamped aerial imagery assists in tracking progress, providing invaluable Page 82 May 2015
Large sites Accuracy (Line Of Sight Limitations) UAV surveys may not be the best solution for larger linear inspections, for example, to survey the full East Coast Main Line will be more effectively completed by a full-sized aircraft UAV surveys will not replace track geometry surveys using total stations and rail gauges, these surveys have very tight accuracy requirements, where a standard UAV topographical survey may be accurate to +/-50mm, more than adequate in many situations it is not for detailed track geometry studies. However, the imagery provided by a UAV survey can still be hugely beneficial for this type of work. UAV inspection on the rail network As part of the Network Rail framework agreement, UAV’s are also being used for close visual inspection tasks on the rail network. Current inspection methods for high volume, low height rail infrastructure typically involve ground-based inspection crews working under line possession. The use of UAV’s to carry out visual inspection reduces the need for interruption to rail services and also provides detailed imagery from an elevated viewpoint which can identify defects that may not be visible from ground level. For low volume, high rail infrastructure such as viaducts and bridges, traditionally the inspection access method would be rope access, scaffolding or elevated platform. The use of UAV’s to inspect these structures saves time and expense plus removes inspection personnel from the inherent risk in working at height. Cyberhawk Innovations, one of the professional UAV companies on the Network Rail framework, has developed an end-to-end solution for the inspection of rail infrastructure. Using advanced inspection design and cloud-based software - iHawk, Cyberhawk provides powerful asset management information to the client allowing it to review the inspection findings and make decisions in the comfort and safety of the office. Technology more widely available Network Rail’s recent framework
Network Rail’s drone framework contract The three-year national framework agreement will see Cyberhawk, AMUAS, Resource Group and Richard Allitt Associates provide ROAV services to perform infrastructure inspections and land surveys. Network Rail will use the map data provided by the drones to improve track maintenance and boost field worker efficiency while reducing the amount of working at height required on its assets. The data will also be used as part of the Offering Rail Better Information Services (ORBIS) scheme, which includes capturing detailed photographs in 3D and crosssections so employees can pull up a map of the network, complete with minute details. ORBIS used data from the national Aerial Survey to produce the first version of its mapping tool, the GEO-RINM (Rail Infrastructure Network Model), but will use drones to update the maps regularly. Network Rail would like to bring the service in-house eventually and is working with the companies involved to work out how to do this. ‘Instead of using a helicopter to do these jobs, which is incredibly expensive per hour, we could turn it around in an hour – send up ‘one man in a van’ with a UAV to get the job done. It’s quicker, cheaper and safer,’ said a spokesman. Craig Roberts, Cyberhawk CEO, said: ‘This contract underlines the huge benefits of information provided by ROAV’s in complex industrial settings. Network Rail recognised the potential for this technology several years ago and has been very forward thinking in setting up this agreement.’
agreement for UAV survey and inspection work means the technology will be more widely used over the next few years on the rail network , enabling the rail industry to benefit from the cost savings and safety improvements that UAV surveys provide. Stuart Thomas is survey manger at Cyberhawk Innovations
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Valenta Redivivus Greg Morse marks the fortieth anniversary of the prototype HST’s entry into revenueearning service
must admit, I smiled when I read about it in the railway press: ‘The Screaming Valenta’ – which saw the remaining prototype HST power car back in passenger service – took me right back to my very earliest railway memory. I was four years old and mum had taken me up to Greenbridge – near our Swindon home – to watch the trains. All was silent until a howling greyand-blue beast blasted out of the mist and into my memory. Its journey that day had been from Bristol, but the journey from drawing board to rail had taken a touch longer… Increasing competition The 1960’s had seen a growing need for British Rail (BR) to compete not only with private motor car ownership, but also domestic airlines. Market research had found that, with journey times of up to three hours, rail was the mode of
choice and had the added advantage of delivering travellers close to shops and office blocks. Beyond three hours, and people tended to let the plane take the strain. Electrification, though a solution, was expensive and while the £55 million project to raise the wires from Weaver Junction (near Crewe) to Glasgow would be approved in February 1970, it was clear that – if rail were truly to compete with air – a new train would be needed. The seed of solution had been sown back in 1964, when the Railway Technical Centre (RTC) opened in Derby, BR having decided to concentrate its research activities in one place. One of its early projects involved ‘hunting’ – an alarming lateral wheel oscillation that tended to affect rigid two-axle wagons running on rigid continuous welded rail. There had been several derailments where trucks had seemed to simply leap from the track, but as hunting was also evident when
‘Mark I’ carriages were run at high speeds, it was clearly a bar to reducing journey times too. A programme was developed, headed by Alan Wickens, who had joined BR from the aerospace industry. His team – which included many other aerospace engineers – devised a new suspension system that could achieve a good quality ride at all speeds on any type of track. The knowledge gained from this work led to a number of new designs, including the ‘Mark III’ coach, which was capable of 125-mph travel. There had been an assumption that anything faster than this would need a total rethink in terms of track alignment and signalling. The famous Japanese ‘bullet trains’ were operating at speeds of up to 130 mph on purpose-built lines with gentle gradients and few curves. BR knew that to achieve the same in Britain would involve time-consuming Parliamentary Bills, public enquiries – and public
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money. But the RTC wondered whether faster trains could be run on existing infrastructure by improving rolling stock suspension. From this idea, came the Advanced Passenger Train (APT), which could attain speeds of up to 155 mph, minimising passenger discomfort by tilting into curves. The project secured partial government funding in 1968 and clearance to construct a four-car experimental train (APT-E), test track and laboratory the following year. Watching from the sidelines were the traditional railway engineers, a number of whom were not impressed with these upstarts and their lack of experience. Though newcomers can bring fresh new ideas, this ‘old guard’ had seen too many mistakes being made, tests being re-run and purchase orders being re-raised. They
trains that travelled above 100 mph. As the APT-E had also been designed with ‘single-manning’ in mind, and as there was uncertainty about whether the extra responsibility for high-speed driving would be recognised financially, they refused to allow their members to work on either train until a settlement had been reached.
felt sure an alternative was possible, and by the end of 1968 had sketched out rough plans for a ‘High Speed Diesel Train’ (HSDT), which could reach the magic 125. BR’s new chief engineer of traction and rolling stock, Terry Miller, could see the potential of the HSDT and – in light of growing concerns about the APT – submitted a formal proposal to the Board in early 1969. By the autumn of 1970, £800,000 had been granted for the development of a prototype. It was complete within two years, and featured the ‘Mark III’ carriage bookended by a ‘power car’ equipped with a Paxman Valenta engine at each end. (This was the only way of attaining the requisite 4,500 hp, there being no suitable single, lightweight unit available at the time.) With its sleek, clean lines and Cyclopslike front end, the HSDT certainly looked impressive as it sliced through the landscape. Yet through that single windscreen lay a problem, for the lack of cabside windows and proper provision for a secondman was challenged by the unions, who argued that two fully qualified drivers should be present in all
matched the world diesel traction record of 133 mph set by Germany in 1939. On the 10th, it reached 141 near York on a run so smooth, the driver said he could have ‘rolled a cigarette or written a letter’. On the 11th, it powered its way to an impressive 143.2 between Northallerton and Thirsk. The East Coast Main Line would enjoy further highspeed runs in the years ahead, but the first production batch of HSTs was destined to transform Western Region services out of Paddington. With twenty-seven trains under construction, the prototype was transferred to Old Oak Common depot for staff training. It entered service on 5 May 1975, working existing 100-mph schedules. Travellers-Fare devised a special ‘high-speed’ menu, which included draught beer for the first time on a British mainline train. Not only did many passengers partake of a pint of Whitbread (32p) – or a cup of tea (8p), or fruit pie (16p) – many marvelled at the effortless
Record breaker The union dispute with the HSDT ended in December 1972, when BR fitted a proper secondman’s seat and agreed to double manning with extra pay when trials involved speeds above 100 mph. These began on the East Coast Main Line the following month, and soon saw the train live up to its name. By June 1973, it was breaking records: on the 6th, it
speed, the comfortable seats, the spaciousness and the automatic vestibule doors. In fact, the train proved so popular that some altered their travel plans just to ride on it. And this was just the prototype… The first production set was transferred to the Western Region in April 1976 and was soon joined by others, allowing driver training to begin in earnest that summer. Some entered service in August, but from 4 October, all the design and development work, the track and signalling upgrades, the training and train planning came together with the launch of the 125-mph timetable and a world where Bristol was a mere seventy minutes from London. For the prototype, withdrawal came the following February, most of the carriages going on to find new homes
amid production sets, the two power cars finding work on RTC test trains, until 41002 was scrapped in 1990 and 41001 was taken into the National Collection. There it remained until May 2011, when a group of enthusiasts – The 125 Group – announced plans to return it to operational condition. Their award-winning efforts led to the event with which we started – ‘The Screaming Valenta’ – which, on 15 November 2014, saw 41001 haul its first passenger train in 38 years. May it haul many more! For more information on The 125 Group, see its website: www.125group.org.uk Greg Morse is RSSB’s Operational Feedback Specialist. The views expressed in this article are his own. Valenta Redivivus is adapted from his Shire book, British Railways in the 1970s and 80s. Follow Greg on Twitter: -@GregMorseAuthor May 2015 Page 87
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We have the technology By connecting people, process, data and things, the Internet of Everything has the potential to transform the rail industry, says Alison Vincent
he UK’s transport industry is evolving like never before with demands on the rail network alone reaching unprecedented heights. At the beginning of the decade more than 1.46 billion rail journeys were made, by 2020 this will have increased by a further 400 million. Concerningly, some critical routes are already running at close to 100 percent capacity, with forecasted passenger growth and society’s move towards connected smart cities placing further pressure on rail networks.
insights to improve operational efficiencies, it has the potential to open up new revenue streams and sources of value for businesses and passengers alike. Cisco’s latest report on this topic estimates that the IoE can generate up to £10.4 billion in value within the next decade for UK companies looking to re-invent the transport industry. Additionally, following the government’s latest announcement that it plans to invest £100 million in the Internet of Things (IoT) technologies, significant progress in this space is imminent. Significant opportunities The broad opportunities IoE can bring to the rail sector are significant. For example, embankment sensors will measure water table levels; in-ground sensors will detect potential landslips – all of which will provide real time information on the network to improve safety and rail operating efficiency; while sensors being added to trains provides data on the track’s status including potential faults or obstacles without the need for it having to be ‘walked’. This naturally increases safety for all. Encouragingly, there are already a number of established and start-up businesses in the UK making inroads
into unlocking IoE’s potential in the rail sector. Alchera Technologies is one such example making ground in this space and it has already made an impact in overhauling Britons’ commute. As one of the winners of Cisco CREATE’s 2014 Transport Challenge, Alchera has designed an innovative platform that can
Businesses in the transport industry are not only obliged to innovate in order to ‘keep up with the times’, but must do so in order to contribute to the economic prosperity of the nation. Congestion is a real economic threat and according to the CBI costs the UK economy up to £8 billion a year; a figure not only referring to rail networks but motorways, urban streets and parking. A fully-functioning and efficient rail network can ultimately help reduce congestion in all of these areas – more people on our trains means less on our roads. In order to meet the demands of today, businesses, governments and authorities are gearing towards a more digitised economy; one which to a large part involves harnessing the power of the Internet of Everything (IoE). By connecting people, process, data and things, the IoE has the potential to transform the rail industry as we know it. Not only can such technologies enable an automation of more than 50 per cent of processes and a generation of actionable May 2015 Page 89
predict the emergence of flash queues at busy stations thanks to connected, IP enabled cameras. This can help manage the traffic of people at stations and ensure the passesnger experience is optimised. Davra Networks is another innovative start-up delivering integrated transportation systems (ITS) and smart transportation services, and provides a complete IoT platform allowing customers to define, build and bring to market in-vehicle networks on trains and in light rail environments. By taking critical data from the network and any connected device or sensor, its platform enables rail businesses to manage and visualise these smart connected systems to attain business intelligence and provide a better service. An ecosystem that motivates change The success of these creative IoE startups depends heavily upon data access and many agencies are now opening up their data sources to the IoE community. For an example, developers can now simply sign up to Transport for London’s website in order to start using public transport data immediately to inform their applications. In order to truly realise the IoE’s potential however, businesses, authorities and society as a whole will
need to work together in an ecosystem that motivates change and provides the support necessary to effect it. The rail industry has much to gain from the Internet of Everything, and as passengers demand greater connectivity and a more efficient, safe and reliable service, businesses will need to follow suit. By electrifying the rail network, deploying IP enabled devices, and digitising surveillance and signalling
services, businesses can address operational inefficiencies, increase productivity and provide a better service for all passengers. Moreover, harnessing the power of the IoE has much wider significations for the rail industry and society as a whole as it has the potential to truly set Britain on the right track towards becoming a more digitised and prosperous economy.
Alison Vincent is chief technology officer, Cisco UKI
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Beyond ‘accessible’ Angela Matthews looks at creating usable rail transport for disabled people
ith a five per cent increase in rail journeys during the last year, rail service providers are committed to delivering a flexible and personalised service to suit a variety of individual needs. When hearing from disabled people about the difficulties faced when travelling by train, common themes emerge. Examples include the need for more inclusive communication, the requirement to book a journey in advance if assistance is required, and lack of space.
• unclear audio announcements (in terms of tone quality) • ticket machines that ask for answers within a specific time before it cancels a purchase • unnecessary use of technical language and symbols that can cause confusion and disorientation.
Inclusive communication Communication can include accessing information online from a website that is accessible (i.e. one that is compatible with assistive technology or offers the option of personalising colour contrasts and font size, for example), receiving a helpful response from a member of staff at a station or on a train when assistance is requested, or ‘live time’ announcements such as platform alterations being delivered in a way that meets an individual’s communication needs. The following can otherwise make information and instructions difficult to use or understand:
Booking journeys in advance Although this is being addressed by an increasing number of service providers, the requirement to book a journey in advance if assistance is needed is also an often-cited frustration. Figures cite that some 50 per cent of journeys requiring assistance are not booked in advance, yet rail infrastructure is still at a stage where it is often helpful for rail staff to know in advance if assistance is required. Although the purpose of this is to help staff ensure that the appropriate assistance is on offer throughout an individual’s journey, it can take something away from the ‘impromptu’ nature of travel that our society is rapidly becoming acclimatised to. A report released earlier this year by pan-disability organisation Papworth Trust on making rail travel more accessible
• touchscreen interfaces whereby the font, text size, colour or touch pressure is fixed
Sensory impairments, diverse statures, limited dexterity, dyslexia, and learning disabilities are just a few examples of impairments that may cause people to be affected by poor communication.
revealed that if assistance did not need to be booked in advance, seven out of ten disabled people would make more journeys by train – and there are more than 11 million disabled adults in the UK. An ‘accessible’ rail infrastructure and staff who are well-equipped to serve disabled people would contribute to eliminating the need to book journeys in advance. Greater investment in staff training is one of the most cited recommendations by disabled people in customer service research. Lack of space Lack of space can also make travelling by train more difficult for some disabled
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people. Being on an overcrowded train is unpleasant for anyone, but for people with particular types of impairments it can be more than just unpleasant – it can be near impossible to attempt to board a train with limited space and can be the difference between making a journey or not. A lack of space can affect people with mobility difficulties, people with assistance dogs, people with anxiety disorders, people who need to sit due to (for example) fatigue, or people with neurological conditions or chronic pain. For some, a seat will be needed and others may just need something to stand against or access to space near a handrail that is at a lower level. Best practice solutions At Business Disability Forum, we encourage businesses to involve disabled people when designing and reviewing products and services. This is something that Southeastern Railway takes seriously. It invited disabled people to ‘mystery shop’ what it is like to request assistance when using its services, and the results are then fed back directly to the teams involved
in the exercise. Southeastern also works in strong consultation with disabled people’s groups where – importantly – the emphasis is not just on improving access for those with sensory and mobility impairments, but also people with dementia and mental health conditions. It is harder to change infrastructure when it has already been implemented and is being relied upon to deliver daily demanding services to an increasingly diverse customer-base of rail passengers. Schemes such as the Disabled Persons Railcard, the Freedom Pass, and Northern Rail’s well-received Easy Card for people with learning disabilities are designed Page 94 May 2015
to ‘manage’ or adjust the experience of disabled passengers with the infrastructure we currently have – but it is no long-term solution. In a rapidly expanding industry where assistance will continue to look different from one person to another, a future rail infrastructure and system will be one that must begin with three things: inclusive design, disability-smart procurement, and a whole-organisation approach. Inclusive design Inclusive design includes involving and including the needs of disabled people at the beginning of the design process. The following are just a few examples of what should be considered: • appropriate use of curbs, steps, and level surfaces • types and placement of signage – including inclusive formats and materials (Braille and tactile fonts) • inclusive heights of fixtures at stations and on trains – such as grips, handrails, and seating height.
This allows accessibility to be built into the planning process and will help ensure resources are being spent on a thoroughly usable system and service – that is, beyond the basic standards of what usually defines ‘accessibility’. Disability-smart procurement Rail service providers then need to ensure they are procuring third party contractors who are also going to match the values of inclusive design in what they deliver. This means companies need a framework for identifying contractors who have an organisational structure that is confident
in how to involve and deliver suitable products and services for disabled people. In our experience at Business Disability Forum, the benefits of disability-smart procurement are far reaching and are not just experience by disabled people. A rail system designed for ease of use rather than merely meeting accessibility requirements will also be equipped to deliver for an increasingly ageing society, for example. The principle of inclusive design acknowledge that basic ‘accessibility’ guidelines are unlikely to deliver a railway service that is fit for purpose for the rapidly changing demographics of our society. This can, in turn, ensure a design that is sustainable and fit for the future. A whole-organisation approach However, communication, infrastructure, design, and staff training cannot be resolved in isolation. A whole organisation approach ensures that an inclusively and sustainably designed infrastructure will be accompanied by providing personalised communications (such as access to British Sign Language interpretation, induction
loops or alternative formats of timetables and information, for example), accessible ICT (such as an accessible website and apps), well-trained station and call centre staff, and outsourced services that are going to meet the values of its end-user. Disability affects each area of every business, and each contributes in equal measure to delivering not just an ‘accessible’ rail service for our society’s changing demographics, but a transport option that is useable – and preferable – for disabled people. Angela Matthews is advice service manager, Business Disability Forum
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Senior moments Andrew Fisher looks at the benefits of hiring senior professionals on a short-term basis, as an effective way to contribute to the bottom line without pushing up permanent headcount costs
he rail industry is transforming at a pace not witnessed since its privatisation in the 1990’s, with the network undergoing the biggest programme of modernisation since Victorian times. However, amid this hive of activity, senior level skill shortages may well threaten future progress and growth. Contracts on 11 train lines will come up for renewal between 2015 and 2020, and the government’s Rail Supply Group has pledged to invest £500,000, through the FutureRailways Programme, to help rail suppliers to secure new business both at home and internationally. With this backdrop, it is perhaps unsurprising that there is currently a scramble for talent to successfully manage bid projects on an interim contract basis. Train operating companies are in fierce competition to secure lucrative contracts to facilitate future growth, and are strategically building teams accordingly. These teams typically comprised permanent staff, consulting firms and, crucially, interims with project experience in areas such as project management, customer experience, marketing, ticketing, stations and retail, rolling stock and community engagement and sustainability. These professionals are usually hired on an interim contract basis, and with TOCs looking for those with UK rail experience and quantitative evidence of past success. Managing to secure top talent can have a significant impact on the success of an organisation. Following a series of unsuccessful bids, news that FirstGroup’s Great Western rail deal was extended to 2019 - and the subsequent impact on share price - is indicative of how success can impact a business. Looking beyond bid commissioning, this landscape has also created an increase in demand for senior business ‘improvement’ specialists to oversee all aspects of organisational development on an interim basis. It’s no secret that habitual station closures, delays and fare increases can have a significant impact on brand equity, and these professionals will typically manage change across areas as diverse as timetabling, retail, customer
experience, media relations and staff engagement. Crucially, they can also be responsible for the development of online user experience, which is increasingly important as a first touchpoint of customer engagement, via timetable apps, ticketing and social engagement. Sourcing professionals with the adequate skills and experience to manage this broad remit can be challenging. A background in the rail industry is useful, but cross-sector experience – particularly within more traditionally customercentric sectors such as retail – is also valuable. Without prejudice The right change management professional can bring in vital skills and experience, while simultaneously cutting through internal bureaucracy.
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‘Rail companies are looking for interims that have direct experience of a particular issue and can be considered ‘subject matter experts’. Because the pool of available talent is relatively shallow the providers that are able to secure the most experienced candidates will thrive’ As unbiased professionals, they are able to use their unparalleled experience to analyse efficiency, productivity, and brand perception, without the complications associated with internal politics. Interims can, without prejudice, immerse themselves in the running of an organisation to make real change happen. There is no doubt that businesses may not always be impressed with the observations of improvement specialists, but by trusting in their experience and taking heed of their recommendations they can improve the health of their
organisation and plan for the future. Hiring senior professionals on a short-term basis is an effective way to bring skills and experience which will contribute to the bottom line quickly and efficiently without pushing up permanent headcount costs. Rail companies are looking for interims that have direct experience of a particular issue and can be considered ‘subject matter experts’. Because the pool of available talent is relatively shallow the providers that are able to secure the most experienced candidates will thrive.
Looking beyond ‘bid season’, the need for senior interims looks set to continue. George Osborne’s announcement that Greater Manchester will get powers to plan and fund a transport system that integrates bus and rail services is the first step in what looks like a nationwide move towards the UK’s major cities initialising similar transport systems. As such, professionals with a background in implementing integration and brand management, as well as specific experience in areas such as smart ticketing, are likely to be the next batch of experts in high demand. The rail sector contributes £7 billion a year to the UK economy and is experiencing an investment boom on the back of a doubling of passenger journeys since the mid-1990’s. The sector is supported by a supply chain of around 80,000 workers and 3,500 firms, and, if passenger numbers continue to swell at the current rate, this looks set to grow still further. Flexible and innovative industry experts will continually be in demand to develop and shape the future of British transport. Let us hope that there is sufficient talent available to fulfil our future needs. Andrew Fisher is director of transport practice interim management at Veredus
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Fly by wireless The industry must roll out wireless technology as soon as it feasibly can. Failure to do so in 2016 will cost operators their franchise, or cost them financially as they fail to recoup their investment, says Simon Saunders
ail networks are currently undergoing a drastic overhaul, ushering in a new era of business – both for and by rail - to the country. In the UK, projects like Crossrail, Heathrow Express and the now infamous HS2 are all harbingers of a next-generation British rail infrastructure that will support and drive the economy. In the US, Amtrak recently sought consultation in addressing its notoriously bad Wi-Fi. Its highspeed wireless internet service implemented four years ago often leaves users frustrated due to inconsistent poor connectivity. No Wi-Fi on trains is bad, but Wi-Fi that doesn’t work is even more frustrating for passengers. Due to a combination of congestion, large isolated geographies, and the current limitations of Wi-Fi technology, many of the world’s major train operators are in the same boat. As railways once again become the arteries serving UK domestic travel, there’s an increasing desire for an improved standard of wireless connectivity across the network. As the country’s transport infrastructure continues to evolve, the importance and necessity of wireless also evolves and grows with it. The real question is no longer whether rail needs wireless, but rather how it can roll out sufficiently reliable wireless in a cost-effective manner. It’s crucial to note that more and more frequently these wireless provision demands are coming not just from passengers – whose expectations are growing at an ever-increasing rate– but also from regulators and government. In 2015/16, wireless offerings are set to play an increasingly important role in differentiating between the major rail operators. Wireless provision is already becoming a key element of the buying process, and in turn is having a direct impact upon revenue generated from passengers. But this goes beyond passengers
alone, becoming a differentiator between operators during the franchise process. The UK is a great example of this, where it was recently announced that the ability to provide free Wi-Fi across the rail network will be taken into account when allocating franchises from 2017 - a process that operators will be focusing on in 2016. With pressure from all sides, there is now little option for rail operators to not provide consistent and quality connectivity. But the infrastructure rollout required to provide a solid wireless system remains expensive for the transport industry, with rail in particular finding it difficult to demonstrate exactly how it intends to see a return on investment from a mass rollout. For example, the unique structure of rail interferes with wireless signals in a
May 2015 Page 101
similar manner to a Faraday cage. When combined with the speed trains travel at and the often complicated terrain they cross, it’s not realistic to expect mobile connectivity to be supplied by the macro network. As a result, providing wireless that can meet expectations of reliability and performance requires the rollout of trackside wireless infrastructure across the entire network, an incredibly expensive undertaking. Intelligent approach to rollout The levels of revenue generated from the users of wireless are unlikely to meet the costs involved in these large-scale rollouts on their own, not least of course because few passengers are willing to pay a premium for the service in 2015. This is why rail operators need to be intelligent in how they approach such a rollout, considering where further revenue or efficiency savings can be made – in other words, to build a more comprehensive case for investing in wireless. As such, the role that wireless technology can play in improving operational efficiency will shape, to some degree, how the industry develops in the next twelve months. Wireless implementations across signalling and control systems are hugely desirable for operators, facilitating secure, safe
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and reliable operations across huge geographies, and in turn reducing delays. To even start rolling out this technology, operators will need to have first considered and rolled out a reliable wireless system across their entire network. Clearly a key benefit of a reliable wireless network is enabling better communication between staff across a private network. Train shunting operations, emergency call services, group voice calling and broadcast systems, ground-to-train communications, and track-side communications are all enabled by a stable wireless provision. Even when a wireless solution relies upon the public networks over long distances, it can still serve to enhance certain types of communication, including disparate train signalling and control systems. In the next twelve months we’re unlikely to see widespread rollouts of the more sophisticated technologies across the UK’s transport networks, nor would it be recommended that operators strive to do so: thorough consideration of how to rollout and maximise the benefit of wireless technology is vital. But what we will see in 2016 is the rail industry working to ensure it is in a position to rollout this technology as soon as it feasibly can, ahead of the
‘In the next twelve months we’re unlikely to see widespread rollouts of the more sophisticated technologies across the UK’s transport networks’ looming franchising process for the network’s post-2017 contracts. Not only will this mean operators undertaking comprehensive analyses and business case studies of how to roll stable wireless out across their networks, but also detailed consideration from expert advisors as to where else this technology could enhance their operations. Failure to do so in 2016 will either cost operators their franchise, or cost them financially as they fail to recoup their significant investment in a rollout. Professor Simon Saunders is director – technology at Real Wireless
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An uphill struggle Nigel Wall reports from the Cambridge Wireless conference that examined the successes and setbacks in bringing technological development to the UK rail network
hile advances in wireless applications and technology have improved the customer experience for rail passengers and new back-office systems have enabled enhancements in traffic management and automated driver advisory services, there remains an uphill struggle to upgrade often antiquated systems used within the rail industry. This was one of the conclusions from the Cambridge Wireless (CW) Automotive and Transport event on How Innovation is Reinventing Rail Travel, which considered how fragmentation of the industry at privatisation has tended to lock the interfaces between the different organisations and their technologies. Mustafa Gulam, head of technology, Rail Settlement Plan, ATOC opened the event discussing the future of smart ticketing technology from Oyster cards and contactless EMV (Europay, MasterCard & Visa) cards utilised by London operators, to mobile apps, self-printing ticketing and the governmentbacked Integrated Transport Smart card Organisation (ITSO) smart card initiatives being rolled out in many areas of the UK. ‘Future smart ticketing solutions will need to accommodate the varying needs of the leisure traveller versus the daily commuter,’ said Gulam. ‘ITSO is working towards this but innovative flexible products are often blocked by fares regulation, which restricts discounted smart tickets, as well as the fragmented rollout of infrastructure in the past.’ He suggested that smarter ticketing information services could gather data on the actual journeys made and will be optimised to meet the travellers’ needs. ‘They should allow charges to be made according to the actual trains used, such that travellers would not have to guess whether to buy a peak or off-peak ticket. Similarly, last minute discounts might be offered on lightly loaded trains. Other incentives such as free coffee, could be Page 104 May 2015
offered for loyal customers. Ultimately, rebates could be made automatically to any passengers suffering a serious delay without the need to complete and process written claims. However, regulations restrict electronic tickets to offer the same pricing as conventionally printed tickets.’ Accessing ‘dark data’ Richard Silley, area sales manager at National Instruments outlined the complications involved in upgrading outmoded data systems used by many Toc’s. This leads to the collection of potentially valuable ‘dark data’, which cannot be accessed by other applications.
A perfect example had been given by Mustafa Gulam in relation to ticketuse-data that was not collected from the ticket barriers. ‘The operational technology is often not well-integrated with the core IT infrastructure, meaning that vast amounts of data are collected but left untapped,’ said Silley. ‘With advances in wireless sensors, remote condition monitoring is presenting a much stronger business case and has the potential to make this operational data more visible and valuable.’
TfL faces fewer bureaucratic limitations according to Kevin Payne, head of ICT updates at London Underground. Train control is increasingly being automated: DLR, Victoria, Northern, Jubilee and Central Lines are already 100 per cent automatic train operation. However, ICT is also a powerful tool to make operations more efficient and to enable customers to understand travel operations. They are moving rapidly to a new staffing model with closure of all manned ticket offices by 2016, but with expert staff in the concourse, equipped with iPad terminals, who can advise on the best travel options. Several applications will be provided
exclusively for staff use: handheld information terminals rely on the Wi-Fi service that has already been provided in 150 Underground stations. The Digital Railway Network Rail Telecoms is the third largest telephone operator in the UK, according to Tim Lane, technical strategy and innovation manager. ‘Digital Railway is a rail industry-wide programme designed to benefit Great Britain’s economy by accelerating the digital enablement of the railway,’ he explained.
