OCTOBER 2016 Issue 226 Â£4.95
THE BUSINESS MAGAZINE FOR RAIL
New depths and new highs Fugro on the positive picture for geotechnical work in the UK
Tunnelling Passport to an exciting global career
Surveying Back to the future
Consumer Rights No exceptions for rail now
OCTOBER 2016 IssuE 226 £4.95
THE BUSINESS MAGAZINE FOR RAIL
New depths and new highs Fugro on the positive picture for geotechnical work in the uK
Tunnelling Passport to an exciting global career
Surveying Back to the future
Consumer Rights No exceptions for rail now
hey cause chaos and are much of what this issue is about – landslides and how to detect and repair them. A couple of weeks’ ago British Transport Police officers were called to reports of a landslide at the north end of the Hunton Bridge Tunnel near Watford. 400 people were trapped in a train for more than five hours after a southbound London Midland train had struck the landslide, caused by half a month’s rain falling overnight. The train had been delivered a ‘glancing blow’ by a northbound Virgin train, which then completely derailed it, blocking off the tracks. Commuters described the ensuing situation at Euston as ‘carnage’ on a day when there were also major problems at Paddington, Liverpool Street and Waterloo. Not to mention the Tube strikes. Interestingly, Sarah Lowther, a reporter who was on the derailed service said in a radio interview that the trees at the side of the rail line had been taken down last year. ‘Trees have roots, roots hold the mud... The mud had nothing to cling on to.’ What on earth is going on? We’ve had several opinion pieces over the past couple of years from Women in Rail discussing the importance of confidence in women in the industry. I am happy to report a great demonstration of this highly-desirable quality in Vicky Corcoran, winner in the Ground Engineering Awards’ Rising Star category, who reflects in her piece (Pg 81) on what inspired her to become an engineering geologist. I commissioned the feature partly because I wanted to know what Vicky thought it took to win the award as a woman. And what a classy answer she gave. As she put it – ‘So, was it remarkable that I, as a woman, won the Rising Star Award? No...I won my award as a result of finding an edge, a lot of hard work, and by using the skills I’ve developed while at Atkins, in terms of presentation and research.’ What’s not to like? With great timing, our Laying down the law columnist, Martin Fleetwood (Page 27), has chosen to write about the end of rail’s exemption from the provisions of the Consumer Rights Act 2015, from 1st October 2016. However, before passengers start licking their chops Fleetwood warns the onus is on them to consider what the statutory redress actually is. First they will need to show the service was not ‘properly performed’. If a service runs late, a claim could be that the service was not performed within a reasonable time. But what is reasonable is a question of fact, says Fleetwood. There are likely to be a number of arguments as to what external factors should be taken into account by the courts, including Network Rail failing to provide the network as expected. The level of any statutory reduction under the Act is unclear, Fleetwood points out, and is likely to be judged on the individual circumstances of the journey. With the risk that no reduction is given at all, only a few customers are likely to follow this route, he believes, in particular ‘well-funded individuals’ who may be tempted to make a claim to see how statutory compensation compares to the industry schemes. Oh dear, that’s just what rail needs, another process that lacks ease of use, and is economically off-putting to boot.
PUBLISHER RAIL PROFESSIONAL LTD Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU Telephone: +44 (0)1268 711811 EDITORIAL EDITOR LORNA SLADE email@example.com ADVERTISING CHRISTIAN WILES firstname.lastname@example.org HANNAH CARRATT email@example.com LYNDSEY CAMPLIN firstname.lastname@example.org ELLIOTT GATES email@example.com SUBSCRIPTIONS BEN WARING firstname.lastname@example.org ADMINISTRATION CHERIE NUGENT email@example.com LISA ETHERINGTON firstname.lastname@example.org JODI PRESSWELL 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.
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| CONTENTS / ISSUE 226 / OCTOBER 2016
Rail minister welcomes Employment and Skills Academy; 80 per cent of tickets still purchased offline says new report; Freightliner honours Britain’s war dead; Hitachi takes on 1000th UK employee; app reduces PTI risk; Crossrail archaeology exhibition; Tyne & Wear Metro artwork listed
In the passenger seat
Many of this year’s reviews into the performance of the railway have been clear: passenger involvement needs to be built in from the start, says David Sidebottom
Delivering the goods
Chris MacRae looks at the DfT and Transport Scotland’s freight strategies
Laying down the law
New Consumer Rights will be arriving at a station near you. Martin Fleetwood looks at what’s involved
The Cheek of it...
Off-peak demand growth is complementing the rise in commuting – and providing a huge bonus for taxpayers, says Chris Cheek
Mentoring does work
Chair of the BTPA Esther McVey discusses the Female Police Association and its aims
A bright new horizon
The industry needs to continue to ensure that the UK has a pool of well-trained tunnelling engineers capable of responding to the challenges of high profile schemes, says Philip Hoare
Keith Morey looks at how IOSH is helping to raise pan-industry awareness of user-worked Crossings
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CONTENTS / ISSUE 226 / OCTOBER 2016 |
Both concur that transport secretary Chris Grayling’s confirmation of the government’s commitment to HS2 has gone a long way to settling nerves in the Interview - page 60 industry
Rail Professional Interview
Rail Professional spoke to John Grainger and Nick van den Hurk, senior specialists respectively in geotechnics and asset data at geoscience giant Fugro about drilling in the UK being on the up, HS2, BIM and absolute data
Strength to Strength
Brexit or not, The Survey Association is prepared and ready for the future, says Mark Combes
The next frontier
Mike Hopkins looks at the professional surveyor and the future maintenance and development of the railway
The importance of detecting change
Dr Graham Hunter discusses the importance of foresight, and why being able to map the past and present can have a major impact on the future development of our railways
From the ground up
Vicky Corcoran, winner of the Ground Engineering Awards’ Rising Star category reflects on what inspired her to become an engineering geologist, and what it took to win
Women in Rail
There are a number of ways companies can help encourage more women to consider rail as a career; the first is to tackle perceptions of rail which are often outdated, says Clare Burles
A big day for data
Lucy Prior previews the Rail Alliance August networking event Asset Management, Communications and Data, held at NTAR
Access by all
Technology and new ideas have enormous potential for the railway, but passengers must always be the priority in their development and implementation, says Jerry Alderson
News from the Institution of Railway Operators
FROM CONSULTANCY TO MAINTENANCE AND BEYOND FINANCE | CONSULTING | TECHNOLOGIES | ENGINEERING | CONSTRUCTION OPERATION & MAINTENANCE | ASSET MANAGEMENT | HV CONTRACTING SERVICES
The power to deliver a better future www.ukpowernetworksservices.co.uk
| CONTENTS / ISSUE 226 / OCTOBER 2016
Small steps to a giant leap
Addressing the skills shortage starts at home, says Alasdair Henderson
A whole life
Concrete slab track offers not only a better whole life cost option but also a range of other performance and operational benefits, says Steve Elliott
Reinventing rail in Europe
By working with other industry travel providers to deliver a true door-to-door experience, rail operators will be able to usher in a new era in rail travel, says Thomas Drexlerys
More joined up
A lack of national connectivity through advanced fulfilment options is limiting the scope of innovation among retailing partners, says Jon Reeve
Coming to a station near you
A trial by Chiltern Railways on a new fares system could herald the end of the familiar pape ticket. Neil Webster looks at the potential for ‘cloud’ ticketing on the rail network
Next stop, software
Duncan Rhodes looks at how technology is revolutionising train design
John Okas would advise against a quick-fix solution, and instead recommend that mobile and rail operators collaborate more closely on a mutually beneficial approach
Coen Van Gulijk explains a feasibility that study points towards the tantalizing prospect for improved safety – and yet reduced costs – for the 6,599 gazetted level crossings in Britain
A modern approach
Tackling connectivity on trains
Dr Paul Yates looks at how new technology could bring drug screening in the rail industry into the 21st century
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Dr Sauer & Partners; MTM Power; NuAspect; Cygnet Projects; Southern Ecological Solutions; Dellner; Terram; BBK Construction; Klüeber Lubrication; Ischebeck Titan; L.B. Foster; CC Ground Investigations; Grantham Coates Surveys; RICS; Diamond Point; Topdrill; Quality Precision Engineering; CPM; Aworth; Murphy Surveys; Video125; Anderton; Marshall Tufflex; MRS Training; TGT; Morson; PreCast Advanced Track; Excalibur; BTS; RSK
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News in brief...
Metronisation on the move ransport for London has its eye on four new groups of suburban rail services across southeast London that would suit its plan to absorb more devolved routes into its network. The routes are currently part of the South West Trains, Southeastern and Govia Thameslink Railway franchises. TfL is ready to start the work and is awaiting transport minister Chris Grayling’s approval. TfL announced a new partnership with the DfT in January that means all rail services that operate mostly or entirely within Greater London could be transferred to TfL when current franchises expire in the coming years.
In the interests of signalling ondon Underground’s Circle and Hammersmith & City line signalling cabin at Edgware Road has been designated an item of national historic interest. Built in 1926 and operated by the Metropolitan Railway – the world’s first underground railway and the predecessor to LU, the cabin’s robust technology has been used safely since then. However LU now needs to upgrade it as part of its programme of modernisation. Mark Wild, LU’s MD said: ‘We aim to provide safe public access to the cabin so that Londoners can share in this unique part of the capital’s transport history.’
Rail Minister welcomes new Employment and Skills Academy Rail Minister Paul Maynard MP recently welcomed the launch of a new Rail Employment and Skills Academy in the East Midlands. The academy brings together Derby College, one of the UK’s largest further education colleges, and the Rail Forum East Midlands, which represents more than 150 rail related businesses across the region. Based at Derby College, the academy will draw upon the expertise of local rail businesses across a range of disciplines including construction, engineering, finance as well as support services. The rail industry in and around Derby employs some 25,000 people and contributes more than £2.5 billion to the regional economy; the new academy will help further develop a diverse and highly skilled workforce enabling businesses across the East Midlands to win new rail orders both at home and abroad. Paul Maynard said: ‘The UK rail industry has all the ingredients to be a world leader and our investment in the Midlands Engine puts this region right at the heart of that potential growth and prosperity. ‘We are creating thousands of high quality careers, with the aim of generating 30,000 apprenticeships across the country in the rail and road sector by 2020. This new venture from Derby College and the Rail Forum East Midlands is an excellent example of how industry and the community can work together to boost prospects for local people.’ Elaine Clark, Rail Forum manager said: ‘The East Midlands is a world leader in rail skills and we need to ensure that we can build on this success. Our skills action plan aims to deliver on the work of the Rail Supply Group and will ensure that Britain’s rail supply industry is truly open for business and capable of winning orders from across the world.’ April Hayhurst, Derby College’s deputy principal – employer and economic affairs, continued: ‘Derby College has a long association with the rail industry and we are delighted to be embedding this relationship further with the launch of this Employment and Skills Academy. ‘Bringing together rail employers and Derby College will enable us to develop the skilled workforce that companies require to grow their business and ensure young people recognise the opportunities available to them in this industry. ‘By working in collaboration we will create a pipeline of future talent – supporting our further and higher education learners into a wide range of exciting careers in this thriving and forward-thinking industry.’ One of the first tasks of the new Rail Academy will be to develop industry specific fulltime and apprenticeship programmes that address the rail industry’s current and future skills requirements. Employers will also raise the profile of the rail industry as a career choice for young people across the East Midlands. The Rail Employment and Skills Academy joins a range of other Employer Academies at Derby College including the Atlas Building and Groundworks Academy, which aims to provide construction students with the skills needed for a career in the groundworks industry The Rail Employment and Skills Academy Advisory Board will be chaired by Rail Forum member and CEO of ISS Labour, Simon Higgens. He will be supported by senior executives drawn from local rail businesses including: East Midlands Trains, Angel Trains, Porterbrook Leasing, Resonate, SNC Lavalin, LORAM UK, ESG Rail, Carillion, Atkins, Datum Composites, EliteKL, CoMech Technology, Collis Engineering and Lindhurst Engineering. Sheena Hendrie of Resonate has agreed to act as the Advisory Board’s vice chair.
By request irgin Trains has responded to Northumberland rail users’ requests to provide more services to the county. The Toc will increase the number of services to Morpeth from seven per day to 11 on Mondays to Thursdays from 12 December, and will add two more daily services to Alnmouth. All of these services are now available
News in brief... for customers to book. It has also responded to feedback by reinstating an 18.30 departure from Edinburgh, with stops now including both Alnmouth and Morpeth.
Too posh to go public ritish workers would still take their car to work even if free and regular public transport were laid on for them, according to a survey by law firm Protecting. ‘This could well mean a disaster for Britain’s green and transport policies as people refuse to give up their motors on city centre roads that are approaching gridlock,’ said spokesperson Mark Hall. ‘We’re transport snobs, even if we don’t want to admit it.’ Safe and secure with East Midlands Trains 8 stations across the Toc’s network have been accredited under the Secure Stations Scheme, administered by the DfT and BTP. Of those, 23 have been newly accredited following additional investment and operations by the Toc and eight have retained their accreditation. The remaining 27 received their Secure Station Awards in 2015 (valid for two years). 33 train station car parks have also retained Park Mark, the Safer Parking Scheme award.
Make a difference etwork Rail has expanded its award-winning Advanced Apprenticeship Scheme by pledging to recruit 140 new apprentices. The three-year scheme will now offer 300 young people, recruited in March and September, the chance to ‘earn while they learn’. HR director, Ian Iceton said: ‘I urge anyone who has the determination, talent and enthusiasm to work in a role where you not only make a difference every single day but also contribute to building the railway for the future to join us by applying today.’
Passengers clinging onto the orange ticket says new report A new report from technology company SilverRail has revealed that 80 per cent of tickets are still purchased offline. The company’s first UK Rail Market Insights Report tracks the behavioural trends of UK rail travellers when purchasing tickets, and, says the company, highlights a number of opportunities for the industry. Data included in the report shows that only 20 per cent of all UK rail tickets purchased in 2015 were through online channels, despite growth in online sales in the past seven years. Cameron Jones, chief commercial officer at SilverRail said: ‘The UK is one of the strongest e-commerce markets globally; 76 per cent of consumers now own a smartphone and nearly half (48 per cent) of the population have bought groceries online. It is clear the public is steering towards online purchasing more and more, and that this trend will continue to grow. Yet our report highlights that UK rail is significantly behind the pace – even in comparison to other European rail carriers. In France and Spain more than 40 per cent of tickets are purchased online, and in Sweden it is as much as 90 per cent.’ He continued: ‘It is encouraging to see growth in online sales in the UK but, with 80 per cent of passengers still using offline channels to complete their rail ticket purchases, there is still a lot of room for improvement. Other industries are thriving online, but Toc’s have so far been unable to fully capitalise on this opportunity, which could give them a key competitive differentiator in the market.’ The report also shows how purchasing behaviour changes depending on how close to departure bookings are made. When travellers purchase Advance tickets (more than one week ahead of departure), online purchases account for more than 50 per cent of those sales. In comparison, travellers who book during the week of departure overwhelmingly book offline, with 75 per cent of purchases made at a ticket office. David Pitt, head of UK at SilverRail added: ‘The disparity of purchasing patterns between advance bookings and on the day purchases (or close to travel purchases) highlights that this is an area that requires attention. The emergence of third party retailers and technology advances have had a small impact on online booking adoption and our report shows there is still some way to go. This, in part, is due to the persistent reliance on the ‘orange ticket’. ‘There will always be customers who need on-the-day ticket office services, but delivering, purchasing and ticket fulfilment improvements are a huge opportunity for Toc’s.’ See next month’s Rail Professional for a feature on the report.