The Digital Railway concept includes a wide range of services that will be enabled by the connectivity introduced by GSM-R as part of the European Train Control System (ETCS) deployment. Benefits should include more tailored journey schedules, with more metro-style suburban services; with services running to meet the demand rather than a pre-set schedule; and better integration with other public transport systems. Passengers will have single ticketing and better access to information,
including guidance on a smart-phone on where to access the next leg of the journey at an interchange node. This will include providing information and advice during periods of service disruption. Tocâ€™s, freight and infrastructure operators will be able to run more services, with better line utilisation and to reconfigure their services in real-time to meet demand, managing disruption more effectively. Where appropriate these new services will be evaluated by the recently opened Rail Innovation and Development Centre
based on a 14 mile reserved line in the East Midlands, where experimental systems are evaluated, and training given without risk of disruption to services. Rob Morland, director of the A1 Steam Locomotive Trust, explained the electrical systems fitted to 60163 Tornado, a steam train fully certified for use on the UK mainline. Tornado needs to fit with the Digital Rail vision expounded by Network Railâ€™s CEO. Comprehensive safety communications and control systems have been fully engineered onto the loco. The installation has proved robust and flexible and enabled the introduction of GSM-R once in service. There are plans to enhance the communication, warning and control to Level 2 ERTMS, and later by the connected driver assistance system (C-DAS) to be integrated with the Traffic Management System. This will warn a driver about congestion ahead and indicate optimal speeds. For steam, this means smoother running, savings in maintenance, reduced fuel bill and environmental benefits. To view presentations from the event visit www.cambridgewireless.co.uk/ resources. Nigel Wall is director at Climate Associates
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A totally new approach from Variable Message Signs has produced a system of lightweight signals and structures that delivers both high performance and significant cost savings. As part of its programme to constantly develop and introduce new products, VMS has significantly expanded the capabilities of its MARI and SARI MkII signals with up to 20 different aspects in one unit. The SARI signal can also display the double-digit numbers 10 to 19, offering a unique opportunity to save space and cost for applications which involve large numbers of routes. Readability trials are now complete for a new range of lightweight colour light signals. The introduction of the MkII units extends the options for narrow and wide beam versions to include both long and medium range signals. All of the LED signals and indicators in the VMS range comply with all standards, require no routine maintenance, and are backwards compatible. They can be mounted onto existing infrastructure or to the VMS lightweight support structures that are quickly and simply installed with only hand-operated machinery. For more information contact Claire Thompson: firstname.lastname@example.org Telephone: +44 (0) 191 423 7070
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Accurate predictions Bhoopathi Rapolu explains how to deploy successful predictive maintenance solutions
s thousands of commuters took to the tracks to visit family and friends over the recent Easter bank holiday, we were warned of long delays and disruptions to many major rail routes across the country. This was due to the critical engineering works being carried out over the break; but of course, rail delays are not just restricted to the weekends and holiday periods. Rail travel is frequently interrupted by signalling problems, broken-down trains and congestion. The industry, the government and, of course, consumers all recognise that something needs to change. One proposition being provided by OEMâ€™s to address this challenge is predictive maintenance (PM); a solution that identifies looming faults, forecasts the optimal time for maintenance and, ultimately, enables operators to respond before the train breaks down and service
is affected. Recent advancements in sensors and communication technologies have led to continuous data collection from various systems and subsystems in trains. This enables mechanical and electrical conditions, operational efficiency and multiple other performance indicators to be monitored 24/7. These new capabilities allow maintenance activities to be planned with the maximum interval between repairs, while minimising the number and cost of unscheduled outages created by system failures. Normal mechanical failure modes degrade at a speed directly proportional to their severity. If the problem is detected early, major repairs can usually be prevented. Todayâ€™s technology makes it possible to affordably collect huge amounts of data from hundreds of systems in a single train, analyse that data
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in real-time and detect problems before they actually happen. Advantages of PM solutions Key drivers of PM include availability of train service and cost efficiency. It helps to improve reliability and reduce maintenance costs. This is especially important when UK passenger fares have continuously gone up in recent years to pay for improvements made to the rail network; many of which take place over holiday periods when typically, fewer people are using the network. PM enhances the overall effectiveness of transportation systems, ultimately leading to improved safety and higher customer satisfaction, critical therefore when there’s such a spotlight on the network operators. Affordable solutions can generate ROI quickly while completely transforming the maintenance landscape. Computing systems are evolving rapidly to on-board intelligent systems without taking data to any remote cloud. However, these technologies are new and, as such, immature within this sector. Train operators and OEM’s should therefore follow these steps to deploy successful PM solutions:
1. Identify the right component for prediction Selection of the system is the most critical step in building a PM solution. It is crucial to define a narrow scope and not try to predict everything. Doors would be a typical example of such systems. It is therefore important to identify what is possible to predict. Inaccurate selection of a system can not only lead to failed outcome, but can also limit confidence in the solution. 2. Analyse the right data sets It is generally assumed that the sheer volume of data generated from systems is sufficient to build PM solutions from it. However, it is important to remember the objectives behind collecting each data set. They may have been deployed by the OEM without any PM solution in mind. As such, preparing the data required for building PM solutions is one of the key activities in the process of solution development. It is not always what operators already have, but it’s about what the solution needs. A fair understanding of the objectives is necessary to come up with the required data sets. 3. Don’t rely on data analytics alone A data scientist can develop any
algorithm, but it takes a lot more to deliver the right algorithm for a specific business need. Experience shows that it is the rail expert, as opposed to the data scientist, who is the real hero in achieving a successful PM solution, as they can guide the data scientist to build the right algorithm. Interpretation of patterns – vibration and noise for example – is a key area where the rail expert can guide the data analyst to not over-interpret coincidence findings. Pressure is mounting on train operators to ensure their necessary network upgrades don’t affect their ability to provide a consistently good service on the lines. At the same time, PM is being pushed forward as a viable solution to keep train services on track. The success of PM lies in selection of the right systems, creating and preparing the necessary data, and getting the right combination of rail experts and data scientists on board. Ultimately, besides increased availability and cost efficiency, passengers will appreciate fewer delays and increased safety, resulting in higher customer satisfaction; not only over holiday periods; but throughout the year. Bhoopathi Rapolu is head of analytics EMEA, Cyient
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Over the last few years Line Worx has been working across the London Underground to provide solutions to everyday maintenance problems faced on the rail network and throughout the Underground. Through innovative solutions and clever application of new technologies and by focusing on cost-eﬀective and rapid installations Line Worx has helped make signiﬁcant improvements and savings for the Underground. Our latest solution; the LAS08 service ladder attachment, has proved an instant and universal success in helping to bring decades-old service ladders up to modern health and safety standards whilst also vastly improving usability, practicality and comfort.
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Rail Supply Group
Offsite construction can cut rail costs The Rail Supply Group is looking to SME’s and alternative methods of construction to deliver best-value, world-class infrastructure. Matt Goff looks at how SME’s can rise to the challenge
he creation of the RSG in 2014 sparked excitement across the industry. Both SME’s and large suppliers welcomed the opportunity to have their voices heard in a bid to help leverage the UK’s world-class rail credentials. However, to take full advantage of the talent we already have in the UK, the Group needs to ensure SME’s have a fair share of voice, and look at where former initiatives between the government and the private sector have either failed to gain momentum or failed altogether. Radically transforming the supply industry needs an understanding of the barriers some SME’s face, but equally they need to prove they can compete with large blue chip companies when it comes to delivery and value for money. If harnessed and supported, the agility and entrepreneurial spirit of SME’s can provide ‘best in class’ solutions that can
be exported to wider markets. However to do this there needs to be a shift in mind-set, an openness to new ideas that many in the construction industry have so far struggled to achieve. The design of world-class trains and rail systems needs to be supported by equally innovative infrastructure solutions but the construction sector is still learning how to embrace technologies that were available 20 years ago. In November 1998, the Egan Report Rethinking Construction, emphasised the need to change our approach across the board – from design and manufacture to assembly and performance. A key recommendation of this was to embrace offsite construction. Fast-forward to 2011 and the government’s Construction Strategy showed that change was difficult to embrace – organisations were still failing
to get the best out of manufacturers and suppliers. A lesson learned Lengthy tenders and a focus on cost over quality have left a negative legacy in the construction industry across many other sectors. Perhaps this is the lesson the RSG can learn better than most. In 2013, yet another initiative – Construction 2025 – was launched citing ambitious targets. It states that the global construction market is predicted to grow by more than seventy per cent by 2025 and the UK needs to fight for its fair share of that growth. Its vision is clear. By 2025 the construction industry needs to cut both its initial costs and whole life costs of built assets by 33 per cent. Construction also needs to be 50 per cent faster, deliver 50 per cent lower carbon emissions and reduce the trade gap between total exports and imports by 50 per cent ambitious figures but achievable if we work together, and rail has its part to play. The RSG and its Fast Track for Growth vision is about opportunity and putting the UK back on track in a sector where it could and should be a global leader. By providing clear leadership, it will strengthen the capability and competitiveness of the UK rail supply industry and that will include looking to SME’s and manufacturers who can help save the industry money. We are about to undergo the sector’s largest modernisation programme for over a century with £38 billion being invested over the next five years. Wellpositioned to become the global leader in high speed rail, the UK needs not only to attract the best talent from across the world but also to nurture and support the talent already existing in the UK. To improve both our knowledge and the UK economy, we need to invest a high proportion of that £38 billion with UK business. We have already seen contracts awarded to companies with UK-based May 2015 Page 111
TAILOR-MAKING TOMORROW’S RAIL At Tata Steel, our team is committed to working in partnership with you to define your optimum rail solution. Drawing on a century of industry-leading metallurgy experience, our people touch every aspect of rail infrastructure. We listen, consider, advise, create and deliver much more than just rail – sustainable rail solutions that work better, last longer and provide real value. One of the services we offer is based around our Modular Platform construction systems which will be displayed at Railtex as part of ‘On-track with Tata Steel’. For more information on our rail products, contact: T: +44 (0) 1724 404040 firstname.lastname@example.org
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Together we make the difference www.tatasteelrail.com Page 112 May 2015
Railtex Stand M89
Rail Supply Group
operations but who have chosen to design and manufacture at plants across Europe. By showing the RSG that there are savings and technologies already being used by UK rail companies, albeit on a small scale, they can help un-tap that potential. If we build partnerships based on best-value on whole life costs of a project rather than initial price savings then there could be huge savings. Smaller businesses more nimble Roan has worked with Alstom, Signalling Solutions and Network Rail to deliver both trackside and non-trackside offsite solutions. Offsite or prefabricated construction methods have been around for decades but have not always had good press. However, they have quietly evolved and are fast-becoming the construction method of choice due to their robust quality and speed of delivery. In that respect, smaller businesses are more nimble than big ones so are better able to adapt to change due to the entrepreneurial and sustainable style in which they’re often run. One of those changes is a shift in the rail sector’s perception of offsite build. Tenders are becoming easier to navigate and more business is being won by SME’s. The introduction of Building Information Modelling (BIM) has altered the dynamic and put smaller companies
on a level-playing field with their blue chip counterparts. BIM has been fully integrated into Roan since 2014 and has been instrumental in winning new business because it provides a realistic 3D model of the finished article. When you couple that vision with a hard and fast programme, you build belief that you will deliver a world-class building, quickly, cost-effectively and with much less disruption than traditional build. SMEs’ desire to grow and succeed means they often go beyond what is required. Health and safety tops every agenda as it is the basis of your reputation. All the appropriate accreditations prove who is familiar with the strict code of conduct governing trackside working from the basic CSCS cards for ease of identity to Sentinel’s new Confidential Incident Reporting and Analysis System (CIRAS) and Achilles. RSG or BIM? The RSG’s Fast Track for Growth vision welcomes proven construction methods but it needs to look beyond traditional means. In 2013, HS2 Ltd looked to build offsite for advice on designing and procuring bridges, viaducts and embankments using offsite construction methods, but it could go much further. New stations, trackside and nontrackside maintenance units and offices can all be delivered with savings.
Sustainability has put a greater emphasis on the type of materials used and the offsite industry has adapted accordingly. Couple this with a nimble approach which can adapt to changes in specification quickly and the rail sector is truly in a win-win situation. The RSG’s vision is to build a worldclass domestic supply industry that continually innovates to meet customer needs. Over the past few months we have seen a change in the perception of offsite construction but is this due to the RSG and its determination to work with SME’s or the effect of BIM? It is too early to tell but what we are seeing is an open-mindedness not seen before and recognition that SME’s have a part to play in the UK becoming a global leader in rail. Matt Goff is director at Roan Building Solutions
May 2015 Page 113
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Sky-high technology Lanes Group has project managed a detailed survey of a major rail engineering depot using a pilotless drone and digital imaging technology. The drainage and maintenance specialist’s rail division carried out the project at Neasden Lifting Shed in West London on behalf of London Underground. Teaming up with unmanned aerial systems company, Air Rotor Media, Lanes’ Rail Division commercial director, Matthew Todd, said the approach delivered significant benefits compared with conventional
survey techniques. ‘Using drones to carry out aerial surveys on rail assets is particularly beneficial, because gaining access to trackside areas is a key issue due to health and safety issues and associated controls.’ During the survey the drone took 184 high definition images of the 272-metre-long building’s roof structure, which could then be manipulated to help engineers view and analyse the structure and condition of the roof. A three dimensional point cloud image was also created so the roof could be viewed and measured from any angle. Visit www.lanesfordrains.co.uk
Blazing the trail TfL has become part of a consortium of employers with professional surveying backgrounds to receive ministerial approval to develop new chartered surveying standards for apprenticeships. Following a review, the government announced the apprenticeship reforms under its Trailblazers initiative. The new standards will make it possible for apprentices to achieve a degree-level qualification, enabling TfL to further develop its current quantity surveying apprentices to provide an alternative entry route into the profession. Business Secretary, Vince Cable, said that the agenda of the new apprenticeships was focused on quality as much as quantity. ‘Degree apprenticeships bring together the very best of higher and vocational education, and allow apprentices to achieve a full bachelor’s or master’s degree, while training on the job. ‘The initiative sees employers, universities, and professional bodies joining forces to develop the highly skilled workers our economy needs.’ Nearly 190,000 apprentices have begun work in London since 2010. Visit www.tfl.gov.uk
In safe hands
Hub on the Tyne Newcastle College’s £5 million Rail Academy has been officially opened in Gateshead, which will be a regional hub for training and development for railway engineering. ‘The Rail Academy is an important initiative that will support the government’s investment in the future of the UK’s rail infrastructure,’ said Business Secretary Vince Cable. ‘Developing specialist training and skills is vital in creating the next generation of rail engineers and will provide opportunities for thousands of young people to develop careers in this growing sector’, he said. Developed with support from the National Skills Academy for Railway Engineering (NSARE) and Network Rail, the Academy offers full-time diplomas in rail engineering suitable for all age groups. It is also equipped with a bespoke training venue that will help employers improve existing staff’s skills. Marc McPake, head of the Rail Academy, said: ‘The opening of the rail academy signifies the start of a new era in training for the next generation of rail engineers. We are helping to develop the skills that are needed by industry today, but also creating a pipeline of skilled people with the knowledge of the state-of-the-art equipment that we will see in the rail industry in the future.’ Visit www.ncl-coll.ac.uk/railacademy
Virgin Trains has launched a trial service that it says could see the end of lost luggage – the first operator in the UK to roll out such a scheme. HomingPIN™ safeguards passengers’ belongings and can be applied to personal belongings including phones, cameras, keys, passports and bags. Around 1,000 Virgin Trains’ customers will take part in the trial, with each receiving a unique PIN code to register on the secure website, HomingPIN.com, together with a phone number and email address. Customers will also receive a uniquely-coded luggage loop, key ring and a set of labels, which can be attached to their possessions. If a lost item is found by Virgin Trains staff or a member of the public, they need to enter the PIN code on the website, which will send a text message or email alert to the property’s owner. Initially available to those who contact Virgin Trains directly, it will also be offered on a trial basis to JourneyCare customers, who have mobility impairment or other disabilities. Steve Tennant, executive director of customer service for Virgin Trains, said: ‘This new service is a really simple solution which we hope will reassure our customers that their belongings are safeguarded if they are accidentally left behind.’ Visit www.homingpin.com May 2015 Page 115
Join us at the
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12th-14th May 2015, NEC, Birmingham
tBM rail Group and Franke sissons have joined forces to create a range of products to optimise passenger comfort and convenience in washrooms and toilet facilities. the partnership with Franke sissons is to promote a host of bespoke washroom and hygiene products for new build and carriage refurbishments, to provide a cost effective solution for customers. Products on display at Railtex will include: - a range of gravity fed and vacuum wC systems - robust touch-free hand dryers and washroom accessories - solutions for odour elimination using the latest UV technology to kill bacteria - Bespoke designed washroom basins in stainless steel and the highly durable Miranit granite composite material exclusive to Franke sissons - water controls and brassware
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tBM rail Group
Flushing out the competition Two companies specialising in washroom and hygiene products and facilities for train toilets have joined forces to improve the customer experience. TBM Rail Group has partnered with Franke Sissons to offer products including gravity-fed and vacuum toilet systems. Made for use on today’s more modern trains, they will be on display at Railtex alongside a range of other products specifically developed for use in train toilets.
A window on the world
Visitors will be able to see the latest robust, touch-free hand dryers and odour elimination solutions, which use a new UV-based technology that gets rid of unpleasant odours and kills airborne and surface bacteria. There will also be examples of how the two companies have worked together to supply purposedesigned washroom basins and brassware for the biggest names in rail transport using the highly durable Miranit, a composite granite material from Franke. Andy Hawker, managing director of TBM Group, said: ‘Railtex is an important exhibition for us and joining with Franke Sissons will give us the opportunity to really showcase the breadth of our experience. Recently we completed a fleet change of washroom basins for CrossCountry in the C1220 Super Voyager Trains and we’re currently working on solutions to some of the largest challenges the industry faces around hygiene and sanitation.’ Visit www.tbmrail.com www.franke.com/watersystems/uk/en/home. html
Testing is underway of a high-resolution screen display system built into the window glass of a rail carriage. Derived from a product originally intended for use in military vehicles, ScreeneX technology is currently being piloted across Europe, with plans to introduce the technology to UK rolling stock manufacturers. The technology, which comprises a digital LCD screen embedded into toughened, double-glazed glass, can still be used as a window, interior glass partition or a glass door. Three basic models, which are replaceable and can be washed as normal, are being tested with screen sizes ranging from 20 to 42 inches and weight around a kilogramme more than a standard train window. ScreeneX technology has proven to be rugged, undergoing testing in the most extreme circumstances, and units are connected and controlled via a stand-alone media control unit. The units are internet-enabled, meaning up-to-the-minute passenger information can be displayed as required. ‘Today’s passengers expect not only to be kept up-to-date but also to be entertained, even when on public transport,’ said Daniel Cohen, CEO of Oran Safety Glass. ‘We believe this system will become the primary information channel for operators’ communications with passengers.’ Visit www.osg.co.il
Live wires Rail safety power monitoring specialist Bender UK and signalling and rail infrastructure power expert Giffen Group have collaborated to improve safety and reliability on the UK network. With a single source solution for identifying and fixing power cable faults to avoid downtime, the two companies will be able to provide early warnings of faults often caused by rodent damage, deterioration through age or exposure to the elements. Once Bender’s rail signalling (RS3) equipment has identified faults, Giffen Group, which holds a Network Rail Principal Contractor Licence, will carry out the necessary work to ensure the system delivers improved safety and maximum availability. The RS3 system developed by Bender for Network Rail enables the operations team to identify issues before they become critical and plan maintenance to avoid system faults and unplanned shutdowns. Bender UK managing director, Steve Mason, said: ‘Combining our resources to offer an enhanced performance and service package to rail network operators is a natural step forward and represents a one-stop turnkey solution for our customers.’ Michael Ewart, head of signalling and power at Giffen Group, said the company’s staff have the capability to bridge the gap between supply and deployment of the Bender equipment, adding that ‘the customer stands to benefit from a system that could avoid potentially damaging train delays and substantial financial penalties.’ Mason and Ewart will both be at Railtex 2015 on stand J81. Visit www.bender-uk.com/sectors/rail www.giffengroup.co.uk May 2015 Page 117
Being cleared for take-off Jacobs Engineering Group has announced a contract from Network Rail to support its proposed new rail link from the west of England to London Heathrow. Currently under public consultation, the Western Rail Access to Heathrow includes a new direct, double track link between the Great Western Main Line at Langley in Berkshire into Heathrow’s Terminal 5.
The link is expected to provide greater connectivity from south Wales, the west of England and the Thames Valley, making journeys faster, reducing congestion on other routes and providing economic benefits for businesses in the region. It also aims to reduce CO2 emissions by the equivalent of a million road passenger trips to and from the airport. Jacobs’ scope of work includes topographical surveys and geotechnical
investigations, tunnelling design for the new three-mile route, and railway systems designs for track and overhead line equipment. An environmental mitigation programme is being developed as part of the environmental surveys and impact assessment (EIA) to minimise impact on local residents and the environment during both construction and operation phases. If the Western Rail Access plans are approved, the service is expected to be in operation by 2021. Visit www.jacobs.com
Tram surfing The Manchester Metrolink has unveiled a £1.7 million scheme that will introduce free, superfast Wi-Fi for passengers on every one of its 96 trams. The move is part of a £7.25 million scheme being run by Manchester City Council, Salford City Council and Transport for Greater Manchester (TfGM), with funding from Broadband Delivery UK (BDUK), part of the Department for Culture, Media and Sport. The news comes following the roll out in January of a similar scheme in West Yorkshire, where passengers on Northern Rail’s electric trains can also access free superfast Wi-Fi. Culture Secretary, Sajid Javid MP, said the investment was part of a long-term economic plan that’s delivered a boost to the local economy. ‘I’m delighted that Manchester has taken up the challenge to become one of the UK’s Superconnected Cities as part of the government programme. It’s vital that our cities have the digital infrastructure – like superfast broadband and Wi-Fi – in place to deal with the demands of the digital age.’ Metrolink customers wishing to receive free Wi-Fi need to register the first time they use the service, which is then stored for future use. Visit www.metrolink.co.uk/wifi
Eurotunnel has selected Quintiq, the supply chain planning and optimisation solutions company, to deliver a software platform to enhance the scheduling of its maintenance operations for the Channel Tunnel. The link between England and France runs specialised and complex equipment such as railways, catenaries, signalling, firefighting, ventilation and cooling systems, as well as crosspassage doors and a pressure relief valve system between both running tunnels. These systems’ preventive maintenance operations need to be carefully and efficiently planned in order to avoid costly interruptions of the tunnel’s commercial services. Selected by Eurotunnel’s team of 18 planners, Quintiq’s solution will benefit from using a single software platform that will quickly create accurate maintenance schedules, streamlining maintenance operations from both sides of the channel. Using Quintiq’s solution, Eurotunnel will be able to make preventative maintenance decisions up to three years in advance as well as have the ability to respond to any disruptions on the day of operations. Jean-Luc Pochet, infrastructure director at Eurotunnel, said: ‘The Quintiq solution offers us flexibility when planning for short-term scenarios and also the ability to plan years ahead, enabling us to provide a better service to our customers.’ Visit www.quintiq.com
Mott MacDonald has completed the first stage of technical research into the potential opportunities for implementing the European Train Control System (ETCS) in the UK. The proposed control system will form part of the European Rail Traffic Management System (ERTMS), which is currently being rolled out across Europe to standardise and simplify cross-border railway travel. Currently with more than 20 different forms of train protection and signalling systems used throughout Europe, the aim of ERTMS is to standardise them into a single, interoperable system, resulting in increased international freight and passenger transport services. Working on behalf of RSSB, Mott MacDonald investigated existing installations of the new limited supervision functionality on systems in Switzerland. A detailed review of UK rail stakeholders including RSSB, Network Rail and various Toc’s and Foc’s took place to determine the requirements and identify potential benefits of utilising limited supervision in the UK. The consultancy also provided high-level concept designs for potential UK application. Visit www.mottmac.com May 2015 Page 119
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Delay-reducing spray A train has been fitted with a powerful, custom-built water jetting system, designed to help combat track leaf mulch. Manufactured by Hughes Pumps, the new track cleaning system was successfully used during autumn and winter on the Tyne and Wear Metro network to clear the tracks of the mulch that causes regular delays to services. Tyne and Wear Metro operator Nexus purchased a Hughes Pumps water-jetting system and fitted it to an existing locomotive capable of travelling on the Metro network, dramatically reducing the number of delays. The Hughes Pumps system, using a HPS2200DC pumpset that delivers 85 lpm (22gpm) at 1,000bar (14,500 psi), is powered by a Deutz TDC6.1L6 Tier 4 diesel engine. The pumping system is mounted in a weather canopy with roller shutter doors each side and includes remote control from the train driver’s cab. Water jetting nozzles are positioned over each railhead at the front and rear of the train, with a driver-operated diverter valve that diverts highpressure water to the front or rear of the train. Visit www.hughes-pumps.co.uk
An energising agreement Freightliner Heavy Haul (FHH) has announced it is renewing its rail haulage agreement with EDF Energy. The agreement will see an increase in contracted volumes and secures the capacity, service performance and flexible offer that FHH has demonstrated in previous contracts. Paul Cooke, fuel operations manager at EDF Energy, said: ‘This contract renewal builds upon our long-term relationship with FHH and secures the
level of service performance and flexibility that we require to meet the future challenges in the everchanging energy market.’ David Israel, FHH commercial director, added: ‘This new deal will increase our contracted capacity and is a reward for the strong service delivery performance that we have been able to provide to EDF Energy.’ Visit www.freightliner.co.uk/en/freightliner-heavy-haul
Lighting the way
Bringing down costs
Software development specialist, 3Squared, is pioneering updated personal protective equipment (PPE) that could help enhance the safety of rail workers on site. The SmartVest expands on the safety benefits of high visibility vests by also incorporating low energy, light-emitting diodes (LED’s), which respond to potential impending dangers. Manufactured with trackside workers in mind, the SmartVest integrates with established live data feeds to provide automated visual alerts for workers, informing them of trains approaching a working area. Further extending the SmartVest’s functionality, 3Squared is also utilising its SmartSafe virtual zone management platform; web-based software that enables engineers to upload site plans and draw out virtual safe, exclusion and hazardous working zones. Once out on site, the software uses Apple’s iBeacon technology to establish and monitor the zones, giving devices exact locations within built up or open environments.
RSSB and the Engineering and Physical Sciences Research Council (EPSRC) are set to jointly fund three academic research projects on new materials, which aim to reduce the whole-life costs of railway assets. In October 2014, a £2 million joint call for research was launched, supported by the DfT, seeking cuttingedge research on the topic, which received a high number of strong proposals from a number of UK universities. The final funding decision was made by a panel of key industry and academic experts, which included representatives from the Association of Train Operating Companies (ATOC), Railway Industry Association (RIA) and RSSB, as well as a number of academic experts. The three projects set to receive funding include a whole-life cost assessment of novel materials and railway drainage systems, University of Nottingham; rail energy knowledge exchanges on emerging materials, University of Sheffield; and designing steel composition and microstructure to better resist degradation during wheel rail contact; from a consortia involving Cranfield University and the Universities of Cambridge, Leeds and Huddersfield. Nottingham’s project will look at the use and wholelife cost of new lightweight and string materials within rail-track drainage systems, while Sheffield’s research aims to enable a step change in the life of high-value track components, initially to include switchblades, crossing noses, and insulated block joints. The consortia’s project aims to provide a better understanding of the response of various microstructural constituents of steels to the loads imposed on them during wheel-rail contact. Visit www.sparkrail.org
May 2015 Page 121
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Keeping tabs on data
Hacking the pace
ITM Monitoring has launched an online monitoring system, Calyx OMS, which allows for the interpretation of large amounts of instrumentation data, with 24/7 accessibility. Providing continual monitoring of site conditions that offer status updates to clients wherever they choose, site-specific thresholds can be defined that enable Calyx to issue SMS and email action alerts to those specified to receive them. Fully customisable, Calyx has scrollable/scalable maps and plans that include integration with Google Maps; can be set up to generate automatic PDF reports; and has full integration of web-cameras, which adds intelligence to site data. Brendon Oram, head of technical services, said ‘Calyx has been designed to offer its users convenient access to monitor site conditions remotely. The browser-based system means that no additional software is required, which allows users to securely view their data via desktop, smartphones and tablet devices.’ In related news, FutureRailway has awarded funding to ITM Monitoring and the British Geological Survey (BGS) to develop a new geotechnical information delivery platform. BGS will be working with ITM Monitoring, combining its Calyx system with Prime, BGS’ remote geo-electrical imaging system, to form CalyxPRIME. The combination of the two systems will raise the standard of existing industry data management tools by introducing time-lapse images of the ground, showing how subsurface processes drive internal property changes and contribute to ageing and deterioration of geotechnical assets. Visit www.itmmonitoring.com
An app that lets passengers book cheaper train tickets by finding alternative routes has been awarded 1st Place at HackTrain, Europe’s first rail-focused hackathon. Reroo beat a hyperlapse station map, an onboard entertainment cloud and an app that helps commuters find empty seats to claim the award. Launched at St Pancras station, where rail executives presented their challenges, HackTrain took 40 of the best developers, designers and entrepreneurial brains from across Europe to test the products before winners were announced at the National Rail Museum in York. HackTrain founder and chief organiser, River Tamoor Baig, said: ‘The rail industry has been overlooked when it comes to tech innovation but we know there are huge opportunities to increase efficiency and improve the customer experience. We want to help train companies innovate, understand their customers more and provide a better passenger service.’ Dave Slocombe, product owner of Mobile Apps at TheTrainLine, said: ‘HackTrain is at the nexus of culture and technology, bringing together innovators and hackers from all over the world to accelerate improvements in the customer experience for rail travellers.’ Visit www.hacktrain.com
Recent New Members of the Rail Alliance as at end March 2015 Ultimate Hearing Protection: custom-fit hearing protection and communication systems www.ultimateear.com
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CU Phosco Lighting: exterior lighting manufacturer, installer and maintainer of exterior for railways, ports and airports www.cuphosco.com
Specialised Tools & Equipment: designer, manufacturer and supplier of small plant, tools and consumables to the track maintenance and renewals industry www.specialisedtools.co.uk
Marshalls: hard landscaping manufacturer, with a product portfolio and support service ideally suited to the design and construction of mainline, underground and tram infrastructure www.marshalls.co.uk/commercial TXM Projects Group: global group of companies providing specialist engineering and resource solutions across industry and particularly the railways www.txmgroup.com SWA Fortis: management consultancy www.swafortis.com
Holdtrade (UK): supplier of railway and mining equipment to UK and international markets, including railway/railroad equipment, rolling stock, locomotives and wagons to suit any gauge www.holdtrade.co.uk
Tracsis: developer and aggregator of technology and services
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Mapping the way Before any major programme of work begins, a detailed 3D survey needs to be carried out. The Severn Partnership uses state-of-the-art equipment that yields exact results
firm of Chartered geospatial engineers, The Severn Partnership was established more than 30 years ago and has specialised in the rail industry for more than 20. Employing 37 people, the company is committed to developing its staff through internal and external training routes; it’s an approved development partner with the Chartered Institution of Civil Engineering Surveyors (CICES) and is governed by the Royal Institution of Chartered Surveyors (RICS). The Severn Partnership’s mission statement: ‘Quality data measured safely, delivered professionally on time’ underpins everything it does. The company has steadily expanded over the last ten years, delivering surveys for a number of large projects:
• high output track renewals programme, ongoing since 2005 • Great Western Electrification programme, ongoing since 2009 • Midland Mainline line speed increase and electrification programmes, ongoing since 2010 • Euston station HS2-enabling works, on-going since2014 In 2013, more than 200 miles of track survey were delivered, with more than 100 structures and four mainline station surveys a year later. Diversification Throughout the company’s expansion, a focus on diversification into 3D and Building Information Modelling (BIM) has developed new business verticals for the company. It has delivered Revit models for major station upgrades and Access for All programmes within the rail industry, but also for other non-rail assets, such as hospitals, schools and council offices. Successful projects include: • Brighton Hospital. Full internal 3D BIM • Tata Hot Steel Mill, Port Talbot. 3D BIM for all internal spaces • Holgate Depot. 3D BIM for repurposing of main building. Recognising a need for asset visualisation, SEEABLE was formed as a sister company. With an in-house software
development team, SEEABLE takes the 3D models created by Severn Partnership and seeds them with panoramic imagery, interactive assets and online information links. The product recycles a company’s data into an easily accessible visualisation, which is optimised so that it can be used on a PC or any mobile device, without the need for dedicated software. The aim is to deliver non-technical access to technical data for stakeholder engagement, interactive safety training and virtual site visits.
the dark, and digitised in the safety of an office. Having such a high resolution dataset to work from reduces the need for additional site visits, with multiple
Visit www.seeable.co.uk Technology adoption Driven by the demands of the rail industry to seek safer, more accurate and efficient data capture methods, The Severn Partnership has a culture of technology adoption. 12 years ago this was laser scanning, which saw the company purchase the first Leica Geosystems unit in the UK. The laser scanner collects up to one million measurements per second, creating a cloud of 3D coordinates on the surfaces of objects. Applied to the railway, it means a structure can be recorded in minutes, in
deliverables often derived from the same source data. This has proven invaluable on the Midland Main Line, where to date more than 70 structures have been laser scanned for elevations and 3D CAD wireframe models to assist with design works for the Electrification Programme. Four laser scanners are being used full time across the business. The next evolution was one man robotic total stations, which was adopted May 2015 Page 125
World leading engineering, construction and rail support services. From design to delivery, construction to support, training to maintenance, Colas Rail delivers total solutions in all aspects of railway infrastructure, from high speed rail systems to light and urban rail. As award-winning specialists in the design and construction of all forms of railway, we focus our world-class performance in four key areas of rail infrastructure; Track, Rail Services, Rail Systems and Training.
For more information on Colas Rail: T: 020 7593 5353 W: www.colasrail.co.uk E: firstname.lastname@example.org TW: @ColasRailUK FB: Colas Rail UK Â Colas Rail, Dacre House, 19 Dacre Street London SW1H 0DJ, United Kingdom
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in 2005 to increase site efficiencies and reduce the number of ‘assistants’ needed on the ground. Reducing the number of staff on site has clear safety benefits – it exposes fewer employees to site risks but also reduces the number of people a COSS is responsible for at any given time. Such are the benefits, a fleet of eight to of-the-range Trimble S6 and S8 robotic instruments are now operated by The Severn Partnership. In 2009 the next step was kinematic laser scanning, using the Amberg GRP5000 system. This device takes a standard laser scanner and mounts it onto a track measurement device (TMD), using it as a high speed profiler. Recording 50 profiles per second, the GRP5000 also records track geometry to position each profile relative to the running edge. If the track alignment is known in 3D then these profiles can be assigned a 3D position and orientation, typically spaced every two centimetres. Traditionally gauging would be recorded every five metres on site, limited by the time and equipment available. Driven by the need to accurately gauge every tunnel on the Great Western route as part of the electrification programme, The Severn Partnership adopted this technology and delivered quality data on time but also to far greater density than would otherwise have been possible. This has allowed the data to be re-used by network rail throughout the project for other clearance-related assessments. The future Throughout CP4 a 90 per cent reduction
of ‘Green Zone’ working has changed track access; reducing nine hour days to five hour nights; and 45 hour access to 20 midweek hours, putting greater reliance on weekend working. This continues into CP5, with additional focus on asset management and innovation. Maintaining productivity by increasing the workforce is a backwards step because it undoes gains made through technology over the past ten years and, with more boots on the ground, increases risk. New methods are needed to continue delivering better data while also maintaining safety standards. The Severn Partnership took delivery in late 2014 of the very first Leica Pegasus:Two mobile mapping system in the UK. Combining GNSS (Satellite) positioning and an inertial measurement unit (IMU), the system delivers 20mm absolute position accuracy without needing ground control and is also portable, enabling it to be mounted on any vehicle platform moving at up to 70 miles per hour. Working closely with Network Rail’s approval team, a suitable methodology has been designed for use on the rail network, without special access arrangements. Leica’s high speed laser scanner records 200 profiles a second with sub millimetre precision, while seven on-board calibrated cameras record eight frames a second of digital SLR-quality images. The result is a geospatial dataset of a higher resolution than anything previously possible, recorded faster than any other method available: • huge datasets recorded by a two-person
team on site – fewer boots on the ground high resolution geospatial data – allows all visible assets to be recorded on the move transfers workload from site to office – final deliverables become an office digitising task under safe, controlled working conditions high quality geo-referenced imagery – with images recorded eight times a second at a full 360 degree panorama, every few metres quick turnaround – streamlined workflows allow data to be ready for digitising or visualisation within 24 hours of capture.