Honouring Britain’s war dead Rail freight company Freightliner and model train manufacturer Dapol are joining forces to honour Britain’s war dead for the 100th anniversary of the armistice and raise money to help ex-servicemen and women. Under the scheme, titled Project Railway Honour, Freightliner will name one of its Class 66 locomotives and Dapol will produce a detailed scale model of the same locomotive. For every model sold, a donation will be made to ABF The Soldiers’ Charity. Talks are at an advanced stage with two other railway companies so that, in total, three locomotives will be named and three different models will become available for sale. The locomotives are to be named Patriot, Valour and Remembrance. The project is the brainchild of corporal Gareth Atkinson, who serves in the 1st Battalion of the Mercian Regiment. Atkinson, a railway modelling enthusiast, said, ‘I wanted to find a way to commemorate those men who left their protected jobs on the railways to face the horrors of the trenches, and while doing
this raise money for service charities to help those service personnel today that need help. ‘The support shown by the rail and modelling community has been overwhelming, and it is very humbling that they have been so willing to take part in the project.’ ‘Having previously been a member of the Armed Forces for 11 years, I am pleased and proud that Freightliner is supporting this project in honour of railway employees who gave their lives for their country in WW1,’ said Craig Spratt, senior production manager at Freightliner Maintenance and a former member of REME (Royal Electrical and Mechanical Engineers). The ABF Soldiers’ Charity will be a very fitting recipient of funds raised as they work with veterans of past conflicts as well as future generations of soldiers and their dependants.’ ABF The Soldiers’ Charity (formerly the Army Benevolent Fund) is the national charity of the British Army and provides financial and practical support to soldiers, veterans, and their immediate family in times of need.
A Big Thank You to our Customers and Suppliers and to the hundreds of people involved in making a success of Lucchini Unipart Rail since we started in February 2015. From the announcement in November 2014 of the Joint Venture, Lucchini RS and Unipart Rail have worked together to enable LUR to deliver Bogies, Wheelsets, Axles and Wheels from its Doncaster and Manchester sites. New investments have already been made, with our second new wheel lathe and manipulator to be commissioned in 2016 to enhance our world class manufacturing facilities. LUR is unique in the control of its supply chain, with forged wheels and axles coming from the Lucchini RS steelworks in Italy before final machining and delivery â€œjust in timeâ€? from Manchester. Wheelset and gearbox assembly and overhaul in Manchester and bogie overhaul in Doncaster complete the picture of full service provision for the traction system.
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Hitachi Rail Europe reaches 1,000 employee landmark The UK-based rail manufacturer has reached the major milestone of employing 1,000 people – an achievement that coincides with the one year anniversary since Newton Aycliffe, HRE’s manufacturing facility in County Durham, was opened by the then prime minister David Cameron, marking the return of train building to its UK birthplace in the north east of England. Hitachi’s 1,000th employee, Emma Dixon, recently joined Newton Aycliffe’s manufacturing team where she is helping to build new trains for the Department of Transport’s Intercity Express Programme, commuter trains for Abellio ScotRail and, later, a new Inter City fleet for Transpennine Express. Dixon’s arrival comes ahead of a wave of further recruitment by Hitachi at Newton Aycliffe that will see 150 new skilled roles, including 50 apprentices, help provide the capacity to fulfil new orders the company has won since the facility opened in September 2015. Jobs created across the country HRE’s investment in jobs is not confined to the North East though, as it has also built new train maintenance centres at Stoke Gifford (Bristol) and Doncaster, as well as modernising existing facilities in west London and Swansea. These are in addition to Hitachi’s Ashford depot, which has been maintaining Hitachi-built high speed 1 ‘Javelin’ trains since 2009.
Driven by the company’s success in winning new contracts for rolling stock and related multi-year agreements for train maintenance, service delivery is expected to grow at an equally fast pace over the next three years to more than 900 employees. This expansion means that Hitachi Rail’s total employees in the UK is projected to reach around 2,000 by the end of 2019, a rapid growth from the Hitachi Rail team that set up a first London office in 2006. Hitachi is also bringing its innovative approach to modernising technology on the railway. In partnership with Network Rail it is currently delivering a new digital Traffic Management System for the Thameslink route, which runs through central London. The company’s long-term commitment to engineering and skills across the UK has also seen it make a substantial investment in the new Newton Aycliffe University Technical College, which opened its doors to students last month. This partnership is consistent with the company’s ethos of offering a longterm social return and commitment to its local communities.
Karen Boswell, managing director at Hitachi Rail Europe, said: ‘The appointment of our 1,000th employee underlines the big plans Hitachi Rail Europe has to match the very largest players by winning new work in a competitive rail market. ‘We’ve created a fantastic foothold here, working with the UK rail industry’s largest rolling stock customers and operators, and together we are delivering some of the most important contracts in rail history. Over the next three years, with state-of-theart manufacturing and service delivery facilities up and down the country, we’ll meet the demands for faster trains and extra capacity and help the industry to deliver the biggest rail modernisation in over 100 years. ‘To achieve our plan HRE is continuing to build a talented team of people, like Emma, drawn from a diverse range of careers and backgrounds who are working together to create an exciting and sustainable future. Our 1,000th UK employee is a significant milestone, and we have clear goals and a strategy to grow our business and double our workforce by the end of 2019.’
New app launched to reduce risk at the platform edge Fewer people would get hurt while getting on and off trains if station operators use a new app to record platform risk assessments, according to the RSSB. Last year, nearly 1,500 incidents took place at the edge of UK railway station platforms. Most end up causing only minor injuries, but improving the way that data about these incidents is recorded could help to reduce the number of people being hurt while using the rail network. Assessments of risk should be carried out regularly on each of the British railway’s 5,000 platforms to identify areas which could pose a risk to passengers and the public. Traditionally those risk assessments have been carried out as a paper–based exercise with no commonality and little sharing of information. RSSB’s Platform Train Interface (PTI) Risk Assessment Tool is a web-based and mobile application available to download now in Google Play and the App Store. The tool allows users to complete assessments on the platform in real time. Information can be collated anywhere on a platform and then synchronised with the tool using a Wi-Fi connection. ‘The new tool has been developed to streamline the way risk to passengers as they board trains is assessed,’ said the chairman of the PTI Strategy Implementation Group, Allan Spence. ‘Preventing injuries relies on the industry’s ability to better understand what causes them. Companies managing mainline stations will now be able to share a common, transparent approach to sharing information and prioritising work to make stations and platforms even safer.’ The tool has been tested and piloted with a limited number of Toc’s and Network Rail. Staff at Network Rail who took part in the trial said they found the tool very easy to use, data input was good and they liked the user guidance in regard to the scoring system. Rail Professional
Steve Riley from the Safety Team at MerseyRail said: ‘The PTI tool has been well received at MerseyRail. Our station managers in particular got a lot out of it and it gave them a better understanding of PTI risk.’ A representative from East Midlands Trains said: ‘The tool in effect talks you through the process so you cannot really go wrong. It covers a lot of areas not just about PTI. I like the thought that all stations will have the same format for their risk assessments going forward.’ A single database sits behind the tool that will capture the data, helping each company to review their PTI risk assessments and consider PTI risk across their entire operation. The information can also be collated nationally by RSSB to understand trends across the GB rail network and help to inform the approaches set out in the PTI strategy. The tool, which was developed in conjunction with RSK Business Solutions and with input from staff across the network who undertake PTI risk assessments, allows users to: • identify the types of hazardous events that commonly occur at the platform edge • assess the sufficiency of risk control measures already in place, relating to, for example, station design and management, platform characteristics and operation; train design and dispatch; passenger characteristics and behavior • determine approaches to improve existing risk controls based on the risk assessment scores. Anyone responsible for carrying out platform risk assessments and wishes to use the web tool needs to email email@example.com to obtain a login and password to the system. Once they have access the app can be downloaded and used in conjunction with the web tool.
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New Crossrail archaeology exhibition The Museum of London Docklands is set to reveal archaeological finds unearthed by the Crossrail project in a major new exhibition Tunnel: the archaeology of Crossrail, next year from 10th February. The exhibition, in partnership with Crossrail, will display the most complete range of archaeological objects unearthed by Europe’s largest infrastructure project, alongside the story of this great feat of engineering. The construction of the Elizabeth line as it will be known, has given archaeologists a unique chance to explore some of the city’s most historically important sites. Since work began in 2009, the project has undertaken one of the most extensive archaeological programmes ever in the UK, with more than 10,000 artefacts shining a light on almost every important period of the capital’s history. The finds include: • prehistoric flints found in North Woolwich, showing evidence for Mesolithic tool making 8,000 years ago • Tudor bowling ball found at the site of the Tudor King John’s Court manor house in Stepney Green • Roman iron horse shoes found near Liverpool Street station • medieval animal bone skates found near Liverpool Street station • late 19th century ginger and jam jars from the site of the Crosse & Blackwell bottling factory near Tottenham Court Road station • human remains including one of the skeletons found near Liverpool Street station from the 17th century Bedlam cemetery, which DNA has shown died from the Plague. These finds were discovered in locations as diverse as suburban Abbey Wood in the south east, through Canary Wharf, across to Liverpool Street, Tottenham Court Road and ending in Westbourne Park and Acton. Jackie Keily, curator of archaeological collections at the Museum of London, said: ‘From east to west, the Crossrail project has dug through layers of London’s rich history, unearthing a wealth of fascinating stories and objects. The exhibition will take us on a journey from prehistoric forests and marshes to the marvels of 21st century engineering.’ Jay Carver, Crossrail lead archaeologist, said: ‘The Crossrail project has given archaeologists a rare opportunity to study previously inaccessible areas of London. This exhibition will bring together some of our oldest and oddest finds, and help us bring the stories of 8,000 years of London’s hidden history to light.’ The exhibition is free to enter and will finish on Sunday 3rd September 2017.
A wooden bowling ball found at the site of the Tudor King John’s Court manor house in Stepney Green
Metro vent an important piece of post-war art An air vent for the Tyne and Wear Metro’s tunnels beneath Newcastle has been listed by Historic England as an important piece of post-war public art. Parson’s Polygon is a unique terracotta obelisk designed by artist David Hamilton to stand in one of Newcastle city centre’s busiest streets. The 3.5 metre artwork – the faces of which are decorated in tribute to the great North East engineer Charles Parsons – conceals an air shaft to Monument station below and replaced a utilitarian metal box when it was installed in 1985. This is the first time one of Metro’s many artworks has been listed, and also the first time that any structure built for the ‘new’ Metro system opened in 1980 has been recognised. Cllr Nick Forbes, leader of Newcastle City Council and lead member for transport on the North East Combined Authority, said: ‘The North East was a pioneer in the creation of art in and around public transport, an approach
which has been copied by cities all around the world. ‘Parson’s Polygon is an early example from what has been achieved over the last few decades. It is an accolade for our region that it’s been recognised in this way, as well as a fresh tribute to one of our great engineers, whom this clever and timeless sculpture honours.’ Raymond Johnstone, director of Rail and Infrastructure at Nexus, the public body which owns Metro, said: ‘For almost 40 years our Art on Transport programme has been all about brightening up journeys but also solving the odd design problem that operating a railway throws up. The people who built Metro were far-sighted and bold in their approach and seeing Parson’s Polygon listed decades later really sums that up.’ Historic England announced the listing of Parson’s Polygon at Grade II last month as it launched an exhibition in Newcastle devoted to post-war public art. Nexus has commissioned more than 40 major pieces of public art since construction began on Metro, most of which can still be seen today at stations. They include the 100-metre light wall Platform 5 (2009) by Jason Bruges Studio at Sunderland station, the giant sculpture Opening Line (2004) by Danny Lane at Gateshead, Bob Olley’s popular Famous Faces (1996), also at Monument, and Basil Beattie’s imposing mural Magic City (1987) at Manors. Nexus continues to seek opportunities and external funding for new commissions through the Art on Transport programme, most recently displaying a temporary work Home by Alex Godwin at Byker this spring, thanks to grant support from Arts Council England.
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New and bigger trains please East Midlands Trains has published a consultation report East Midlands: A Railway for Growth, which suggests new trains and extra carriages are needed to continue driving faster economic growth for the region. Local authorities, major businesses, universities, tourism companies and other key stakeholders across the East Midlands, Lincolnshire, Northamptonshire and South Yorkshire were consulted and their aspirations include the procurement of a new fleet of Intercity style (bi-mode) trains to replace the 40-year old High Speed Trains, faster journey times and more seats to London and better airport connections. The government is currently developing plans for the next East Midlands franchise which is due to start in 2018, a key part of which will be a public and stakeholder consultation. Jake Kelly, managing director for East Midlands Trains said: “We are at a critical crossroads for rail services in the East Midlands and we have a great opportunity to work together now to secure the improvements needed for this railway. ‘The message we are hearing from local stakeholders is very clear: if we are to build on the big progress made in recent years, we need to take action to ensure communities and the economy in the East Midlands benefit from further improvements and we don’t lose out to other regions.’
Freightliner wins top accolade at Rail Freight Group 2016 awards
Freightliner has been named Business of the Year at the ninth annual Rail Freight Group 2016 Awards, also scooping the award for Environmental Innovation. The judges said the freight operating company, which this year celebrates its 50th anniversary, was ‘a fine example of what it means to be a leading rail freight operator in 2016, demonstrating excellence in technical development, engineering prowess, operational delivery and customer care.’ More than 120 people from across the rail freight sector attended the informal awards dinner at Shendish Manor, Herts last month. Direct Rail Services won the Customer Care award for its team’s dedication to making sure goods were delivered and staff were safe during the floods in the north of England last winter. The Environmental Innovation Award was won by Freightliner for its decision to build new wagons with a significant proportion of recycled materials – ‘an excellent example of what can be achieved through collaboration and creative thinking,’ said the judges. AV Dawson was awarded the Technical Development Award for its state-ofthe-art rail connected steel distribution facility ‘which provides the perfect heat and humidity conditions for the storage of steel components’. The Middlesborough-based firm also won Railfreight Project of the Year for its outstanding steel storage and distribution facility. Judges noted that it was ‘deeply impressive on all sorts of levels’. The award for Support Service Provider of the Year went to VTG Rail UK for introducing co-location between a wagon leasing company and its customer for the first time, to the benefit of both parties. This year three people were finalists in the Outstanding Individual Contribution category and judges said they would be proud to have any of them in the in their own organisations. The winner was Sue Gray, area production manager at DB Cargo UK, whose range of skills and personal qualities made her stand out as a ‘role model leader in the business’. The joint runners-up were Cameron Taylor, Tesco’s primary account manager (rail) and Martin Saunders, movements inspector for Freightliner Heavy Haul. Tony Berkeley, RFG chairman, said: ‘Our Awards highlight the success of the rail freight sector and the commitment of all who work in it. It is particularly pleasing to see continued private sector investment despite challenging times. Congratulations to all our winners and runners up.’