With all asset information recorded by the Pegasus:Two, more time is afforded to critical activities, such as permanent way track alignment and structure clearance survey works, allowing surveyors to maintain quality and productivity levels despite reduced track access time. The team also remains intact, without requiring additional labour to complete on time. By combining the latest technology with more than 20 years of railway surveying expertise, The Severn Partnership can continue to deliver better data in a safer more efficient manner. Contact Rollo Rigby, associate director at The Severn Partnership Tel: 0844 880 8247 / 07855 803 511 Email: email@example.com Visit www.severnpartnership.com
May 2015 Page 127
Enhancing the rail passenger experience
At Marshalls we’re changing rail landscapes; adding value to specifications, supplying high quality landscaping products and services to enhance rail landscapes fit for the future. From platform copings, paving and natural stone to drainage solutions, lighting and protective street furniture, Marshalls product portfolio and end to end project support is ideally suited to the design and construction of rail infrastructure, whether mainline, underground or tram.
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For more information visit: www.marshalls.co.uk/commercial/rail-landscapes Page 128 May 2015
Staying on track 21st Century Technology is a specialist designer, integrator and installation provider of transport video surveillance and monitoring systems
or many years, CCTV has been used across the rail network to protect passengers, employees, premises and stock. Now, using the latest technology, it is also being used to monitor the network itself. With nearly 10,000 miles of track to maintain and keep clear and more than a billion rail journeys annually, problems are inevitable, and it takes just one problem on the line for delays to escalate and have far-reaching consequences. The development of the fullyintegrated SmartTrain and other rail specific CCTV innovations are enabling rail companies to enhance safety and minimise disruption. Forward facing cameras fixed to the front of trains offer a driver’s eye view of the track; monitoring the line and identifying any problems. Because the cameras record constantly, they provide images for vegetation surveys as well as supporting trackside maintenance and monitoring the location of equipment. In the event that an issue does occur they can aid evidence gathering and assist a rapid response. Robust, allweather cameras are also designed for monitoring the condition of pantographs and overhead lines. In the event of a failure of the overhead systems, the high definition footage can be used to identify the cause and location of the problem. Cameras used in these situations are designed specifically for the rail industry, are able to withstand all weather conditions and even automatically adjust their settings according to light levels for use in day or night. Both FFCCTV and Pantograph monitoring systems can be integrated as part of 21st Century Technology’s SmartTrain; or installed as standalone technologies.
Trackside surveillance Trackside surveillance is equally important and technology can help protect vulnerable sections of network infrastructure. 21st Century Technology has designed a CCTV-based advance monitoring system which has been installed to monitor the vulnerable hillside near Dawlish, where landslips destroyed the tracks during the February 2014 storms. The system consists of a network of cameras along the remote area of track that are connected to a recorder which operators can access round the clock. One of the cameras provides a constant live view of the entire length of vulnerable infrastructure. Two additional smart cameras are configured to detect any land slips or ground movement and send an instant alarm to the back-office. A weather station is also included in the system to provide site conditions at the time of the alarm. Because the site is located two miles from the nearest buildings, it was not possible to supply the system with mains power. Therefore the entire system had
to be powered via green solar panels supported with batteries and a back-up system. Latest in monitoring technology 21st Century Technology is a specialist designer, integrator and installation provider of transport video surveillance and monitoring systems for bus, tram and train. Its team of engineers and technicians work with Europe’s largest transport operators to integrate solutions into fleets and provide after-sales managed services. In the rail network, the company utilises the latest in monitoring technology, providing customers with high quality images, increased storage capacity and improved 3G and 4G networks. Fleet solutions include video surveillance to improve passenger and driver safety, vehicle and driver performance monitoring and automatic passenger counting. With its intelligent solutions, the company plays an important role in finding answers to challenges such as passenger and driver safety, asset protection and reducing fuel costs. 21st Century employs around 60 staff with operations in the UK, France and Sweden. Contact Garry Bellman, divisional manager – rail, 21st Century Technology Tel: 0844 871 7990 Twitter: @21stCenturyLtd Visit: www.21stplc.com May 2015 Page 129
Dedicated lines of communication If the smooth operation of a rail network is your goal reliable communication is key to staying on track. Telecom Products
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A breath of fresh air The rail industry has many environmental challenges that it needs to solve. For train operators, improving the air quality in passenger cabins is high on the list of priorities – Airguard Filters has the solution
mproving air quality is critical for the safety, comfort and health of its passengers and millions of people are affected by air pollution many times higher than public safety limits. Exhaust fumes from trains and motor vehicles, coupled with toxic emissions from construction sites, is endangering the health of commuters, tourists and workers, particularly for those with asthma, lung or heart conditions. The indoor air quality (IAQ) of railway cabins is a particularly important issue, as it’s not possible to ventilate indoor air in a conventional manner. Cramped with people, the airtight space creates an environment where a large amount of harmful contaminants may exist, which can pose a threat to the health of the occupants as they’re exposed over the course of their journey. With these challenges in mind, airguard filters are designed to improve the indoor air quality of mass transportation, benefiting the travel experience and health of passengers.
The solution Airguard Filters has been working with the rail industry for many years and has specially designed filters that combat the air quality issues that rail operators face. A British-owned company, Airguard Filters trades in the UK, Europe, USA, Asia and the Middle East. It was established in 1985 and specialises in the manufacture of permanent cleanable panel filters, coalesces and high efficiency pocket filters, as well as other related products.
The company has an extensive record of serving a wide variety of industries, often innovating solutions to suit specific customer requirements. In addition to rail, Airguard Filters also services power generation, marine, off-shore, and heating, ventilating, and air conditioning sectors.
As a quality assured ISO9001 company, it has been developing and manufacturing effective air filters for the rail industry, conscious that air quality is vitally important for protecting passenger’s comfort as well as extending the lifespan of the HVAC system. The company’s filters offer robust construction with the highest quality and performance in mind. This approach is particularly useful when considering the life cycle of the filters, as it can result in fewer filter changes leading to substantial savings in cost. It also means that filters can be manufactured to non-standard dimensions, using the customer’s own criteria. Airguard Filters can offer bespoke solutions to our customers’ requirements and welcomes enquiries from original equipment manufacturers and end users.
Tel: 01922 628782 Email: email@example.com Visit www.airguardfilters.co.uk
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vias offers a flexible and user-friendly system to provide traffic information to passengers.
traffic info – right on time
traffic info – right on time
Solutions well suited to busy everyday situations – and to the future
– a visual Passenger Information and Announcement System designed for railway stations
Real time information for real people traffic info – right on time
viasPAS is a fully automatic Passenger Announcement System designed for confined public areas dividable into zones.
ViasPAS is designed to handle TTS (text-to-speech) options as well as announcement based upon prerecorded phrases. The system can be optional manual operated i.e. announcement for missing passenger.
viasPAS is compatible to any PIS at railway stations. The key elements in the development of the viasPAS has been flexibility, usability, stability, cost efficiency and clear communication.
viasPAS ensures a clear and correct pronunciation in languages chosen by you to secure your visitors an easy and stress less navigation of the railway station.
viasPAS uses either an Oracle or a PostGreSql database. The system has a communication process to gather data from the PIS-system, a core process that controls time based messages and event based messages. The viasPAS also offers an informational webpage for operator for confirmation of delivered messages.
Stormgade 9 · DK-7100 Vejle · E-mail: firstname.lastname@example.org · www.lpt.dk · +45 7674 0484 Our objective is to ensure our customers’ operational reliability Page 132 May 2015
Keeping fire at bay With fire retardant properties that other closed-cell insulation materials don’t offer, Armaflex Rail SD offers something different, evidence of which can be seen at its official launch at Railtex
rmaflex Rail SD, manufactured by flexible technical insulation company Armacell, is the first closedcell insulation material to offer greater fire safety for railway passenger vehicles. The product, which is the first to meet the Hazard Level 2 classification according to EN 45545, is being officially launched in the UK at Railtex on 12-14 May at the NEC in Birmingham. When railway vehicles are designed and constructed, the safety of passengers and staff is the highest priority. Safety levels have been increased successively over the years and today all materials used must fulfil the highest fire protection requirements. The introduction of EN 45545-2 (Railway applications – Fire protection on railway vehicles Part 2: Requirements for fire behaviour of materials and components) sees the legislation being further tightened and standardised throughout Europe. Using Armaflex Rail SD on refrigerant pipework and air-ducts makes an important contribution to the high level of fire safety required in rail vehicles. The closed-cell insulation material is equipped with anti-microbial Microban® technology, protecting pipes against energy losses and condensation and, with it being so flexible, it is quick and easy to install. Integrated fire protection Armaflex Rail SD is the first flexible closed-cell insulation material with
integrated fire protection for the rail vehicle construction industry. The completely new synthetic rubber achieves HL 2 according to the new European standard EN 45545-2, a hazard level previously unattained by flexible insulation materials. The highly flexible elastomeric foam has good fire retardant properties and extremely low smoke density, achieving an excellent Euroclass Bs1 D0 rating for insulation tubes – the smoke development of Armaflex Rail SD is ten times lower than that of a standard elastomeric insulation product. The material is also self-extinguishing and doesn’t propagate fire or produce burning droplets. Integrated vapour barrier Because it’s a closed-cell insulation material with low thermal conductivity and high resistance to water vapour diffusion, Armaflex Rail SD provides installations with reliable long-term protection against energy losses and condensation. As with all Armaflex products, Armaflex Rail SD has a ‘built-in’ vapour barrier. Unlike traditional insulation materials, which need to be protected against moisture penetration by a separate vapour barrier, the resistance to water vapour diffusion is built up throughout the entire insulation thickness. This means increased reliability (the diffusion barriers of open-cell insulation materials usually consist of aluminium foils which can be easily damaged) but also leads to a substantial reduction in installation costs. Armaflex’s Microban®-protected products are also resistant to harmful microbes, such as bacteria, mould and mildew, thanks to antimicrobial additives built into the insulation material during the manufacturing process that can’t be washed or worn off. 1 ddni.geavgeab
Unrivalled ease of installation Armaflex Rail SD is available in different insulation thicknesses for a complete range of tubes, sheets, self-adhesive sheets and tape. A great advantage of the synthetic rubber, which becomes particularly apparent in the tight installation situations involved in rail vehicle construction, is the highly flexible nature of the material. The homogenous, three-dimensionally-linked structure of elastomeric insulation allows the sheets to be cut neatly without releasing dust or fibre particles, which could pose a health risk if breathed in. The high flexi bility of the material also allows simple installation on even the most complexshaped HVAC fittings and equipment. Application times can be further reduced by using self-adhesive sheets. To find out more about the Armaflex Rail SD insulation range and the ArmaFORM® PET product family of polyethylene therephthalate-based structural foam cores for railway applications, please visit Armacell at Railtex, stand N95. Armacell Headquartered in Münster, Germany, Armacell is a manufacturer of engineered foams and one of the world’s leading companies in the market for flexible technical insulation materials. Its group of companies has around 2,200 employees and 22 factories in 15 countries. In addition to ARMAFLEX, the leading brand in the field of flexible technical insulation, the company also produces thermoplastic insulation materials; covering systems; fire protection and noise control products; special foams, suitable for a number of industrial applications; and foam cores, which are used as composite materials. Tel: 0161 2877100 Email: email@example.com Visit www.armacell.com May 2015 Page 133
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Bernstein Rail unveiled at Railtex Switches, sensors and enclosures specialist, Bernstein, will be unveiling Bernstein Rail on Stand R11 at Railtex 2015, following its significant growth in the rail industry
ernstein has provided integrated safety solutions to rail customers for a number of years and now counts some of the industry’s biggest names amongst its returning clients. The company specialises in developing bespoke solutions to address specific safety issues, using technologies designed for rolling stock, trackside and in lift applications. Bernstein managing director, Robert Emms, said: ‘We focus on identifying safety problems that could be solved using our technologies and, having worked extensively in the rail industry, we have developed a number of products designed specifically to protect rail users from a range of potential hazards.’ From sensors and switches used in detection and locking applications, to enclosures specifically customised for the rail industry’s requirements, Bernstein’s products have a track record of ensuring safety where it’s most needed. ‘Investing in the UK’s rail infrastructure has been a key priority for recent governments and a number of projects, including Crossrail and the proposed HS2, mean that the industry offers enormous potential for the supply chain,’ said Emms. ‘Railtex provides an excellent opportunity for Bernstein to demonstrate its capability and expertise to key decision makers within the rail sector.’
SafeGate could have enormous implications for pedestrian users. According to Network Rail’s latest figures, seven adults were fatally injured on the network in 2013, with 241 near misses. Bernstein is currently working with leading control and safety consultant, HIMA-SELLA, to bring the product to market following a successful Rail Live 2014, during which the two companies showcased the full-size SafeGate working prototype for the first time. ‘Network Rail invests significant resources in raising public awareness of the dangers posed by crossings, but the responsibility to stay safe remains with the user. The widespread introduction of automated locking systems would remove the element of choice and could significantly reduce the number of people injured or killed on crossings every year,’ added Emms. Enclosures Bernstein will be using its Railtex stand to showcase examples of trackside enclosures used for vibration monitoring, track temperature monitoring and joint temperature monitoring, as well as a 2m-high control enclosure that’s used to securely house sensitive communications equipment. The company will also be demonstrating a custom train-borne enclosure developed for HIMA-SELLA’s
award winning selective door opening system, Tracklink III, which is designed to ensure passengers are only able to alight from the train where it’s safe to do so. Tracklink III has been developed to control the opening of train doors in instances where the train is longer than the station platform, keeping them closed using RFID technology to detect where the platform ends. The system uses a passive beacon (tag), which is mounted on the platform or on the track sleepers to store data about the station. A train mounted reader – housed in an aluminium Bernstein enclosure – accesses this information when the train pulls into the station and communicates with train door safety interlocks, which only allow doors located next to the platform to open. Tel: 01922 744 999 Email: firstname.lastname@example.org Visit www.bernstein-ltd.co.uk
SafeGate The focal point of Bernstein’s Railtex stand will be a full-size working prototype of SafeGate. The level crossing safety device has been developed to help improve security at rural user-operated crossings, using proven safety technology to hold the gate closed when a train is detected, securing the crossing. Warning lights and alarms located adjacent to the gate also advise people on foot when the danger has passed, adding another level of protection. There are more than 6,300 level crossings in Britain; Bernstein believes May 2015 Page 135
Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 email@example.com www.rmf.co.uk
We provide specialist support focusing on a number of key tasks and processes to develop growth opportunities through new products, market sectors and, where required, between multiple organisations, ultimately providing the creation of long-term value for an organisation from a customers, markets, and relationships perspective. Our rail experience has been developed over more than 15 years in the industry. Over this time we have acquired excellent insight into the industry and a network of high level contacts within it that stretches from the Department for Transport (Dft) through to key OEM’s in the supply chain, covering train operating companies (TOC’s), Freight Operating Companies (FOC’s), Rolling Stock owning companies (ROSCO’s) and the technical service consultancies to the industry. Due to the complex and historic nature of the Railways in the UK, our knowledge, experience and relationships within this industry will help companies to maximise their effectiveness in the development and entry to opportunities within the UK rail industry.
Our Specific areas of value in Rail:
Our Products and services:
Comprehensive understanding of the UK Rail market and stakeholders, including: • Rolling stock ownership and funding (ROSCO’s) • Department for Transport & Refranchising Process (Dft) • Infrastructure & Network Rail • Train Operating Companies (TOC’s) • OEM’s & Train builders • Heavy maintainers & Change Project providers (KBRS etc.) • Industry bodies - ATOC, ORR & RSSB • Comprehensive understanding of the supply chain • Strong relationships across industry. • High business understanding of Sales process and business development, Rail and non-rail
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Build and support your business development strategy Client & Stakeholder management Market development Supply and support Bid’s and Tender Management services
We strongly believe in detailed and focused effort for high outcomes adding value to client
Contact Mobile: 07801 773934 Tel: +44 (0)2476 271093 Email: firstname.lastname@example.org
Wire and power-free monitoring Other than just the lack of wires, there are many more reasons to use wireless technology for condition monitoring; asset monitoring specialist Senceive explains
enceive’s wireless sensor networks have become an established means of wireless railway condition monitoring over the past ten years, providing considerable benefits over the alternatives in terms of ease of deployment, speed of installation and the ability to readily reconfigure and redeploy. Considerable advances have been made, such as extending battery life to more than 15 years and equipping systems of 100s of sensor nodes with integrated high precision stable sensors. Deployments are typically on remote and difficult-to-reach assets, such as bridges, earthworks, retaining walls and viaducts, and more recently wireless sensors have been used with great success in tunnels and on trackbeds. Installation, even with 100s of sensors, can be achieved in a single shift or less, and data can be accessed remotely prior to even leaving the site. This minimises track possessions and the length of time that staff have to work in hazardous locations. Recent large-scale deployments have allowed significant advances in the use of wireless technology for monitoring railway track and tunnel deformation. In tunnels, wireless has proven itself through its speed of installation and flexibility during intense engineering works, offering a monitoring solution in confined spaces where there is no viable alternative. On track, for the monitoring of track tilt (cant) and associated twist parameters, wireless is now proving itself as a superior alternative to optical monitoring, due to its high stability, high resolution measurements and lack of cleaning, maintenance or configuration requirements.
different systems, written by S. Maddison). The latter needs all sensors to be able to ‘see a gateway’ so that the data can exit to the user. This also means that they often need further mains-powered nodes to extend the network range. Wireless mesh networks are widely recognised as a smarter and more robust solution. They have a selforganising flat structure, whereby every node communicates with its neighbours as required on an equal status, without hierarchy and without the need for any specialised router or concentrator nodes (Figure 1). This enables extremely smart, flexible and robust operation and – with no wires – simple quick installation. The firmware in each wireless sensor node enables a network to form and communicate efficiently, providing an integrated monitoring system. In the case of Senceive’s FlatMesh, proprietary algorithms enable low power consumption, yielding an unprecedented 15 years operational life, powering both high precision sensors and wireless communications from a single ‘D’ cell battery. In the event of a node failing or radio paths being blocked, data is automatically rerouted to ensure a seamless
flow of information back to the user with greater than 99.9 per cent data transmission reliability. Railway track cant and twist Major civil works are taking place as part of the Crossrail project in east London. The contractor responsible for the works is required to monitor a number of Network Rail-owned and other tracks for around two years, ensuring there’s no adverse movement while the works are in progress. Following earlier issues of stability and
Introduction to wireless monitoring After a long period of testing and deployment, Senceive recently launched its enhanced FlatMesh platform. While the use of wireless is an often confusing area for those not familiar with the pros and cons, and also what’s reliable and proven for geotechnical monitoring, there are broadly speaking two types of system – true mesh networks and point to point/ hub and spoke. (Please contact us for paper on May 2015 Page 137
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maintenance with an optical ATS system, the contractor sought a new solution for measuring track tilt and twist. It adopted Senceive’s high precision wireless tilt sensors, which were attached directly to the sleepers, with a view to proving this as a viable alternative to optical methods. Initial installations showed outstanding stability, and resolution of track cant change to considerably less than 0.1mm on a standard 1.435m track gauge. As a result, a complete monitoring system of around 700 sensors was installed that extended over several hundred metres of parallel tracks (Figure 2), including a number of solar powered GSM/GPRS enabled gateways that gather data and forward it to a secure web server. The
configured specific to different track sections, which generate standard colour coded visible and email/SMS alerts.
speed of installation has also proved to be a significant benefit, with the installation being effected quickly and efficiently during limited track possessions. The cant change measurements are presented directly on a graphical representation. They are additionally processed to generate both relative and absolute twist measurements based on measured and design characteristics of the track. A series of trigger levels are
problems resulting from adjacent excavation works, where settlement was tracked over a period of several weeks (Figure 3).
Longitudinal track settlement A further development is the ability to generate data regarding longitudinal track movement. The high precision biaxial tilt sensor installed on the sleeper generates angular data in both axes, and the longitudinal measurement can now be used to determine changes along the direction of the track. In a recent assessment this has been cross checked with precise levelling and it displays a remarkable degree of correlation – see Figure 3, which shows accumulated change over 11 months. Similar computations have highlighted
Summary After ten years of deployments, and following very significant development work, Senceive has now shown that its unique and proprietary wireless sensing is able to perform reliably and with high precision and unprecedented stability. This
decade of experience with challenging geo-technical and structural deployments has allowed many practical lessons to be learned, which are now incorporated into the global market leading wireless sensor platform. It’s almost uniquely come to be accepted in the UK as a primary means of wirelessly monitoring structural railway assets in a wide variety of different applications. Step change improvements in terms of reliability, battery life, robustness and stability of sensor readings, along with the benefits of speed of deployment, flexibility and the ability to easily reconfigure and redeploy, make it uniquely valuable for railway problem areas. These areas include track beds; retaining wall; earthworks and tunnel engineering works; locations with either extremely limited space; and/or where there really is no viable monitoring alternative, such as labour intensive manual systems. In the future, wireless will complement or indeed displace other wired or optical solutions where they might previously have been seen as the first and only choice. The prime benefit of wireless is of course that there are no wires and no requirement for mains power. In the railway environment in particular, this minimises personnel hazards, track access and possessions, allowing for the monitoring of difficult-to-access assets, where it might otherwise not even be cost effective to attempt automated monitoring. The speed of installation and removal is so quick that it allows easy short term deployment, as well as longer term asset monitoring on a wide range of assets. Earthworks, bridges, viaducts and retaining walls, in addition to trackbeds and tunnels, are all benefiting from this lower cost and high precision solution. Senceive’s wireless sensor networks are changing the face of remote condition monitoring of railway assets. Tel: 0207 731 8269 Email: email@example.com Visit www.senceive.com May 2015 Page 139
Delivery of World Class Infrastructure united with Global Signalling Expertise Making level crossings safer for local communities through proven technological advancements that offer improved reliability and enhanced safety, as standard.
The UKâ€™s only complete railway engineering solution
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To find out more.
First class cable management HellermannTyton is a manufacturer and supplier of products for fastening, fixing, identifying and protecting cables. The company explains its range and the importance of using them
ith a portfolio containing more than 50,000 products, the company provides innovative, unique and quality solutions for a range of applications and industries. Part of a global network operating in 32 countries, HellermannTyton has two manufacturing sites in Manchester and Plymouth and distribution centres in Aldridge in the West Midlands, Northern Ireland and the Republic of Ireland. When it comes to specifying cable management products for the rail industry, it’s the details that can make all the difference. From high specification cable ties to durable identification solutions and enclosures, choosing the right products first time can not only increase the reliability and longevity of an electrical installation, it can also better protect passengers, staff and assets. HellermannTyton offers a wealth of products to the rail industry that ensures safety and security no matter what the requirement or environment. Safety is of the utmost importance where public transport is involved; any cable management product used on a rail vehicle or trackside must minimise,
or better still eliminate, any potential danger to passengers and staff. Exposed to extremes of temperature, moisture and water, dirt, contaminants and vibrations on a regular basis means that engineers must be confident that even a small consumable, such as a cable tie, is able to withstand the conditions and will not contribute to a major failure.
industry utilises limited fire hazard (LFH) materials, which have properties to restrict toxic fume generation, smoke generation, flammability and flame propagation, and also halogen-free materials that do not give off poisonous gases, such as hydrogen chloride, when exposed to extreme heat. For carriages and underground
Cable insulation Consideration has to be given to the materials used to insulate and manage electrical cables, particularly in highlypopulated, enclosed spaces. The use of ATEX-compliant products within such environments is one of the ways of reducing the likelihood of ignition and the danger of an explosion. Protecting cabling systems and high-risk installations via enclosures is crucial; HellermannTyton’s new ATEX range provides inclusive features such as a back plate and wall brackets, as well as being available in mild steel and, upon request, stainless steel. HellermannTyton’s range of cable management products for the rail
applications it’s advised that a high grade VO-rated material, or a flameproof stainless steel alternative, such as approved metal ball ties, is used. HellermannTyton’s Helaguard range of metallic and non-metallic conduits and fittings also protect cables from oils, dirt, dust and moisture, making them ideal for use in rail applications to increase the life span of an installation. In addition to cable protection, reliability is also an important issue for cable identification. HellermannTyton supplies Thermal Identification Printing System (TIPS); mark Tiptags (cable tied markers); heatshrink sleeving, including halogen-free ladder style tubing; and non-heatshrink sleeving and labels May 2015 Page 141
with alpha numerical data, barcodes or logos. Offering a durable solution, these products are often used in signalling applications and on new train builds, and are also LUL approved. The companyâ€™s Tiptags are Network Rail approved. The vibration issue One issue that is particularly pertinent to the rail industry is vibration. Conventional inside-serrated cable ties, when used in a tight bundle, can actually cause damage to cable insulations when subject to vibration. HellermannTyton offers an outside-serrated cable tie, which puts the smooth surface of the tie adjacent to the cable, minimising indentation or damage. VO rated, these ties are mainly used on train carriages and in underground stations where vibration levels peak. Cable management products may seem like mere nuts and bolts in the grand scheme of the rail network, but they have an important role to play in keeping our railways safe and running to schedule. Contact HellermannTyton for further information or, for a hands on demonstration of its range, visit the company at this yearâ€™s Railtex (stand J45) Tel: 0161 945 4181 Email: firstname.lastname@example.org Visit www.hellermanntyton.co.uk
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E x p e r t C a b l e M a n a g e m e n t f o r t h e R a i l I n d u s t r y We are one of the Worldâ€™s leading suppliers of Cable Management products to the Rail Industry offering a one-stop solution for underground, overground and signal applications:
Comprehensive range of cable ties and fixings; cable markers, insulation, protection and identification. Registered supplier to the Rail Industry with Achilles Link-Up (supplier Number 23397). London Underground approved for cable ties, identification and protection products. Manufacturing capabilities & world-class technical leader ship offer unique product design and development service. Global sales and manufacturing with operations in 34 countries. Network Rail Approved Outside Serrated Cable Ties, Installation Tools and ID Tiptags
To f i n d o u t m o r e c o n t a c t u s : A l d r i d g e - 0 1 9 2 2 4 5 8 1 5 1 email@example.com M a n c h e s t e r - 0 1 6 1 9 4 7 2 2 0 0 s a l e s @ h e l l e r m a n n t y t o n . c o . u k Visit: www.hellermanntyton.co.uk May 2015 Page 143
A COMPLEX NETWORK OF COMPUTERS AND SENSORS
EXCITING NEW POSSIBILITIES IN DATA-DRIVEN TRANSPORTATION
Kontron’s feature-rich IoT solutions are driving the data revolution in the transportation industry, improving safety and efficiency while enhancing the passenger experience. Visit us at Railtex to explore our hands-on demonstrations and attend our seminar on TRACeTM autonomous health management on Wednesday, May 13th in the Seminar Theatre. We look forward to seeing you! Visit us at Railtex, Booth U45 and enter to win a TRACeTM B304-TR
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Power moves Keeping power going no matter what is PRAMAC’s business, it has a range of products for a range of needs that its main UK distributor can deliver direct to the customer
n the field of power generation, PRAMAC offers solutions for every kind of power supply demand; be that for emergency power during mains failure or in locations where the national network isn’t available, or when power is required without interruption PRAMAC not only designs, manufactures and installs a complete range of portable and stationary generators (from 1kVA to 3360kVA) as standard production, but can also provide tailored solutions that can be adapted to every specific requirement. As the main UK distributor for PRAMAC UK, Pramac Generators has plans for continued growth in the UK and is dedicated to improving the link between the PRAMAC factory and its customers.
Kevin Denny managing director of Pramac Generators, said: ‘It’s not just a case of acting as distributor for PRAMAC UK, but of working closely with the customer to ensure they obtain the correct generating equipment for the job in hand.
‘We have more than 40 years’ experience in the design and build of bespoke generating equipment and nothing is too much trouble. We’re here to listen
and advise and, should it be necessary, design purpose-built acoustics to fit in the most awkward of places. So if you have a complex project we can offer you full facilities to design, test, install and commission. ‘As the main Pramac UK dealer we offer the complete range of products from generators and lighting towers to materials handling equipment. Together with PRAMAC UK we can take care of all customer generating problems, with help on hand to answer any questions or queries related to our products.’
UK partnership The modern power demands of the UK rail industry is a perfect fit for PRAMAC’s products and with the quality of expertise available, the company can solve any power-related opportunity – whether it’s for signal support (SSP) stand by applications or medium/high voltage trackside installations inside REB’s
‘As the main Pramac UK dealer we offer the complete range of products from generators and lighting towers to materials handling equipment’ (Relocatable Equipment Buildings). All generators can be supplied with optional remote control functionality or GPRS/GSM devices for field operation and monitoring, which is particularly useful when equipment is deployed in difficult or remote locations. PRAMAC is now expanding its operations into bespoke energy generation for industries that include telecoms, healthcare, construction, data centres, petrochemical, oil and gas and public utilities. Contact Pramac Generators for more information. Tel: 01449 721098 Email: firstname.lastname@example.org Visit www.pramac-generators.co.uk May 2015 Page 145
Mechanical, Electrical, Building Services Fire Alarm and Sprinkler Systems Design, Installation and Maintenance HV, LV and DC Rail and Substations 24 Hour Call Out Service and Technical Support Tel: 01442 213111 Email: email@example.com Emico is a solutions orientated building services company providing a complete design and install solution for all M&E and building services. We have a proactive attitude and the passion to deliver our clients the most effective solutions possible. Our aim is to be the partner of choice for the provision of M&E, building and Fire system services for the rail and retail industry sectors. Our goal is to achieve this through a proven track record of successful projects and an exemplary service ethic. Our approach is to build long term relationships with clients by providing a quality of service they can rely on, innovative solutions and smooth project management. Brian Murtagh: “I have been with Emico Ltd for a year and have been working within the Estimating department. I help prepare mechanical costs for projects that we are tendering for. This involves analyzing construction drawings and other documentation to prepare time, cost, materials and labour estimates. All the skills that I have acquired have helped me develop as an engineer. Working with Emico has been a great opportunity not only to improve my knowledge of mechanical engineering, but also to gain an understanding of other disciplines and the wider business.” Sijan Shrestha: “Joining Emico Ltd has been one of the best decisions I have made in my career. Looking to establish a career in electrical engineering, Emico has provided me with the perfect platform to bridge the gap between my original degree & the field of electrical engineering. The past ten months have been a tremendous learning curve, being given the opportunity to place myself in various roles and challenging situations under expert supervision which has helped with my skills and knowledge of the industry. At Emico, I find myself in a very supportive environment where I can approach anybody with my queries without hesitation. It provides for an excellent work life balance as well as growth in my professional career. I have enjoyed being a part of the Emico family and look forward to many more years to come.”
At Emico, we can offer Graduates the chance to explore and develop their skills. Working alongside our expert team of design project engineers, graduates will be supported at every step of their career progression. Our Projects are often multi-disciplinary and take engineering requirements from outline concept design, through detailed design, to on site installation, commissioning and handover to the client. We need engineers to apply themselves and their expertise to every phase of these projects
Shane Gillick: “I started with Emico Ltd five Months ago as a mechanical engineering graduate. I was assigned to the estimating department to gain experience in both mechanical and electrical projects. I enjoy the challenge of working on electrical projects as it is new to me. With the help and support of senior engineers I found very helpful and are willing to answer and of my questions. If you are interested in M&E, Emico is an excellent company to develop your career.”
To apply for a position at Emico and become a part of our team, please send your details and C.V to: firstname.lastname@example.org We look forward to hearing from you.