New band of officers policing GTR Great Northern and Thameslink have beefed up their security at stations and on-board rail services by introducing a team of 22 rail enforcement officers (REO’s) with almost as many special constables working across the entire Govia Thameslink Railway (GTR) network that also includes Southern and Gatwick Express. The REO’s are patrolling along the Great Northern route between London and Hertford, Peterborough, Cambridge and Kings Lynn and on the Thameslink route between London St Pancras, Elstree & Borehamwood, Luton and Bedford. They complement the work of the British Transport Police and the two organisations are currently working together on an operation targeting bike theft at St Albans and other stations nearby during the day as well as patrolling certain overnight Thameslink services. Adam Dear, rail enforcement manager, said: ‘There is very little crime on our railways but it’s important to provide our passengers with a reassuring presence. Our REOS are an active force against low level crime and anti-social behaviour, reducing anti-social behaviour and helping to build an even safer rail network.’ All the REO’s have police radios and are set to be issued with body-worn closed-circuit TV cameras. They are qualified with specific legal powers that allow the confiscation of substances such as alcohol and cigarettes from young people and can request names Rail Professional
and addresses for fixed penalty notices. The idea for REO’s came from Southern and Gatwick Express, which have a similar group of awardwinning Rail Neighbourhood Officers patrolling their part of the network. GTR is also sponsoring up to 20 employees to become special constables on these two routes as well as the Thameslink and Great Northern and already has 15 trained and fully operational across its network. The Specials have the same policing powers as any full-time police officer. As part of this scheme successful employees are given paid release to complete 27 days of police training and are then given one day off a month to work as a special constable on the network. Security Manager Tony Holland is spearheading the specials initiative within GTR and has himself become a special. Said Holland: ‘This demonstrates our commitment to provide a more secure environment for passengers and rail staff.’
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In the passenger seat David Sidebottom
Planning now and for the future Many of this yearâ€™s reviews into the performance of the railway have been clear: passenger involvement needs to be built in from the start, says David Sidebottom
vercrowding, strikes and late trains continue to be in the spotlight, but in the middle of this passengers are just trying to catch trains and get on with their lives. Now more than ever we are working to boost the voice of the passenger. Not only does that mean making sure passengers get a fair deal right now but also ensuring services of the future reflect passengersâ€™ needs. In order to achieve this, High Speed Two (HS2) and Transport
Focus created a passenger panel to ensure passengers are at the heart of future planning. For the second year running our HS2 passenger panel has reported its findings into what it thinks future high speed services should look like. How often is it that you hear what passengers want from future services? Given a blank sheet of paper they have told us what they want from train services. The findings highlight how passengers have different needs and wants from different
journeys. HS2 will create a whole new transport experience and the panel is informing HS2 about what is important in terms of the physical design of the HS2 network, trains and what kind of experience they want from a journey. From a better way of getting around the station to booking a seat, passengers have told us what they want throughout the journey. Passengers will expect HS2 to be a convenient and seamless experience but what does that actually mean? Our
| VIEWPOINT / David Sidebottom
passenger panel is helping us to look at how services can become a reality. New HS2 trains prompted our passengers to re-think their journey, from arrival to boarding. ‘I’d like to see platforms labelled to line up with each carriage to show where to stand ahead of the train’s arrival. It is frustrating to find yourself nowhere near your booked carriage. You have to walk for quite a distance, jostling past crowds of people queuing to get into their own carriages.’ (Leisure, Nottingham, 41-50) Separate platform entrances for different carriages to apps to help you navigate the station were just some of the proposals from our passenger panel. But what was also clear was that passengers still value the ‘human face’ of staff on the ground despite all the new technology available. Their interaction with passengers, and the information they provide, particularly when journeys are disrupted, is important. HS2 will continue to use passengers’ views on each stage of the journey to help it design the new services. Not only do these findings provide lessons for journeys of the future, they are vital to understanding passengers’ hopes for train services now and for upcoming franchises. Having been to Manchester Victoria station recently it was great to see Northern Rail asking passengers to try out
Having been to Manchester Victoria station recently it was great to see Northern Rail asking passengers to try out new train seats and vote for their favourite design for its future rolling stock. A simple idea you might think, but it’s this sort of engagement that makes us feel involved and goes some way to showing that train operators are on the side of passengers new train seats and vote for their favourite design for its future rolling stock. A simple idea you might think, but it’s this sort of engagement that makes us feel involved and goes some way to showing that train operators are on the side of passengers. Many of this year’s reviews into the performance of the railway have been clear: passenger involvement needs to be built in from the start. Passengers are funding
an ever increasing proportion of the railway – some 65 per cent of the railway’s annual income is now via the fare box. From how our routes are planned to future rolling stock, passengers’ views provide an invaluable insight and it is time the voice of the passenger is heard. David Sidebottom is passenger director of Transport Focus
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Rail~Volution: Building Livable Communities with Transit Conference 09/10/2016 to 12/10/2016 Hyatt Regency San Francisco Tel: 00 6124 865 611 HS2: Phase one and Beyond 12/10/2016 London Tel: 02078283804 LTA-UITP Singapore International Transport Congress & Exhibition 19/10/2016 to 21/10/201612:00 Singapore Singapore International Transport Congress and Exhibiton (SITCE) 19/10/2016 Singapore Tel: +65 6389 6620 Transport-Led Development in the Midlands 19/10/2016 Birmingham SmartTransit 25/10/2016 to 26/10/2016 Renaissance Newark Airport Hotel Tel: +44(0)207 045 0916 November 2016 SmartMetro 01/11/2016 to 03/11/2016 Crowne Plaza Copenhagen Towers Tel: +44(0)2070450916
Real-Time Passenger Information and Smart Ticketing & Payments conferences eturning again to 155 Bishopsgate, London, on Wednesday 23 November, the Real-Time Passenger Information and Smart Ticketing & Payments conferences will bring together passenger information and ticketing leaders from transport authorities and operators across Europe to discuss and debate best practice and future innovation in the sector. The full programmes have now been released and both conferences boast a wide range of outstanding speakers for 2016 from the following companies: Transport for London, c2c Rail, BERNMOBIL, VIA Rail Canada, Transport Scotland, New England ITS, Telexis, The UK Cards Association, c2c Rail, West Yorkshire Combined Authority, Campaign for Better Transport, Go-Ahead Group, Viaqqio - Part of the ESP Group, Respond, Rotterdamse Elektrische Tram (RET), OSPT Alliance, University of Milan Bicocca, The International Centre for Cyber Research, Traveline, Metro Service, Nederlandse Spoorwegen, Arriva Rail North Limited, Verkehrsbetriebe Zürich (VBZ) and more!
Railroad Environmental Conference 01/11/2016 to 02/11/2016 7:00 am - 6:00 pm Urbana, Illinois USA Essentials of Railway EMC 02/11/2016 Tel: 01904 324440 18th International Wheelset Congress 07/11/2016 to 10/11/2016 Chengdu, China Rail Revenue World Congress 14/11/2016 to 15/11/2016 NH Grand Hotel Krasnapolsky Fundamentals of Electromagnetic Compatibility (EMC) in Railways 14/11/2016 to 18/11/2016 University of York Tel: +44 (0)1904 324440 Rail Revenue World Congress 14/11/2016 to 15/11/2016 Grand Hotel Krasnapolsky Rolling Stock Procurement Forum 2016 13/09/2016 to 15/11/2016 Addleshaw Goddard Logitrans 16/11/2016 to 18/11/2016 Istanbul Tel: +49-89-949 20274
Railway Brake and Friction Conference, December 14 2016 UK nique in that no other rail event globally offers the visitor such focussed knowledge on railway brakes and friction materials, this is a oneoff opportunity to network, trade and learn new information, plus at the same time make contact with people in this important sector of the rail industry. Up to date regulatory advice and updates will be available from leading companies including: • DB Systemtechnik • Bombardier • Transport for London • Trenitalia • Federal-Mogul Corporation • Knorr-Bremse • Faiveley • TUV Rheinland • ERA • China Academy of Railway Sciences • UIC Register today at www.brakefriction.org to confirm your place
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FEATURED EVENT Rolling Stock Procurement Forum – Tue 15th November 2016 Addleshaw Goddard, London ith growing passenger numbers and ageing fleets there is an established need for new rolling stock in the UK. Waterfront’s Rolling Stock Procurement Forum, taking place on the 15th November, will provide a complete strategic guide to rolling stock procurement and
1st ERST European Rail Simulation Technology Forum 21/11/2016 to 23/11/2016 Mövenpick Hotel Amsterdam City Centre Intelligent Rail Summit 22/11/2016 to 24/11/2016 Railway Museum in Naples, Italy Tel: +31 (0)30 6981800 Smart Ticketing & Payments conference 23/11/2016 London Tel: 012233 45600 Real-Time Passenger Information conference 23/11/2016 London Tel: 01223 345600 The National Engineering & Construction Recruitment Exhibition 25/11/2016 to 26/11/2016 Birmingham Tel: 020 8394 5239 Delivering major rail projects: priorities for electrification, High-Speed Rail and Crossrail 29/11/2016 9th Annual Scottish Rail Conference 29/11/2016 Edinburgh 0131 556 1500 http://www.mackayhannah.com
review the UK’s long term rolling stock needs. The event will provide case studies and expert advice on recent procurement in addition to the latest project updates. Attendees will explore how to establish passenger requirements, how to work with existing infrastructure and ensuring this supports new rolling stock and consider changing factors that will impact new rolling stock. Expert speakers include HS2, Crossrail, TfL, MerseyTravel and thE Rail Delivery Group. www.thewaterfront.co.uk
VIEWPOINT FEATURE |
Delivering the goods
Notice the similarities Chris MacRae looks at the DfT and Transport Scotland’s freight strategies
he Department of Transport’s Rail Freight Strategy has been delayed by the change in UK government (and ministerial appointments and responsibilities) in the wake of the Brexit Referendum. The strategy is intended to include the following elements: • future market analysis • emissions reduction and modal shift • communication • use of the network • funding and investment • non-rail policy crossovers In parallel, the DfT is continuing to work with the consultants leading the work on future market growth and modal shift to finalise its report. We will also be circulating a draft of the final consultancy report for review. No view has yet been taken on whether to publish the consultancy report alongside the strategy document, but given the delayed timing on the strategy it may now make sense to publish the two together. The study deals with the following areas: • assessment of freight growth and market • review of rail network capacity • rail freight forecast (constrained as opposed to the earlier Freight Market Study that was about unconstrained growth potential) • identified barriers to modal shift • policy options • carbon and intervention modelling • identified key interventions Further to the launch of Transport Scotland’s Rail Freight Strategy on 22nd March, a number of work-streams have been being taken forward. The two principle ones have been the Deep Dive Commodity Study (to investigate market opportunities in the environment
after the end of coal traffic) and a Rail Freight Users’ Guide. The commodity study looks at different market commodities and for each sets out: base position • future market changes • unconstrained growth potential • constrained growth potential • reasons for constrained position The study goes on to identify barriers to innovation as follows: • commercial imperative to make the transition to rail • perceived reliability of using the railway • vknowing who to talk to in the industry
who can help • railway is very inflexible and can’t run trains to suit short term demand • no suitable rail connections at sites – quarries, paper mills etc. • facilities and capacity at rail heads are inadequate or require upgrading to handle new commodities • lack of support to allow trials of certain commodities • capital costs for specialised wagons i.e. chilled and frozen, are too expensive • lack of cooperation between Foc’s and users to provide sufficient volumes to make rail worthwhile • competition instead of cooperation with Rail Professional
| VIEWPOINT / Chris MacRae
road hauliers • timetable capacity is difficult as it is having to fit around passenger services • security issues associated with freight being put on sidings for long periods of time • not a seven day operation therefore not as reliable as road. FTA has been an active participant in this as with the DfT study and the similarities in the above issues to those in the FTA’s Agenda for More – Next Steps document should not be lost. The Rail Freight User Guide has the following contents: • Rail – An introduction • Rail freight – Current routes and freight types • Rail freight – Case studies of rail freight • Rail freight – Map of the Scottish/GB rail freight network • Rail freight – Getting more freight onto rail – a step by step guide • Rail freight – Contact details Again, there are similarities with an earlier FTA publication the Shippers’ Guide to Rail Freight.
Key shipper targets In 2012 FTA published On Track – a series of case studies provided by retailers to demonstrate their commitment to reducing the environmental impact of their transport operations through greater use of rail. The same retailers subsequently identified seven targets for the rail freight industry in order to expand their use of rail significantly. These targets were endorsed by FTA’s Rail Freight Council, and also by FTA’s British Shippers’ Council, which includes a wider range of shippers engaged in other sectors of the economy. FTA subsequently published its Agenda for More Freight by Rail that laid out these seven key shipper targets as follows: 1 cost reduction by 15 per cent based on current costs plus innovation 2 six hour response time to service and alteration requests 3 Seven Day Railway capability 4 standard train lengths should be increased by 17.5 per cent 5 400 per cent increase in terminal capacity 6 reduce intermodal transfer costs by £50 7 reduce Channel Tunnel rail freight charges and rates by £50
Now this has been worked up into a
‘next steps’ document aimed at articulating these targets against identified barriers to their achievement and setting out the actions that various parties can or should take to overcome these barriers to each of the targets. This is laid out in tabular format against each of the seven targets above showing actions necessary to overcome these for: • government (UK/Scottish/Welsh Assembly/English Regional devolved funders) • ORR • Network Rail • rail freight operating companies • customers • FTA FTA will now use this document as a lobbying tool to influence governmental, regulatory and industry policy. For further information on FTA’s rail freight policy work contact: Chris MacRae, head of policy – rail freight at the Freight Transport Association
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FEATURE | VIEWPOINT
Laying down the law
In on the Act New Consumer Rights will be arriving at a station near you. Martin Fleetwood looks at what’s involved
he new Consumer Rights Act 2015 (the Act) came into force in October 2015 for most services provided to consumers in the UK, with the exception of consumer transport service contracts for rail, aviation and maritime contracts. However, on 6th September this year, Paul Maynard, the under secretary of state for transport decided that the exception should cease and
For a passenger, the question would likely be how much price reduction could be claimed under the Act compared to the refunds already available under the existing industry compensation schemes. The DfT expects that the industry compensation schemes will remain the main means for customers to claim compensation for poor services
the provisions of the Consumer Rights Act 2015 should apply in full to all transport services, including mainline passenger rail services, from 1st October 2016. The Act provides specific rights only to consumers – individual people who are not entering into a contract for goods or services as part of their trade, business, craft or profession or are entering into the contract on behalf of others. As this excludes businesses from the benefits of the Act, the main beneficiaries of the rights in the transport sector are the passengers who are not travelling on business. The removal of the exclusion will allow 1 ddni.geavgeab
members of the public who buy rail services to be able to claim statutory redress from train operators if the operators: • fail to provide passenger services with reasonable skill and care • fail to provide the services described by the operator or people acting on behalf of the operator (whether described in writing or verbally) • do not charge a reasonable price for the service; or • do not perform the service within a reasonable time.
However, before train operators receive a Rail Professional
| VIEWPOINT / Martin Fleetwood
slew of claims from consumers, consumers should consider what the statutory redress actually is. Firstly the consumer will need to show that the service was not properly performed. If a service runs late, a claim could be that the service was not performed within a reasonable time, but what is reasonable is a question of fact. There are likely to be a number of arguments as to what external factors should be taken into account by the courts, including Network Rail failing to provide the network as expected. Where there is a failing by the service provider, the Act allows the consumer to make a claim for a repeat performance or a price reduction. Unless a service has not run, it would be difficult for a passenger to claim a repeat performance as the passenger has been delivered from A to B. The most common claim is therefore likely to be for a reduction in price. However, the Act only refers to a reduction by ‘an appropriate amount’. It does not say how it is to be calculated and only that, where appropriate, this may be the full amount of the price paid for the service. Logically, the full refund is likely to be in the case where the train does not run and no service is provided. Where a partial service is provided, it is likely that only a partial reduction would be made. For a passenger, the question would
likely be how much price reduction could be claimed under the Act compared to the refunds already available under the existing industry compensation schemes. The DfT expects that the industry compensation schemes will remain the main means for customers to claim compensation for poor
is given at all, only few customers are likely to follow this route. However, a few wellfunded individuals may be tempted to make a claim to see how statutory compensation compares to the industry schemes. Recovery of Ticket Price
Clear definitions of time periods involved
Little case law on what level of delay would warrant a reduction in price
Clear levels of refund of ticket price
Little case law on likely levels of price reduction and in some cases there may be no price reduction ordered
Little financial outlay to recover refund
Costs associated with bringing the claim – courts are not cheap
Short timescale to repay rebates
Action involving the courts are rarely quick
services. This is likely to be so as industry schemes are relatively straightforward and have little cost to the passengers in making a claim. The level of any statutory reduction under the Act is unclear and is likely to be judged on the individual circumstances of the journey. With the risk that no reduction
Martin Fleetwood is corporate partner at Shoosmiths
Disclaimer This article is for informational purposes only and does not constitute legal advice. It is recommended that specific professional advice is sought before acting on any of the information given.
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VIEWPOINT FEATURE |
The Cheek of it... Chris Cheek
Bottoms up Off-peak demand growth is complementing the rise in commuting – and providing a huge bonus for taxpayers, says Chris Cheek
uried among the welter of statistics which are published these days on the internet are some fascinating figures on the use of different modes for journeys to and from work. Tracking these over a number of years has enabled us to see how changes in the patterns of travel to work have driven the overall demand for rail services, and in turn to look at other growth in demand. The annual Labour Force Surveys undertaken by the Office for National Statistics track people’s mode of travel to work. Thus, in 1996, 3.3 per cent of the workforce reported that they used rail as the main mode for their journey. The workforce as a whole then numbered 26 million, so that the number of people who regularly used national rail services was no more than 847,000. Given the volume of publicity generated about rail commuters and the political concern generated, it came as something of a surprise to realise that rail commuters constituted such a small percentage of the population. However, by the time you multiplied that up by two trips a day for five days a week for 48 weeks a year, it came to around 407
million passenger journeys a year, or roughly 51 per cent of the total. This coincides with other survey evidence, for example from the Department for Transport’s National Travel Survey, which also puts travel to and from work as the purpose for around 50 per cent of all rail journeys. Interesting then to fast forward to 2014 – the most recent year for which the statistics are available – and see what has happened in the interim. Well, the first thing that we notice has been the growth in the size of the workforce, which has increased by almost 15 per cent, from around 26 million to just under 30 million. And the second thing is that the proportion of people using national rail has also increased sharply, from the 3.3 per cent recorded in 1996 to 5.6 per cent. The combined effect of these two changes has been that the number of people now using national rail for their journeys to work has almost exactly doubled to a fraction below 1.7 million. Multiplying up by the same two trips a day, five days a week for 48 weeks a year gives us a passenger journey figure of 810 million, also double the figure for 1996. Interestingly, though, the proportion of rail journeys
To this extent, we have seen nothing new in the growth in rail demand since 1996: after all, there were periods of rising demand in the late 1970’s and the mid-1980’s as well, when the economy was doing relatively well and employment was rising. What has distinguished the phase since 1996 has been the success of the train operators in growing the market for non-work trips
undertaken to and from work has remained largely unaltered, at 49 per cent. Thus, we see a larger workforce, then, making more use of rail while at the same time the main alternative has become more expensive and difficult to use. Car travel to work in urban centres has become less attractive in three ways: journey times have become extended as congestion has increased; the cost and/or supply of parking have become more difficult; and in central London we have seen the introduction of the congestion charge. We can see the combined effects of all this through Transport for London’s annual cordon counts, which track changes in central London arrivals during the morning peak. Thus, between 1996 and 2014, car commuting into central London fell by around 30 per cent. Over the same period, surface rail arrivals grew by 38 per cent, Underground/DLR by the same amount, and bus commuters by 72 per cent. To this extent, we have seen nothing new in the growth in rail demand since 1996: after all, there were periods of rising demand in the late 1970’s and the mid-1980’s as well, when the economy was doing relatively well and employment was rising. What has distinguished the phase since 1996 has been the success of the train operators in growing the market for non-work trips. Rail for other purposes on the rise Looking at data from the ORR and from the National Travel Survey (NTS), we can see that use of rail for other purposes – including business travel, education, shopping, leisure and personal business – has also doubled since 1996. In many ways, this is even more interesting, because these are much more contestable markets. Aside from some business and educational travel, these trip purposes do not require journeys to be made during the peaks, so that consumers have a much freer choice of modes for many trips. Many of them represent optional travel – so that one of the choices is not to travel at all
| VIEWPOINT / Chris Cheek
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(increasingly so in the internet age). For all these reasons, they are much more pricesensitive, and traffic is more difficult to win. Arguably, therefore, this is where many of the private sector train operators have done so well. Increased frequencies, advance booking and heavily discounted fares have all had a huge impact. New rolling stock in many areas will also have improved perceptions of quality. NTS data shows particularly strong growth in business travel, leisure trips and personal business journeys over the past decade or so. Shopping trips show some increase, though travel for this purpose seems once again to be falling in the face of the shift to online transactions.
The impact of these changes on the industry and its finances should not be underplayed. After all, because the industry’s costs are largely driven by the need to carry peak loads, growth in non-peak income effectively goes straight to the ‘bottom line’. It has therefore helped to fund the huge reductions in operating subsidy that we have seen since privatisation. This has in turn enabled the vast majority of public funding of the railways to be diverted from ongoing support for everyday services into investment in infrastructure renewals and enhancements. This was helped last year by almost £600 million of net premiums paid by Toc’s to the Treasury, representing the government’s profit
on train operations. If private sector innovation and skills have helped drive growth in off-peak demand as well as coping with the rises in peak demand resulting from economic and demographic changes, then that has been hugely to everybody’s benefit. Any equation which looks at the benefits and costs of rail privatisation needs to take this into account.
For this and more insights into the financial and market performance of the UK’s public transport operations, visit the Passenger Transport Monitor website at www.passtrans.co.uk.
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VIEWPOINT FEATURE |
Mentoring does work Esther McVey discusses the Female Police Association and its aims
hen Iâ€™m not chairing the British Transport Police Authority Iâ€™m working for the charity If Chloe Can providing career support and guidance to pupils from lower socioeconomic backgrounds to help them achieve their career ambitions. I founded the charity with two great friends of mine, Debbie Moore the founder of Pineapple (first female to set up a public limited company) and Lucinda Ellery, founder of an international hair company and single mum of three. She now has offices in New York, LA and London, and a child to head up each. The support to pupils is very much provided by inspirational women who come from similar backgrounds. The charity, now in its fourth year, has a year-long school
Through the support the FPA is offering it is hoping to encourage more women in to the police force, offering them support to rise up the ranks so that sometime soon the force will have a female chief officer
The aim of the FPA is to develop and provide a support network for female employees with leads and contacts across every division. The chair and the vice chair, DS Cheryl Bainbridge, deliberately sit in different divisions ensuring this is a truly nationwide scheme, so as well as events being held across the regions, there will be links across divisions through video conferencing programme with workshops, career books and an amazing play with the National Youth Theatre which acts as a great scene setter and ice breaker allowing the pupils to openly discuss their career ambitions and hopes for the future. So imagine how delighted I was to be invited to the re-launch of the Female Police Association – a police network aimed at supporting female police officers, police community support officers, staff and special constables by new chair, chief
inspector Melissa Cunningham, and inspector Jo Harvey. The aim of the FPA is to develop and provide a support network for female employees with leads and contacts across every division. The chair and the vice chair, DS Cheryl Bainbridge, deliberately sit in different divisions ensuring this is a truly nationwide scheme, so as well as events being held across the regions, there will be links across divisions through video conferencing.
At present in the BTP out of the 3,069 officers, 566 are females and so far there isn’t a female chief officer or female chief superintendents but there are three superintendents, and out of the 1689 staff, 958 are women. Through the support the FPA is offering it is hoping to encourage more women in to the police force, offering them support to rise up the ranks so that sometime soon the force will have a female chief officer. There will also be help at hand for staff returning from maternity leave and for those new to the force and looking for some helpful advice. At present Melissa and chief inspector Ally Evans are mentoring a small group of female officers within London which they hope to see grow, and Jo Harvey, a public order commander, has recently helped double the number of female officers trained in public order in the force, through mentoring and providing preparation for the physical side of the training. Mentoring does work. How can you know what you haven’t been taught or shown what to do? All the evidence I have come across, be it in schools or in businesses, has pointed to mentoring and support networks working, so I’m delighted the women on the beat have come together to provide this for one another. Here’s looking to the future!
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VIEWPOINT FEATURE |
Tunnelling: a bright new horizon
“A WORLD OF TUNNE
The industry needs to continue to ensure that the UK has a pool of well-trained tunnelling engineers capable of responding to the challenges of high profile schemes, says Philip Hoare
he dual challenge of a rising population and concentrated urban demographies necessitates smart planning, design and delivery of major infrastructure programmes. Innovative feats of engineering, combined with ambition, commitment and investment in skills, are required to facilitate the travel of ever-larger numbers of people. After all, the Office of Rail and Road (ORR) recently calculated that there were 1.7 billion passenger journeys on the UK’s rail network in the last financial year. The rail industry finds itself faced with the challenge of safely and reliably enabling these journeys, while interfacing new schemes with the existing infrastructure, creating space in urban settings and protecting the beauty of the UK’s countryside. Unsurprisingly, transport investment programmes are looking to tunnelling for an answer. In an urban environment, competition for space has required major schemes to increasingly seek to develop underground space. The successful construction of Crossrail across the country’s capital has raised the ambition of what can now be achieved in an urban setting. Tunnelling is increasingly seen as essential to mitigate the impact of major projects in rural contexts. The Hindhead Tunnel in Surrey opened as part of the upgrade of the London to Portsmouth A3 in 2011 and has added significant benefit to the travelling public. It raised public awareness of how we look after our natural environment in the UK, remaining sympathetic to its surroundings and creating an exciting new recreational space for local people. Large portions of the HS2 Phase 1 route will similarly benefit from tunnelling for environmental reasons. Applying the lessons learnt from a
TG Tunnelling are based in the U underground construction and tu was originally established to pro tunnelling industry in particular activities and deep shaft excavat reputation as aClients specialist stand a excellent service to the industry.
“A WORLD OFSince TUNNELLING formation in 1994 weEXP have
following major projects: Jubilee LineUK. Extension TG Tunnelling are based in the The company Docklands Light Railway Extensio underground construction and tunnelling project Copenhagen Metro was originally established to asprovide specialist se possible. Making transportation projects diverse range of programmes, from Crossrail Tunnel Channel Rail Link compatible with the urban fabric of a city to Hindhead will be crucial to the success tunnelling industry particular underground con remains challenging, even when the route is of future investment inin infrastructure ll aspects of tunnelling works • Dublin Port Tunnel underground. programmes designed to provide a vital It is hoped that the more extensive use economic boost to ourshaft economy. deep excavations. We have es Crossrail roviding projectactivities support andand programme delivery • of the Development Consent Order planning Large-scale projects, such as HS2 and
instrument will result in more streamlined the proposed TransPennine upgrade works, reputation as a the specialist stand alone sub-contrac and predictable outcomes, exemplifying which have potential to drive regional the ability of industry to deliver complex growth and create thousands of jobs in tunnelling projects involving multiple the supply chain, will look to tunnelling excellent service to the industry. technology to provide a sustainable solution, stakeholders. while responding to the challenges of keeping the UK moving.
The bar of expectation will continue to be raised. To deliver ever higher standards on burgeoning programmes – such as Crossrail 2, HS2, the Bakerloo Line extension, A303 Stonehenge, Lower Thames Crossing and various options for TransPennine tunnels to improve connectivity in the North - new norms need to be established.