Keeping people safe Auctus Management Group is becoming a major name in the provision of contingent labour and safety solutions to the rail industry
hile it may not be a household name, the group is certainly on the radar of some of the biggest names in the rail industry through contracts with Amey, Babcock, Colas and Transport for London among others, and it has secured a reputation for the supply of qualified contingent labour to the rail sector along with a range of safety solutions. ‘The company was established in 2012 with the assistance of Finance Birmingham, a division of Birmingham City Council,’ explained Richard Toy, CEO of Auctus Management Group. ‘All of our directors are steeped in the rail industry and its health and safety issues; in fact we are all qualified to either IOSH or NEBOSH level. This gives us real
insight into the problems the industry faces and their potential solutions.’ Since its inception, the group has grown both organically through Auctus Workforce Solutions (AWS), Auctus Training Solutions and Auctus Apprenticeship Training Agency and via acquisition, namely the purchase of Rail Safety Solutions Ltd (RSS) outright in May 2012. ‘Our aim is to provide an end-to-end solution, all the labour, the training and the safety equipment needed to get the job done safely. But not only that, we also aim to keep the pipeline of skilled people flowing by providing apprenticeship opportunities to get people back into the rail industry.’ The recurring theme according to Toy is safety. ‘Unfortunately the rail industry is behind where it needs to be in terms of utilising technology to create a safe
working environment. The truth is that the vast majority of Safe Systems of Work still incorporate flags and horns which have been around since Stevenson’s Rocket.’ He continued: ‘This person-toperson communication leaves plenty of opportunity for misinterpretation not to mention the need for regular toilet breaks and fatigue. On the railways it takes just a few seconds of diverted attention to create a casualty situation. And I haven’t even mentioned the number of signals passsed at danger (SPAD’s) which continue to occur – 297 in the last year alone.’ Forefront of technology Auctus’ Rail Safety Solutions division is at the forefront of using technology, in particular Lookout Operated Warning Systems (LOWS) and Automatic Track Warning Systems (ATWS) to help solve these issues. ‘Track warning systems such as the LOWS; Train Operated Warning Systems (TOWS), which is seldom used in the UK, and the ATWS all offer a reliable way of increasing safety, but it does come at a price, particularly when benchmarked against a flag.’ Toy’s argument is that the industry needs to move beyond the simplistic cost price comparison and measure productivity to accurately gauge a system’s worth, and uses the Watford Junction remodelling as an example. ‘We are providing ATWS which gives advanced warning of approaching trains to work groups operating within a protected area identified on the design plan for the project. The ATWS covers all four main lines using a straight line running procedure with a 25 second warning for an area covering in total nearly 2000 yards. We’ve dramatically reduced the need for line blockages and unassisted lookout working while enabling the client to achieve production schedules.’ Labour issue harder to crack Although Auctus Management Group believes it has the solution to the rail safety problem the labour issue is a harder nut to crack. ‘There are real concerns within the rail industry over the lack of skilled
labour, which is being exacerbated by an ageing workforce,’ said Toy. ‘In Birmingham alone, an extra 8,300 new jobs will be created including nearly 1,000 construction jobs and more than 800 operational and maintenance roles as a result of HS2.’ He continued: ‘There is already a skilled labour shortage for rail construction and maintenance, but HS2 threatens to exacerbate the problem dramatically. Figures I have seen suggest that Network Rail faces losing a further 15 per cent of its workforce to HS2 construction.’ The solution, believes Toy, is training, which is where Auctus Training Solutions comes in. ‘Our training suites in Aston, Birmingham provide safety critical and non-safety critical training and assessment, which means we have a contingent labour force that clients such as Amey Rail and Babcock can tap into.’ However, pointed out Toy, providing training is easy but providing quality training is another thing entirely. ‘The quality of training for rail is variable, some good and some bad. We have gained enormous recognition from creating a training package that exceeds the professional standards required to work on the railways.’ To ensure that Auctus Training Solutions achieves the highest professional standards, all the company’s trainers and assessors have a wealth of experience in the rail industry and have been approved and accredited by the National Skills Academy for Railway Engineering (NSARE). In addition, the company has received accreditation for the delivery of its training and apprenticeship programmes from the internationally recognised training May 2015 Page 147
DEFY THE ELEMENTS Consistent Quality Outstanding Performance Exceptional Comfort
SIGNAL. STRENGTH. 023 9225 4442 Exclusive to Safeaid Page 148 May 2015
authority, City & Guilds. ‘This ensures that all of our training courses are designed to suit the needs of both the learner and the industry,’ said Toy. But while training can help alleviate the short-term labour supply issue, the long-term solution lies in re-establishing the familial link with rail. ‘In recent decades we have lost a generation of rail workers. Sons no longer follow fathers onto the rails so that supply of people has dried up,’ said Toy, who believes the key to solving this skills crisis and delivering both HS2 and other regional rail projects lies in not only offering apprenticeships to 16-19 year-olds, but also in providing funding to train the 30-45 year-olds whose fathers worked on the railways. ‘We need to bring back the lost generation’ he said. Apprenticeship training agency To facilitate this process, the company set up the Auctus Apprenticeship Training Agency (ATA) in order to address a shortage of people with the necessary skills to work within both the rail and built environments. The company has worked closely with relevant industry partners, professional bodies and other organisations to ensure that the facilities and curriculum at Auctus ATA meet current and future industry needs.
‘Our aim is to ensure anyone who wants to work within the rail sector has a fair opportunity to start a career on the railways. Our ambition is to provide a high quality and professional service for all our stakeholders, and provide businesses with a highly skilled workforce, allowing them to boost productivity and staff retention.’ ATA has significant benefits for employers, offering reduced training and recruitment costs, with all training, HR and payroll obligations organised by the training provider, which reduces the workload commitments of the employer. ‘Most importantly, an apprentice can provide an immediate resource, working on the ground at the trackside,’ said Toy. ‘At ATA we encourage employers to integrate apprentices into their existing workforce and get them out on track. For example, we currently have 31 apprentices out on site with Network Rail’s High Output Track Renewals working for a guaranteed 30 hours per week.’ Auctus Management Group’s growth over the last two years is testament to the fact that the rail industry needs good people and is open to new ideas, technologies and ways of working. ‘When people get into rail they never want to leave,’ said Toy. ‘It’s a great sector to work
in, highly dynamic and well-funded, we just need to provide the career paths and then keep them safe once they are in.’ Tel: 0121 366 8800 Email: email@example.com Visit www.auctusmg.co.uk
May 2015 Page 149
Kee Klamp速 Keeping safety on the right track Celebrating 80 years of versatility
You can always rely on Kee Klamp速 After 80 years and 1000s of metres of station approaches, trackside barriers, steps and ramp railings Kee Klamp速 really has the best track record for the rail sector. Barrier and handrailing systems constructed from fittings are proven to provide a more durable, versatile and cost effective alternative to fabricated systems. Visit our website to see the possibilities www.keesystems.com Page 150 May 2015
Enlightening technology For the past thirty years Charles Endirect has been one of the leading manufacturers of a range of electrical distribution equipment, principally for the street lighting industry
ocated in Wincanton Business Park, Somerset, Charles Endirect’s list of clients includes rail networks and their contractors, many local authorities, Highways England and electricity companies throughout the UK and Ireland. Often, its products go unnoticed but their inherent reliability and design credentials help to keep the electrical supply flowing safely to street lights and energising distribution points. The company is quality accredited to ISO 9001, with all departments operating stringent quality control systems, resulting in products that are designed and manufactured to comply with, or exceed, the requirements of current legislation and regulations. As part of the company’s plan to expand its activities in the rail industry, it will be exhibiting at Railtex for the first time, demonstrating products specifically targeted for rail situations. Rising to the occasion Now you see it, now you don’t – that’s the benefit of GIFAS Electrical GMbH power floor pits, for which Charles Endirect is the UK’s sole supply partner. In rail situations, it’s ideal for train and track maintenance crews needing electricity, compressed air and water. Once connected, the unit is concealed underground, where it distributes power and resources in a closed position that causes no obstruction. The solid butyl rubber distribution board offers a high electrical insulating capacity. It’s also unbreakable, condensation free and resistant to chemicals and oil. The range includes mobile rubber distribution units; transformers; rubber junction boxes; rechargeable LED lights and cable protection. These electrical products are designed to operate reliably, even under the toughest conditions. Illuminating CMS system CELtek is a web-based technology that manages assets and controls and monitors lighting. It’s an intelligent central management system that will maximise energy efficiency and bring savings. The product allows the remote dimming and switching of lanterns, either individually May 2015 Page 151
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which is based in Wincanton, and field engineers who are available for site work. The principle of the CELtek system is to deliver the right amount of light at the appropriate time, while retaining the flexibility to increase or decrease according to future requirements.
or as a group, making it ideal for car parks and platform applications. It can also produce reports on the status of lamps and ballasts. Only two components are required to run the CELtek Central Monitoring System (CMS): a Gateway and Light Control Unit (LCU). LCU’s are mounted on the luminaires, while the Gateway can be column mounted or fitted in a feeder pillar. The Gateway can be used to control each individual LCU or groups of LCU’s, dimming or switching them off. No software is required as the system is controlled on the server’s web interface, with access to the internet possible via most web browsers. One Gateway can control up to 800 LCU’s. The front-end
user screen is easy to navigate, using simple drop down menus on a Windows platform. The system can be securely controlled via external devices with an internet connection, including mobile phones, notebooks and tablets. Installations are planned using Google Earth to select the best locations for Gateways to be installed and LCU’s can be pre-populated into the CELtek system prior to installation. Training is structured to meet customer requirements and covers office-based staff and on-site engineers. Training is carried out by CELtek support staff and covers all functions of the CELtek system, all the way up to administrator. CELtek is fully supported by a UK-based support team
Control panels, feeder pillars and distribution cabinets Charles Endirect’s feeder pillars have been tried and tested in an extensive variety of applications and conditions to prove their durability against the elements and the rigours of urban and rural environments. They can be supplied empty or pre-wired with distribution equipment. The comprehensive range includes 3mm steel mini pillars and 5mm steel maxi double door pillars. The standard finish is hot dipped galvanised to BSEN ISO 1461, but pillars can be powder coated to RAL or BS colours. Cabinets are also manufactured in Grade 304 and 316 stainless steel and glass-reinforced plastic (GRP). All distribution cabinets are designed, manufactured and tested to BSEN604391, using a selection of OEM equipment, dependent on client preference and/or suitability for the application. The inhouse team prides itself on the quality of its products and works closely with the end customer, ensuring the final product will meet their requirements. For more information, contact Andrew Jackson Tel: 01963 828400 / 07866 576089 Email: firstname.lastname@example.org Visit www.charlesendirect.com
May 2015 Page 153
What We Stand For We set ourselves apart from other providers through an unrivalled commitment to our clients and our staﬀ as well as our innovative approach to providing resource solutions tailored to clients’ needs. In addition to traditional staﬃng services, ProActive Rail can provide you with a full range of managed service solutions and oﬀers you unique support services such as deployment and time & attendance measurement; multi-site rota management; training and development; staﬀ supervision, reporting and monitoring; and a dedicated service delivery team. ProActive Rail is founded on three fundamental guiding principles: To provide an unrivalled commitment to our clients. To ensure our employees and staﬀ are at the heart of our company. To deliver innovation and technology solutions that enable our clients to meet the challenges of the industry.
Contact us today!
Our Vision: Making passengers smile – everywhere, every day! Our Mission: To set the standard for rail resource solutions by providing a consistent quality response. Our Values: Honesty | Enthusiasm | Application | Dedication
www.proactiverail.co.uk | 020 7993 6049
www.exmeshsecurity.co.uk Page 154 May 2015
Core target Core Atlantic Rail is a specialist consultancy offering a wide range of services to an evergrowing network. Having only started trading in February of 2011, it’s established itself as the supplier of choice for many of the biggest clients in the industry
upplying everything from PTS trades to handback engineers, it’s in-house planning team and skilled rail consultants provide a one-stop-shop service to clients, delivering works from the planning stage right through to completion. Core Atlantic Rail currently places for the following competencies across the UK:
those requirements is about more than just finding someone with the right qualifications or experience; it’s about finding someone to suit the business ethic and workforce. This is something that Core Atlantic’s clients have found it to be capable of; building relationships that help identify and fulfil their individual needs effectively and consistently.
days of labour and replacements will be sent • Minimum hour contracts. It has a number of individuals on minimum hour contracts, making them readily available as and when they are needed • Understanding the importance of being at hand. In an industry that never sleeps, Core Atlantic has a 24/7 on-call service for each of its clients.
Core Atlantic’s unique selling points • Transparency. Its consultants will always be open and honest, leaving clients in the driving seat with nothing unexpected around the corner • Confidence in the calibre of the service it supplies. If its clients are at all unhappy after placement, they won’t be charged for the first three
If you have a problem and need a solution, always target it at the Core.
Planning • PPS • GZAC • SSOWP • enrol 3 train planner. Isolation • nominated person (NP) • authorised person (AP) • earthing assistants. Safety Critical • PTS • lookout (LKT) • IWA • COSS • hand signalman (HSM) • level crossing attendant (LXA) • protection controller (PC) • engineering supervisor (ES) • DC strapman – level A and B • handback engineers (Levels 1 to 4) • crane/machine controllers (with all attachments) • HV assessors and comps • substation level A, B and C points operators (PO). Core Atlantic Rail’s early success comes from having a passion for what it does and having high-level expertise in its chosen fields. Its team is equipped with a wealth of experience, totalling more than 30 years, giving it a competitive edge on many other related companies. This experience not only allows the company to consult its clients and candidates, it also helps in the overall recruitment process because it knows how industries work and the individual demands they have. Core Atlantic appreciates that every client has different needs and requirements. It also understands that finding the right candidates to fit
Reading: 0118 909 9620 Burnham: 01628 560468 London: 0203 589 9345 Brighton: 01273 499 038 Email: email@example.com Visit www.coreatlanticrecruitment.co.uk May 2015 Page 155
Transforming bicycle storage in rail
brighton cycle hub
brighton Cycle Hub - 500 cycle parking spaces and access control Apart from the huge range of cycle storage and shelters, we also offer:
Design and build cycle hubs Bike hire schemes Public bike pumps & repair stands Public use lockers Electronic access control Only public realm cycle parking with police approval Our Clients abellio - greater anglia - East midlands trains - First great western - merseyrail - Northern rail - southeastern Southern - South west trains
www.cyclepods.co.uk 0845 094 0490 Page 156 May 2015
â€œWe provide SFOs with secure, accessible, userfriendly & future-proofed bike storage systems to support the ever-growing number of passengers who cycle to and from stations.â€?
Cyclist-focused parking Cyclepods is becoming the UK rail industry’s supplier of choice, not just for cycle parking but all things ‘cycling technology’. Calling it ‘Cycology’, Chris Tsielepi explains
new kid-on-the-block eight years ago, Cyclepods has impressed customers and competitors with its designled, cyclist-focused approach. One of its mantras is: ‘Cycle parking doesn’t have to be ugly’. In pursuance of this, Cyclepods offers a range of products of its own design, such as the Cyclepod and Streetpod, which can be seen across the East Midlands Trains network and at Tonbridge station. Both models are made in the UK from UK-recycled material. The Cyclepod offers two locking points and the Streetpod, which can secure the whole bike with just one lock, is the only public realm cycle parking that has Police approval through its Secured by Design initiative. East Midlands Trains have ordered more Streetpods this year, five years after its initial order of 100. Maximising available space The last four years has seen huge increases in the number of cycle parking spaces at rail stations, fuelled by a growth in popularity of cycling for leisure, commuting and bike hire/share schemes. The Department for Transport has provided up to £46 million for cycle-rail projects and, as a result, is expecting more from bidders for new rail franchises than just providing more cycle parking spaces. As franchises come up for renewal, it’s clear that cycle-rail integration is high up on the list of franchise commitments. Two of the leading Toc’s for cycle-rail integration, Southern Railway and South West Trains have both chosen Cyclepods as their partner to increase cycle parking numbers and facilities at their stations. In the last few years both stations have installed around 6,000 EasyLift+ two-tier spaces and haven taken bike storage in rail to the next level, following the design and installation of several bike ‘hub’ projects. Hubs Cyclepods has designed and built Southern Railway’s new 100-space cycle hub at Lewes station, which will soon be followed by another at Horsham for 130 cycles. Cyclepods undertook the design, liaising with conservation and planning officers, building and providing a turnkey solution. The newly-opened Brighton Cycle Hub and the Lewes and Horsham Hub have all benefited from Cyclepods’ May 2015 Page 157
Over 25 years servicing the rail industry... The logical choice for professional glassfibre manufacturing, painting and refurbishment solutions
T. 01322 350097 | E. firstname.lastname@example.org | www.dartfordcomposites.co.uk
cyclists don’t need to lift their bike to load it on the upper arm. ‘This feature is also power-assisted, which means users don’t have to lift the combined weight of the bike and the upper arm, making it a safer option too. Equally
Cycology. Cyclepods has installed its own access control system linked to The Key, Southern’s smart card, which doubles up as entry/exit key to the hub and travel card for Southern’s trains. With the addition of bike repair stands and public bike pumps, the result is storage facilities with all the amenities and security necessary for today’s cyclist.
Products and service In explaining Cyclepods’ success in rail, Chris Tsielepi, rail sales manager at Cyclepods, said ‘having the right product is important. The EasyLift+ is the next generation in two-tier cycle storage and, for two-tier to be successful, both tiers need to be user-friendly. The EasyLift+ is the only two-tier system with an upper arm that reaches all the way to the floor, meaning
important is that we are a solution-based, customer-focused company, with a wide range of quality products and a can-do attitude that puts the cyclist very much at the forefront.’ Chris Tsielepi is rail sales manager at Cyclepods
Tel: 01959 546043 Email: email@example.com Visit www.cyclepods.co.uk
RILA TRACK MEASUREMENT SYSTEM FUGRO RailData +31 30 755 1520 firstname.lastname@example.org www.fugroraildata.com
May 2015 Page 159
April 2005; we are a small construction company (SME) operating in the RAIL sector with the capability to provide medium/large Contractors/Clients with a one-stop service. Our 80+ in-house workforce is based in Wales, Doncaster & Middlesborough; and are therefore able to work throughout the UK providing services in the following areas:-
DESIGN - PERMANENT WAY & CIVIl
UTX & RRAP INSTALLATION
PERMANENT WAY - INSTALLATION
GENERAL CIVILS Installation LOC/PSP/REB & Structural Bases, Retaining Walls, Barriers & Fencing, Installation Access Platforms, Station Ramps & Equipment Platforms, Trough Route Works & Drainage Installation
WELDING & BURNING
Plain Line & S&C, IRJ's, HB's, REB's, LOC's, Structures, Signalling (PWay & Civil)
Plain Line & S&C Renewals, SO53 Inspections, IRJ's / Hollow Bearers / Sleepers Installation, Stressing & Handback Approved for Installation & Inspections, [Competent for Stressing (L3) & Handback (L4)]
Installation, Handback, CRT Co-ordination & Track Monitoring
CRE Appointments, Points Conversion Surveys, CRT Management, Track Monitoring, Remote Temperature Monitoring
SAFETY CAMPAIGN We have a strong safety culture and have been proud to recently launch our own Kingfisher "blue" safety campaign which encourages safety ownership and leadership from all of our staff.
FOR ENQUIRIES, PLEASE CONTACT OUR:COMMERCIAL MANAGER:- 01454 612799 OR E-MAIL:- ADMIN@KINGFISHERLIMITED.COM Page 160 May 2015
PLAIN LINE AND S&C TRACK RENEWALS, POINTS CONVERSIONS, PWAY & CIVIL SIGNALLING SOLUTIONS; CRMS, PLATFORM AND BRIDGE UPGRADES
KINGFISHER RAIL was registered in
A touch of glass GRP manufacturer, Dartford Composites, has been established for more than a quarter of a century. Mark Silvester gives answers to questions that explain the company’s origins and plans for the future
serve.’ What are the key rail projects that you have completed/been working on since you took over? ‘In the last three years we have completed several projects for Eurotunnel, manufactured the replacement front skirts for the Voyager and Super Voyager fleets and implemented internal systems that ensure our customer needs are at the forefront of our business.’
ark Silvester took over as managing director around ten years after the company was formed in 1989, following a promotion from operations director. In 2011, he carried out a management buyout from parent group, Winn & Coales International. Recently celebrating 25 years of providing GRP products to the rail industry, Dartford Composites will be exhibiting at Railtex 2015 to highlight what it has achieved and where it intends to be in the future. Why did you decide to go ahead with a management buyout of Dartford Composites? ‘It was a desire to make changes that could only be made through owning the company, which enabled me to take a long-term view that the rewards would come with time and investment. ‘After nearly 20 years of working on the railway before joining Dartford Composites, I knew there were opportunities for companies to provide quality solutions to the unique issues faced by today’s rail companies. Enabling this, I have an amazing team of people who strive to supply quality products and deliver high levels of customer service.’ What are the key changes to the company and business model that you
What makes Dartford Composites different? ‘Passion. My entire team has a passion to provide quality products at a competitive price. Everyone at Dartford Composites is valued and knows that their opinions are valued.’
have made since taking over? ‘We started the process of change from day one, with one single objective: to make Dartford Composites the composite supplier of choice. I implemented a new ethos for the company that empowered the staff; the only way I thought the company would see continued improvement was to ensure that they were always involved and valued. We have become one team and we all work with the aim of making Dartford Composites a valued supplier within the industries we
What technology changes and enhancements are you making? ‘We’re currently investing in new equipment and making improvements to our facility in Erith in south London. One area we’re looking at is the use of self-heating silicone vacuum bags, which will enable large phenolic panels to be moulded without the need for a larger oven to cure them in. It will also give us the ability to mould in undercuts where required. This method of moulding will reduce production costs and increase the overall strength of the final product. ‘There are new resin systems being
May 2015 Page 161
As one of a handful of companies that supply the UK Government with Home Office Approved technology which includes the Stingray system used by the DVLA, Futronics have a proven and trusted track record. TM
The Futronics Group are innovators, who through consultation and technology solutions improve operations, safety and security to the Rail Industry, Traffic Management and Emergency Services internationally. The Futronics Group are leading the way in developing technology for a safer society worldwide. Contact us now for a consultation. Page 162 May 2015
www.futronicsgroup.com +44 (0)8456 43 9990
released that are fully compliant to GM/ RT2120 but which achieve up to 60 per cent weight savings with full moulding capabilities, when compared with traditional phenolic resins. Despite the weight-saving, the products achieve the same strength but are cheaper to produce; advances that will be of real interest to the rail industry.’ What have been the biggest challenges since you took over? ‘Taking ownership of Dartford Composites during some of the harshest trading conditions in recent times has been challenging. It was hard not having a parent company to act as a safety net, or a banking system that wasn’t supporting small companies. ‘Further compounding issues, in May 2012 the factory was flooded with 18 inches of water, causing numerous production issues. Some good came from it: everyone pulled together as a team and, after overcoming these initial challenges, Dartford Composites entered a period of sustained growth.’ What do you love most about owning Dartford Composites? ‘I love that every day is different, with
different challenges and fresh successes; I’m excited about what the day will bring. ‘However, with that comes a big responsibility: I am responsible for the livelihoods of my staff. They are a great group of people that each bring different skills and strengths to the company.’ What’s on the horizon for Dartford Composites? ‘We’re in talks with several potential clients and looking at further increasing the long-term stability of the company. We will grow, but only in a structured manner. One aim is to team-up with several other small niche companies to offer a complete refresh programme carried out in the client’s depot, offering a market-leading product at a marketleading price. With a team of small companies, it will enable them to offer a unique service tailored to each customer requirement. It will put safety, innovation and value at the forefront and will work with suppliers to offer new materials and methods of manufacturing. ‘Over the medium-term the composite market in the rail industry is growing, with new builds by several manufacturers increasing demand for cost-effective long term production solutions. With its
10,000 square foot of production facilities dedicated to producing the best products, Dartford Composites’ future is looking solid. ‘Our portfolio of clients is growing steadily and we have orders for the next two years, but we are looking further ahead; we want to achieve stability in an industry that historically isn’t the most stable. ‘In 2013, our non-rail functions were split to a separate company to ensure all areas we serve got the support they needed. With more than two decades of supplying quality GRP products and approved paint applicators with all major paint suppliers, Dartford Composites’ main aim is to live up to its mission statement: a specialist GRP manufacturing and transportation refurbishment company focused on developing innovative high-quality products and services to meet its customers’ needs. It will work alongside them, ensuring its products are delivered on time and in budget, and tailored to their specific requirements.’ Tel: 01322 350097 Email: email@example.com Visit www.dartfordcomposites.co.uk
May 2015 Page 163
Grand Union Canal Client: Tube Lines Bringing together our latest acquisitions on our suspended scaffolding project.
Using: Tufcoat Shrinkwrap & Haki Derrick System
Grenrose House Crompton Road Stevenage SG1 2EE Tel: 01438 813948 Contact: Alan Quorn 07810 185903 www.grenrose.co.uk
Two new Grenrose acquisitions come together on suspended scaffold
Project: Grand Union Canal Client: Tube Line
Client Brief: We were approached by Tube Lines to produce a scaffolding structure which could be used for a railway bridge crossing
Each had their own different criteria and differing aspects which made the scaffold more challenging. With the paint
work on the bridge in need of stripping back to bare metal
The suspended scaffold was made simple with the help of
and repainting, the lead in the old paint was a real issue
an old supplier with a new product.
to the waterway below. The combination of shrink wrap
Accessing the bridge was always going to be a problem on
cladding to the scaffold and a layer of steel decks covered
this project, until we teamed up with an old trusted supplier
with polythene sheeting topped with 18mm marine plywood
Haki. Haki had recently invented a new system to aid with
ensured there would be no contamination to the canal.
the installation of beam work. The Derrick system fits onto
With this project in mind Grenrose recently arranged to
the existing scaffold beam and this cantilevered system
carry out the necessary training for their key operatives in
allows the scaffolder access 2.5 meters under the bridge,
two new areas.
safely. With the use of these innovative products we were
To resolve these issues we used two processes to help us complete the project safely and successfully. 1.
able to reduce the erection time by up to 40% of traditional tube and fitting.
This project was carried out by our Special Works manager, Mr Alan Quorn. Should you wish to discuss any aspect of these works or to discuss an upcoming project of your own then please do not hesitate to contact him either by phone or by email.
the grand union canal. Here are some of the issues that
Tufcoat scaffold wrap is heat shrunk ‘drum tight’ around
we came across:
scaffolding which eliminates the problem of detached
M: 07810 185903 | E: firstname.lastname@example.org
The bridge which is owned by Tube Lines spans the
sheets and emergency repairs. In addition, because
Grand Union Canal, and a section of goods line owned
individual sheets are heat welded, Tufcoat eliminates the
by Network Rail.
holes or gaps associated with traditional types of reinforced
“Keeping all of these parties happy was never going to be easy...”
sheeting. From encapsulation to internal partitions,
Tube Lines 07/01/2013 17:07
Tufcoat provides unbeatable environmental containment and weather protection.
07/01/2013 17:07 4pp_A4_Brochure_digital.indd 3
Getting to grips with rail From its base in Rillington, North Yorkshire, Ellis designs and manufacturers cable cleats that can be found securing electrical cables across the world
llis is confident that its products, thanks to its network of 26 distributors, are in the specification mix for all major projects that come on line around the globe. In the last year, its products were installed in locations as diverse as National Grid’s London Power Tunnels project; the The Shamiya Haram, part of the Holy Mosque in Mecca; a nuclear plant in China; an oil rig in Brazil; the Novo rail project in Sydney; plus many more. As a measure of the company’s success, many of its competitors manufacture products that look a lot like its most popular – Emperor. However, with none of the two million Emperors that the company’s manufactured ever suffering mechanical failure, not many can match the cleat’s high performance. Aware of other companies seeking to copy its blueprint for success, Ellis recently shifted its product design focus, with the intention being to make use of its inhouse expertise to offer project specific, bespoke solutions. Already this approach has seen Ellis design a brand new product – the Cable Guide Clamp – for Siemens and a cablespecific cleat for UK Power Networks.
Richard Shaw, managing director of Ellis, said: ‘Traditionally cable hanging systems have been anything but convenient. They have come in set sizes and configurations; weighed so much they needed at least two people to install them; and, because they have been manufactured from galvanised steel, are subject to corrosion. And those are only the major problems. ‘Our intention was to deliver a new design that, at the very least, ironed out all of these flaws. And after two years in development, I’m confident our re-invention of the hanger system will quickly become as copied as our Emperor cleats – and as we all know: imitation is the sincerest form of flattery.’
Pegasus is based upon a rigid extruded spine that’s been carefully designed using a combination of FEA and physical testing, ensuring the strongest possible backbone. Also, due to it being manufactured from a tempered engineering grade of corrosion-resistant aluminium, it’s light enough to be installed by one person. Its plastic hangers, which are available in four varieties, can accommodate all types of cables and are made from an LUL 1-085-approved high strength, low smoke and zero fume halogen polymer. Other benefits include its: • corrosion-free nature, as a result of there being no bimetallic contact and its aluminium spine, which is fully enclosed to protect against the corrosive effects of brake dust • curved saddle shape on all hangers, preventing cable damage caused by sharp edge contact • modular design, which allows assembly with any number of hangers in any combination, giving designers the ability to produce the cable layout they want. On request, Ellis will produce
Pegasus But it hasn’t stopped there, Ellis has gone even further by designing and launching Pegasus in time for Railtex 2015 (stand M67). This brand new cable hanger for rail industry use may have all the trappings of a standard range, but is in fact a completely bespoke product. May 2015 Page 165
400RR • Hydrostatic drive with progressive acceleration and braking • Pantograph attachment with stagger and digital height reading • 1000kg trailer attachment • Blind side digital camera • Full ALO capability • 400kg basket capacity • 110v power socket in basket • 4 wheel drive and 4 wheel steer in road mode
The Skyrailer 400RR provides high levels of operator safety for on track access requirements. Based on proven technology, it features a patented hydrostatic transmission to provide the operator with smooth operation and accurate control in both travel and work modes. Suitable for lift heights up to 14.45M, and with a maximum reach of 8.50M, Skyrailer 400RR can safely transport up to three operators or 400 KG of payload. For total access efficiency with complete operator safety at height, you need Skyrailer 400RR on your next project. Contact Rob Killen or Dave Burns to find out how we go The Xtra Mile for your business.
going The Xtra Mile
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TXM Plant Ltd, Grange Court, Harnett Drive, Wolverton Mill, Wolverton, Milton Keynes MK12 5NE E email@example.com or firstname.lastname@example.org W www.txmplant.co.uk
CAD files to allow for the production of accurate drawings. ‘My view on Pegasus is that it’s one of those products that in a few years’ time, people will look at and think: how did we manage without it? Not only does it provide a solution to an everyday need, it does so in a fashion that’s easier to install, far more flexible in terms of installation configuration and has an extremely long lifespan,’ said Shaw. Stopping cable theft in its tracks Ellis will also be using Railtex 2015 to unveil the latest version of its tamperproof cleat – a product that’s aimed at
stopping copper cable thieves in their tracks. Metal theft continues to be a thorn in the side of the rail industry; at its peak, cable theft was estimated to cost the UK economy around £770 million per annum. Even now, after a major crack down by the British Transport Police (BTP), the number of hours of delays and compensation payments made are significant. ‘The root of the problem with copper cable theft is the ease and speed with which it can be stolen,’ explained Shaw.
‘Copper cables on the UK’s rail network are rarely secured and so the challenge to the thief is not how to detach them, but how to remove them before their collars are felt. ‘To date, the BTP, aided by £5 million of Home Office funding, has tackled this opportunistic crime by aiming to stop the culprits benefiting from it. This action, which has included banning cash payments by scrap metal dealers in England and Wales and increasing fines for offences under the Scrap Metal Dealers Act, is working, but progress is slow. ‘We took an outsider’s look at the problem and asked ourselves: ‘why aren’t the police and rail authorities trying to prevent the crime, rather than catching the perpetrators after they’ve stolen the cable and caused the disruption?’ Our view was that it made more sense to tackle the matter by trying to stamp out the crime at its source; by securing the cables. ‘With this in mind, we developed a tamper-proof cable cleat that makes removing copper cables nigh on impossible. Its box design makes the job of detaching the cleat from the cable it’s securing laborious and time consuming, while the requirement to fit the cleats at regular intervals along cable lengths means thieves simply won’t have the time to remove a worthwhile amount of cable before the police arrive.’ Ellis will also be showcasing its comprehensive range of LUL-approved products at Railtex, stand M67 Contact Ellis for additional information on Pegasus, tamper-proof cleats and other products Tel: 01944 758395 Email: email@example.com Visit www.ellispatents.co.uk May 2015 Page 167
Making the right connection
Jointing Technologies is a specialist electrical distributor supplying a full range of power cable and accessories into the rail industry for substations, feeders, signalling power, civils & construction projects. The electrification of the UK rail network has seen Jointing Technologies expand its business supplying a range of Network Rail PADS approved products into 750V DC third rail and 25kV AC projects including West Coast Main Line (WCML) and North West Electrification (NWE), in addition to London Underground upgrade power projects based on the fourth rail system. The Jointing Technologies PADS approved product range includes: • Cable Glands
• Power Cables
• Tapes & Accessories
• Cable Cleats
• Lugs and Connectors
• Tool Hire & Sales
• MV Terminations
• MV Joints
• Resin & Compounds
• Insulation Products
• Cable Troughing
The company’s development and significant growth has been achieved through its partnerships with market leading manufacturers, knowledge of product approvals, technical support, 24/7 emergency call out service, product training and a total commitment to stock. Please contact your nearest sales office or visit www.jointingtech.co.uk for more information. Woking : 01483 747747 | Norton Canes : 01543 450555 | Bristol : 01454 322555 Head Office: Jointing Technologies, Unit 19, Woking Business Park, Albert Drive, Woking, Surrey GU21 5JY Page 168 May 2015
Transport-focused consultants In order for major transport infrastructure to work properly and efficiently it needs to have the correct controls and communications systems in place, which is where Firstco comes in
irstco has grown rapidly to become a major force in the areas of technical consultancy, project management and systems design and integration. Today, Firstco is one of the leading independent controls and communications systems specialists, with the company’s expertise controlling major transportation infrastructure. Firstco works with both governmentfunded bodies and blue-chip companies in a range of industries across the globe, notably in transport industries such as
rail, airline and marine. The company’s background has always been in systems design and today it’s increasingly involved in the early stages of clients’ projects, providing strategic input even while the earliest functional descriptions of systems are being prepared. As a result, it provides technical expertise as well as focusing on the crucial aspects of a client’s business and their future, operational requirements. Due to Firstco having this breadth of experience, its assignments often run in parallel with all stages of a project
lifecycle, from strategic overview and concept planning, through to design and delivery of turnkey projects as specialist supplier and systems integrator. Firstco maintains a high level of expertise and service across all of its project teams, and for all of its clients. Rail specialists In the UK rail industry it specialises in a wide range of controls and communications solutions, including: • local and wide area networks • private mobile radio communications
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Babcock is a leading player in the UK rail infrastructure market. We provide track renewals, signalling, power, telecommunications, plant, professional services, training and integrated rail system solutions for our customers. We have built a reputation for delivering quality engineering projects by championing innovation and introducing new technologies into the rail industry, underpinned by the highest standards of safety.