Need to innovate Since formation in 1994 we have worked on the As society increasingly expects infrastructure to be buried, we need to innovate in theprojects: planning and construction following major processes to make these projects as efficient Jubilee Line Extension Docklands Light Railway Extension
| VIEWPOINT / Philip Hoare
New ways of exploiting emerging digital technologies will be central to the success of modern construction. The intelligent interrogation of data created by movementmonitoring instrumentation facilitated more efficient, faster and better-informed decision-making on Crossrail. It was used to protect the structures potentially affected by the works, and can be used in the future to reduce monitoring requirements and their frequency. Working to sustain and develop our Victorian heritage infrastructure also requires imagination. At Farnworth, the challenge of bringing very old infrastructure into the age of electrification demanded creativity. Here the tunnel was re-profiled and strengthened in limited possessions, to allow a service to be maintained. Continued innovation to optimise design, enabling greater efficiencies in the delivery of large-scale infrastructure projects, will be essential. Automated digital processes which are more flexible, more reliable and reduce cost will play a central role. So too will fresh models of funding, with infrastructure developers looking at new ways of raising revenue. These include evaluating how existing property stocks can be leveraged to fund transport-orientated development and seeking to enter into Public Private Partnerships with third
party financiers, who increasingly view infrastructure as a solid investment. These trends bode well for the UK in realising its bold ambition of being world-renowned for the delivery of major infrastructure projects, but will require excellent delivery to ensure hard-won confidence in the construction industry is maintained. Significantly, maintaining a consistent pipeline of projects will be key to building skills and sustaining long-term capacity in the market. The industry has entered a new phase of planned work, and this needs to continue to ensure that the UK has a pool of well-trained tunnelling engineers capable of responding to the challenges of high profile schemes. The development of tunnelling expertise has been given a boost with the establishment of the successful Crossrail tunnelling academy, and it is important that this level of investment in skills is maintained. The continuation of this approach, with initiatives such as the Atkinsâ€™ Ground Engineering Academy and the activities of the British Tunnelling Society and its Young Members committee, will prove paramount to attracting and retaining the best people into a career as a tunnelling engineer. Removing the barriers to access
is absolutely vital to maintaining the momentum within tunnelling and ensuring industry can respond to the demands of future programmes. This includes the provision of industry-sponsored professional development schemes leading to chartership and beyond, graduate scholarships, apprenticeships and ongoing STEM engagement with schools. After all, pursuing a career in tunnelling will enable young engineers to work on many of the defining infrastructure programmes of our times, and remains a passport to an exciting worldwide career. These programmes will represent a real step-change in the quality of the passenger experience and the way in which engineering projects work with their environments. The golden thread that links the different parts of the jigsaw is ambition. As an industry, we need to have the ambition to continually innovate, embrace new design methodologies, strive for continuous improvement, invest in skills and develop a solid pipeline of projects. By doing this, we will ensure that we can forward-plan to shape the future of transportation, addressing the needs of multiple stakeholders in rail and beyond, to keep the UK moving. Philip Hoare is Group MD of Atkinsâ€™ UK Transportation division
VIEWPOINT FEATURE |
User beware Keith Morey looks at how IOSH is helping to raise pan-industry awareness of user-worked crossings
s someone who spends their workdays contributing towards the safe running of Britain’s railways, I am well aware of the risks that can be posed by people, vehicles and animals crossing an increasingly busy rail network. Much good work continues to be done to reduce risk at level crossings. Not only has Network Rail closed more than 1,000 crossings since 2009-10, but initiatives continue to raise wider public awareness year-on-year. Nevertheless, the consensus in the rail sector is that workers, particularly those employed in other industries, may not necessarily appreciate how dangerous userworked crossings can be. The need for people to access these manually-operated crossings might be sporadic, yet these crossings account for more than half of all recorded near-misses between trains and vehicles at British level crossings. Assessing the risk While the number of serious events occurring at level crossings was at a record-low in Britain in 2015-16, sadly three pedestrians lost their lives in incidents. In its annual assessment of health and safety on Britain’s railways, the Office of Rail and Road (ORR) reported a seven per cent increase in the number of near-misses at level crossings which involved pedestrians. Four collisions were also recorded last year between trains and road vehicles. The Rail Safety and Standards Board (RSSB) has also identified level crossings as one of its 12 strategic priority areas going forward. It is clear that the safety of Britain’s
rail level crossings therefore remains of strategic importance for industry regulators, operators and stakeholders. Around a third of the 6,000 or so crossings that remain on Britain’s rail network are userworked crossings. If you look back to the formation of Britain’s early railway network, in many cases it was necessary to build rail track on privatelyowned land. User-worked crossings were therefore installed to cater for landowners’ access needs and to also ensure the integrity and safety of the railway. When installed this was with steam trains travelling at 40mph near a local signal box with signallers who knew the area. Now we have modern diesel or electric powered trains travelling up to 140mph controlled by regional signalling centres, far removed from the crossings and thus increasing the risk. Evidence gathered by the ORR following incidents at user-worked crossings paints a compelling picture. What is clear is that increased agricultural production, bigger farm machines crossing more frequently, and faster trains on all lines have all been found to be contributing factors. Raising awareness The issue resurfaced in early August 2016. A driver suffered a serious head injury when a car he was driving was in collision with a train at a user-worked crossing in Cambridgeshire. Network Rail has been reported as saying that the user-worked crossing where this incident took place was located on private farmland between Ely and Waterbeach, and that it is used by fewer than ten vehicles a day. People wishing to use the crossing are
required to contact the signaller by phone to get permission, Network Rail said, but on this occasion the signaller did not receive a call from the crossing’s phone prior to the incident. As it happened, the IOSH Railway and Rural Industries Groups had been due to jointly hold an event to promote safety around user-worked crossings later in the month when this incident occurred. We had identified the challenge faced in getting sectors outside of the rail industry to appreciate that safety at user-worked crossings is of relevance to them. Past collisions between agricultural machinery and trains were reviewed as part of the free event, which took place at the Birches Valley Forest Centre, in Cannock Chase, Staffordshire. It featured practical demonstrations of steps that employers can take to help workers stay safe near user-worked and other railway level crossings. One of the key points raised by inspectors from the ORR was to ensure that user-worked crossings are suitably and sufficiently covered in company risk assessments. They said that the risk often goes under the radar outside of the rail sector. It is not only workers in forestry, farming or rail who might be confronted by these crossings in the course of their work. Anyone visiting farms or the countryside in the line of their work could have to access them, be it refuse workers collecting waste, engineers inspecting farm machinery or anyone making deliveries to these premises. The experts from the ORR advised companies to ensure employees undertake sufficient pre-planning and risk assessment before starting any work which requires access
| VIEWPOINT / Keith Morey
the use of user-worked crossings is covered suitably and sufficiently in risk assessments.
to user-worked crossings. They reiterated the need for company safety management systems to identify who is at risk, check what controls are in place and assess what can be done to either eliminate the need to use the crossings or to reduce the risk of using them. As a final thought, delegates at the event were told that they had a role to play in helping agricultural businesses appreciate that the crossings are less of an asset to farmworkers, and are more of a liability. Simple and practical guidance is out there. Employers need to understand the extent of the problem and to think ‘what can we do about it?’ At the end of the day, it is to make sure
Promoting a positive impact The IOSH Railway Group has more than 1,500 members who either work in, or have a shared interest of rail as a specialist area. We believe that by embracing safety and health and placing it at the heart of operations, organisations throughout the rail industry can achieve improvements that are not only good for their reputations and performance, but also for the resilience of their workers. We will be exploring the importance of leadership and strategic vision, and how to promote a positive safety culture within the industry at our 12th annual Rail Industry Conference. Each year the conference invites an inspiring panel of industry experts to deliver useful, interactive and thought provoking sessions. Among the key speakers will be National Infrastructure Commission chair, Lord Adonis; Steve Hails, director of health, safety and wellbeing at Tideway London; John Gillespie, HM assistant chief inspector of railways at the ORR; Alan Tordoff, engagement manager at the RSSB; Lee Parlett, corporate investigation and assurance manager at Network Rail; and railway enthusiast Dr Pete Waterman. There will also be discussions on platformtrain interface and behavioural-based safety
led by representatives of CrossCountry Trains and Virgin Trains East Coast. The conference is aimed at safety and health professionals and operations managers working across the railway industry, with this year’s programme being themed around Promoting a positive impact. The conference, sponsored by business insurance specialist QBE, will take place at the Nottingham Belfry Hotel, in Nottingham, on 23rd November. Visit www.iosh.co.uk/events for further details. Keith Morey is chair of the Institution of Occupational Safety and Health’s (IOSH) Railway Group
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VIEWPOINT FEATURE |
Women in rail
Under-represented but fighting for inclusion There are a number of ways companies can help encourage more women to consider rail as a career, the first is to tackle perceptions of rail which are often outdated, says Clare Burles
n recent years in the UK there has been an increasing focus on women in STEM industries, and more importantly the lack of women on boards and in senior roles. This is an area that is improving slowly, with many companies now making a conscious effort to work towards an equal workforce, although of course there is still a long way to go. Despite this focus on encouraging women to aim for these top roles, the rail industry is an area which is still lagging behind on its approach to inclusion and diversity and
Despite this focus on encouraging women to aim for these top roles, the rail industry is an area which is still lagging behind on its approach to inclusion and diversity and many working within it are questioning how this situation can be fixed
many working within it are questioning how this situation can be fixed. Where the challenge begins The challenge of ensuring that underrepresented groups such as women are being included is one that we need to overcome for it to prosper and become even more dynamic. A Women in Rail report last year showed that just 16.4 per cent of the workforce within UK rail is female. The majority of these roles are customer facing, meaning there is a large skills gap in engineering roles, only four per cent of women are currently working in this area.
Importance of plugging the gap There is a high importance in making sure this issue is being addressed. From an economic stance, it doesnâ€™t make sense to rule out 50 per cent of the talent pool; the skills gap is impacting the effectiveness of the industry and although there is a promising future for rail, we simply canâ€™t reach the full potential without employing the best from a comprehensive range of candidates. A further case for the inclusion of women in rail and diversity is the clear fact that a diverse workforce is a stronger one. Forbes reports that diversity is vital for a business to have the ability to adapt and Rail Professional
Another proven way of improving the take up of STEM subjects is through real life testimonials from other women who have succeeded in the industry. The UK rail industry can take a leaf out of Sweden’s book; they promote engineering as the elite industry, many people view working in engineering as success at the highest level innovate in an evolving and quick paced world. The mix of opinions, strengths and weaknesses, as well as a different approaches to tasks, provides businesses with a strong foundation that leads to a better understanding of customers – and ultimately better results. Education will fix perception There are a number of ways that companies can help encourage more women to consider
rail as a viable career option for them. The first way is to tackle the perceptions of rail which are often outdated. Research shows that many young girls are not choosing STEM subjects at a young age and therefore continuing to reject subjects as they move further through their education. One way of improving this is ensuring there is a clear representation of the industry and this would include highlighting that there is an abundance of roles available to women;
there are expansive opportunities that are not limited to one discipline. Another proven way of improving the take up of STEM subjects is through real life testimonials from other women who have succeeded in the industry. The UK rail industry can take a leaf out of Sweden’s book; they promote engineering as the elite industry, many people view working in engineering as success at the highest level. By using role models to help convey the message of our rail industry being vital to us as a country, more young girls will consider STEM subjects when making vital decisions about what careers they want to pursue. The importance of improving the gender gap in rail isn’t something that has gone ignored by the industry; DB Cargo has recently announced that they have launched a Women in Management project. At Virgin Trains we have been focused on promoting railway careers among schools. We held an open day as part of Young Rail Week and have been much more active in talking openly about the roles and opportunities available, raising awareness and hopefully demystifying the perception that certain roles are only for men.
Clare Burles is people director at Angel Trains
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CONFERENCEFEATURE REPORT |
A big day for data Lucy Prior previews the Rail Alliance August networking event Asset Management, Communications and Data, held at NTAR
raditionally August is a difficult time of year to ensure high attendance at any event, but despite all odds we were delighted to welcome a wonderful array of delegates to our latest networking session and appreciate everyone making the time to attend. Hosted by NTAR (National Training Academy for Rail), a state-of-the-art teaching facility which is part of a growing network of purpose built rail skills training centres, we assembled to discuss the topic of Asset Management, Communications and Data. The session explored the need for and application of communication and data and their analysis– from angles as diverse as physical hardware and embedded technology through to the ways in which information can be harnessed and interpreted to enable us to work towards recruiting new blood into the rail sector. The range and variety of speaker topics highlighted the need for not only collecting data but using the information that is collated in a proactive manner. Data can drive remote condition monitoring, which in turn enables predictive as opposed to reactive maintenance. Data can be used
to automate procedures and eliminate lag times; as succinctly demonstrated by Mike Robert of ISEEU Global whose business process automation has proved literally to help save lives in hospitals and in railway developments alike; while Philip Mounter explained how Westermo has worked closely with LuL to develop and supply robust data communication devices for mission critical networks. The session also included a joint presentation from Jennifer Walpole of NTAR and Tracey Morrison of Alan Dick Communications (a Panasonic Company). Together they described the reasons behind the collaboration between their respective organisations and illustrated examples of the success that this collaboration has engendered. NTAR/ADC not only train students in current technologies but also embrace the constant evolution of the communications field. They have thus developed a rich and proactive curriculum and training suite that uses state-of-theart technology to enable students to both appreciate and help shape the sheer scale of opportunity posed by the Digital Railway. Building on from this opening presentation, and to conclude the session
Neil Franklin, programme director of NSAR turned the topic of data and communications from the more ‘practical’ angle of data as a means of streamlining maintenance but also to show it as a means through which we can collaborate to upskill our existing workforce, attract new talent, and benefit from initiatives such as the Skills Intelligence Unit (SIU). The SIU has been set up ‘to ensure skills knowledge guides the industry to become more responsive, productive, informed and prepared [by] using data analytics to inform and steer, communicated via an increasingly social media, driven industry’. This proved to be an extremely engaging session that proved the importance of the day’s theme on so many levels. “As an industry skills body, it is always important to gauge the reaction and mood of the industry employers and we find that Rail Alliance events are an excellent way of getting key messages out into the marketplace. The recent event on Asset Management, Data and Communications succeeded on so many levels; the venue at NTAR was superb, the hosting excellent, the audience lively and the conversation stimulating. At a time when NSAR is trying to engage widely with industry employers, this was an excellent opportunity for us to do so effectively. I’m delighted Lucy asked us to present, and we will continue to support Rail Alliance and its members in engaging and supporting the industry employers.” Neil Franklin, programme director, NSAR Special thanks need to go to all of the team at NTAR whose hospitality was second to none. The delegates were invited to tour the Academy’s practical teaching facilities to witness first-hand how NTAR is a beacon for training in the rail sector. We were delighted that Simon Rennie, GM of NTAR opened the session and we would like to thank him and his team for supporting the event from start
Rail Alliance Events Calendar: The Rail Alliance is constantly on the road to ensure maximum outreach. As well as running our own hugely popular networking sessions we are also running a range of workshops, training courses and supporting a variety of collaborative events, a summary of which is detailed below. Future Rail Alliance Networking Events: · October: Opportunities in Infrastructure · October: Education in the Supply Chain in Rolling Stock · December: Members Only Christmas Networking Lunch Visit: www.railalliance.co.uk/events
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RSG Best Practice Workshops (run by the Rail Alliance on behalf of the Rail Supply Group) 13th October: BIM 16th November: Lean 14th December: Off-site Manufacturing Visit: www.rsgbestpractice.org
Kilborn Consulting Limited is an independent railway engineering consultancy and design business. We specialise in the design of new and altered railway signalling systems for the UK railway infrastructure. There are six defined areas for which we supply our services: • • • • • •
Consultancy, including technical advice and support Signalling Correlation, Condition Assessments and Surveys; Signalling & Level Crossing Risk Assessments; Feasibility, Concept and Outline Signalling Design; Detailed Signalling Design; and Competency Management and Assessment
Our consultancy services include a range of services such as Signal Sighting, Signalling Asset Condition and Inspection activities, EMC/EMI Studies and Assessments, etc. As part of our risk assessment services we are competent to undertake suitable and sufficient risk assessments for level crossings through to signalling overrun risk assessments using the SORAT and VariSPAD process, as well as other associated assessments such as Trap Point, ROL and Buffer Stop assessments. We very much look forward to working with you.
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Lucy Prior is membership development and international trade director
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“At NTAR we were delighted to host the Rail Alliance Asset Management, Communications and Data Networking Event. Collaboration is at the heart of what we do and it was great to see so many organisations coming together
to learn about key developments, each others’ activity and for our part to learn from the industry how NTAR can better align to business need. Thank you for choosing us and come again soon.” Simon Rennie, General Manager of NTAR
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to finish. Communication and Data was the theme, but collaboration was certainly the driver.
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Access by all Technology and new ideas have enormous potential for the railway, but passengers must always be the priority in their development and implementation, says Jerry Alderson
hen the railway first carried passengers there was one place to pay (at the station), a single method of payment (cash) and one way to prove purchase (a ticket). Today you can still pay at the station (although it may be via a ticket vending machine rather than a person), on the train, at home or during any point on the journey to the station. Payment by cash is still possible but it has been joined by travel vouchers, credit cards, debit cards, smartcards, mobile phones, wrist watches and so on. The rail industry standardised on the ‘tangerine’ paper ticket although the layout has recently changed and not for the better. Modern proof of payment includes ‘print at home’ tickets, e-tickets (where only a booking reference, name and perhaps proof of id is needed), smartphone and tablet m-tickets that show the details with a barcode and also smartcards that reveal nothing to the traveller but are readable to a machine. Today’s railway passenger has an ever growing choice available to them and that is to be welcomed. Fewer young people have a car and are more reliant on train travel. Their generation is at the leading edge of technology and they expect the railway to support it. To date only the cheque (for which payment is no longer guaranteed) has been abolished. Supporting all of these is costly for the railway because each requires different equipment, interfaces with the back office systems and staff training. It is inevitable that there will be a push to move the majority of passengers to digital ticketing but it needs to be done with their consent, confidence and full understanding. Right to be cautious Railfuture supports innovation, modernisation and efficiency in the railways.
However, as well as seeking a bigger and better railway, it also represents the interests of the railway’s customers, some of whom are uncomfortable with change and not always capable of understanding or coping with it. They are right to be cautious because even tech-savvy experienced rail travellers, like me, get caught out. One of the downsides of a PAYG smartcard is that it often expects the passenger to take the first train going to their destination and doesn’t expect them to dawdle. Railfuture has complained about the onboard inadequacies of the Class 700 trains but also welcomes the improved CIS screens. I went to take a look and Oyster charged me £21 that day for the privilege. My sin was waiting for a Class 700 to arrive at St Pancras International. It didn’t. Then going to Blackfriars to travel on one meant I took two hours to touch out. A paper Travelcard will
let me do what I wish but Oyster assumed I had made a journey outside London and tried to defraud the system. A four-minute call to Transport for London (TfL), having waited three minutes in the queue, resolved it and my bank account was credited two days later. Excellent customer service by TfL but next time I’ll stick with paper. Having worked in Denmark I have a rejsekort. It’s like Oyster but it can be used anywhere in the country. However, it works differently. There are different sensors for touching in (ind) and out (ud) but the stations have no barriers so both are adjacent. Inevitably I used the wrong one and had no idea I had done so and repeated the mistake. Overcharged again! On the Midland Metro I nearly paid twice. I did not realise that the Swift smartcard is used only for payment and after that you show the paper ticket to avoid paying again. Every system seems to be slightly
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different and one should never make assumptions. However, surely the onus is on the transport provider to properly explain how their system works. Another problem with smartcards is that only certain organisations can read them. Some tourist attractions offer 2-for-1 deals to visitors with a Travelcard. It’s easy to prove with a paper ticket, but not on a smartcard. Paper tickets do not identify the individual – they can be bought for other people – and most operators offer anonymous as well as account-based smartcards. Of course, they prefer the latter for its direct marketing opportunities. Already smartcards and contactless bank cards are ‘old hat’. Smartphones are increasingly used to purchase and/or prove the right to travel and the electronic tickets displayed on the screen are readable by staff at museums and so on. They have the potential to avoid the limitations of the smartcard. Providing that the mobile phone’s location was continuously being tracked TfL would not need to rely solely on touching in and out to know how far the user had travelled. However, passengers are already wary of their journey being recorded by ‘Big Brother’ and introducing continuous tracking just to get the price correct isn’t going to win any public support. An advantage of digital tickets over
1.69 Billion passenger journeys, a 2% increase on 2014/2015
289 252 were suicides or suspected suicides, 30 were trespassers, 3 occured at level crossings, 4 died from other causes
paper ones is that travel history can be used to calculate the best deal over time. TfL already applies a weekly cap on travel using a contactless card. The smartphone-based MultiPass app operated in conjunction with Abellio Greater Anglia aims to do that over a wider area and retrospectively identify more cost-effective tickets that could have been bought (such as a weekly season) but again achieved by tracking the phone and therefore the person. Will all passengers play ball? Post-journey fare calculation, essentially discounting, will become increasingly common and the government sees it as a way of smoothing demand across the network, particularly across the day, to avoid investing in infrastructure and trains to increase capacity. Changing passenger behaviour with carrots rather than sticks will reduce the costs of operating the railway, but will we all play ball? Passengers who do will factor in the discounting when deciding whether to use the railway in the first place. They need to have trust that they will receive it. Supermarket BOGOF discounts are all done in a single transaction at one time in one place. Train journeys may get significant discounts (to dampen cliff-edge fares) and may be awarded after multiple journeys.
There is potential for these systems to generate lots of complaints over the timing of the fare aggregation and discounting period. Will the rules be clear and will the industry be able to cope? The issues around digital ticketing aren’t limited to payments. Last-minute seat reservations introduced by Arriva Cross Country seemed like a good idea but they have upset passengers who suddenly found the seat they’ve been sitting in for the last hour is no longer free and are forced to move. Moreover, such facilities discriminate against anyone who doesn’t have a smartphone creating a two-tier railway with the more vulnerable, such as elderly and disabled passengers who cannot use a smartphone, losing out. Technology and new ideas have enormous potential for the railway – and must be exploited to be competitive with other modes – but the customers must always be the priority in their development and implementation. It is vital that the rail industry engages with forward-thinking knowledgeable passenger organisations that understand passengers and can represent them. Jerry Alderson is director of finance and IT at Railfuture and a business consultant
Major injuries to passengers
Major injuries to members of the workforce
Passengers or workforce fatalities in train accidents for the ninth consecutive year
Passengers fatalities in individual incidents, all at stations
Download our Annual Safety Performance Report from www.rssb.co.uk Rail Professional
CF Booth Ltd was established in 1920 by Clarence Frederick Booth and since that time has continued to be passed down through the generations of the Booth family. The company has been associated with the scrapping of diesel and electric locomotives since the 1960s and has an excellent reputation as one of the largest rolling stock recyclers in the UK, winning nationally released tenders from several of the main rail operating companies. The head office is located in Rotherham, South Yorkshire at Clarence Metal Works with the company’s gantry cranes and three derrick cranes making the site quite distinctive.
CF Booth rolling stock division has achieved both ISO 9001 and 14001 standards and has invested heavily in developing the infrastructure to handle all kinds of rolling stock including more than 1,500 metres of rail sidings, which allows us to accommodate a substantial amount of rolling stock. Work continues at present with rail vehicles being brought in through a connection to Network Rail and the proximity of the railway sidings to roads give this side of the business a high profile with many wagons, carriages, underground and departmental stock being processed. In addition, our extremely competitive buying process and quick payment terms mean that for many companies wishing to dispose of their rolling stock, CF Booth Ltd is the first port of call. Besides processing rolling stock for their residual ferrous/non ferrous metals, we also salvage any or all components that may be required by railway preservationists. The current Rolling Stock Manager, Christopher Davis, says: “We are proud to be playing a major role in supporting the UK national rail industry and extremely proud to provide a valuable service to railway enthusiasts and preservationists throughout the UK as they continue to restore rolling stock vehicles to their former glory for future generations to enjoy. We value the relationship we have built up with preservationists and enthusiasts over the years’’.
Office Tel: +44 (0) 1709 559198 | Fax: +44 (0) 1709 562631 | www.cfbooth.com All enquiries regarding your rolling stock can be directed to: Christopher Davis, Rolling Stock Manager - CF Booth Limited, Clarence Metal Works, Armer Street, Rotherham, Yorkshire, United Kingdom, S60 1AF
Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 email@example.com www.rmf.co.uk
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www.railwayoperators.co.uk IRO students celebrate success he Institution of Railway Operators (IRO) is delighted to present the latest graduates from its diploma and degree courses in Railway Operations Management. These academic courses, which are delivered in conjunction with Glasgow Caledonian University (GCU), have allowed each graduate to explore a wide spectrum of knowledge and improve their expertise. Held at the Glasgow Royal Concert Hall, the ceremony allowed graduates to mark this achievement and milestone as they walk across the stage, shake the chancellor’s hand and receive their certificate. We would like to congratulate the graduates listed below and wish them all the best for the future.
Drury (Louis Berger), Sean Dutton (Keolis best developmental opportunities. The Middle East), Rodney Ferris (Translink), Institution delivers a range of career Paul Grimes (Iarnród Éireann), Ryan enhancing courses tailored specifically to the Johnson (Etihad Rail), Kevin Kennea needs of the industry, all of which lead to (ScotRail), John Langlands (Great Western internationally recognised qualifications. Annual Lunch for Members and Guests will be held at Railway), CharlesOur Lewsley (Translink), As well as this, the IRO has a The Mermaid, Puddle Dock, London. On Friday Aprillearning and has Brian Lynch (Network Rail), Joseph Maher commitment to19th lifelong 2013 from midday. Our guest speaker is the Rt. Hon. (Iarnród Éireann), Dominic Mottram developed a range of continuing professional SimonNichol Burns,(Virgin Minister of Statedevelopment for Transport. (Network Rail), Susan (CPD) activities to identify, Trains), Sean O’Connor (Iarnród Éireann), define, improve, develop and monitor David Owen (Interfleet Technology), Harriet relevant professional skills and workTickets – £47.00 per head Prempeh (Great Western Railway), Anthony related knowledge to support your on-going Table of 10 – £470.00 per table Sadler (Downer Rail), Adrian Sawdon career. (Ticket prices Theophilus are inclusive of VAT @ 20%) (Freightliner Heavy Haul), This year IRO Learn was also launched Steiner (Great Western Railway), Sam – this new online learning platform offers Tattersall (Network Rail), Georges Mbonkwi form a variety Download a booking at: of courses that can be studied at a (LOROL), Brian Webster (Serco). pace that suits you. www.railwayoperators.co.uk Why join? Membership of the IRO Call:the01785 To find out more about learning248113 will give you access to a great network opportunities offered by the IRO please of professional expertise, professional visit www.railwayoperators.co.uk/learningdevelopment opportunities, industry development or email the Learning Team on endorsed qualifications and professional firstname.lastname@example.org affiliation and recognition. Furthermore, if your employer is a corporate member of the IRO you are Have you joined the IRO? eligible to join the Institution of Railway Operators for free! he Institution of Railway Operators is a focal point for raising standards If you would to join or find out more please visit through operational training, www.railwayoperators.co.uk/membership or sharing knowledge and expertise alternatively, call 03333 440523. to provide their members with the very
IRO Annual Members’ Lunch 2013
Diploma: Simon Dalby (TransPennine Express), Mark Mitchell (Virgin Trains), Nigel Smith (CrossCountry Trains). Degree: Fadhel Ali (Serco), Leonard Baldwin (International Transport Training & Development), James Beckingham (Southeastern), Richard Bergin (Iarnród Éireann), Barnaby Clark (Network Rail), Robert Cummings (Northern), Andrew
Valuable opportunities for members to learn and share knowledge
Your local IRO Area runs events all year round. There are opportunities to see how others work, broaden your experience and add to your professional development. Are you new to the rail industry? This course will help you gain a comprehensive picture of the rail environment. Visit the website to find out more… www.railwayoperators.co.uk
Introduction to the Railway Industry
Tuesday 22nd November 2016
Delivered at the National Training Academy Contents include: for Rail (NTAR) in Northampton, this one • The Market for Rail Transport day course is ideal for those who need to • Track and Train - the Basics understand the rail industry, the way it is planned and how services are provided, the 2 • Signalling 1 infrastructure and the factors which can • Operational Standards and Interfaces South West Area: South West Area: Operations Experience Day – affect it. Modernising the Western Route – Swindon October 2012 West Somerset Railway, Minehead October 2012 • Organising the Railway Call us on 03333 440523 for more information or to book
Members: £350 (including VAT) Non-Members: £400 (including VAT)
Find more information at… www.railwayoperators.co.uk/whats-on Rail Professional
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John Grainger and Nick van den Hurk Rail Professional spoke to John Grainger and Nick van den Hurk, senior specialists respectively in geotechnics and asset data at geoscience giant Fugro about drilling in the UK being on the up, HS2, BIM and absolute data Rail Professional
azing out on yet another underwhelming summer’s day, the view from Fugro’s office in Wallingford is decidedly overcast. In contrast, the outlook for UK rail is refreshingly bright from where John Grainger and Nick van den Hurk are sitting. Admittedly, their perspective benefits from being part of a Euro 2.4 billion company with interests worldwide, not only in rail but in markets such as oil and gas, nuclear power, renewable energy, mining and other infrastructure. Yet even in this global context, they see UK rail as a shining beacon, offering the prospect of dynamic growth over the next 10+ years and progressive quality and safety standards which naturally chime with the ethos of a global player like Fugro. Both concur that transport secretary Chris Grayling’s confirmation of the government’s commitment to HS2 has gone a long way to settling nerves in the industry. Moreover, the company is already knee deep in HS2’s early geotechnical work as one of the nine specialists chosen for the ground investigation (GI) framework last year. ‘Brexit and recent government changes naturally created some apprehension in the rail market,’ said Grainger, a senior drilling guru for
Grainger estimates that HS2 will account for 25 per cent of all UK geotechnical work over the next two to three years, creating a background noise of some £100 million per year. It is a huge spike that comes at a time when other areas of the UK are buoyant and calling for geotechnical investigation Rail Professional
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Fugro onshore geotechnics (Europe and Caspian) and a director of the British Drilling Association (BDA). ‘With development like HS2, it is important that suppliers invest in capital assets, the rigs and plant, as well as skilled people in order to deliver them. But they need confidence about future workload. It was important that the new transport minister acted swiftly to confirm government support for the scheme.’ As well as being a Tier 2 contractor for packages under £0.5 million Fugro is one of five Tier 1 contractors approved to undertake contracts in excess of £0.5 million. After delays in 2015 due to access and wayleave clearance, more packages are now being released. With Royal Assent expected by the end of the year, it will be full steam ahead for the first phase GI which includes an estimated £70 million of work across an estimated 92 individual packages. Grainger is very clear that the scale and timing of the project is seeing the depth and integration of Fugro’s global resources and logistical mobility come into their own. He explained that this is not just in terms of meeting the onerous demands of competence, quality management, operational accreditations, liability and insurance. It is also down to the enormity of the geotechnical work required for the 140 mile (225 km) first phase between London and Birmingham. Until now, rail construction drilling has rarely ventured any deeper than 10m to 20m, even for major infrastructure such as bridges and viaducts. However, to cope with the ground stresses of 300km/hr trains on HS2, drilling is reaching depths of 80m to 100m for structural foundations and the deepest cuttings, and 10m to 20m for embankments and shallower cuttings. Grainger said: ‘Not surprisingly, the geotechnical specification for HS2 is at the higher end of UK standards for GI. With 300km/hr trains, you are building in high thresholds against any out-of-the-ordinary settlement, so high level testing and high quality ground data are crucial. The drilling is being quality controlled through third party audit to ensure high standards of compliance from both a technical and safety point of view.’ He added: ‘The UK geotechnical industry already works to exhaustive and rigorous standards of compliance for drilling, testing/ sampling and safety. HS2 has taken these on board.’ While the work is technically demanding, the real geotechnical challenge of HS2 is not about the drilling technology but about coping with the sheer amount of GI. ‘The volume and programming of work is certainly a challenge,’ Grainger observed. ‘An organisation of Fugro’s size is well resourced to respond and mobilise the required resources and people, including inhouse skills from overseas.’ ‘Of course, we are investing in new kit and are accredited to subcontract drilling