A bright future Babcock International Group Kintail House 3 Lister Way Hamilton International Park Blantyre G72 0FT United Kingdom T +44 (0)1698 203005 E firstname.lastname@example.org
TOGETHER on the Journey to Excellence
• • • • • •
(Airwave TETRA, Connect TETRA, LFEPA CH5) cellular radio communications (GSM900, GSM1800) Safety Integrity Level (SIL) control systems, such as tunnel ventilation and traction power PLC/SCADA networks (control and monitoring system) security networks (CCTV, intruder detection) operational telephone communications public address/voice alarm systems
Specialist resource Firstco regularly augments specialist engineering resources to complement its clients’ own internal project teams. Typically it provides the following professional services: • • • • • •
project mangers business case managers assurance engineers requirements managers commissioning managers stakeholder managers.
As one of the UK’s leading independent systems integrators, Firstco is committed to driving forward innovation within the industry. In 2014,
it formed the Technical Innovation Group, which is a team of people brought together to drive technological innovation through research and development at Firstco. Its remit is to: • ensure the company’s up-to-date with technologies that the company can use on existing and future projects • investigate better technological ways of delivering projects • investigate technologies and innovations that can add to Firstco’s offering and that may take the company in new and profitable directions • provide a creative outlet for engineers to excel. Stansted Airport The company has recently been contracted to upgrade the GOA level 4 Track Transit System at Stansted Airport. The system operates on 3.2km of elevated and tunnelled guideway and carries passengers between the main terminal building and the remote satellite buildings. Phase one of the control system upgrade works comprises replacement of the existing central computers, operator user interfaces and training simulator. Recent framework awards include the
TfL professional services framework for rail engineering, Network Rail Telecoms framework and Trafikverket communications and control framework – the company’s first framework contract in Scandinavia. Technology-focused products Firstco has a diverse range of technologyfocused projects on its books and is constantly on the lookout for talented individuals who want to further their career with us. Visit its website for more information Tel: 0207 034 0833 Email: email@example.com Visit www.firstco.uk.com
Maintenance Painting Systems Ltd National Contractor Based Centrally In The United Kingdom
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Closer to you. To meet your challenges you need a strong partner. Operating conditions in the rail industry can be tough with cold, heat, rain and high mechanical loads all impacting on reliability. Under these circumstances standard lubricants quickly reach their limits, which is why you need a speciality lubricant manufacturer to rely upon at all times. Being closer to you as a trusted specialist with extensive experience, we support you in overcoming your challenges. Share in our expertsâ€˜ experience to ensure you achieve optimum performance whatever the operating conditions. www.klueber.com firstname.lastname@example.org
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your global specialist
Safer, faster infrastructure information
Protecting the workforce responsible for track surveys is traditionally a difficult task; Fugro RailData has developed systems that can do most of the job out of harms way
urvey and site investigation in a rail environment is a challenging undertaking. While track designers and engineers demand accuracy and timely delivery of survey data, surveyors are routinely faced with working in dangerous conditions or during difficult and antisocial periods to coincide with track possessions. New technologies and sensors are being introduced to collect data in mobile mode; mounting this equipment to additional dedicated survey trains may appear the obvious solution to prevent surveyors working on or near the track. However, an increasing lack of capacity on the rail network means that introducing even more trains to an already congested network is not such an appealing proposition. RILA To address this conundrum, Fugro RailData has developed systems that are mostly operated from scheduled service trains. Fugro’s RILA system can be mounted to the rear of any scheduled passenger service without the need to alter or affect the train’s normal operating performance. The system is connected to the train by a specifically designed coupler adaptor in less than two minutes at any terminus station, supplying absolute track position, gauge and cant at line speed, with data collected in accordance with existing timetables. Track profiles are collected using an integrated laser and imaging system that receives absolute position and
orientation from on-board GPS and inertial measurement systems. The system is currently cleared to operate at 100mph and at this speed will yield profiles at 10cm intervals with an absolute accuracy of +/-10mm (plan) and +/15mm (height) and relative accuracies of <1mm. Additionally, the system captures simultaneous video during collection that can be used as a desktop tool for asset management and condition inspection.
Where survey information is required for the entire rail corridor, a second system has been developed: RAIL-MAP, which incorporates twin 360º laser scanners and a panoramic imaging system to supply ultra-high density LiDAR point cloud data of the route. This point cloud data can be controlled using the RILA track position data, providing a level of accuracy and precision not normally possible using conventional mobile mapping platforms. The larger RAIL-MAP system can be mounted to any buffered service train. Ground-penetrating radar Fugro RailData has developed another buffer-mounted system that collects ground-penetrating radar (GPR) data, providing powerful and comprehensive information on the trackbed and subsurface and how this affects track performance and condition. Multichannel systems are used to enable coverage of several positions across the track, usually at track centre and each sleeper end. Use of multiple antennas operating at different frequencies improves resolution and typically provides penetration to a depth of one metre.
GPR data is typically used to check trackbed thickness across routes or entire networks and to map fouling of track ballast, helping to target ballast cleaning and track renewals. On a more localised basis the subsurface perspective provided by GPR and other geophysical techniques, such as resistivity and microgravity, can help explain settlement and detect cavities and weak ground. Providing bext value Fugro’s train-mounted measuring systems yield hundreds of kilometres of survey data every day, a rate that couldn’t be contemplated using traditional terrestrial techniques. In combination, the surface and subsurface survey methods deliver a powerful dataset that enables asset managers to make decisions based on a robust, accurate and reliable picture of the network’s condition. The use of service trains supports all Network Rail’s health and safety initiatives without impacting on the capacity of the already overloaded network. This approach provides the best value as it negates the costs of deploying additional trains. The service train systems also record high volumes of data to meet both the time and programme demands of track engineers and the accuracy and precision requirements to support engineering design. Contact Trevor Burton, Fugro RailData UK programme manager Tel: 01572 822963 Email: email@example.com Visit www.fugroraildata.com May 2015 Page 173
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Where? On your intermodal bottom line. We claim that our offering for the UK industry is SMARTER WHERE IT MATTERS. That’s because we offer the UK’s widest range of container handling equipment and service for intermodal container handling. Our offering includes RMGs, RTGs, reach stackers, container lift trucks and straddle carriers. And our UK service network brings us closer to you. Not just lifting things, but entire businesses.
For SMARTER WHERE IT MATTERS intermodal container handling equipment: Tel: 0808 168 3832 Email: firstname.lastname@example.org Web: www.konecranes.co.uk
To the dredger, the spoil GPS Marine is a marine contractor with more than 50 years’ experience in marine civil engineering, dredging, diving, underwater engineering, towage and barging services. The company explains the role it played in Crossrail and the problems it overcame
he company is an established provider of marine support to major civil engineering projects on the Rivers Thames and Medway, as well as to projects further afield in NW Europe and the Mediterranean. Having undertaken work on many projects in the area – such as the Northern and Bakerloo line tunnel strengthening scheme; Canary Wharf development; Jubilee Line extension; Medway Tunnel; Swale Crossing; and the Woolwich Arsenal extension of the DLR – it was natural that GPS Marine wanted to be part of the Crossrail Project. More recently GPS Marine has been involved in tendering for work in connection with the Northern Line Extension project and the Tideway Tunnel scheme – both of which rely heavily on marine logistics – through its exclusivity arrangements with the Ferrovial Laing O’Rourke joint venture. The consortium had been awarded the Northern Line Extension contract and ‘preferred bidder’ status for the central section contract on the Thames Tideway Tunnel scheme. Large fleet GPS Marine operates a fleet of cargo barges with a 31,000 tonne cargo capacity, which is supported by a fleet of ten tugs and multi-purpose vessels. In addition the fleet includes three dredgers, three flat-top barges and two crane barges. This fleet and the team of experts that form the management and operations teams enable the company to undertake a wide range of marine activities and contracts both as main and subcontractor. The principal concept holding fleet and operations together is that all the vessels and activities should be mutually supportive. Therefore, vessels that can operate in distance towage, or in ports well outside the core area of activity in the UK, can readily support barging operations in the core market. Similarly, tugs principally involved in the core
barge transport market can support construction and dredging activities elsewhere. The barge fleet comprises not only box hold vessels but also many hopper barges, which can support dredging operations and transport spoil with very high water content. Also included in the barge fleet are split hopper barges that, although not self -propelled, are equipped with remote control of the splitting and closing mechanism to facilitate dumping at sea. Being pushed barges, these craft can also be used to accurately deposit fill over trenches and in foundations. Among the ‘tug’ fleet are multipurpose vessels capable of anchor handling and plough dredging operations. In addition, they’re equipped with 185-tonne hydraulic knuckleboom cranes that provide lifting power to support civil engineering, dredging and offshore operations. These vessels are also equipped to trans-ship potable water and fuel to other craft working on a project, which avoids the necessity of craft coming off station. The operation and management teams at GPS Marine consist of individuals who have spent their entire working lives in maritime industries. The teams comprise marine civil engineers; underwater specialists; piling experts; marine surveyors; towage experts; dredgermen; and those with long experience of vessel
management and operation. It’s this broad base of knowledge and experience, combined with a flexible and integrated plant base, that makes GPS Marine so valuable in delivering marine projects. Crossrail An example of the value of this multifaceted ability can be seen in GPS Marine’s involvement with the Crossrail
scheme. Prior to the commencement of the main works in connection with Crossrail’s Eastern Running Tunnels, GPS Marine was contracted to remove three wrecks from Instone’s Wharf. It was also required to dredge the main export berths at Instone’s Wharf and the tunnel ring segment import berth upstream in Bow Creek at Limmo Wharf. Due to the relatively small wrecks May 2015 Page 175
Whatever branch of the rail network Mitsubishi has the perfect automation solution Mitsubishi Electricâ€™s automation solutions are trusted and relied on for providing efficient, reliable and high performing monitoring, signalling, operator interface and control solutions. Mitsubishiâ€™s wide range of automation products including Programmable Logic Controllers (PLCs), Variable Speed Drives, HMIâ€™s and SCADA have been used in many diverse applications within the UK Rail Industry.
Mitsubishi Electric is renowned for manufacturing high quality automation solutions and has supplied solutions for mainline, underground and over ground infrastructure projects over the last 30 years and will continue to bring innovation and reliability to meet future needs and requirements.
For more information on our Rail Industry solutions call: 01707 288780, email: email@example.com or visit: gb3a.mitsubishielectric.co.uk
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being filled with mud, their removal was made more challenging, both in terms of enabling them to be removed without them breaking up and the environmental aspect of controlling pollution contained deep within the wrecks. In the case of the dredging operations, these were less straightforward than usual because a piled campshed at Limmo Wharf was discovered that existed over part of the works. This meant that in order to create a safe drying berth for barges GPS Marine had to over dredge, back fill and level the new fill. However, at Instones Wharf the dredged arisings contained so many inclusions – debris, scrap metal and concrete piles – that a method had to be invented to enable them to be removed from the dredged silt. The inclusions were later collected for appropriate disposal, leaving the silt to be conventionally disposed of ashore. Given that the spoil from the project was designed to be deposited at Wallasea Island, a location beyond the trading limits of GPS Marine’s barge fleet, the company only tendered for the movement of tunnel ring segments for the Eastern Running Tunnels from the Dragados Sisk JV segment factory in Chatham Dock to Limmo Wharf in Bow Creek. Following GPS Marine’s successful tender bid, it had five barges with 1,5001,900 tonne cargo capacity converted for the trade. Throughout tunnelling operations, the company’s barges have consistently accommodated programme variations and met the requirements of Dragados Sisk JV for the delivery of tunnel ring segments to match demand within the margins afforded by the Limmo site buffer stock. Spoil disposal GPS Marine was tasked by Dragados Sisk JV, with providing barges and spoil disposal arrangements to meet the requirements of the commissioning of the loading systems at Instone’s Wharf, the spoil loading portal for Crossrail Contract C305. At a very early stage after the commissioning of the loading systems and commencement of tunnelling operations, GPS Marine was
unexpectedly asked to provide a barging operation for the removal of spoil from the C305 Eastern Running Tunnels contract. In collaboration with its associates, Ingrebourne Valley, a system was rapidly established to provide a fleet of hopper barges and attendant tugs to load material at Instones Wharf. The transport tunnel spoil was taken directly from the conveyors leading from the TBMs to Ingrebourne Valley’s restoration project at Goshem’s Farm, East Tilbury. The farm’s site initially lacked sufficient berthing capacity to accommodate C305’s spoil output, leading GPS Marine to design, licence and install a temporary jetty that tripled the berthing capacity at Goshem’s Farm. This was done within four months of the company’s first being contracted to provide a spoil disposal solution to the
the award of a contract for the removal of the spoil from the final 1,500 linear metres of tunnel from Liverpool Street to Farringdon. Completion of this section of the work will mean that GPS Marine will have transported more than 99 per cent of the arisings from contract C305, which were moved by water for later use. Also in connection with the Crossrail scheme, GPS Marine built and subsequently removed two double-skin cofferdams across the Connaught Passage. These works were designed to enable the Connaught Passage to be dewatered, enabling the 1878-built Connaught Tunnel to be accessed in the dry. They would later be enlarged by Vinci Construction, enabling Crossrail trains to run on the new Abbey Wood branch. The cofferdams were constructed, filled and removed in difficult operational conditions, due to the proximity of the
Crossrail C 305 contract. Jointly financed by GPS Marine and Ingrebourne Valley, the facility was not certain to have continued involvement in the Crossrail project beyond the initial drive from Limmo to Canary Wharf. Following commissioning of the new jetty, spoil from the C305 contract has routinely been removed from site by barge at a rate of more than 4,000 tons per day, seven days per week.
nearby City Airport, which severely limited the height of equipment that could be used. The presence of the Connaught Bridge also posed problems, in that it was immediately above the work site. In recognition of this work, GPS Marine won an ICE London Civil Engineering Award in 2014. GPS Marine is committed to providing cost-effective, efficient marine solutions to major project marine logistics problems. Contact the company for more information.
Busy work Since the initial request for assistance with the disposal of spoil from C305, GPS Marine has been awarded a succession of contracts for the removal of spoil from Instones Wharf. This culminated in
Tel: 01634 892010 Email: firstname.lastname@example.org Visit www.gpsmarine.co.uk May 2015 Page 177
Reliability Keeping you moving with our weather and climate change services for rail Telephone: 0370 900 0100 Email: email@example.com Web: www.metoffice.gov.uk/railways Produced by the Met Office. ÂŠ Crown copyright 2015 15/0125 Met Office and the Met Office logo are registered trademarks.
On-board networking A growing number of electrical and electronic components and systems are being installed on trains to meet increasing customer expectations, thus exploiting the capabilities of advanced technologies. Electronics specialist, HARTING, explains
s a result of these installations, new interconnectivity solutions are emerging to link systems for passenger information, entertainment, safety, automatic passenger counting and onboard computer systems. Ethernet backbone The combination of these different systems introduces a host of different types of signals into the rail environment. In particular, there’s a need for high-speed transmission of signals and data, which has led to the introduction of structured networking in the form of industrial Ethernet links to act as a central ‘backbone’ throughout the train. This in turn leads to a requirement for Ethernet switching devices, linking this main ‘spine’ to the various subsystems within the train. In a typical application, HARTING has developed an Ethernet backbone for CCTV and additional RS485 wiring for passenger counting systems on electric multiple units. The project also included all the relevant connectors and inter-car jumpers. The Ethernet backbone, which runs the length of the train, links the CCTV cameras; a multi-channel digital video recorder; digital video encoders; and an LED indicator for system status indication. The 10/100 Mbit/s Ethernet backbone uses one industrial-grade 5-port Ethernet switch in each car, and the system is powered by a number of 110/24 V DC power converters. The images from the analogue saloon cameras are streamed to a digital video recorder by digital video encoders via the Ethernet backbone. Event signals from the emergency handles are fed into two Ethernet I/O boxes located in the lead cars and transferred to the recorder. The switches used are 5-port M12 unmanaged eCon 7050 types from HARTING, and are linked via Category 5 cable. M12 connectors In addition to Ethernet switches, HARTING M12 connectors with crimp contacts are widely used on board trains.
The connectors, which were designed specifically to meet the market needs of the rail industry, are easy to assemble, and are key Ethernet cabling components in a number of onboard subsystems. These M12 connectors with crimp contacts have an extremely low profile; when the connectors are installed the plug is 41.5 mm long, and the socket 38 mm long, and they can be quickly assembled on site using standard tools. Panel feedthroughs and adapters for use in and around control cabinets are also available. All versions have D-Sub contacts and are rated at 4 A/32 V. They are designed for AWG 22-20 wire (0.33–0.52 mm2), and they comply with French NFF 16101/102 fire protection regulations, as well as with the American standard UL 94 V0. Inter-car connection systems One of the key components in these applications is the inter-car link in the Ethernet network. Inter-car connection cables can be routed on the exterior or interior of rail vehicles, and HARTING offers well-engineered systems for both situations. Cables that are routed externally must offer IP 68 protection. Enclosed connector housings are not necessary on internal cabling, where the connection between the cars is enclosed in a diaphragm. HARTING has developed a special solution for these applications, which is based upon an ‘open’ Han® 24 HPR hood and which offers a number of advantages. The standard HPR housing has been approved by the rail industry and is
already in use in the field. A threaded locking mechanism enhances stability and provides good protection against shock and vibration. Strain relief is achieved with a strain relief clip or a corrugated conduit adapter. Shielding from several cables can be attached to shielding rings, or clamping brackets to reduce cost. Instead of using bulkhead or surface-mounted housings, the interface at the car end is screwed directly onto a mounting plate, which results in a significant reduction in cost and weight. For this project, HARTING supplies a fully preassembled and tested inter-car connection, pluggable from both sides by using the open hood, and also mounting plates, which are attached to the walls of the cars. The most popular module is the Han Quintax® module, which is part of the popular Han-Modular® May 2015 Page 179
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connector series. The Han DD® module is used for analogue and digital data signal transmission, and the Han® 46 EE monoblock is designed for mediumpower applications. Corrugated conduits which protect the cables are attached to the open hood using M40 threaded connections. Han-Modular®, Han Quintax® and Han® EEE inserts in HPR upper and lower housings are fitted onto the power and signal cables that are routed through corrugated plastic conduit. In some cases, top-entry upper housings are used, which mate with lower housings mounted on existing angle plates to optimise cable routing. The wires are ‘stranded’ inside the conduits to minimise the risk of
abrasion and a pivoting threaded conduit connection is used to accommodate the dynamics of the application. Interference must be avoided between the power and signal lines which are routed very close to each other. In fact, the EMI immunity of this system has been demonstrated during system testing. Future-proofing HARTING’s robust jumper cables and customisable connectors provide sufficient bandwidth to allow expansion, accommodating the demands of future higher-performance communication networks. Using HARTING Han® HPR connectors with ground disconnect, these solutions provide full 10 Gbit/s
transmission tested to IEEE 802.3 utilising CAT 7 cables. They’re compliant with fire regulation EN 45545 – 1, 2 & 5 and EN 50155:2007 to ensure reliable application on rolling stock, and offer industry-leading IP68 and IP69K sealing capability. HARTING connectors also carry IRIS certification to meet the stringent demands of the rail industry. The modular nature of the Han® HPR family gives users the ability to mix signal, data and power interfaces in a single connector, along with the flexibility to incorporate up to six 10 Gbit/s links in the connector. Tel: 01604 827500 Email: firstname.lastname@example.org Visit www.harting.co.uk/rail
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MORRISON RAIL SERVICES. Providing comprehensive design, installation and commissioning of HV and LV power for projects within the rail market.
We have a broad range of engineering services including: • Substation • Stations and depots • Switchgear/plant • HV cable laying, jointing and terminations • Protection and control systems • Power requirements for – Signalling – Points Heating – Lighting • DNO connections and networks For more information contact email@example.com or call 01302 898300 Page 182 May 2015
Better process; lower costs Colin Coleman explains the benefits of creating single-station models rather than relying on the validation of legacy data by traditional surveys
verhauling the railway consent process has delivered a significant driver for Network Rail’s key financial focus on an affordable railway for its framework partners and supply chain,’ claims Eur.Ing (European Engineer registered) Coleman of the ISC Best Practice Consultancy Limited (ISC-BPCL). ISC-BPCL offers free licences of station CAD (computer-aided design) models to clients who have embraced NR’s streamlined procedures for railway consents. This gives the ISC-BPCL’s own partners significant competitive benefits in the drive for better value and reduced costs. Using the ISC-BPCL’s CAD models it is a straightforward process to derive plans; elevations; section drawings; engineering details; method statements; and other supporting documentation for NR Consents, such as fire plans. The ISC-BPCL also offers free consultancy to railway contractors new to exploiting CAD and electronic document Management (EDM) to support the NR consent process. Avoiding conflicts of interest Network Rail Landlord’s Consent is a fourstage process comprising completion of NR/L2/CIV/003/F001; F002; F003 & F004 along with supporting documents. The ISCBPCL manages each of these electronically as an identifiable contract activity outside the delivery of the main contract. This avoids conflicts of interest to obtain the best outcome for all stakeholders in the project. The alternative is the risk of failing to obtain consents by due date, which is cited as the principal cause of otherwise avoidable project costs by most railway contractors. Managing otherwise avoidable risk is an unnecessary cost and can bring about delays, compounding further costs. In order to counter this potential waste of project resources, the ISC-BPCL systematically removes redundant interfaces between the various stakeholders; ‘…for at every interface there is an attendant risk,’ explained Coleman.
The underlying principle is straightforward: every risk requires mitigation and has an associated contingency cost provision as a consequence. By removing redundant project interfaces, one eliminates avoidable risk and as a result also eliminates unnecessary costs, attaining a better value proposition for the client. To this end, the ISC-BPCL offers the application of new technology to control future projects over their entire life cycle. Structural changes in the way railway assets are managed and maintained from procurement to decommissioning enable the ISC-BPCL to deliver advantages to all project participants. These advantages are the outcome of adapting CAD modelling techniques from the consultancy’s experience of civilian aviation, in which similar practices have been fully established for years. This approach, when applied to the UK operational railway, delivers smaller contract teams, lower overall costs, and programme contraction. The ISC-BPCL has realised these benefits by applying constant attention to continual improvement of the underlying processes involved. Critical success factors include a clear understanding of human and technical efficiency requirements; the interfaces between them; and the integrity and structure of project information within a rigorously maintained quality assured regime. The challenges tend to occur at the interface between disciplines and project phases. In order to define the quality
assured regime required, it’s necessary to understand these interfaces and the information that passes across them. Therefore, it’s essential to have a clear and detailed understanding of what’s happening between any two stakeholders involved in the project. Single-station models The ISC-BPCL’s single-station models (SSM) offer Network Rail and Toc’s the opportunity to map alternative approaches from the outset, obtaining the best value proposition for overall life cycle costs. Construction drawings, which are derived from the ISC-BPCL’s SSM, can then be progressively revised towards the final as-built record – as demanded by construction design and management
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Faversham station With the impending Rugby World Cup and operational considerations associated with Thameslink, operating company Southeastern was required to install operational information screens for Network Rail at Faversham station. At least eight weeks of project elapse time were saved by earmarking redundant conduit and ‘Train Off’ control boxes and repositioning uncontrolled retail signage. These steps were taken as agreed improvements to the prevailing heritage status of Faversham station, under the Planning (Listed Buildings and Conservations Areas) Act 1990. Repositioning ‘No Smoking’ and Café signage, along with the removal of redundant electrical conduit and control boxes, substantially reduced the clutter on listed platform building at the station. As a consequence, consent was secured for an additional NR operational information Screen without a full LBC application being made. ‘TEW Engineering, Southeastern’s preferred contractor, pulled out all the stops and completed the work within just three days. This is how the consent process should work,’ said Coleman. Network Rail’s revisions to the consent processes have served to emphasise the ISC-BPCL’s mission to change the culture of piecemeal and fragmented station construction information by the creation of SSM. A good example is the early development of animated method statements, which can be ‘dropped into’ a particular SSM. The process empowers the installation teams, familiarising them with the specific tasks before they arrive on site – a significant benefit due to the fact that railway work is often undertaken at night and under challenging conditions.
(CDM) Regulations. This can be done without having to constantly re-survey existing assets. The management of consents is the critical path to keeping lead times to a minimum. Without the appropriate consent, no activity may be lawfully undertaken on site. The key critical path activities to consent are: • pre-application consultation, with all stakeholders giving particular attention to statutory bodies outside the rail industry, such as local authorities • obtaining the necessary heritage consents for stations that are listed buildings • NR/L2/CIV/003/F001: Approval in Principle • NR/L2/CIV/003/F002: Statement of Design Intent • NR/L2/CIV/003/F003: Certificate of Design and Check • NR/L2/CIV/003/F004: Architectural and Layout Acceptance. The ISC-BPCL gives early and special attention to heritage consents required for stations that are listed buildings. It uses ‘before and after’ photo-realism to convey the visual impact of the proposed installations to the conservation cfficer (CO) responsible, which could pay dividends in terms of reduced lead times. Often a full Listed Building Consent (LBC) application can be avoided if an effective pre-application consultation is undertaken with the CO. An effective pre-application consultation should seek to establish the extent of the works to be undertaken and identify any uncontrolled development that might have taken place without the CO’s knowledge. Where this is severely detrimental, a remedial plan needs to be agreed. Obviously, undertaking remedial works as a ‘variation’ and ‘condition of consent’ at the same time as the main
To watch animated method statement, visit www.isc-bestpracticeconsultancy.co.uk/3D_ Animation.html contract removes significant costs postcontract. The objective should always be to pursue an outcome that is deemed an improvement, in terms of the heritage preservation of the building. Furthermore, significant cost-benefit is gained by pre-empting heritage objections and by the use of illustrated installation instructions supporting method statements. LBC is a specific architectural requirement for form NR/L2/CIV/003/ F004: Architectural and Layout Acceptance, which is necessary for Network Rail Landlord’s Consent prior to any work being undertaken. However, LBC is often left as an afterthought despite having the longest elapse time of all the required consents. An objection to the planned changes in the course of the statutory process can be very costly, both in terms of money and programme elapse time.
The ISC-BPCL is particularly proud of the SSM it created of Huddersfield station, which is a Grade 1 listed building and one of the most architecturally significant in England. The drawings are derived from the ISC-BPCL’s SSM, which in turn was created from an original 1884 Indian ink drawing made on vellum. In summary, the ISC-BPCL demonstrates multiple benefits for all stakeholders in the railway consent process by releasing the latent resources of station construction and improvement programmes. The consultancy’s techniques were founded on the principle of a singlestation model which would empower everyone to make better decisions by presenting them with accurate information at the time required. Tel: 01837 54555 Email: firstname.lastname@example.org Visit: www.isc-bestpracticeconsultancy.co.uk May 2015 Page 185
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Putting everyone in control…wherever they are The team behind Jabero has been providing software to rail infrastructure contractors for more than 30 years. The company explains its latest product and the benefits it can bring
s the applications development team for a global construction company and major UK rail player, it was at the forefront of building innovative applications to help plan and control complex infrastructure projects. In 2012, as the industry was going through major contractual changes, the core of that team left to start their own business and offer the benefits of their software to the wider industry. The resulting suite of products, collectively called WorksiteCloud™, helps construction companies to streamline their planning and site reporting by bringing all quantitative information into one easy to use collaborative platform. Products seamlessly integrate on the WorksiteCloud™ dashboard, providing massive opportunity for companies to save time and cut cost on a wide range of site and office processes. All the plans, diagrams, forms, orders, rosters and signing in sheets are now in one place – WorksiteCloud™ – for all to see, share and collaborate on. By combining the planned information and actual site data collection in the same system, and presenting it in an easily consumed way and, what’s more, providing a space to collaborate with customers and suppliers, the team behind WorksiteCloud™ is helping contractors plan, monitor and control their worksites much more effectively. The worksite dashboard All the user’s planned information is displayed on a single configurable dashboard that lets them record all of their actual site information: • planned resources are displayed in the Site Access module. Book staff on and off site with a single click to speed up access. Capture all NSC-defined data. Materials and plant can be booked on and off site in the same way to help
with reconciliation and, with live fatigue management, it flags people at risk to improve safety upload a Project Plan to the activities module and track progress live on site. Anyone with access can see a live view of the status of your project store all site documents in the Documents Repository, removing the need for paper. Documents can be uploaded to automatically share with everyone and photos or videos of the progress can also be uploaded for clients to log in, using it as a record of completed work capture all site information electronically in the Site Log. Site reporting is dramatically improved, with clients capturing their information in WorksiteCloud™ WorksiteCloud™’s Quick Reports let
users get at their data fast; one click and the report is downloaded to their device in .csv format, which is ready to open in MS Excel. All information captured in the worksite dashboard can be outputted this way. WorksiteCloud™ has developed into a suite of plug-and-play cloud products to help with many aspects of rail infrastructure delivery and maintenance. All products adhere to the same philosophy: they can be used on any internet-enabled device on a pay-asyou-go basis, with none of the barriers normally associated with using a new software package, such as infrastructure, licence fees and maintenance contracts. Four fully functional and toughened-up iPads are included in the price, ensuring the right people are put in control. Site access control WorksiteCloud™ has taken site access to the next level; it’s now possible to plan May 2015 Page 187
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resources and book them on and off site in the same system. Let WorksiteCloud™ reconcile planned and actual resources; generate an electronic timesheet, which can then be immediately authorised by signing it on a smartphone or tablet; and capture all NSC-defined data, plus choose to add any number of optional data capture fields. Site reporting The cloud-based system is saving contractors dozens of hours a week by capturing site information electronically and generating the reports at the touch of a button. Whatever form, report or data capture requirement, WorksiteCloud™ can integrate it onto your dashboard and build you the report. Resource planning WorksiteCloud™ OLE lets contractors plan, manage and control their electrification projects. It also makes it possible to plan labour, plant, materials and small tools, and check them off live on site. Electrification For electrification projects, WorksiteCloud™ OLE lets users plan, monitor and control them. They can also upload structure design plans and capture actual installed data live on site. Automated variance reporting highlights issues, and creates quality sheets that are generated straight out of the system. The
status of live OLE projects can be viewed at any time. Make reporting easy The system has transformed contractors reporting KPIs, saving them thousands of hours over the duration of their projects by enabling them to capture all the information electronically and generate the report straight from WorksiteCloud™. The innovative reporting engine allows timed reporting across all of the user’s worksites, presenting all information for review before creating the report. Whatever the reports look like, it can create an exact copy in WorksiteCloud™, available at the push of a button. Don’t just take Jabero’s word for it… Dafydd Roberts is construction manager for Balfour Beatty Rail on the Crossrail West Outer Track Infrastructure Project. Early and innovative adopters of WorksiteCloud™, the system has helped them in a number of ways: ‘We have been using the WorksiteCloud system for eight months, and it has revolutionised the way we work in terms of site information, access control and record keeping. The facility to have as a one stop shop for the majority of the site paperwork, available at a touch of an iPad’s button, is invaluable and we’ll be looking to
increase this facility in conjunction with Network Rail for possession management documentation on the project. ‘Site access control has dramatically improved, both in terms of reducing time for booking on/off and accuracy of reporting, making fatigue management much easier with live reporting as it’s required. The real-time reporting facility combined with live photographs on the systems allows anybody with access – both internally within Balfour Beatty, and externally within the Network Rail project team – to view site progress as it happens and we’re able to generate reports straight off the system. ‘This saves time for those on site, both reporting on the works, but also reduces the number of calls required to check on progress when off site. This was the main driver for implementing the system, along with site access control and fatigue management, and is proving to be a real success with some worthwhile developments being made as we learn how to best use the system. ‘Finally, the information captured is fantastic and allows our commercial team to gather information straight after each shift, which can be download as required in various formats. In the future, the possibilities for the system have no bounds and we will look to harness this with the Jabero team to take full advantage of the opportunities it presents.’ Free Trial If you can see the potential for WorksiteCloud™ to help your company plan, monitor and control projects, get in contact for more information and to arrange a free trial. Tel: 01892 535730 Email: email@example.com Visit www.worksitecloud.com May 2015 Page 189
eo id e nv e Se tio bsit ra e st w on ur m o de on
HINGED LIGHTING COLUMN
• From 4 m • Post top, separte or integral bracket • Hot dipped galvanized with thermoplastic root or fully coated in a chioce of RAL colours • Fully swaged base, no use of welded cone adaptor • Optional door • On-site base and top section assembly available as an option • Exceptional head-load capacity • Single person operation
Products and Service that EXCEL PROMISES DELIVERED
Network Rail approved supplier
MALLATITE Hardwick View Road, Holmewood Ind. Estate, Chesterfield, Derbyshire, S42 5SA Tel: 01246 593280 MALLATITE 1 McMillan Road, Netherton Industrial Estate, Wishaw, Lanarkshire, ML2 0LA Tel: 01698 352888 Page 190 May 2015 Email: firstname.lastname@example.org
All aboard for increased performance Klüber Lubrication’s philosophy is to increase the performance of machine parts, regardless of the industry, by working with its customers to develop advanced, efficient, high-performance speciality lubricants
o ensure the trouble-free running of trains and the maintenance of infrastructure it’s essential to use the correct lubricant. The failure of just one important component or railway point due to harsh weather conditions, vibrations or shock loads can cause considerable disruption to train traffic and loss of revenue. Using its in-depth knowledge of the lubrication requirements for railway applications and through collaboration with manufacturers and operators, Klüber Lubrication has developed a product that
contributes to the smooth functioning of components, reducing the cost of maintaining rail vehicles. Tailor-made solutions for maximum benefits Rail vehicle gearboxes need to be oil lubricated to ensure reliability and performance when subject to high stress, high loads, high speeds and vibrations, which is why the company developed Klübersynth GE 4 75W 90. The fullysynthetic, high-performance polyalfaolefin(PAO) based gear oil has been specifically developed for the operating conditions
encountered in railway operations. Klübersynth GE 4 75W 90 offers high resistance to scuffing and micropitting (GFT ≥ 10 according to FVA 54/7), reliably protecting gear flanks susceptible to damage. The base oil’s shear stability prevents the lubricant film from collapsing, which is essential to protecting both teeth and rolling bearings and offers excellent corrosion protection when exposed to high impact loads and low-temperatures. The anti-ageing and oxidation stability of Klübersynth GE 4 75W 90 offers considerably longer oil change intervals compared to conventional gear lubricants May 2015 Page 191
Building on Experience Celebrating over 50 years Walker Construction (UK) Ltd provide Civil & Construction solutions to the Rail Industry
Tel: 01303 851111 www.walker-construction.co.uk
based on mineral oils, contributing to longer service intervals and reduced maintenance costs. The lubricant can be used in spur, bevel and hypoid gears, especially with API GL4 or API GL5 requirements, which is why Klübersynth GE 4 75W 90 is approved for use by several gear manufacturers, including: IG Watteeuw, Voith Turbo, David Brown and Siemens FLENDER.
Global expertise where you need it, speciality lubricants for:
Reliable railway operations Trains have to run on time whatever the weather, which requires the reliable and efficient maintenance of all components; selecting the correct lubricant is vital. Klüber Lubrication’s gear oils are recommended for use by rail and tram OEM’s, such as Stadler, CAF, Bombardier, CSR Zhuzhou Electric Locomotive Co. , Wikov MGI and approved for use by rail operators including Deutsche Bahn. How does using the correct lubricant influence the entire railway system? The correct lubricant will reduce operating costs, increase reliability, increase efficiency and, with Klüber Lubrication as your partner, can make sure that trains run on time. Tel: 01422 205115 Email: email@example.com Visit www.klueber.com
BUILDING A BETTER FUTURE
RPS provides high-quality, client-focussed railway development project services from brief-definition and option identification/appraisal, through all design stages, to construction support and handover. Our multi-disciplinary sector design capability covers architecture, civil and structural engineering, building services engineering, permanent-way and OLE design. This is complemented by a full range of environmental expertise (including noise and air quality) and specialist planning consultancy.
rpsgroup.com 41737 RPS Rail Professional half page advert.indd 1
Contact Alan Skipper | firstname.lastname@example.org 10/04/2015 16:22 May 2015 Page 193
Standing out from the crowd VolkerRail is one of the UK’s leading multi-disciplinary railway infrastructure providers. We have over 70 years project experience in both the heavy and light rail sectors. We are proud of our heritage, our record of dependable delivery and our relentless focus on safety. Our approach is firmly founded on working in harmony and in partnership with our clients. We aim to stand out from the crowd in everything we do whilst ensuring we exceed our clients aspirations and vision.
In addition to the delivery of major projects, we are sector specialists in the following disciplines: • • • • • •
Electrification HV power distribution Signalling Plant and welding Track construction, renewals and maintenance Metro and light rail projects
VolkerRail Ltd Carolina Court Lakeside Doncaster DN4 5RA Page 194 May 2015
t +44 (0) 1302 791 100 f +44 (0) 1302 791 101 e email@example.com
Gripping work Established in 1934, Lindapter designs and manufactures steelwork clamping solutions, which provide a faster alternative to drilling or welding and save contractors’ time and money
ith more than 80 years’ experience, Lindapter’s extensive range of steelwork, cavity, decking, support, flooring and rail fixings are used on a wide range of projects across the world. At Railtex, on stand A45, Lindapter will be exhibiting its new CE-marked products and range of high slip-resistance clamps, which have been specifically developed for the rail industry. Moreover, the company will be launching its latest steel connection solution: the Type AAF Clamp. Specifically designed for high slip resistance, the clamp offers anti-corrosion protection and high load capacities, even in low temperature environments. The self-adjusting mechanism adapts to suit a range of flange thicknesses and the
indapter will be launching its new rail industry specific, high slip-resistant clamp at Railtex on stand A45. Steel connection solution: the Type AAF Clamp is specifically designed for high load requirements, including frictional, tensile and combined load applications. Typical applications include securing architectural façades to station buildings, adding digital displays to platforms and building new steel-framed depots, with specialist applications that include the structural reinforcement of station roofs and bridges. Made from low temperature SG iron to EN 1563 specification and hot dipped to EN ISO 1461, the clamp offers high load capacities and corrosion protection, even in cold environments where impact strength is important. The patented twopart design automatically adjusts to suit 6-30mm flange thicknesses, allowing a quicker, easier and more convenient installation process than drilling or welding.
patented, all-in-one design allows for a quick, easy and convenient installation. Lindapter products are used in various rail projects, including Rome train station; overhead line equipment on the Gautrain Rapid Link in South Africa; Camley Street Bridge, the former Channel Tunnel link now used for HS1; and steel frames that allowed the restoration of Newcastle’s High Level Bridge. The following case studies show the versatility of Lindapter’s products:
St Pancras The Type AF was specified to secure the steel framework to the existing structure of St Pancras’ Grade 1 listed building. In the most crucial part of the refurbishment, Lindapter’s high-strength clamps avoided drilling or welding, thereby removing the risk of damaging the historic Victorian arches. Camley Street Bridge Type RCs were used as part of the upgrade of Camley Street Bridge, the
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former Channel Tunnel Rail Link to HS1, replacing corroded tie bars supporting the bridge’s arches. The Type RCs were used in a bespoke assembly, securing steel plates to the bridge’s original cast iron beams without any damage. Adjustable tendon assemblies were then connected to the plates, allowing tightening of the tie bars to strengthen the arches and prevent any lateral movement.
Hitachi Ashford Depot The M20 type HD rail clips were used to safely secure FB rails along lengths of UKC way beam, in turn supported by reinforced concrete plinths. These low speed rails were installed in pairs down the length of the new depot building to give access for maintenance and repair work on the trains. The Type HDs facilitated the precise alignment of the rails by allowing a high degree of stepless lateral adjustability.
Arnside Viaduct The major upgrade of the 150-year-old Arnside Viaduct involved the replacement of the entire deck. Chequer plate flooring was secured to supporting box girder sections along the length of the new deck using 8,000 of Lindapter’s quick and easy to install Floorfast fixings. The ease of installation allowed the flooring to be fitted as the deck units were removed,
helping the major renovation to be completed on schedule. See the range Whether securing an architectural façade to a station building, adding the latest digital displays to a platform or building a new steel-framed depot, Lindapter has a proven and accredited solution, which is available for viewing at Railtex on stand A45. British manufacturer Lindapter has
received industry-leading approvals; a list of Network Rail-approved Lindapter products can be seen in the company’s new rail brochure. For further information, visit the company at its Railtex stand, A45, where it will be distributing its new rail brochure and giving live demonstrations of Hollo-Bolt, which is the only cavity fixing to be recognised for primary structural use by SCI and BCSA. Tel: 01274 521444 Email: firstname.lastname@example.org Visit www.lindapter.com
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Making tracks in the railway industry Liniar Piling and Retaining Systems With a wide range of piling for use in the rail industry, suitable for bank retention, floodwater areas, track side refuges, trench shoring and many other applications, the Liniar system is versatile and cost effective. Plastic piling has a number of benefits over traditional steel, timber or concrete piling; mainly cost, durability and ease of handling. In addition, Liniar plastic piling: • Is maintenance free • Has a Class 1 fire rating along with no risk of sparking • Is made from 100% recycled plastic • Will not rot or rust • Is available with wood composite fascia • Is lighter than steel – easy to handle and cost effective to transport • Can easily be cut or bored • Is chemical and salt water resistant
User friendly fencing Liniar’s fence post and gravel board system is made from 88% recycled PVCu and provides a lightweight, safe and user-friendly alternative to concrete or timber fencing for the UK rail network infrastructure.
These are a really viable alternative to the traditional ‘king post and panel’ system - usually built from steel posts with concrete panels – therefore avoiding all the usual problems concerning weight, access and breakages of concrete when used to construct enclosures. No more mechanical handling – Liniar posts and gravel boards are around 10% of the weight of concrete and can be lifted easily, delivering Health and Safety benefits for track-side workers as well as speeding up installation time. Despite its lightweight design, the Liniar PVCu system is strong and offers an extremely low maintenance option.
FIND OUT MORE
www.liniar.co.uk/RailPro3 Contact us at 01332 883900 or email@example.com
Come and see us at Railtex, stand C03, to get ‘hands on’ with our products and claim your FREE Americano mug. Page 198 May 2015
Plastic surgery; the future for flood protection Recent figures released by Network Rail show it’s responsible for 60 per cent of UK train delays. The reasons for this statistic range from trespass, vandalism and cable theft – but the most costly is the weather; Liniar explains how it can help stem the tide
t’s a national pastime to moan about the weather in Britain. The worst example of weather can cause persistent problems for the vulnerable rail network – heavy rainfall, storm surges, coastal inundation and, most damaging of all, flooding. Much of the network consists of cuttings or tunnels below the surrounding ground level, or in flat, lowlying areas where there is very limited natural drainage that makes them prone to flooding. There’s a whole host of obvious difficulties that this can lead to. If water enters signalling equipment and point machines it can cause them to fail, with speed restrictions brought in if floodwater rises too high. Live conductor rails have the potential to short-circuit and supporting ballast beneath railway sleepers can be swept away by surging floodwater. Land-slippage is also a common occurrence in a number of areas, and is caused by the extra weight of heavily soaked soil. Land slips lead to delays caused by the re-routing of services and, in the worst case scenario, possible derailment.
is Derbyshire-based PVCu extrusion company, Liniar. In 2014, Liniar had well-received displays at the two biggest rail exhibitions: InfraRail 2014 and Rail Live, with the company erecting a permanent display of its lead-free, UK-manufactured and eco-friendly trackside refuge at the latter’s site in Long Marston. Its plastic log effect piling system, which is lightweight and a real alternative to concrete or timber, led to the company receiving a large number of enquiries. Liniar’s piling and retaining systems include a range of products suitable for use in a wide variety of applications. As well as being used for ballast retaining and to protect against bank erosion, they’re also purpose designed for use in trench shoring and to provide long-term flood protection. The company’s ongoing partnership with Dutch construction firm, CeTeau, has seen its plastic piling products used in Thailand, helping prevent a repeat of the devastating floods it saw in 2011, which caused the deaths of 815 people in
Bangkok. CeTeau has set new standards in installing plastic piling; the company can now drive down the material to an unprecedented depth of 11.5 metres. To read the full case study visit http://bit.ly/ Liniar1150cm Explaining the benefits of plastic piling, Liniar sales director, Mark Sims, said: ‘Our piling and retaining systems are lead-free and fully recycled. They’re a great alternative material type to that which has traditionally been used on railway infrastructure because they’re lightweight, easy to use and robust in their construction and in application. ‘The versatility of the product also provides significant advantages compared to other materials when used around bridges and other non-standard applications; it can easily be curved and shaped, includes a range of corner, angled, and joining post options. Log pile system ‘Trackside worker refuges can be quickly and cost-effectively assembled and installed using our log pile system’
Plastic piling Plastic piling is a material that’s relatively new to the rail industry and has been used successfully to protect against the effects of landslips and flooding. One of the companies leading the way in this process
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Ground Transportation solutions Everywhere it matters, we deliver PASSENGER SATISFACTION Offering real time information and ensuring security TRANSPORT SAFETY Automate critical decisions to eliminate human errors
OPERATIONAL EFFICIENCY Ensure optimised network management with minimal investment
NETWORK CAPACITY Improve flow with automated signalling for optimal train frequency
SEAMLESS JOURNEYS Unique fare systems for all transport modes
Millions of critical decisions are made every day in transportation. The ability to run networks smoothly and efficiently is crucial to economic growth and quality of life. Thales is at the heart of this. We design, develop and deliver equipment, systems and services, providing end-to-end solutions. Our integrated smart technologies give decision makers the information and control they need to make more effective responses in critical environments. Everywhere, together with our customers, we are making a difference. Page 200 May 2015
REVENUE PROTECTION Innovative solutions to collect revenues
continues Sims, ‘providing an ideal and cost-effective solution. It can also be used as an alternative to the usual concrete surrounds that protect signalling location cases and boxes from land slippages. ‘There have also been moves to use our plastic piling to create tunnel drip shields, as its flexible qualities mean that it can be curved to follow the contour of a tunnel or bridge. Secured with bespoke bolts, these shields can be used to protect overhead power lines and electric cables from water seeping through the old brickwork. ‘Plastic piling and retaining systems don’t rot or rust, nor do they leach into the ground. Effectively, what we’re offering is a hard-engineered solution with a soft-engineered appearance.’ Manageable material One of the biggest advantages of plastic piling is that it’s light in weight, making it easy to handle. ‘The current large scale railway developments require products to be moved quickly and easily to the point of their use, something that plastic piling is well suited to. ‘Movement along the trackside to its final destination is much easier than with heavier products, such as concrete and steel, and can be handled and moved manually instead of mechanically. This factor brings with it cost benefits and, most importantly, improved accessibility with no risk of sparking, making it better from a health and safety point of view as
well,’ added Sims. ‘Liniar also manufactures a fence post and gravel board system that provides a safe and user-friendly alternative to concrete or timber fencing for the UK rail network infrastructure. A viable alternative to the traditional ‘king post and panel’ system, which is usually built from steel posts with concrete panels, the new system therefore avoids the related
problems concerning weight, access and breakages of concrete when used to construct enclosures.’ Contact Liniar to find out more about its eco-friendly, lead-free range of plastic piling Tel: 01332 883900 Email: firstname.lastname@example.org Visit: www.liniar.co.uk/piling-applications
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• Pflitsch • Geissel • Flexa
Walter Logan. Specialists in
Cable Management Offering Cable Glands, Hoses and accessories
To discuss your requirements please call Walter Logan Ltd on +44 (0) 208 446 0161 or visit www.walterlogan.com
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Tough requirements From Stephenson’s Rocket to 21st century rail, Marsh Bellofram has the measure of it
arsh Bellofram Europe, based in Nottingham has been a supplier to the rail industry for many years, with a wide range of gauges, horns and valves for use on many types of locomotives and rolling stock. Its founding UK company, Smith Dennis, gained a famous ally in George Stephenson when he wrote a letter to the editor of The Engineer regaling the invention of the first steam pressure gauge. The correspondence was published on February 13th 1880 with an excerpt stating: ‘A most important invention has been submitted to me for my approval, patented by a Mr Smith of Nottingham, and intended to indicate the strength of steam in Steam Engine Boilers.’ Stephenson concluded: ‘Being the first person to whom it has been shown, and the 1st person to make use of it, I feel it a duty I owe to the inventor, as well to the public, to make it as universally known as possible. The indicator is put up at Tapton Colliery, near Chesterfield, and may be seen any day by any respectable person.’ The editor responded: ‘We have taken some trouble to investigate Mr. Smith’s claim to be considered the first inventor of a practical steam gauge, and we have every reason to believe that he is entitled to that honour. In other words, Mr. Sydney Smith, of Nottingham, patented in 1847 the first steam gauge which was efficient, compact, portable, and suitable for use on boilers carrying a high pressure of steam. We have failed to find any record of an invention fulfilling the same objects of older date than Smith’s patent.’ Extend product ranges More recently, Marsh Bellofram Europe has looked at extending the product ranges it supplies to the rail industry to include other parts of the group’s product portfolio. These include: Ruggedized tachometer generators While off-the-shelf ServoTek generators are among the sturdiest available, certain applications call for an even tougher, more durable unit that is resistant to foreign
materials. To meet that need, the company offers ruggedized construction on most standard models. These special units are designed with sturdy aluminium housings and strong mounting flanges. Other features offered include extra-heavy armature shafts and bearings. The Modular ST-13212-1: The primary feature of the ST-13212-1 is its mechanical flexibility. If the unit fails, the internal tachometer generator can be repaired or replaced, without having to replace the expensive anodized casting. ST-13212-1 gives an output signal of 45Vdc/ 1000 rpm at speeds up to 5,000
rpm. This tough generator has a shaft diameter of 5/16”. Electrical specifications are the same as those for D series. The Versatile ST-12970: ST-12970 is available with output voltages up to 24Vdc / 1000 rpm. The shaft is equipped with a silicone rubber coupling designed to be driven by a motor shaft with a 0.167”-wide slot. The St-12970 flexibility allows us to build the device
with various tachometer shafts and other commercially-available couplings. Speeds may also be raised to 8,000 or 12,000 rpm, depending on output voltage. Sealed Tachometers The rail industry demands sealed generators-protected from the harmful effects of lubricants. To satisfy this need, ServoTek manufactures a complete line of sealed models with voltages ranging up to 45VDC/ 1000 rpm. The units employ a one-piece housing, a special shaft seal, and a form-fitted rubber boot on the terminal end. Tel: 0115 9933300 Email: email@example.com Visit: www.marshbellofram.com May 2015 Page 203
Travelling further for the rail industry The Allround Bridging System
From a footbridge spanning up to 30m to a heavy load support girder – linking safety, speed & versatile assembly with proven back-up & experience, every time.
HIRE & SALES
Layher Ltd. ■ Works Road, Letchworth, Herts SG6 1WL Tel. 01462 475 100 Fax. 01462 475 101 ■ Letham Road, Houstoun Ind Est., Livingston, West Lothian EH54 5BY Tel. 01506 440220 Fax. 01506 440110 ■ North Point Business Park, Selby Road, Eggborough DN14 0JT Tel. 01977 661605 firstname.lastname@example.org www.layher.co.uk
Approved Training Provider
Page 204 MayRailways 2015 HP Ad 180x130 SDAW.indd 4669 Layher
Z-8.22.64 and Z-8-22-64.1
Grand designs Marshalls, a leading hard-landscaping manufacturer explains how good design and carefully selected materials can enhance the passenger experience from the station interface to the platform
n average around 6.5 million passengers travel on Britain’s rail and underground network every day and this figure is forecast to increase dramatically over the next decade. As a result, record expenditure has been planned by the Department for Transport, Network Rail, and Transport for London for the coming years. This investment, which is focused on increasing capacity, improving safety, access and sustainability, will transform the network for passengers. Travellers are becoming increasingly demanding and expect continued improvements to the quality of the passenger experience. The UK rail industry aims to address overcrowding and congestion through a package of improvements focused on enhancements at the point of arrival, the station concourses and associated information technology.
capitalises on the area’s intrinsic resources – urban or rural, landform, landscape and topography. Mix use and forms – stimulating, enjoyable and convenient stations meet a variety of demands from the widest possible ranges of users, amenities and social groups. Manage the investment – for stations to be successful they must be economically
viable, well-managed and maintained. Design for change – stations must be flexible enough to respond to future changes in use, lifestyle and demography. Quality of the station environment Travelling can be a stressful experience; commuters want to minimise travel time and avoid delays, those less mobile need to be reassured that adequate
Setting the railway in the landscape Well-designed and managed station buildings and the accessibility of these within the wider landscape is essential to encourage passengers to travel and communities to flourish, creating a sense of belonging, as well as promoting social cohesion and interaction. Places must be designed to maximise these benefits The guiding principles for good design of public space in and around stations include: Places for people – to be loved stations must be safe, comfortable, varied and attractive. They also need to be distinctive, offer variety, choice and fun. Vibrant places provide opportunities to wait, meet and socialise. Enrich the existing – stations should enrich the qualities of existing urban places. Whatever the scales, new developments or refurbishments should respond to and complement their settings. Make connections – stations must be easy to get to and from; well-integrated both physically and visually with their surroundings so people can move around without effort. Work with the landscape – stations work better when the designer recognises and May 2015 Page 205
converter powering your your manual powering manual points points
The Zonegreen Points Converter is a safe, efficient and reliable solution designed The Points is a Converter safe, efficient and solution forZonegreen modern train careConverter facilities. The allows thereliable automation anddesigned remote foroperation modern of train care facilities. Converter allows the road automation and remote traditional manualThe points/switches and rail crossings. operation of traditional manual points/switches and rail road crossings. • Enhanced safety by reducing the potential for slips, trips safety and falls. • Enhanced by reducing the potential for •slips, Removes thefalls. need for excessive manual handling, trips and reducingthe theneed risk offor injury • Removes excessive manual handling, •reducing Fully EMC theTested risk of injury May 2015 • FullyPage EMC206 Tested
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facilities are available within the station complex to cater for their needs and comfort. The introduction of the Oyster card and automated ticket machines and the development of convenience shops within ticketing concourse areas are examples of this. The quality of the travelling experience is directly related to the quality of the design of the facilities; providing information guidance and comfort. The expertise necessary to get this right is rooted in a deep understanding of travellers’ needs based on many years of product design and development, supported by knowledge of hard landscaping practice and advice. Always the right choice Designers will benefit from products that promote the seamless integration of car parking areas, cycle parking, bus or coach arrival, walkways, subways or elevated routes, station concourse ticket purchase, information management and signage, guidance and facilities onto the platform and train arrival. The ambience within the station environment can be significantly improved through colour, material
finishes and lighting. For example paving that can be selected to look the same colour and texture – whether inside the station or in the parking area. Way finding and information points can be accentuated through the use of lighting so passengers can navigate their way around safely and quickly. The use of street furniture, in a wide range of finishes, styles and fixtures can enhance station architecture encouraging travellers to sit, relax and enjoy the surroundings they are in while waiting for their train. The development and manufacture of products is paramount in meeting the public’s needs; getting the details right. A product range should provide and maximise comfort, ease of use, ability to maintain without complicated parameters so that: • paving is not slippery, can be easily maintained and cleaned • paving offers high durability to cope with high footfall through the station areas • products provide structurally better performance in strength, colour, texture and durability • furniture can be cleaned without
complicated machinery • lighting meets luminance design criteria and enhances the architecture and character of the station • signs are clear and legible, unambiguous and convenient to read. A designer who understands these fundamentals will build on this knowledge to create appropriate and economic design solutions. Rail landscapes offer From platform copings, paving and natural stone to drainage solutions and protective street furniture, Marshalls’ product portfolio and end-to-end project support is ideally suited to the design and construction of rail infrastructure, whether mainline, underground or tram. All of Marshalls’ rail offerings, as well as project case studies, are included in its new product selector which is available to download from its website. Visit Marshalls at Railtex at Stand F17. Tel: 0345 302 0600 Visit www.marshalls.co.uk/commercial May 2015 Page 207
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Raising expectations at Railtex Depot maintenance specialist, Mechan, is exhibiting the first ever working version of its lifting jacks to be seen outside of a rail depot at this year’s rail exhibition
he Sheffield-based lifting and handling specialist will be showcasing a full-size, fully operational jack, complete with the firm’s patented Megalink controller. The jack will be the centrepiece on stand N10 at the National Exhibition Centre in Birmingham from May 12-14 and will illustrate the precision, build quality and ease of installation for which Mechan’s entire range of maintenance equipment is renowned. The innovative Megalink control system is the most technically advanced in its field and has earned the firm’s flagship
jacks global popularity. It enables an unlimited number of units to be raised simultaneously by a single operator from anywhere in the chain, providing the freedom to monitor the lift more effectively. A touch screen HMI panel offers the user constant feedback, including invaluable information on usage and faults, while inverter technology delivers power savings of up to 50 per cent on earlier models. The jacks themselves are designed to work hard in any environment and have a minimum design life of 25 years – far longer than other lightweight
alternatives. They enable co-ordinated multiple use to a 3mm tolerance and are quick to set up, interlink and substitute and have a lifting capacity of five to 50 tonnes. Safety is Mechan’s priority and its jacks will maintain a load even when power is lost. They cater for all types of vehicle, from light rail systems to heavy on-track plant and can be modified to suit wider or taller vehicles. Lee Pitts, Mechan’s sales manager, said: ‘Our bright yellow lifting jacks are instantly recognisable to those who work in rail depots and we are looking forward to demonstrating how Megalink equips
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them with unrivalled synchronicity, accuracy and reliability at Railtex. The sheer size of a single unit will no doubt catch the eye of anyone passing our stand and we are really pleased to be bringing such a large piece of equipment to a trade show for the first time. ‘We have a packed programme of activities planned for the three day event and our stand will be more interactive than ever before, providing visitors with a chance to see firsthand some of the market leading technology we are introducing to the UK.’ Continental contributions Visitors to the exhibition will be able to find out more about the European innovations supplied to the UK and Ireland by Mechan, including laser measuring systems, the WheelPro from Visiona and the handheld CALIPRI device from NextSense, both of which will be available to view and have been entered into the Railtex Awards. Spain’s WheelPro is the latest addition to Mechan’s range and can be installed inside or outside a depot. It comprises a series of modules that sit around the track, containing vision cameras and corresponding lasers, which can be adjusted in height to suit any vehicle or location and are robust enough to withstand the presence of sanders, electromagnetic brakes and variables in train position.
Once measurements have been taken, they are uploaded to a server, from where the results are available immediately. The system is supplied with software tools for data management and wheel wear analysis and the information collected can be shared with third parties if required. Should a failure occur, email or SMS alerts are triggered and thanks to WheelPro’s modular construction, the element affected can be replaced independently, saving time and money. The portable CALIPRI is a noncontact tool that records geometrical data using three simple lasers. It can be used to monitor wear on any complex shaped object, including wheelsets and brake discs, wheel clearance (back-to-back) and rail profiles. CALIPRI is more reliable than conventional measurement methods, as the distance and angle of the sensor do not affect the data collection process, eliminating human error and producing faultless, tamper-proof reports. It provides precise dimensions on all safety parameters, including flange height, thickness, slope (QR), dishing, wheel width and rim thickness (seam) and will work effectively, even in restricted spaces. Complete measurement of a wheel takes just five seconds and requires only one operator, increasing productivity. On Wednesday May 13, Mechan’s sales engineer, Adam Elliot, will be hosting a 20 minute seminar focusing on wheel
measurement, with contributions from NextSense and Visiona. Commencing at 1.25pm in the Railtex Seminar Theatre, Wheel Profile Condition Monitoring – modern methods of non-contact measurement will provide an introduction to the products offered by the firm and discuss their applications and abilities. Representatives from electric shunter specialists, Zwiehoff and Blaschke exhaust extraction systems will be joining NextSense and Visiona’s experts on Mechan’s stand to answer questions about their respective market leading technology. Blaschke offers an efficient way to capture diesel emissions, ensuring all hazardous gas is disposed of safely. Manufactured to the client’s requirements, the systems cater for any type of locomotive and are fitted with smaller pipes than traditional extraction methods to guarantee airtight removal of fumes directly at the source. This increases the power generated and enables smaller fans to be used, reducing energy consumption and noise levels. Mechan’s partnership with German manufacturer, Zwiehoff, has given the UK and Ireland access to the firm’s award winning electrically powered road/rail shunters. A compact, simple design and low centre of gravity make the Rotrac shunters small, yet extremely strong and robust, whilst Zwiehoff’s 48V Technology
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produces a high degree of energy efficiency. Zero emissions are achieved through the recovery of energy during operation and because the shunters are powered electrically, noise pollution is again kept to a minimum. Charity begins at Railtex Mechanâ€™s exhibition team will also be raising funds and awareness of its annual charity, Railway Children, at Railtex. Visitors will be invited to enter their business card into a prize draw in return for a contribution to the organisation that works in the UK, India and East Africa, providing protection and opportunity to children forced to leave home due to poverty, abuse or neglect. The firm is aiming for a record year of fundraising, having kicked off with an initial donation of ÂŁ750. This included a contribution in lieu of Christmas cards, plus the value of a new iPhone 6 that was offered as a prize for completing a survey about the company. Customers worldwide responded positively to the survey, with more than 90 per cent rating the firm as good or excellent for competence, efficiency and attention to detail. A further 81 per cent said they would be very likely to recommend its team to colleagues. Mechan designs, manufactures and supplies handling equipment for clients across the globe. With the help of its network of approved distributors, it has established a reputation for excellence and its durable jacks, turntables, bogie handling and under floor systems can be found in some of the most prestigious rail and tram depots. For more information about Mechanâ€™s activities at Railtex and its wide range of maintenance products, visit stand N10 during the exhibition. Tel: 0114 257 0563 Email: firstname.lastname@example.org Visit www.mechan.co.uk May 2015 Page 213
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Automatic for the industry Well-known in the industry for manufacturing automation and control solutions, Mitsubishi Electric has supplied equipment for mainline, underground and over ground infrastructure projects for 30 years
itsubishi Electric’s involvement in the UK rail industry started back in the late 1980’s, when Mitsubishi Programmable Logic Controllers (PLC’s) were used as monitoring equipment and operator Interface systems on a variety of signalling installations on the London Underground network. The company’s technology is based on adopting open standards and providing commercially off-the-shelf (COTS) products both at a hardware, network, programming and data transfer level to give its customers total flexibility. Another key factor is Mitsubishi Electric’s ethos of ‘evolution rather than revolution’ in product design. This outlook allows its legacy systems to be supported over many years and the migration of the old to the new to take place in an easy and cost-effective way, which is vital when considering the asset life times demanded by the rail industry. Mitsubishi Electric is a registered and approved supplier of these solutions to the UK rail industry. Diverse UK and global applications Within the London Underground, Mitsubishi has recently been involved in many diverse applications, including
the escalator and lift refurbishment programme; the supply of drives for out of service fans on the ‘Cooling the Tube Programme’ and a major signalling project on the Piccadilly Line, based around a SIL 2 trackside data collection application using Mitsubishi Electric’s now redundant PLC platform. Mitsubishi Electric has also been engaged in the supply of air conditioning systems for new rolling stock on London Underground’s subsurface lines. In the UK overground infrastructure, Mitsubishi Electric has worked on areas that include environment control and building management systems; waste extraction; remote condition monitoring; points heating; tunnel ventilation; and train washing systems. It has also been involved in the turnkey design, supply and installation of several feeder substations from the National Grid for the Great Western Line Electrification Project. The company’s installations overseas include Oslo; Hong Kong, for the MTR; Jakarta, on its mainline network; Singapore, for the MRT, Taiwan; and Japan, for Japan Railways. These applications have used a variety of Mitsubishi solutions, including PLCs, RTU’s, variable speed drives, HMI’s (human machine interfaces) and SCADA (supervisory control and data acquisition). Future innovation Recently, some of Mitsubishi Electric’s innovative technology solutions have been used in applications where traditional PLC (power-line communication) technology had previously not ventured. Mitsubishi’s ‘C Controller’ platform offers a flexible, robust, secure environment that can house multiple ‘apps’ to perform complex and challenging tasks.