where required in compliance with the HS2 standard. Some of the work is drawing on very specialised equipment such as a small strain testing facility at our Wallingford laboratories that few in the UK have.’ Drilling on the up Not surprisingly, after remaining relatively flat from 2008 to 2013, drilling work in the UK is on the up, with rail geotechnics accounting for a large proportion. Grainger estimates that HS2 will account for 25 per cent of all UK geotechnical work over the next two to three years, creating a background noise of some £100 million per year. It is a huge spike that comes at a time when other areas of the UK are buoyant and calling for geotechnical investigation. Nuclear development is resurgent – Fugro is currently undertaking the tail end of the GI package for NuGen’s Moorside project – as well as projects in LNG storage, wind energy, utilities, and other transport infrastructure. As the UK shrugs off recession, the drive to recruit and train new drilling operatives and engineering geologists at home is now
on. There is also optimism that favourable arrangements on worker movement and permits will be negotiated as the UK prepares to leave the EU. Grainger reflected: ‘The world of civil engineering has been slow to embrace change, but HS2 is doing plenty to move things on. The standard on health and safety is exacting, reflecting the government’s current push in this area with its long-term health and wellbeing initiative to reduce the long-term impacts of work on people’s health. HS2 and rail are playing their part in this legacy and Fugro is more than ready to respond to the sector’s health and safety targets.’ He highlighted: ‘From July this year, operatives without a BDA card are not permitted on drilling sites. It’s a major step forward in safety and quality for UK geotechnics which HS2 is embracing and stands to gain from significantly given the size of the GI work.’ The client places considerable emphasis on electronic data and has set up a central system compatible with the majority of data software used by GI contractors. Tablets and
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iPads are becoming as indispensable as hard hats for drillers. ‘The emphasis is on collecting information electronically in the field as much as possible. More operatives are now using electronic input for daily records, reducing the time needed for transferring data on paper to PC’s in the office and also reducing errors with laboratory sample labelling and schedules. It also enables more efficient checking processes once systems are in place.’ HS2 has a team of leading strata logging experts who are training and monitoring contractors to ensure that reporting as far as possible conforms to the same protocols. As a big data project, the emphasis is on pooling huge volumes of site data as quickly and efficiently as possible and fast-tracking it to the design, planning and engineering effort. Fugro also has a web-based data portal, Fugro Online, to securely share data with authorised users (though HS2 data are being processed and delivered direct to the client). ‘The final report is fast becoming redundant in geotechnics,’ suggested Grainger. ‘Data are being harnessed as soon as possible in 3D maps loaded with spatial information, levels, strata, sample testing to give an interactive picture for risk assessment and ground engineering.’ Pragmatic about booms As we touch on the subject of data harmonisation, the conversation naturally turns to BIM (building information management). ‘We are now producing 3D models of the geotechnical intelligence in line with BIM Level 2 and expect to step up to Level 4 in future,’ revealed Grainger. He explained that the introduction in the drilling/geotechnical sector of the AGS (Association of Geotechnical and Geoenvironmental Specialists) Data Format for GI was effectively an early stage of BIM, meaning all data outputs are quality controlled and compliant.
On the recent talk of high speed and ‘ground vibration booms’, Fugro is pragmatic. Although new to the UK, high speed is well established in Japan and elsewhere, with research and evidential data to inform SI, design and risk management. Modelling can draw on this to some degree, but must take into consideration specific site conditions and must be informed by a combination of in situ and laboratory based measurements. Fugro is well placed to address the challenge with its international expertise in geotechnical modelling for high speed rail and its specialists in geophysics and advanced soils testing. Van den Hurk added: ‘A sound geotechnical investigation is crucial for designing the best track configuration and ensuring that any settlement of the ground or ballast remains within normal parameters. After this, precise surveys will be important to monitor any track movement, whether it is related to the high speed traffic, the track and its foundations,
or the underlying soils.’ Van den Hurk looks after Fugro’s rail survey system called RILA which takes absolute measurements of track geometry. It can be mounted on standard trains, capturing thousands of kilometres of high precision track data at normal line speeds. By greatly reducing the need for surveyors working on foot RILA promotes improved safety, and by reducing the need for specialist survey trains it frees up train paths. ‘Traditional track survey trains measure in relative model,’ he explained. ‘That is, they take rail to rail measurements, for example track gauge and crossfall, but are not spatially located in 3D terms.’ In contrast, the absolute measurement of RILA spatially plots track geometry in every dimension, recording curvature starts and transitions that are locked to a customer defined grid and can be shown in a GIS model. It can capture many kilometres of track data at a fraction of the cost and time of more labour intensive traditional survey methods. Said van den Hurk: ‘You can check whether the alignment of the tracks is where it should be, and if not, locate the fault. The higher the train speed, the less tolerance you can have of any track deviation, so you need to monitor the network in an absolute sense. It offers the high specification monitoring and therefore tight control needed for high speed.’ The RILA datasets are precise to a couple of millimetres, and along with 3D point cloud data and video, a complete 360 degree picture of the railway corridor can be captured– seeing the transition of BIM to the real asset. ‘RILA offers the precision needed for asbuilt surveys of new track and complements BIM with a spatially precise picture of the real asset.’ The technology can resolve and measure surprisingly small objects, such as the threedimensional position of OLE contact wires. Rail Professional
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Once trains are running, RILA can check that rails stay within the design parameters. ‘As well as measuring settlement, we can see if transition lengths have changed and calculate remedial works,’ said van den Hurk. He points out that gauge is an important issue for trains passing through platforms and across viaducts, so this can be accurately monitored for any deviation. Geotechnical data on the subsoil and ground can also be integrated, giving a complete above- and below-ground view for ongoing asset management. Among many tasks, it can be used to interrogate pile positions, for example, to see if there is any correlation with areas where track movement has been spotted. ‘Of course’, said van den Hurk, ‘all the ground and spatial data need to be surveyed to the same grade. Based on applications so far using client trains, we survey at speeds up to 200 km/hr at the moment, although the technology is designed to operate at 300 km/hr. It is only the physical casing of the unit that would need an upgrade to work at this speed.’ He continued: ‘We are producing applications between our models and the design software of rail engineers to optimise the flow of information.’ Skills shortage and diversity The skills shortage is not just a challenge for rail, but for geotechnics and other construction disciplines in general. ‘Fugro has a strong training programme internally and externally in technical skills and project management,’ said Grainger. To cope with the UK’s overheated market, Fugro has mobilised geotechnical personnel from across its European operations who currently account for as much as 20 per cent of its UK drilling/engineering force. ‘Where we can, we train our global workforce to international and European as well as regional competence standards and accreditations,’ said Grainger. ‘So when they arrive in the UK they are a good way to being ready for site.’ He added: ‘As well as technical skills, we are training our drillers in soft skills since they are working in areas conspicuous to the public along the HS2 corridor.’ Sourcing personnel for remote data surveying is less problematic. Van den Hurk revealed: ‘We can survey 1600km in eight hours, and as projects scale up, the greater processing does not require major expansion of the data team.’ It begged the question: in addressing the skills shortage, is the industry doing enough to attract more women to technical roles? Traditionally, the physical demands of drilling work have not attracted female operatives. Increasingly, the associated travel and long periods away from home are even putting off some of the new male intake. However, Grainger pointed to a growing presence of women in geotechnical roles within Fugro. ‘A significant percentage of our engineers, geologists and project managers
are female,’ he revealed. ‘Currently, around a third of our lead project engineers running sites are women.’ Away from the drilling site, van den Hurk sees plenty of opportunity for females in asset data roles, too and they are strongly represented within Fugro’s rail data teams. Need for improvement in PPQ On the question of working with the rail supply chain, both are encouraged by the safety and quality standards which HS2 is instrumental in driving. However, Grainger pointed to the need for improvement in the area of prequalification (PPQ). ‘Multiple PPQ are required for individual clients, from Network Rail and HS2 Ltd, the Environment Agency, Highways England, and main contractors. It would be advantageous if these parties could come together and develop a single approach with a one-size-fits-all PPQ. This would significantly reduce duplication of effort, and unify quality and compliance.’ He added: ‘Involving the geotechnical specialist earlier in the process would greatly assist mutual understanding of supplier and client issues and ensure scoping is focused on the end result.’ Grainger was quick to stress that the problem is not confined to rail, but endemic in construction as a whole. ‘The BDA is talking to UK Build to develop a main prequalification system which could embrace and unify greater parts of the industry. We
are also enthusiastic about the government’s PAS 91 initiative, which will simplify compliance with procurement.’ Confident about the future Van den Hurk is very positive about the structure of UK rail with Network Rail as asset manager and quality arbiter. ‘The UK is a leader in Europe for rail survey business, and has an open and transparent rail asset management model that is attractive to suppliers.’ Free movement of personnel in Europe has obviously helped Fugro operate as a global organisation, and it would like to see cross-border mobility with the UK preserved as much as possible. Like many large organisations, the company benefits from moving expertise to meet client demand, which has helped keep a lid on the costs passed onto clients and enabled staff to build a broad range of experience. On the future for UK rail, both men are confident that the next 10 years or so look very positive. ‘We have Crossrail, the Great Western electrification as well as the prospect of HS3 that all need geotechnics,’ said Grainger. Van den Hurk enthused: ‘In adopting full 3D design and with ambitious plans for passenger growth, UK rail is one of the most progressive markets for asset data. Whatever the trading arrangements postBrexit, Fugro is equipped to deal with any change.’ Rail Professional
Strength to strength Brexit or not, The Survey Association is prepared and ready for the future, says Mark Combes
he UK Land & Hydrographic Survey Association more commonly known as The Survey Association or TSA, was formed in 1979 to represent the views and business concerns of the private survey companies in the United Kingdom. Since that time, TSA has gone from strength to strength and this month welcomed its 170th member company, Macleod Simmonds. Membership, which includes a number of different categories, is made up of full members who in general are survey data collection companies, affiliate members and supplier member companies such as the instrument and equipment manufacturers, although these also include companies in IT, HR and Finance. Affiliate companies are those that are involved with surveying but for which it is not their core market e.g. engineering consultants. TSA also includes academic members such as Newcastle University. The full member survey companies are involved in all types of sectors but infrastructure, in particular railways, has been a key area where the demand for safety, innovation and efficiency has brought the best out of TSA members. They know what it is like to have to deliver quality data on complex high profile projects, and in the very latest BIM formats. The role of TSA is to promote best practice among its members while providing a forum for members for both discussion and debate. A major focus is continuing professional development within the industry, with the objective of offering insight to a wider audience such as Network Rail, Crossrail, HS1, HS2, Tocâ€™s, maintainers, engineering consultants and contractors. These organisations recognise the TSA badge and understand that the collaborative input of members results in continual improvement on guidance, new innovations and techniques. Combine this with our very own TSA Survey School, based in Worcester, and the result is the very latest innovative
geospatial services to choose from. TSA meets regularly with the Royal Institution of Chartered Surveyors (RICS) and the Chartered Institution of Civil Engineering Surveyors (CICES) on a range of issues and has established a group called the Survey Liaison Group (SLG). This body convenes at six monthly intervals to examine matters of mutual interest and to ensure that there is little or no duplication of effort by the three bodies. One of the members of the SLG represents Network Rail so there is direct collaboration at a high level. Network Rail recognises the value on offer from TSA and has sent one of its high level engineers to TSA Survey School to complete
the two year Survey Course at Worcester. Last July 36 successful students graduated from the course. TSA also provides technical guidance notes (there is specifically one on railways), Client guides and briefing notes, all of which can be downloaded free from the website: www.tsa-uk.org.uk Member companies understand The real value to a client comes from commissioning a TSA member survey company to fulfil their measurement requirements. They understand how to get onto the railway infrastructure, have the right NR accreditations, understand Rail Professional
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the track access planning, paperwork required and critical safety staff needed. This integrated approach is backed up with a known ‘behavioural safety’ culture and direct reporting through all phases and types of survey. The survey geospatial industry has played a crucial role working towards Network Rail’s safety objectives. Time spent on track or ‘boots on ballast’ have been significantly reduced with the uptake of innovative technology (TSA supplier companies providing much of this), enabling mass data collection of all the assets, such that one pass captures all requirements for the multidiscipline design teams to fast track through the GRIP stages. Network Rail has now approved the deployment of unmanned aerial vehicle (UAV) survey companies to occupy its asset
airspace, which removes significant risk compared to traditional surveys by foot. Laser scanning is commonplace on rail infrastructure and while you will often see this occur using static tripods at railway stations, on track this occurs with rail mounted walk-through scanning and vehicle mounted technology. Some TSA member companies have even been able to access laser scanning and photographic imagery systems such as RILA (rail infrastructure alignment acquisition) which is now mounted on passenger trains and locomotives, which further de-risks survey engineers. The technology does not stop at the surface and other specialist TSA member companies are able to provide mobile ground penetrating radar and radio detection to complete the whole picture, this is because BIM (Building Information Model) does not stop at the surface. BIM is critical to the facilities management of all rail infrastructure, providing visibility and allowing the user to make smarter and more informed decisions. It is key to the successful operation of the rail network and long-term strategy to enable future innovation. Embracing BIM has become essential for many major railway projects such as Crossrail and HS2, where delivering on time and budget is entirely reliant upon fully integrating the BIM process
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among all stakeholders. Moving beyond 3D, some TSA survey companies are utilising 3D models to create 4D schedules. 4D is becoming an integral tool to efficiently deliver railway projects, allowing demolition and reconstruction to be virtually pre-planned, therefore foreseeing crashes and reducing the risk of time and cost implications (not to mention the health and safety benefits). Increasingly, product manufacturers to the railway industry are also engaging in the process and becoming BIM compliant. In the future (in survey terms), this will allow accurate information to be readily available, providing clarity for many companies. Brexit or not, TSA is prepared and ready for the future. Mark Combes is managing director, Severn Partnership and president of The SurveyAssociation