The C Controller forms part of the integrated iQ Platform and therefore sits in a ruggedized non-PC-based environment. On one level, the C Controller can offer a flexible C++ programming environment, extending the processing power of a standard PLC CPU that’s often held back by the constraints of traditional PLC programming languages. This has already been used on rail applications in this mode. However, it’s the C Controller’s flexibility to take on a functional persona based on the ‘loaded app’ that really makes this solution such a significant development and platform for the future of the UK rail industry. As part of Mitsubishi Electric’s e-Factory Alliance of partner companies, a range of solutions has been developed based around the C Controller that is ideal for solutions within the rail industry. These include an RTU (remote terminal unit) that provides IEC 61850/ DNP 3 communications. The unit is a complex sequence controller that’s able to sequence IED’s in using GOOSE messaging and a secure ACID compliant database management solution. Industry focus The rail infrastructure sector remains a key focus area for Mitsubishi Electric, both in the UK and worldwide. Mitsubishi Electric will continue to build on its proven track record, sound industry knowledge and experience as it moves forward, while seeking to bring innovation and reliability through its products and solutions. For more information, contact David Bean, rail industry sales manager Tel: 01707 276100 Email: firstname.lastname@example.org Web: www.mitsubishi-automation.co.uk May 2015 Page 215
Expert Management Intelligent Technology Measurable Results
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0845 230 3081
Delivering power and infrastructure In 2013, utility services provider Morrison Utility Services launched a specialist division tasked with delivering electrical infrastructure and maintenance projects to rail sector clients across the UK
eadquartered in Doncaster, and with depots across the UK, Morrison Rail Services’ experience and knowledge of providing comprehensive design, installation and commissioning of HV and LV power for rail projects cover a broad range of asset engineering services, including: • capital programme transmission and distribution • substation design construction and refurbishment (up to 132Kv) • station and depot mechanical and electrical design and installation
• switchgear/plant installation and maintenance • HV cable laying, jointing and terminations • power requirements for: signalling points heating lighting • protection and control systems installation and maintenance • DNO connections, supply restoration, fault location and repair • route works and minor civils • substation compounds • network upgrade and refurbishment
Dave Tong, contract director, Morrison Rail Services, said: ‘Our commitment to clients is to deliver rail electrification projects and services underpinned with the highest standards of safety and quality. The industry know-how and credentials throughout the Morrison Rail Services team have secured a number of highprofile contracts for the division and we’re delighted to be playing such a pivotal role on a number of complex rail infrastructure projects. ‘The team’s experience and versatility means we are perfectly positioned to successfully deliver everything from a
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Masonry Repair & Strengthening
Temporary strapping as emergency measure
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small one-off project through to complex, multimillion pound contracts.’ A collaborative effort Across all areas of Morrison Utility Services, there is a demonstrable, long-established track record of successful alliances and joint ventures and the Morrison Rail Services division, currently working towards BS1100 accreditation in 2015, is no exception. Achieving BS1100 accreditation will underline the division’s commitment to collaborative working and will play an instrumental role in ongoing and future alliance projects. Stage 1 accreditation has been achieved and the stage 2 process is underway. Proving the company’s commitment, the division is already establishing its credentials for successful collaborative working, having already been appointed to play both lead and collaborative roles on major electrification upgrades on a number of major rail infrastructure projects across the UK. These significant contract wins have ensured that the division is rapidly establishing itself as a leading provider of electrical design and build services to UK rail asset owners and their lead contractors. Last year saw Morrison Rail Services recruit a new general manager, Ian Scrowston, who joined the company in
October 2014 with a remit to further develop its rail business. Reporting to contract director David Tong, Scrowston brings business management skills from his time with Signalling Solutions and Halcrow, while also having a background in utilities with Northern Powergrid.
A quality assured ISO9001 company, we develop and manufacture effective air filters for the Railway industry. We are conscious that air quality is vitally important for protecting passenger comfort, as well as extending the life span of the HVAC system. Our filters offer robust construction of the highest quality and performance. Airguard Filters Ltd Unit 16, Watery Lane Industrial Estate, Willenhall, WV13 3SU. Tel: +44 (0) 1922 628782 email@example.com www.airguardfilters.co.uk
Tel: 01302 898300 Email: firstname.lastname@example.org Visit www.morrisonus.com/sectors/rail-services
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Licence to operate Morrison Rail Services has achieved full Network Rail Principal Contractor Licence status, having passed the audit for the licence at the Preston Park substation site, where it had zero major or minor NCR’s recorded against it. The audit required Morrison Rail Services to demonstrate effective processes and systems to manage the safety, quality and environmental aspects of its work, as required by Network Rail to undertake work on the UK mainline railway. Principal Contractor Licence status is awarded only to companies working within the rail sector that have been ‘proposed’ via the Network Rail supply chain process. Once selected, and in order to become approved, suppliers must satisfy the scheme requirements by successfully completing a two-stage audit process. Achieving Principal Contractor Licence status will enable Morrison Rail Services to work directly for Network Rail and/or as the ‘main contractor’ on construction projects across Network Rail’s managed infrastructure.
We have built equipment designed to be transported to client’s sites or within our own training centre to be moved to other classrooms giving us more capacity for delivering practical training. This allows some courses to be delivered off-site at a venue to suit the client and thus help to reduce their costs.
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For more information call 01332 343585 or email email@example.com Visit us online at www.signet-solutions.com May 2015 Page 219
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Feel the power In recent years, MTM Power has increasingly developed into one of the largest power supply manufacturers 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. MTM Power products meet all relevant standards, and VDE/EN/UL regulations if applicable. To guarantee high quality and reliability, a worldwide unique thermoselective vacuum encapsulation (European Patent EP 1 987 708/US Patent No. 8,821,778 B2) and large-scale testing and examination, including burn-ins, is also included. MTM Power offers a wide range of EN 50 155 compliant DC/DC converters with 30 W – 600 W which are especially designed for vehicle and railway applications. Particularly for the sophisticated use in trains, these devices supply the electric and electronic systems on board and track side. Besides these rail converters, the product range includes DC/AC inverters, filters and multipower supply systems. 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. The series PMGS/PCMGS14 for railway applications is available with a nominal input voltage of 72 VDC or 110 VDC and provide an output voltage of 24 VDC (12 VDC and 48 VDC on request). The converters come with an input reverse polarity protection by a
series diode and are continuous short circuit protected. The devices operate at an ambient temperature range of –25 to +70 °C (EN 50 155, class T3), have a high efficiency of ≥90 per cent and an isolation voltage of 1.5 kVAC. They fulfil the safety standards acc. to EN 50 155, EN 50 124-1 and maintain the EMC requirements acc. to EN 50 123-1. The converters are designed to withstand interruptions of the supply voltage up to 10 ms and thus, comply with class S2 acc. to EN 50 155. Depending on the application, they can be used for print (PMGS) or chassis mounting (PCMGS). Optionally, they are available for DIN rail mounting. Depending on the model, the dimensions are 76,0 x 50,7 x 22,7 mm (PMGS) or 110,0 x 50,8 x 23,0 mm (PCMGS). The vacuum encapsulated converters are maintenance-free, prepared for the use in devices with Protection Class II. They
show a mechanically and electrically rugged design using SMD technology and undergo an automatic piece-by-piece test. The DC/DC converters of the series PCMDS are especially designed for applications in vehicle and rail technology. Furthermore, they can also be used in industrial and telecommunication applications. MTM Power offers these converters 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 and 150 W output power and galvanically isolated output voltages of 5 V – 48 V. The maintenance-free converters are connected via spring clamps, which meet the special requirements e. g. in railway applications as regards to vibration resistance and reduced time for wiring. The thermoselective vacuum encapsulation guarantees homogeneous heat dissipation within the modules as well as an excellent resistance against
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High Speed Steel Connections For more than 80 years, Lindapter’s steelwork clamps have been specified in the rail industry as a faster alternative to drilling or welding, saving contractors time and money. ✔ High strength steel-to-steel connections ✔ Adjustable on-site for fast alignment ✔ Network Rail and CE Mark approvals ✔ Suitable for permanent or temporary use
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Visit us at Railtex, Stand A45 to see our latest products and pick up your copy of the new Rail Brochure Page 222 May 2015
environmental influences such as shock, vibration and humidity. The converters need no ground load and are short-circuit protected by primary and secondary power limiting. Further features are reverse polarity protection in connection with an active input current limiting; the converters with 30 W and 150 W are also available as 19” plug-in units. The DC/ DC power supply systems of the series MPG are designed among others for different applications in transportation, telecommunications and the charging of lead batteries during stand-by parallel operation. The universally usable, modular and easy-to-scale system is based on the DC/DC converters of the series PCMD250W and PCMD400W which are proved in transportation applications. The series is available with 2 to 3 plugin positions (MPG2 and MPG3) for the 250 W or 400 W converters and a total output power of 500 W to 1,200 W. With different wide input voltage ranges between 14.4 VDC and 154 VDC, the devices supply output voltages between 12 VDC and 110 VDC. The output voltage
operates with IU characteristic curve. The system can be switched into an energysaving stand-by operation via a remote control input.Further features are signalling of input and output voltage by a LED as well as a potential-free power good signal. The whole system is passively cooled by convection and is designed for an ambient temperature range of -40 °C to +70 °C. The series HVC with 250 W is available with an input range of 420 VDC to 1,100 VDC and the standard output voltages of 24 VDC and 27.6 VDC. The high efficiency of 88 per cent and the dimensions of 330 mm x 170 mm x 87 mm allow an operation without forced ventilation. Moreover the converters work within an ambient
temperature range from -40 °C to +85 °C acc. to EN 50 155. With these high voltage converters it is possible to supply electronic equipment out of 600 V / 750 V contact wire. The DC/DC converters are used for supplying points, signal lamps and electronic monitoring of the rail net. The specific feature of the series HVC is its use as a self-starting module for trams or trolley buses with exhaustive discharged batteries so that the towing process can be avoided. The rugged design together with highquality components guarantee the high reliability in vehicles even under severe shock and vibration conditions. Tel: +49 (0)69/15426-0 Email: email@example.com Visit www.mtm-power.com
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Primed for action There are many things to be aware of and look out for when carrying out large-scale paint work. Luckily, Paint Inspection has the skills and expertise to ensure nothing is missed
hen looking at any coating project – whether new or for maintenance – questions will often arise regarding quality control and the level of inspection required, along with who will carry it out. Generally the client will give the job to the painting contractor, requesting assurance that the work will be completed in accordance with the specification and industry standards. The painting contractor will take a level of responsibility for the work, which generally runs for a 12-month period after completion, unless there are back-to-back warranties put into place. Approved Network Rail specifications, which have been subject to scientific testing, will have a required minimum expected service life – with up to 25 years for some systems. However, the certificate from the preferred paint manufacturer, while providing details on their products and the preparation standards, is not a guarantee being provided by the painting contractor. Tested paint systems and specifications are backed up with specific testing data on surface preparation and paint application requirements; any diversion from this will generally result in a reduced service life. With all this in mind, the longterm approach to performance and maintenance of the paint system must begin at the design stage and through the project programme. Reliance on the contractor self-regulating the works and quality cannot always be assured, the appointment of an independent company, providing full or part-time inspections, will give the client some level of assurance that the works are being completed in accordance with their requirements and specification. A different approach Over the years Network Rail has taken a different approach to paint inspection and who provides it. Initially it would provide its own in-house paint inspectors but this proved costly, especially at times when paint projects were thin on the ground. A shift then occurred, which ensured that the appointed contractor/ painting contractor provided their own inspectors, regulating their works with
qualified people overseeing the works from the client. History has proved this approach to be costly, with many paint projects having coating failures and corrosion issues within the required service life. Network Rail now uses independent paint inspections, either on a full or part-time basis. The approach has been beneficial because it’s proved the most cost-effective approach, also ensuring that the quality is controlled and achieved during every stage while working alongside the painting contractors, own in-house inspector. In 2012, Paint Inspection was appointed by Network Rail to work on a direct contract to undertake coating inspections for Control Period 4 coating projects within the North West region and continuing into CP5. Paint Inspection is a national inspection company that holds term service contracts with Network Rail, Crossrail and Tube Lines. The company has regional offices throughout the UK, providing national coverage with ICorr and NACE level 2 and level 3 senior inspectors, who are fully compliant with
the rail industry and rail specification documents. It has a comprehensive coating survey programme that’s been produced to meet the client’s requirements in terms of lead/chromium testing, degradation and adhesion of the coating system, along with a work scope and specification requirements to meet the service and maintenance periods. These detailed surveys provide the client and contractor with a clear scope so that during tender all the key points regarding the coating system and specification are addressed. This process gives a clearer vision on the cost prior to the start of the works and, in turn, reduces the impact of contractual conflict and controls the budget. Tel: 01329 236092 Email: email@example.com Visit www.paint-inspection.co.uk May 2015 Page 225
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Track and surrounds -
Showcasing specialist services Pontoonworks’ versatile platforms are keeping the crowds moving at the NEC this year
pecialist subcontractors working on temporary works projects seldom get the opportunity to showcase their services, which can make them appear like a tiny cog in the massive mechanism of the construction industry. On occasion, however, the perfect opportunity presents itself; at this year’s Railtex, Pontoonworks has a 1,000m² installation that’s centre stage at the show’s Birmingham NEC home. Pontoonworks has used its expertise to enable work on and around the water at Resorts World Birmingham’s 538,000sq ft development, where contractors have diverted the public access path through Pendigo Lake. The pontoon hire specialists installed a 250m-long x 4m-wide modular pontoon for pedestrian access from Eastway to the main entrance at the exhibition centre. While the installation demonstrates how the use of pontoons can be used to safely divert the public away from sites, it’s also one example of how the modular system can be utilised in the construction sector. Modular pontoon barges Access pontoons are playing a significant role in the LSSE project at Leeds train station, where in April 2014 there were two 60m² modular pontoon barges each with a carrying capacity of 10.5 tonnes. The barge comprises three boats; numerous walkways; gangways; a bespoke landing stage, with self-levelling gangway (walk to work, safe access to water course); an installation team; and a 100-tonne jack-up barge in the River Aire. Pontoonworks was a key contributor to the £17.4 million project, providing its expertise and fundamental understanding of working on water. The working platform was constantly evolving and the company’s installation team and bargemaster played an integral part in the piling phase of the project, providing the safest working platform possible. The piling was completed in July 2014 and the jack-up removed, followed by moving the modular pontoon to centre stage, where it continues to provide a safe
stable working platform and versatile barges for bringing materials to site. Major projects like LSSE challenge Pontoonworks and help it to evolve its business and constantly improve standards. This enables the company to demonstrate best practice and showcase its versatility, reinforcing the specialist subcontractor’s position in the supply chain. Pontoonworks has offered solutions to its customers’ problems for many years, giving it an excellent reputation within the construction industry. The company has provided a wide range of innovative floating solutions, including safe working platforms, deflection booms, fall arrest platforms, floating site offices and welfare units, to name a few. There are many other modular pontoon systems available for purchase and hire – some good and some bad – but few combine the level of service, product
and innovation that Pontoonworks offer. If you think Pontoonworks can contribute to your project, or you’d like to find out more about their business, visit them at Railtex (stand V41) or get in touch. Tel: 01935 814950 Email email@example.com Visit www.pontoonworks.co.uk May 2015 Page 227
Find us at Railtex on Stand F46
For demanding applications • Prevents loosening caused by vibration and dynamic load • Locking function is not affected by lubrication • No special tools required • Reusable The cam angle ‘α’ is larger than the thread pitch ‘ß’, making the pair of washers expand more than the corresponding pitch of the thread.
Nord-Lock Ltd. • Tel +44 (0) 1264 355557 • Fax +44 (0) 1264 369555 firstname.lastname@example.org • www.nord-lock.com
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Here comes the revolution Staff Absence Solutions offers modern and sensitive treatments that treat the causes of staff absenteeism, helping every one of its patients get back to work
bsenteeism averages 3.75 per cent and costs Toc’s around £187 million per annum in lost time*, equating to more than £3,000 per employee*. With health and wellbeing high on everybody’s agenda, it may surprise many to know that the average employee wellbeing spend is only around £86 per annum*. Is it time to review the current approach and redefine efforts that will improve employee wellbeing? Staff Absence Solutions is an independent, confidential company that assists its clients in the management of absenteeism. The company works closely with any existing health and wellness service providers, bringing a modern approach to treating complex conditions. With immediate access to support, and leading-edge therapies not available on the NHS, each patient receives a bespoke treatment package that addresses every aspects of their condition. Staff Absence Solutions puts no limit on the number of appointments, therapists or therapies, just a promise that it will assist each person back to normal life. Many companies may feel that its existing service providers are
sufficient; Staff Absence Solutions is an additional resource that assists in cases where a traditional approach has been unsuccessful. Furthermore, the company only charges for each referral, reducing lost time, management effort and fiscal loss. This is not an additional spend, but an additional saving. Its clients decide when intervention is cost-effective. RSSB Staff Absence Solutions is an expert in the field of fatality, suicide and trauma rehabilitation; its unique approach delivers results time after time, instilling best practice into all of its clients. In recognition of its innovative approach, it’s currently assisting the RSSB in a project to modernise the rail industry’s approach to the management of absenteeism and presenteeism. Staff Absence Solutions Limited continues in its quest to radically change the corporate approach to absenteeism, continually striving to identify and implement new therapies into its service provision. It invests heavily in its team of therapists to extend the boundaries of possibility and practicality.
Modern methods It’s no longer acceptable to offer lengthy waiting lists accompanied by outdated, inappropriate therapies that yield poor results. From a psychological perspective, the traditional approach of CBT (cognitive behaviour therapy)/counselling is often ineffective, resulting in long-term reliance on prescriptive drugs. Therapies such as Modern Clinical Hypnotherapy, EFT (Emotional Freedom Technique), EMDR (Eye Movement Desensitisation and Reprogramming) and Matrix Re-imprinting are among the leading-edge techniques used to deliver a fluid, drug-free, expedient alternative – with proven, effective results. Physiologically, the traditional approach is also outdated. The use of modern therapies, such as NKT (NeuroKinetic Therapy), AiM (Anatomy in Motion) and P-DTR (Proprioceptive Deep Tendon Reflex), has taken treatment of musculo-skeletal conditions to a new level, keeping the reliance on invasive surgery to a minimum. The company Staff Absence Solutions continues to grow throughout the UK and is currently exploring fresh opportunities overseas; where there is a rail industry, there is a growing need for the innovative service that it provides. Its aims and objectives are to revolutionise the corporate approach to absenteeism, and to challenge the use of traditional therapies and accepted periods of absence experienced by organisations across the UK. For those looking to update their health and wellbeing provision, contact Staff Absence Solutions. * Figures presented at the RSSB ‘Railway Employee Health & Wellbeing’ conference in 2014 Tel: 07927945839 Email: email@example.com Visit www.staffabsencesolutions.com May 2015 Page 229
Power Solutions for Railway Infrastructure
Our technology expertise covers sealed lead acid, NiMH and Lithium batteries.
Providing power for information displays, lighting, security cameras and signalling, including solar applications. See us at Railtex - Stand C50
Visit us on Stand C45
We can keep you on the rails
Looking for CNC precision-machined parts? Our range of machinery and processes enables us to produce complex components using state-of-the-art multi-axis machinery. And we’ve been doing this since 1971.
To find out how O.L.D. Engineering can help your business stay on track call us today on 01455 612 521 or for more information visit oldengineering.co.uk OLD AD.indd 1 Page 230 May 2015
Robust solutions for rail A trusted supplier partner for rail industry customers, Telegartner UK offers products that meet the rigorous demands of the industry
ounded in 1980, Telegartner UK is part of the German Telegärtner Group, which has around a EUR100 million turnover and is engaged in the selling and marketing of quality electromechanical connectivity used in various market sectors, such as railway, medical, telecoms and industrial. The company employs a staff of 38 and operates from the Welham Green site in Herefordshire. As well as focusing on selling its own brand of products, which include Telegärtner RF and Datavoice components, the company represents a number of German manufacturers of connectors, cables and speech communication products within the UK market. The company’s policy is to provide a comprehensive first-class
service and vital interface between its UK customers and the manufacturers it represents. Telegärtner UK is also one of the market leaders in the coaxial assembly field, employing 18 in its purpose-built UK production facility and also managing a production facility in Slovakia with 70 employees. The company attained BS EN ISO 9001 approval in 1996 and gained Environmental Management Approval BS7750/ISO 14001 in 2002. All production staff work to IPC620C standard. The company’s capabilities on the assembly field include flexible, conformable and semi-rigid coaxial assemblies; various multiwire assemblies; panels and looms; and overmoulded cable assemblies. Telegartner also offers VMI
and supplier management, kitting and subcontract services. STX - industrial connector platform Telegärtner’s STX platform offers first class, standards-compliant industrial Ethernet solutions, due to resistance to the stresses encountered in industrial environments. Another reason for their success is their modularity; with STX, users can equip protective housings with an unlimited variety of plug or bulkhead inserts, providing greater freedom in component selection and component application. Based on proven Telegärtner products for office applications, STX represents a connector concept suitable for industrial environments that guarantees transmission rates of up to 40 GB, while simultaneously resisting dust, moisture, chemicals and mechanical or electromagnetic loads. Telegärtner M12 product range The STX M12x1 connector series is a real trump card in railway vehicles as it helps to distribute the increasing data volume reliably and to transmit the data to all connected systems and devices in the train, such as to cameras or switches. With the STX M12x1 IP67 connector series, Telegärtner offers solutions to the industry’s demands for consistent cabling of industrial communication networks, working in accordance with IEC 61918 that prescribes M12x1 circular connectors in 4- and 8-pole versions as a plug interface. The series contains M12x1 D-code (4-pole, Cat.5e, 100Mbit/s PROFINET) and cross-shielded X-code (8-pole, Cat.6A, 10 Gbit/s to IEC 61076-2-109:2014) May 2015 Page 231
HOARDINGS & TUNNELS
THE SECURE WAY THROUGH Fire Rated & 100% Eco-friendly
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Page 232 May 2015
t Protective, fire-rateable barriers segregate safe and hazardous areas t Creates fire-rated routes in & out of buildings t Weather/smoke proof options t Maintains commercial activity during periods of construction t Suitable for subsurface installation t Protects operatives and the public from falling material and other common construction hazards t Reusable & recyclable
assembled on all standard types of cable in 60 seconds, with no special tools required. Whether in the office, data centres, industry or home networks, the MFP8 Cat.6A offers unprecedented flexibility and saves time and money on installation, repairs and maintenance. 360° shielding and full metal housing guarantee secure and reliable data transmission, including with ten-gigabit Ethernet/s and even with outside electric interference. The use of the full range of cable types, with solid or stranded conductors from AWG24/1 to 22/1 and AWG27/7 to 22/7, make it a universal product fit for all purposes.
connectors. The connectors are suitable for connecting both solid conductors and stranded wire cables, as well as offering 360° shield contacting. Another part of the STX M12x1 IP67 connector series are printed circuit board bulkhead sockets, which have housings for front or back mounting. The range is rounded off by pre-assembled connecting cables for the device connection between machines/
terminating equipment or machine/ terminating equipment to the control cabinet. Telegärtner MFP8 solution The MFP8 Cat.6A is the RJ45 plug for time-saving and efficient on-site assembly for all networks, from voice right through to ten-gigabit Ethernet. Available in both straight and angled designs, it can be
Telegärtner TOC connectors Telecommunications outdoor connectors (TOC) offer cabling professionals the reliability and flexibility they need for the toughest applications. The handy, easy to install TOC connectors are used for data and telecommunications in mobile radio; process, utility and traffic automation or security applications; but can also be used in the harsh environment of machine and plant engineering. The TOC series is available in nickel-plated brass for RJ45 Cat.6A and FO LC Duplex and MPO/MTP® connectors. Due to being compliant with the specifications of protection class IP68, and due to its excellent material properties, the TOC series can be installed in conditions within a temperature range of -40°C to +85°C. To lock, relieve strain and seal the connection, one turning movement is
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TRACKTHERM® IMPROVING THE PERFORMANCE OF RAIL POINTS Rail Infrastructure Managers have to work through some of the harshest conditions in an attempt to keep the rail network open. Thanks to Tracktherm®, we just made the job a whole lot easier. Railway points fitted with Tracktherm®
Heating elements covered with Tracktherm® insulating strips offer significantly improved performance, directing the generated heat towards the rail.
Download a Rail brochure from our website...
www.proctorgroup.com/sector/rail firstname.lastname@example.org | +44 (0) 1250 872261 Rail professional advert half page.indd 1
Russell Rail RUSSELL RAIL
Delivering Your Promises... Delivering Your Promises... With With over over 40 40 years years of of pioneering pioneering the the use use of of rail rail freight across the UK and Europe, The Russell freight across the UK and Europe, The Russell Group Group is is introducing introducing an an 8th 8th UK UK rail rail freight freight terminal terminal operation in Daventry from July 2015, operation in Daventry from July 2015, offering offering customers customers the the opportunity opportunity to to utilise utilise common common user user trains to ports, inland terminals and trains to ports, inland terminals and the the Continent. Continent. The inland terminal services aa twice The40 inland terminal services will will consist ofrail twice With over years of pioneering theconsist use ofof freight across the UK and Europe, The Russell Group is daily service from Daventry to Coatbridge, daily service daily th from Daventry to Coatbridge, aa daily introducing an 8 UK rail freight terminal operation in Daventry from July 2015, offering customers the service service from from Daventry Daventry to to Barking Barking (London), (London), with with aa opportunity of utilising common ItIt user trains to that ports, daily to is daily link link to Lille Lille (Dourges). (Dourges). is anticipated anticipated that inland terminals and the Continent. The inland when implemented, the rail operation will cut when implemented, operation cut carbon carbon terminal services consist the of arail twice daily will service from Daventry to Coatbridge, a daily service from emissions by up to 20,000 tonnes per year. emissions by up to 20,000 tonnes per year.
Daventry to Barking (London), with a daily link to Lille (Dourges). This allows customers to utilise rail solutions without having to commit to full train volumes.
For more information on Russell’s rail solutions please contact The Russell Group 703300on Russell’s rail solutions, please contact For more01236 information email@example.com The Russell Group on 01236 703300 or email firstname.lastname@example.org www.johngrussell.co.uk Page 234 May 2015
necessary, with no further procedures required. Customers benefit from fast, error free and easy installation; high transmission reliability and resilience; and more flexibility in the network design. Pei tel handsets and microphones Pei tel, a member of the peiker group, stands for professional equipment for perfect voice transmission. The company specialises in developing and producing high-quality communication solutions and radio accessories. Its extensive product range comprises various types of microphones, handsets, speakers, voice units, and microphone speakers along with additional headsets. Products of special interest for rail industry customers include the IP68 waterproof hand held, single or three button, chrome-housed microphone, ideal for use in trains by the conductors. Handsets with push-to-talk button are another popular product range, and come equipped with LCD display and keypad, dynamic ear capsule and durable PEIGUM spiral cable, making it suitable for analogue and digital radio systems for various public safety applications. The housing and the PCB material of Pei tel handsets comply with DIN EN45545-2 standard. The Pei tel range also includes microphone speakers along with additional headsets, specifically suited for the rail industry. HUMMEL glands, enclosures and connectors Hummel is a German manufacturer of cable glands, enclosures and connectors
suitable for rail, industrial and hazardous area markets. Hummel’s HSK K glands, made of polyamide V0 material, is one of the company’s premium cable gland ranges and have been approved by the international rail industries and end users, such as Alstom. Available in black, grey and blue, these glands are suitable for use in temperature range of -40 to +100 celsius, offering IP68/IP69K water ingress protection that’s available in sizes ranging from M12 to M63. Other ranges include the HSK M series, which have nickel-plated brass glands; and the HSK EMC series of EMI compatible nickel-plated brass glands, which have feed-through suitable
for cables with braided or foil shield. Hummel products are well suited to meet the rigorous demands of the rail industry; they are reliable, high quality and durable. Through its extensive range, including Telegärtner, Pei tel and Hummel products, Telegartner UK will continue to support the customers in the rail industry with excellent customer service that ensures their requirements are met. Contact Telegartner to arrange a quotation or a visit from a member of its sales team. Tel: 01707 636 600 Email: email@example.com Visit www.telegaertner.co.uk
May 2015 Page 235
Marsh Bellofram supply the Train Industry with a wide range of products that include Air operated horns, Horn operating control valves and pressure gauges. We are a leading manufacturer of pressure and temperature instrumentation of which many are specifically designed for use in Locomotive applications. The Horns that Marsh Bellofram Supply can be operated in all weather conditions and give years of trouble free service. To compliment these products we offer an extensive repair, refurbishment and certification service for products manufactured by all the main manufacturers of this type of equipment. Marsh Bellofram also manufactures bespoke and specialized silicone products which are widely used in window and door seal applications as well as sound and fire resistant silicone sheeting which can be used in many areas of the Rail industry.
Rugged DC Tachometers & Rotary Encoders Part of the Bellofram Group of Companies since 2011, ServoTek Products, Inc. (formerly of Hawthorne, New Jersey USA) is a world renowned manufacturer of TachSyn brushless DC tachometer and commutators, instrument-grade DC tachometers and low-cost rotary encoders, serving hundreds of OEM customers in commercial aviation, automotive, defence, industrial machinery control, motors, robotics, lift and process monitoring sectors. ServoTek Products are known for their rugged designs, high-reliability performance and proven pedigree across thousands of successful field installations.
For further information on our capabilities please contact us at Marsh Bellofram Europe Ltd where we will be pleased to help you with your requirements. Marsh Bellofram Europe Ltd, 9 Castle Park, Queens Drive, Nottingham, NG2 1AH. Tel: 0115 993 300 Fax: 0115 993 301 firstname.lastname@example.org www.marshbellofram.co.uk
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The industry’s image makers 2015 is a big year for train branding; Stewart Signs Rail is busy transforming the image of large numbers of the UK’s rolling stock
hen the first freshly liveried Mark 4 units pulled onto platform 8 at King’s Cross on March 2nd 2015 for the launch of the Virgin Trains East Coast franchise, few of those present realised they were looking at a complete permanent vinyl train wrap. Stewart Signs Rail worked around the clock at its Bounds Green facility to complete the livery on two 11-car units in the few days available before the launch. The work involved the removal of the old East Coast graphics; treating corroded areas; filling and priming surfaces; and printing and applying the new body wrap graphics. Following this, the team also had to paint any inaccessible areas, such as grab handle recesses, to complete the job. Due to the nature of the artwork, which contains a vignette fade, and the time constraints, a wrap was the only solution for the rebrand. The graphics were applied in the depot cleanly and safely and with the minimum of unit downtime. Simultaneous rebranding At the same time, and in different depots across the UK, Stewarts applied a ‘red flash’ removable interim livery to the remaining Class 91, DVTs and Class 43 power cars, meaning that almost every train carried the new brand ready for launch. That week, Stewart Signs Rail had 65 supervised operatives applying around 4,500 m2 of newly printed Virgin graphics in four UK depots. All these interim livery units will receive the full wrap treatment over the next four months. Back in 1963, when the company started producing printed self-adhesive graphics, few people could have imagined the versatility of this medium today. At that time, vinyl competed with paint, offering a consistent alternative to traditional ‘logo and lettering’ signwriting. Nowadays, Stewart Signs Rail provides combined long-life surface preparation, paint and graphic film solutions for fleet rebrands.
With a long history producing general rail labelling, it was in 2003 that Stewart Signs Rail division advanced from singular promotional wraps and completed its first full fleet wrap, which took place in an East Ham depot – the Class 357 fleet of 74, four-car units for c2c. A few years later the company acquired Halo Rail and undertook the 465 South Eastern fleet relivery for HSBC. Over the years Stewart Signs Rail has perfected its in-depot livery wrapping service for both temporary advertising wraps and durable (six-eight year) permanent branding applications. One week after working on the Virgin Trains
May 2015 Page 237
Imtech Traﬃc & Infra
Bringing beneﬁts to the UK railway ■
Using technologies proven in the highways industry and railways across Europe, we provide integrated solutions to infrastructure management and information systems. imtech.uk.com
IMT09950 Rail Ad 88 x 130 h.indd 1
Haze Batteries manufacture a complete range of 2 volt, 6 volt,12volt batteries in both AGM and Gel filled technology. Our batteries come with a 10 to 12 year design life supplied from our warehouse in the UK.
Geotechnical and Monitoring Solutions for any Project
Tel: +44 (0)1536 205952
www.keller-uk.com Page 238 May 2015
to their being proven performers for rail applications. The company has also developed its own patented Signshine graphic protection coating, which makes it easier and cheaper to remove dirt and most kinds of graffiti. This system is on Merseyrail and is being rolled out on the Virgin Trains East Coast fleet. Moving with the times, Stewart Signs Rail has made more than £1 million of investment in people, plant and processes to meet the demand for their services. Additional factory floor space and new high volume printing equipment means they have the capacity to respond to shorter lead times, and a new resource planning system has improved data flow both internally and externally, providing
East Coast launch, the company was in Scotland wrapping a ScotRail Class 170 unit for the Borders Railway, called at the time ‘a massive artwork on wheels’. Shortly afterwards, Stewart Signs Rail implemented the new launch livery for the Caledonian Sleeper units and provided 5,500 new corporate door logos for the ScotRail franchise shift to Abellio. The wrapping company was also south of the border in Birkenhead, completing a 15-month-long Merseyrail programme that involved painting and wrapping the
entire fleet of three-car 507/508 units in the train operator’s vibrant yellow and grey design. A comprehensive service Stewart Signs Rail provides an in-house comprehensive, technical livery solution that involves the removal of old livery; surface treatment and preparation; and livery specification and production. Also applying paint and graphic, it uses using only certified rail-compliant products, which are generally 3M™ products due
real-time progress information to its clients. At the heart of the operation is a skilled team of project managers who are dedicated to safely delivering quality branding to immoveable deadlines. Stewart Signs Rail’s technology and expertise means that it has become the go-to company for exterior and interior train rebranding. Tel: 023 8025 4781 Email: email@example.com Visit: www.stewartsigns.co.uk May 2015 Page 239
Looking for a Reliable, Survey, P-way & OLE team who deliver on time?
Weâ€™ll keep you on track. Over 200 years of combined railway experience in a diverse range of schemes, to help design, manage & implement your project requirements.
P-way / OLE / Surveying
E: E: E: T:
| M: | T: | M: | www.
Overhead Line Engineering Limited 4B Mallard Way Pride Park Derby DE24 8GX
Overhead Line Engineering Limited is an independent railway electrification design and consultancy business. OLE Limited was founded in 2008 and has grown organically to the present team of nine engineers and technicians. Our team of highly experienced engineers have experience of all types of OLE installed in the UK. We provide a broad range of overhead line engineering support services covering the whole lifecycle from project inception, through design, construction, commissioning and equipment upgrades and renewal. Current projects include Crossrail, GE OLE Renewals and IEP depot upgrades. With the huge investment in electrification nationally we have opportunities for technicians and engineers at all levels. Please email your CV to the address below.
For more information contact Keith Orgill on 01332 342122 or email Contact@OLE-Limited.co.uk
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Good is getting better The drive for innovation is STEGO’s motivation to continuously improve its products. To share these developments, the company lists some of its recent product launches
tego’s fan-assisted heater CSF028 is based on the heater cube CSL028, but has a number of additional features and is available in heating capacities of 250W and 400W. The purpose of the compact fan heater series CSF 028 is to maintain even temperatures in enclosures with electrical or electronic components. This prevents condensation or frost, which in turn can result in malfunctions. The touch-safe plastic housing and unusually small dimensions make it an ideal solution for use in enclosures with a high density. The company’s CSF 028 fan heater is equipped with a pre-set thermostat, can easily be connected via dual pressure clamps and has two different mounting options, with either din-rail or screw flange fixing versions available. The screw flange fixing is a very stable method for mounting the heater in applications with heavy vibrations.
components. If condensation forms, the moisture impairs the electrical conductivity or damages the device permanently. LED025 lamp series More light, same price; STEGO’s LED025 lamp series shines brighter than
ever. Continuous advances in the field of LED technology enable the company to increase the luminosity of its LED025 lamps from 290 to 400 lumen. The result of this increase means better lighting and therefore improved working conditions in enclosures and data racks with electrical and electronic components. Better yet, this enhanced technology is available for the same price, with the same high quality, and with all the other advantages of the LED025 lamp.
Hygrotherm ETF012 Avoid condensation and protect your components reliably and safely with the electronic Hygrotherm ETF012. Fluctuations in temperature can be dangerous for electrical and electronic
May 2015 Page 241
You know the product Hereâ€™s the name to trust in DC power
SCHALTBAU For REPLACEMENT REFURBISHMENT - UPGRADES, you need to fit the original equipment. Did you know that for over 80 years Schaltbau has been supplying OE product to many customers? This ensures we understand the quality required and the necessary levels of reliability and performance are built in.
UK manufacturing base
Specialist R&D service
Proven manufacturing quality
Sustained project support
Expertise trusted worldwide
Schaltbau Machine Electrics Ltd 335-336 Springvale Industrial Estate Woodside Way, Cwmbran NP44 5BR, UK Telephone: 01633 877555 firstname.lastname@example.org www.schaltbau-me.com
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‘STEGO has developed two new regulators for the protection of equipment. The electronic DC regulators Thermostat ETL011 and Hygrostat EFL012 are particularly designed for switching signal currents’ DAK284 One product, double the effect: With its new ventilation cable gland, DAK284, it’s possible to get two products in one. As a cable gland, it’s needed to lead cables and wires into switch cabinets with a high degree of protection (protection type ≥ IP65), while at the same time it maintains the tightness of the cabinet. Equipped with the integrated ventilation function, the DAK 284 provides optimal pressure
compensation (a breather), so that over pressure or negative pressure, which builds up as a result of temperature differentials, can escape. A waterproof filter makes sure that the air is evacuated, while water and dirt cannot enter the cabinet. STEGO has developed two new regulators for the protection of equipment. The electronic DC regulators Thermostat ETL011 and Hygrostat EFL012 are particularly designed for switching signal currents. They can
RAIL PROFESSIONAL MAGAZINE (130H x 88W)
reliably switch small outputs of minimum DC 10 mW, but also currents of up to 0.5amps and are equipped with a wide range power supply that means they can be used for voltages from DC 12 to 48V. As a result of the updated products, users can benefit from a variety of application areas and save money on simplified ordering and stock keeping. STEGO was founded in 1980 and today has offices in 12 countries worldwide. Its products are internationally known and are used in many different areas of applications and climate conditions. Tel: 01372 747250 Email: email@example.com Visit www.stego.co.uk
Thermal Management Solutions by STEGO Anti-Condensation Heaters Filter Fans - IP55 Lamps, LED Lighting Thermostats + Hygrostats Accessories for Enclosures
INNOVATIVE SOLUTIONS FOR WORKING ON WATER 01935 814 950 firstname.lastname@example.org pontoonworks.co.uk
SIMPLY INNOVATIVE. BETTER FOR SURE
STEGO UK Ltd Unit 12, First Quarter Business Park, Blenheim Road, Epsom, Surrey KT19 9QN Tel. +44 (0)1372 747250, Fax +44 (0)1372 729854 www.stego.co.uk email@example.com
May 2015 Page 243
A proven partnership TRB Lightweight Structures has a long-established track record in the manufacture and supply of high-quality, lightweight interior and exterior rail solutions globally
or its new Class 800/801 series train, Hitachi Rail has risen to the challenge of accommodating the differing needs of rail passengers, including ‘pedal powered’ commuters and travellers. Working in close cooperation with its design and production partners, the result has been the development of a PRM-TSI compliant, lightweight storage unit for bicycles throughout the train, located close to passenger seated areas. In the UK, these new Hitachi Class 800/801 trains will be replacing existing high speed trains as part of the latest Intercity Express Programme (IEP). The original concept for the new class 800/801 series train was to design spacious new passenger carriage interiors, including convenient bike storage facilities. Right at this early concept stage, Hitachi brought in Lyndon Newman, Engineering Director of TRB Lightweight Structures and his team. The role of TRB was to evaluate the design and provide a cost-effective method of manufacturing the bike storage unit to meet all technical specifications and rail standards, and to comply with PRM (persons of reduced mobility) passenger needs. Proven Partnership TRB Lightweight Structures has a long-established track record in the manufacture and supply of high-quality, lightweight interior and exterior rail solutions globally. Hitachi Rail Europe selected TRB for this project based on a proven track record as a value-added supplier partner; TRB had already designed, manufactured and delivered more than 200 products to Hitachi in Japan for fitting on prototype trains. Hitachi’s procurement director Jamie Foster commented: ‘With the Class 800/801 trains, Hitachi aims to set the standard for design, quality, and weight savings. Once again the TRB engineers and designers have risen to these challenges, meeting the demands of the programme. Working with partners who provide collaborative solutions to engineering challenges is essential to the smooth progress of these types of projects.’ The supply of bike storage units is in
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addition to contracts already awarded to TRB Lightweight Structures by Hitachi back in September 2014, with the first prototype units having already been shipped to Japan. The first twelve trains will be built in Japan before manufacture and assembly switches to Hitachi’s new purpose-built Newton Aycliffe plant in northeast England.
Design Validation A key objective for TRB was to satisfy all the weight, performance and installation requirements from Hitachi engineering for the bike unit, which must also meet GM/RT2100 - issue five for railway vehicles, and be fully PRM-TSI compliant. Using the design and indicative materials specifications from Hitachi, the TRB
technical team set about doing a detailed analysis and design validation of individual components, creating bills of materials, production costings and the production planning for completed bike units. During 2013, after a number of project review meetings with Hitachi, final specifications were agreed for nine ‘prototype’ left and right handed bike storage units to be manufactured at TRB’s UK production site in Huntingdon, Cambridgeshire. Production processes The bike storage units mostly comprise of TRB manufactured components, including wall panels, the sliding door, sills, ceiling and flooring framework. The racking inside each bike unit is custom built locally by Lordgate Engineering, a long-term TRB partner, which also supplies other parts to Hitachi Rail Europe. To minimize weight and maximize space, aluminium honeycomb sandwich panels were specified for the walls, the sliding and folding door sections, and for the ceiling. The type of sandwich panels used are fabricated using an aluminium honeycomb core with inner and outer aluminium skins, bonded together with a high strength modified epoxy adhesive film, then finished by spray painting using
a water based paint system. Aluminium honeycomb sandwich panels have been successfully used by TRB in other rail applications, such as partitions and headers, where a lightweight, strong and durable structure is needed in minimal space. For the sliding door and gangway panels, a high pressure laminate is specified. The same door system is also specified for the catering units, also being supplied by TRB. Flat sandwich panels are fabricated on a platen press, with the curved door sections being produced using a custom made tool, moulding the aluminium core and skins together using a lay-up and vacuum bagging process in an oven. A number of painted fibre reinforced plastic (FRP) components are also fabricated for the bike units. Fire testing and validation The validation process carried out by TRB for this project included extensive in-house component performance testing. Accelerated cyclic testing (equivalent to seven years of use without failure or breakdown) were conducted on all critical moving components, such as the sliding door mechanism, door handles and latches using proprietary equipment and software developed by TRB engineers. Impact, load bearing strength and other mechanical
property tests were also carried out. The Fire, smoke and toxicity (FST) testing was carried out by Exova Warrington Fire using TRB manufactured components, including painted aluminium honeycomb panels and painted FRP panels. The new class 800/ 801 series Hitachi trains are specified to meet BS 6853:1999-Category 1b. End-to-end services Customer support for this project has included TRB engineers providing on-site training of production teams at Hitachi’s Kasado plant to correctly disassemble and then reassemble the bike storage units inside carriages. For TRB, production is only part of the overall end–to-end service provided to customers. Lyndon Newman explained: ‘Our philosophy is to work on continuous improvement programmes with customers to identify ways to rationalise designs and take out cost as part of the ramp-up to full production, without compromising quality. The bike storage solution is a perfect example of the end-to-end service we provide to our customers. We are already collaborating with Hitachi on the next phase of development.’ Tel: 01480 447400 Email: firstname.lastname@example.org Visit:www.trbls.com May 2015 Page 245
OIL & GAS
Complete cable management solutions â€“ more than you imagine Unistrutâ€™s engineered steel cable management offer includes; welded and swaged ladder, traditional and splice tray, wire basket, steel trunking and complete ranges of supporting accessories, selectively available in a wide variety of finishes including; PG, HG, SS, ZD designed to suit the environmental demands of the modern day market sectors.
For more information contact us by email email@example.com or by phone on 01215 806300 Page 246 May 2015
A cost is for life... not just for construction Mathew Taylor discusses the reasons why all project, product and strategy decisions should centre upon whole-life cost models
hen purchasing high cost items, such as a new car or property, weâ€™re used to comparing potential options on running costs through data as simple as miles per gallon or the running costs of a house from its Energy Performance Certificate. Why then are we slow in utilising similar analysis when setting the specification of all projects, products and strategy? Admittedly the infrastructure industry is now starting to adopt wholelife (or life cycle) cost models as part of the decision making process, but are we
getting the most out of this process? Often the analysis of a projectsâ€™ whole-life cost takes place after key decisions and significant elements of the specification have been finalised. As a result, the whole-life cost model analysis is used as part of, or a prompt to, value engineering the budget of a project. Viaduct actively encourages all of its clients to focus more on whole-life costs, as opposed to simply estimating the initial budget and worrying about running costs later on. Asset lifespan Construction phase budgets for any
product, component or infrastructure tend to cover only the initial short period of any assets lifespan, potentially the first six, 12 or 24 months of the life expectancy. This is extremely short-sighted if that asset is intended to provide a service for 50 years or more. The whole-life cost model not only provides the initial costs for the construction phase, it also provides
May 2015 Page 247
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Crossrail update Following a highly competitive and comprehensive tender process Wood&Wood is delighted to announce that we have been appointed to the prestigious framework agreement for internal and external signage as part of the £14.8bn Crossrail project. Crossrail is Europe’s largest construction project and when completed will transform rail transport in London, increasing capacity by 10%, supporting regeneration and cutting journey times across the city.
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‘Individual components, as with large-scale infrastructure projects, should be compared to their alternative solutions from a whole-life cost model basis’ detailed estimates of the running and operational costs of the asset over its life expectancy period and beyond. Just as with buying a car or a property, decisions made for infrastructure projects, components or strategies should not be made simply on the purchase price alone. Individual components, as with largescale infrastructure projects, should be compared to their alternative solutions from a whole-life cost model basis. This analysis can clearly demonstrate to potential customers that if they spend a little more on your product for example,
they could recover this additional cost many times over in the first five years of the product life. Value for money With value for money being so key to all of our decision-making processes, purchasers are rightly becoming far more diligent with their spending. Cheaper does not always mean better value for money. Being able to demonstrate your products’ costs and the value offered over a longer period of time will be key to securing sales or funding for your infrastructure project or product. Operation and maintenance costs have to be as closely managed as initial construction costs in order to fully demonstrate the value for money that everyone strives for – and the whole-life cost model will prove the real value of a project. However, it does not all have to be about money, a good whole-life cost model can be used prior to the construction phase to make decisions regarding the sustainability of a project. The availability of recycled or low-impact environmental materials is increasing
day by day, and the impact of using these sustainable materials can be a risk to a project. The analysis of these materials through the cost model will help to manage any potential risks and show the environmental and cost impact over a given time period. Benefits of whole-life cost models • essential to identify and justify value for money • long-term budget control • strategic asset management • reducing long-term maintenance and running costs • sustainable decisions can be made early on. Viaduct can support companies in demonstrating the real value of their project, product or strategy through whole-life cost modelling. Mathew Taylor is director of Viaduct
Tel: 01872 581978 Email: firstname.lastname@example.org Visit www.viaduct.uk.com
May 2015 Page 249
Zonegreen on point for Railtex Depot safety specialist, Zonegreen, will be showcasing the latest addition to its product range, Points Converter, at this year’s Railtex
he Sheffield-based company will have a working version of its new technology on stand W10 at the National Exhibition Centre in Birmingham from May 12-14, demonstrating the ease and simplicity with which it can automate the traditional hand-operated switches still used in many facilities. Zonegreen’s Points Converter attaches directly to the hand point mechanism and moves the lever with a hydraulic actuator. Multiple units can be linked and operated from a distance via a remote handset or desk top computer system, enabling predefined routes to be programmed in advance. Switch position can then be
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moved automatically, allowing a train to reach its desired location without physical intervention and exertion of shunters or drivers. Christian Fletcher, Zonegreen’s technical director, said: ‘Although automated points are usually installed in new depots, heavy hand-operated switches are a common sight at older facilities and put significant physical strain on the driver or shunter. Accidents at points are also very likely, as they are often located in hazardous external areas with uneven terrain and obstacles, increasing the risk of slips, trips or falls.’ RSSB figures According to figures compiled by the
Rail Safety and Standards Board (RSSB), injuries to drivers and shunters account for almost one third of all accidents in rail yards and depots, with 68 per cent of these resulting in major injuries. Operating manual points also has
occupational health risks; pulling heavy manual points, sometimes when standing on an uneven surface or working in poor conditions, could lead to lasting damage to the back, neck and shoulders. The result of such injuries not only causes the employee suffering and lost working days, but could also lead to a more serious accident. More serious accidents are thankfully less common, but still very much in evidence, with the rate of RIDDORreportable injuries reported by shunters being nearly twice that of the next highest category, the track worker. RIDDOR-reportable injuries are not something to be taken lightly and include traumas that include fractures;
day off – around ten times the rate in comparable industries.’ Fletcher added: ‘The simplest way to improve safety standards in the rail industry is to remove individuals from the most dangerous situations. Our advanced research and development skills have led to the creation of Points Converter, a product we’re confident will help prevent accidents and reduce employee suffering and lost work days.’ Controlling train movements In addition to a fully operational Points Converter, Zonegreen will have information on its entire range of depot safety products available at Railtex, including the SMART Depot Personnel
predecessor. A tactile membrane has been added to improve durability, along with high quality electronic components that have increased its reliability and reduced power consumption, delivering further cost savings. The system is specified in most modern maintenance facility designs in the UK and its reputation is growing quickly worldwide. It combines powered derailers, road end control panels, train detection equipment, warning signals and personal datakeys to protect staff and infrastructure, making it the most advanced, reliable and tested product of its type. Zonegreen has recently delivered its thousandth order of depot protection
amputations; dislocations; temporary or permanent loss of sight; penetrating injuryOther risks include burns to eyes; electrical shock or burns, resulting in unconsciousness, resuscitation or hospital admittance; heat or cold-induced illness; unconsciousness caused by asphyxia or any injury that results in workforce sickness of more than three days. These statistics were echoed by Mark Carne, Network Rail chief executive, who recently told leading rail industry figures that ‘around 600 railway workers a year were hurt badly enough to need the next
Protection System (DPPS™). The firm has recently undertaken its first complete overhaul of this flagship technology, introducing a wealth of new features. It has always been the safest method of controlling train movements in depots, providing a safe working environment for maintenance engineers, but in response to rising global popularity, DPPS™ is now simpler to install, easier to use and more efficient. The customer-centric focus of Zonegreen’s new DPPS™ extends to its design, which is more ergonomic than its
equipment, installing 14 walkway beacons at Siemens’ Ardwick maintenance facility in Manchester. While the majority of these orders have been made in the UK, DPPS™ is used across three continents – Europe, Australia and Asia – and export activity continues to increase. To find out more about Zonegreen’s wide range of depot safety products, contact the company or speak to its exhibition team on stand W10 at Railtex Tel: 0114 230 0822 Email: email@example.com Visit www.zonegreen.co.uk May 2015 Page 251
People News New CEO for RBF Abi Smith has now been appointed to the role with the Railway Benefit Fund, the charity supporting railway people. Smith, who was previously with the Children’s Hospice charity, had been in the role on an interim basis since December last year. She said: ‘I am privileged to be working for one of the oldest-established charities in the UK, and the new services we will be introducing mean we can truly meet the needs of the national family of railway workers, current and retired, in financial hardship.’ Chairman Tim Shovellor said Smith has ‘helped bring a breath of fresh air to RBF’.
Achilles appoints Don Robert as chairman Adrian Chamberlain, chief executive of Achilles, which provides prequalification and accreditation services for the Railway Industry Supplier Qualification Scheme (RISQS), said: ‘Don brings unparalleled experience in developing and growing complex, international information services businesses which will further support Achilles at a time of significant global development.’ Robert was previously CEO of Experian – a global provider of information services, and a nonexecutive director of Compass Group. He replaces Mark Redwood in the role.
Alliance MD for Scotland announced Network Rail and Abellio have appointed Phil Verster as managing director for the planned Abellio ScotRail/Network Rail Alliance in Scotland. Verster, who is currently route managing director of Network Rail’s second largest route London North East, will work closely with Abellio’s mobilisation and transition team, the ScotRail leadership team and Network Rail to plan and organise the alliance transition arrangements, as well as facilitate the hand over from Steve Montgomery who has agreed to lead the new ScotRail franchise during the initial period of operations. Dominic Booth, managing director of Abellio UK, said: ‘We are delighted to be able to announce the appointment of Phil so early in the transition process, and so soon after announcing the Day One team for ScotRail.’ Verster said: ‘The alliance between Abellio ScotRail and Network Rail gives us a unique opportunity to establish new ways of working and to improve what we deliver for the travelling public and our communities.’
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ORR strengthens board with new appointment Secretary of State for Transport, Patrick McLoughlin, has announced the appointment of Stephen Glaister as a new nonexecutive director to the Office of Rail and Road (ORR) board. Glaister, who has been appointed to the board to 31 March 2020, is currently emeritus professor of transport and infrastructure at the Department of Civil & Environmental Engineering, Imperial College London. ORR chair Anna Walker said Glaister will be ‘invaluable as we develop our new approach to monitoring the performance of Highways England in delivering its major investment programme.’
New non-executive director for Angel Trains Group Angel Trains Group has appointed Len Porter as a nonexecutive director. Porter was chief executive of the RSSB from April 2003 until his retirement in 2014. Before that he was with Lloyd’s Register. He said: ‘My years of work in the rail industry – particularly at RSSB – will, I hope, bring a valuable perspective to the board of Angel Trains.’ Porter was presented with the Outstanding Personal Contribution Senior Management award at the National Rail Awards in September 2014.
WE ARE RECRUITING more than 150 electrifying opportunities. ABC Electriﬁcation, an Alstom, Babcock and Costain company, is one of the largest electriﬁcation contractors in Europe. We are proud to be a part of Network Rail’s national electriﬁcation which aims to electrify 100s of miles of railway across Britain. ABC Electriﬁcation is dedicated to delivering electriﬁcation solutions that will transform the UK’s railways. We are founded on collaboration, innovation and agility. We pride ourselves on our ethical principles, ensuring that every project is delivered on time, in full and with zero harm.
We are looking for exceptional people to join us
Come and see us at Railtex on the Alstom stand.
Play your part in one of the biggest infrastructure projects in the UK for over 100 years.
COME AND SEE US ON THE ALSTOM STAND Railtex ‘15 12th - 14th May Stand N11, NEC, Birmingham Can’t make Railtex visit abcel.co.uk or send your CV to firstname.lastname@example.org
Together we make it happen collaborative | ethical | agile | innovative
Opportunities at MTR Crossrail MTR Crossrail (part of MTR Corporation), is the new train operating company responsible for delivering train services on the Crossrail network on behalf of Transport for London (TfL). The railway will be opened in stages over the next 4 years to provide a world class service running on 128km of railway from Reading and Heathrow to the West of London to Shenfield and Abbey Wood in the East, increasing rail based transport in the capital by 10%. Our aspiration is that MTR Crossrail will set the benchmark for passenger experience on European metro services and achieve internationally recognised high standards of safety, reliability, quality and customer service. MTR Crossrail will be fully integrated as part of the TfL network providing a fast, frequent service linking the east and west and relieving congestion on some of the busiest Tube lines. Passengers using MTR Crossrail will see reduced journey times and the new stations will be integrated with existing London Underground, DLR, London Overground and National Rail stations making it easy for passengers to change between services. We currently have a number of exciting opportunities at MTR Crossrail All posts are based in London, unless stated
Head of Projects (Station Transformation) c £70,000 p.a. plus benefits
Quality Manager Competitive plus benefits
MTR Crossrail is working with Transport for London to deliver a multi-million pound package of station improvements that will transform the existing stations that are transferring to MTR Crossrail from other train operators. The programme will last for approximately 4 years. As MTR Crossrail’s Head of Projects (Station Transformation) you will set up and lead a project delivery team to develop the designs, procure the contractor(s) and then to deliver the works. You will be required to work closely with TfL as the funder of this station enhancement programme. You will also require excellent liaison and communication skills to co-ordinate this programme with the other major projects connected with the creation of Crossrail. In addition you will need to work closely with station managers to manage the interface between the on-site project work and station operations. You will have a proven track record in the delivery of multi-site project programmes, ideally with benefit of experience gained in the rail industry. You will be commercially astute, customer focused, and skilled at applying rigorous project management techniques to ensure the efficient and safe delivery of works.
As the Quality Manager, you will be responsible for leading the development of a business environment based upon the principles of effective quality management and continuous improvement throughout MTR Crossrail. You will be responsible for developing, implementing and maintaining a Quality Management System (QMS) that meets the requirements of ISO9001 and fulfils the needs of our range of customers. You’ll work closely with all departments and management levels to help ensure MTR Crossrail reaches the highest levels of business performance efficiency. Strong people skills and a hands-on, logical approach to problem solving are essential to this role as you’ll be required to lead a series of Work Improvement Teams throughout the business. Additionally, we’re looking for someone with a proven quality background with considerable experience of implementing systems to ISO9001 (ideally with lead auditor status). Experience of working with EFQM is essential. Please apply by 10th May 2015
Please apply by 29th May 2015
In return we can offer an exciting career path and attractive package including competitive salary and rail concessions
For more information or to apply for these roles please visit our website at www.mtrcrossrail.co.uk
Station Works Co-ordinator Manager c £40K plus benefits Do you have knowledge of the UK rail industry and its contractual frame work? Are you aware of Rail Safety principles and Railway Group Standards? Our Station Works Co-ordinator Manager will be responsible for managing the interface between third party project work at MTR Crossrail stations and MTR Crossrail’s own activities and to review access requests to undertake work at the stations. This is a varied role which will include reviewing the project scope for works to make sure they will be finished at agreed times, manage a site access permission process, review works package plans, method statement and risk assessment as appropriate to ensure that all work is properly planned with full consideration to the safety of passengers, staff and those requesting access. You will ensure that passengers and staff are kept appraised of the impact of works taking place at stations and where appropriate liaise with departments regarding the display of appropriate publicity and information boards. The Station Works Co-ordinator Manager will manage the safety validation process for third party project work taking place at MTR Crossrail stations and provide reports on the progress of all projects. We are looking to interview a self-starter who can work individually and within a team who can demonstrate: • • • •
Successful experience of delivering small projects in an Operational environment Knowledge of safety management systems in the rail environment Strong numerical and verbal reasoning skills Strength in prioritising work Knowledge of facilities management
Please apply by 10th May 2015 SQE Risk & Change Manager Competitive plus benefits As the Safety, Quality & Environment (SQE) Risk & Change Manager, you will be responsible for ensuring SQE risks are identified, assessed and controlled. Key to this will be leading the change management and safety validation process so that the SQE risks associated with change projects are identified, understood and mitigated prior to implementation. Additionally, you will provide a competent source of information and advise on all aspects relating to emergency planning, incident management and fire safety arrangements, relevant to MTR Crossrail activities. You will ensure that MTR Crossrail maintains a continual, compliant state of emergency preparedness, including fire safety, through the preparation, implementation, testing and review of emergency plans across the business and at local level. We’re seeking candidates with a strong safety background and extensive experience of risk and change management, preferably gained within the rail industry, to help us reach and maintain the highest standards of SQE performance. Experience of Quality Management Systems and working with EFQM would be an advantage. Qualifications required: • •
Formal safety management qualification (equivalent to NEBOSH diploma or working towards) is essential, Membership of IOSH is desirable. Formal qualification in risk assessment with ability to analyse and interpret numerical data.
Please apply by 10th May 2015
Great people, great careers Frazer-Nash is a rapidly expanding systems and engineering technology consultancy with offices throughout the UK and Australia. We specialise in delivering engineering solutions to clients across the rail, defence, nuclear, power and transport sectors. Our commitment to innovation was recognised at this year’s Rail Business Awards, where we scooped the prize for Technological Innovation. We’re looking to recruit skilled and experienced engineers to work on a variety of projects: • • • • •
Rail Business Manager Rail Systems Modelling Engineer Rolling Stock Engineer Systems Safety Consultant Systems Engineer – Requirements and Through Life Support
Our staff are rewarded with a competitive salary, generous benefits package and the opportunity to work as part of a dynamic and successful team. To find out more about Frazer-Nash and how to apply (quoting ref. RP0415), please visit our website. Due to the nature of the work that Frazer-Nash undertakes we will require successful candidates to gain UK security clearance.
Our market sectors aerospace • transport • nuclear • marine • defence • renewable energy • oil and gas Our offices UK: Bristol • Burton • Dorchester • Dorking • Glasgow • Gloucester • Plymouth • Warrington Australia: Adelaide • Canberra • Melbourne
SYSTEMS AND ENGINEERING TECHNOLOGY
FNC_RP0415 130 x 183mm.indd 1
PRINCIPAL ENGINEER Power Electronic Converters To £60k + Bonus - NE England This highly successful member of an international group has built an enviable a reputation for the design and manufacture of Power Converters and Auxiliary Power Units for the Rail industry. This continued success has prompted the company to build a dedicated engineering team for these products. This now needs someone to lead it from the front, technically. Reporting to the Engineering Systems Director, you will have the opportunity to determine a strategic technical direction for the Rail APU and Power Electronic Converter business and steer the team to deliver those objectives. You will be a graduate with a number years’ experience in the design of Power Electronic Converters, ideally for ‘heavy’ applications, such as Rail, an in depth knowledge standard converter architectures together with experience of IGBT, MOSFET and Thyristor and some use of Silicon Carbide technology would be ideal. In return the Company can offer a career challenge with exciting prospects, together with excellent salary and a benefits package that reflects the stature of the Company. For further information call Peter Horton on 07787 814114 or send your CV to email@example.com Page 256 May 2015
FirstGroup plc. is the leading transport operator in the UK, Republic of Ireland and North America with revenues of more than £6.9 billion a year. As the world’s leading Transport Company, we help 2.5 billion passengers every year get to where they want to go. The world of FirstGroup is incredibly diverse with our coaches, buses, trams and trains helping school children, commuters and passengers go on all kinds of journeys. Our vision is to provide solutions for an increasingly congested world… keeping people moving and communities prospering. Enabling people to live ever closer together, yet still move about and prosper is a major challenge. However, we’re one of the few organisations in the world with the scale and expertise to meet this challenge. From our bus to our train drivers to our customer service and support teams, we all work as one big family to shape the future of travel and provide better journeys for life. With over 117,000 employees across our offices, bus depots and train stations, we provide our customers with a great experience and are looking for likeminded individuals to join our business every day. www.firstgroupcareers.com
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Signalling the future for your career With some of the world’s most innovative train control and signalling technology, we’re going places and want you to join us! Working with leading-edge solutions on some of the most exciting and high-profile projects in the rail industry, Signalling Solutions is a leader in the provision of train control solutions in the UK. We take a fresh approach to our work, with a strong ethos of teamwork and an attitude that is forward thinking and refreshing. We encourage our employees to do the same, with a work ethic that gets everyone on board and sharing in the success of our organisation. Join us and play your part! If you want to experience a better way of working, and become an integral part of an expert team, please view our career opportunities at www.signallingsolutions.com/jobs.php. Or you can come and visit our Recruiters, Orla O’Connor, Fran Messere and Gemma Taylor who will be at Railtex and happy to speak to you about our diverse range of careers, benefits and supportive environment. Alternatively, you can contact us in advance if you would like to arrange a more confidential discussion.
excellence in train control A Balfour Beatty and Alstom company
For further information, or to make an application: Tel: +44 (0)1923 635 089 email: firstname.lastname@example.org
RAISING THE BAR IN RAIL TECHNOLOGY SOLUTIONS Whenever quality and dependability are essential requirements, rail professionals in the UK and around the world choose WAGO. For on-board and trackside applications, our cutting-edge electrical termination technology delivers speedier installation and ensures best-in-class operating performance. For more information, contact us today.
See us o Stand Q n 63 RAILTEX at
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•Our advanced termination systems improve performance, save space and reduce cost.
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Series 285 power terminal. Suitable for up to 1500 VDC
•Range includes double and triple deck terminal blocks through to complete prefabricated systems
•An increasing number of WAGO products are Network Rail Approved
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Influencing your energy strategies with integrated solutions UK Power Networks Services is a leading provider of electrical infrastructure with significant experience of working on high profile transport projects such as High Speed 1, High Speed 2 and Crossrail. UK Power Networks Services: • Consistently delivers results on the most challenging projects • Can undertake the total requirements of any strategic infrastructure project • Has access to a wealth of international experience in providing finance solutions
Contact us by visiting: www.ukpowernetworksservices.co.uk
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Operation & Maintenance
RAIL PROFESSIONAL MAY 2015 ISSUE