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The next frontier Mike Hopkins looks at the professional surveyor and the future maintenance and development of the railway
hat would you do if it was your sole responsibility to maintain and develop Britain’s rail tracks, signalling, bridges, tunnels, level crossings and key stations? Where would you start? With the budget, the accounts, the ops director or a map? Me, I would start with a map – zoomed right out to get an overview of my unknown asset and then slowly zoom in to get a feel for the detail, letting it soak into my mind, organising it subconsciously into spatial packages and grouping features together then I’d stop when the detail got too much and realise that the computer now needs to take over and I have a very big asset to look after. Mapping, or geospatial data as I prefer to
call it, is the foundation of any engineering project or asset management task, if you start with high quality geospatial data your project will have a better chance of success. In order to achieve high quality data you will need to engage the services of a surveying professional who will be able to advise you on the best approach to capture and create the geospatial data your project needs. The good surveying professionals embrace change and take on new technology and make it work for you, they are honest in their expectations of a survey in terms of accuracy, timescales and data formats – find a good surveyor and these facets are managed for you. Great surveyors aren’t normally good sales people, they only know the facts and work with the facts, as the buyer you need to be confident that they
So I might have to wait twenty years for my dream map to maintain and develop Britain’s rail network from scratch, but it will come and it will only be possible by other rail professionals engaging with survey professionals and contributing to the map together, BIM (building information modelling) is the catalyst to this and all rail professionals need to get involved, those that do are sure to be branded the new pioneers of rail Rail Professional
have their facts right – this is why it is best to build up a good relationship with a surveying professional. One key area that surveyors are particularly good at is dimensional control. Surveyors need to get everything bang on, it is what gives them the most satisfaction in their job. The base of your project sits on the geospatial data, whether it is asset management or engineering design the project success depends on the two sets of data agreeing with each other’s measurement tolerances. The professional surveyor constantly verifies this and understands the significance of measurement error to your project and will
avoid exceeding project tolerances at all costs. You should use your trusted survey professional to give you the best advice on all your geospatial queries and requirements. For instance there are recent changes to the transformation and geoid models that coordinate systems in the UK and Ireland and this could have an effect on the dimensional control for your current project. It is essential that you discuss this with your surveying professional and ask what effect this might have and the best way to deal with it to avoid losing that all important dimensional control. All this data and all this accuracy, where does it all go? It mostly gets consumed in engineering projects and disappears some time after project completion or is ignored because it becomes dated; but this will change. With technology expected to improve exponentially over the next few decades, survey systems will undoubtedly improve in speed and accuracy and will move towards continuous survey across all assets. The survey will interact with other variables such as weather, politics and time. This will
provide live information at your fingertips which will allow for quicker decision making leading to prevention of accidents and disasters, fewer line closures and ultimately create a management system that human beings cannot compete with. The responsibility of the professional surveyor will lie in the maintenance and continuous integrity of the map and will act as the host for the map, encouraging other professionals to populate it with their data to give it intelligence. Geospatial data will be a living thing that reacts to influences sensitive to its content, and most living things need management to keep them healthy, surveyors will be the doctors of geospatial data! So I might have to wait twenty years for my dream map to maintain and develop Britain’s rail network from scratch, but it will come and it will only be possible by other rail professionals engaging with survey professionals and contributing to the map together, BIM (building information modelling) is the catalyst to this and all rail professionals need to get involved, those that do are sure to be branded the new pioneers of rail. Mike Hopkins is managing director of Storm Geomatics
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The importance of detecting change Dr Graham Hunter discusses the importance of foresight, and why being able to map the past and present can have a major impact on the future development of our railways
igh profile infrastructure problems on the UK’s railways are never too far from the headlines and as summer comes to an end, thoughts turn to keeping services running and minimising delays as the weather starts to worsen. Back in February, a landslip caused a section of the Carlisle to Settle line to be closed, whilst just weeks earlier, flooding triggered 120-tonnes of rubble to descend on to the Hexham to Prudhoe route. More recently, an unforeseen bridge collapse at Barrow-upon-Soar in Leicestershire impacted on commuters across the country and cost Network Rail thousands of pounds in lost revenue. It opens up the question – can new technologies help to prevent these issues arising and avoid disruption to services? The recent incident in Barrow-upon-Soar came as an eye opener to many in the rail industry. While not only causing disruption for many passengers across the country, incidents like these cost rail companies dearly in terms of repairs, delays and reputation, so every effort must be made to ensure land changes can be predicted, if not always prevented. Rail lines pose a unique problem in that many of the tracks cut through uneven terrain and coastal areas. These areas are by their very nature more prone to deterioration, which can cause major issues to the running of the rail networks that pass through them. With the technology now available, these at-risk areas can not only be mapped but also monitored on a regular basis with ease. Modern surveying techniques can help with the structural health monitoring of railway assets and infrastructure. Technology such as mobile LiDAR can be used by rail networks to significantly improve this process, allowing for accurate condition
reports and future comparisons to be made. The system is fast, safe and incredibly accurate, all without impacting on the day-today running of rail services. With a detailed three-dimensional view of the tracks and surroundings, LiDAR technology has the ability to assist in identifying variations in the landscape or important infrastructure. Repeat surveys can enable the detection of changes and instabilities – movement, structural deformation and potential instabilities. Careful interpretation of this data can help to schedule preventative maintenance and give insights into future infrastructure improvements that may be required. Prior to the development of mobile systems, scans were carried out via static terrestrial lasers and required multiple set ups. Not only did this procedure prove costly – mainly due to the closure of tunnels and bridges – it also raised safety concerns for those carrying out the inspections. Mobile mapping, as opposed to terrestrial laser scanning, allows for even faster inspections to be made. A scanner is attached to a vehicle, backpack or drone, enabling areas which were hard to inspect to be mapped with only Rail Professional
one pass through, meaning disruptions are minimised. Benefit from foresight The latest technology allows operators to benefit from foresight, rather than dealing with the fallout of an incident. The damage caused not only impacts on a rail operator’s territory and resources, but often the wider public too. For example, landslips become a more frequent problem in the UK, such as that seen on the Carlisle to Settle line which is now subject to a 12-month closure. Consistent monitoring of these at-risk areas can provide early warnings to schedule maintenance and repairs, or at least predict events before they cause irreparable damage. We’ve seen this utilised in France, with national rail operator SNCF monitoring all 29,273km of its track using mobile mapping technology. For a country that relies so heavily on its rail network, it’s vital that the raw data is collected within a matter of days; reducing the time it takes to begin the necessary maintenance work and minimising any disruption. As with all repair work on the railways, safety is paramount, especially when dealing with ‘below ground’ issues that are raised when capturing data in tunnels. These spaces can be dark, damp and cramped, and don’t naturally lend themselves to being the most
suitable conditions for collecting information. Mobile mapping can help eradicate these safety concerns as the operative can carry out the scan without having to be personally exposed to hazardous conditions. The rail sector will still face challenges when it comes to implementing this new technology, but with the railway being such an integral part of our country’s transportation network and budgets decreasing, it’s important that they embrace the benefits of new technology and use it to
plan for the future. As railway networks begin to understand new ways of working, 3D mapping allows for the continual comparison of data for the monitoring of infrastructure and at-risk areas. Not only will this increase the safety of a rail operator’s workforce and passengers, the rewards will allow for a more streamlined business and delivery of reliable services. Dr Graham Hunter is executive chairman of 3D Laser Mapping
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From the ground up Vicky Corcoran, winner of the Ground Engineering Awards’ Rising Star category reflects on what inspired her to become an engineering geologist, and what it took to win
n late June, while on a ‘break week’ from site work, several colleagues and I came together in a central London hotel for the annual Ground Engineering (GE) Awards. I was competing in the Rising Star category against some very strong competition – we’d all won our categories in the GE Next Generations Awards back in November 2015. The Rising Star category was first up, and I was over
the moon to hear my name announced. As I collected my award, and smiled for the photographer, I was looking forward to watching the rest of the ceremony. While I watched, the majority of people receiving awards were male, and much older than myself. So I, as a young woman, seemed to be the odd one out. Was it remarkable that I had won this award? To win the award, we had been challenged
to produce a STEM activity to inspire the next generation of geotechnical engineers and engineering geologists. Given the level of competition, I knew I needed an edge, so I started to think about why I’d become an engineering geologist, and the answer was simple: I’d been inspired by stories – stories where tragedy could have been avoided with a better understanding of the ground and its processes.
I also recently discovered, while on a boat trip along the River Thames, that Waterloo Bridge is nicknamed the Ladies Bridge by the boatmen as it was built mainly by women during the Second World War. In fact, it turns out that there were three times as many women in the construction sector in 1945 as there were in 2006. Although, having said that, along my row of desks in my office, four out of seven colleagues are women I’ve always had an interest in history, and the story of William Smith and his work on the Somerset Coal Canal gave me the basis of my STEM activity – the story of a working class man who became the first engineering geologist, and helped pave the way to the world we know today by making simple observations. Smith worked in a time dominated by the male upper class,
although there were several notable female geologists around at the same time, namely Mary Anning, an early palaeontologist whose discoveries at Lyme Regis gained national importance, and Etheldred Benett whose work on the palaeontology and stratigraphy of Wiltshire contributed to the early geological maps of Britain. Fast forwarding to the early 20th century, women continued to play a role in geotechnical engineering, such as Ruth Doggett Terzaghi who had a Ph.D in geology from Harvard where she lectured on engineering geology and worked alongside her husband, Karl Terzahgi (Peck, 1993). I also recently discovered, while on a boat trip along the River Thames, that Waterloo Bridge is nicknamed the Ladies Bridge by the boatmen as it was built mainly by women during the Second World War. In fact, it turns out that there were three times as many women in the construction sector in 1945 as there were in 2006. Although, having said that, along my row of desks in my office, four out of seven colleagues are women. During my five years at Atkins (and in this industry), I’ve seen the number of women rise. I have several inspirational female role models within my office and I’ve never suffered any form of sexism or discrimination (positive or negative) in my professional life. I think this reflects the wonderful supportive
environment that Atkins has created – my success in the Ground Engineering Awards is a direct result of that. I would never have even entered, let alone won, if it weren’t for the support and encouragement of my colleagues. I became part of this fantastic team because of the belief of several remarkable people, who saw a young, enthusiastic geology student, and gave her a chance to visit a site and gain valuable work experience. So, was it remarkable that I, as a woman, won the Rising Star Award? No. There have always been women in ground engineering and I’m simply standing on the shoulders of those who have gone before me. I won my award as a result of finding an edge, a lot of hard work, and by using the skills I’ve developed while at Atkins, in terms of presentation and research. If just one person reading this article is encouraged to use stories to inspire the next generation of ground engineers, or gives a student a chance to prove themselves, then that is worth everything. Vicky Corcoran is an engineering geologist in Atkins’ Infrastructure business References Peck, R.B. 1993. Memorial to Ruth Doggett Terzaghi 1903-1992, Geological Society of America, 24 91-92 The Ladies Bridge: www.theladiesbridge.co.uk/
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Small steps to a giant leap Addressing the skills shortage starts at home, says Alasdair Henderson
he construction sector is not without its fair share of challenges to deal with and it seems thereâ€™s always something, such as the recent Brexit vote, waiting around the corner to throw yet more problems into the pot. However, the much publicised skills shortage/skills gap is one such issue that simply refuses to go away. I and others have spoken at length over recent years about the many causes behind the skills shortage, and we have even had a stab at suggesting ideas about how the problem can be solved both at a macro- and
micro-level. Despite this and the concerns of pretty much every sector of the construction industry there is still a tremendous amount to be done, and I believe we must look closer to home if we really want to change things. The Federation of Piling Specialists (FPS) has long promoted the benefits of training, skills acquisition and at the higher education level, the promotion of Civil Engineering and specialisation in geotechnical engineering and engineering geology at Universities. In fact it is a fundamental obligation of the FPS that we work tirelessly to encourage more people
into the geotechnical sector, doing as much as we can to prevent the skills shortage escalating further and even reversing the trend. Believing it is always better to add actions to our words, along with many other initiatives, the FPS has introduced a number of bursaries, which are open to civil engineering graduates embarking on a MSc. in Geotechnical Engineering, Soil Mechanics or Engineering Geology at the following universities: Newcastle, Dundee, Portsmouth, Birmingham, Surrey and Imperial College. There are five bursaries available of
£4000 each, but apart from the support they provide to students, they have also a number of unique features. Specifically, the FPS will work with the successful candidates to identify MSc. dissertation topics that are of interest to the piling industry. More importantly, the successful candidates will undertake a one to two month placement with one of the members of the FPS, and have the opportunity to work on their
projects and gain some hands-on experience from a geotechnical specialist. They will also be invited to attend the FPS Awards dinner in October, where they can meet and network with industry people in a real-world environment. Benefits all round It is expected the bursaries will have both direct and indirect benefits; directly they
will help individuals in their studies, but indirectly, they should help promote the sector – creating a buzz and interest in civil engineering subjects and the wider geotechnical arena. The FPS acknowledges that five bursaries is only a drop in the ocean, but if all sectors were to launch similar initiatives, the excitement it would create and the dynamic image it would project would certainly allow the construction sector to stand out against the backdrop of so many more high-profile sectors competing for the future careers potential of young people. The skills shortage is real and is ever present in discussions about the future of the construction sector. Investing in future potential is difficult when current market confidence is uncertain, but we must not repeat the mistakes of the past by allowing talent to bypass our industry. We could all take the easy route and assume that ‘someone else’ will take the problem in hand, but we know this approach has never served us well in the past. No, if we want to make progress, the first step is for us to take as businesses, as trade associations and as an industry. It need only be a small step, but when taken together it could be a giant leap. Alasdair Henderson is chair of the Federation of Piling Specialists
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A whole life Concrete slab track offers not only a better whole life cost option but also a range of other performance and operational benefits, says Steve Elliott
he UK is demanding more from its rail infrastructure than ever before. It is estimated that 2.5 billion rail journeys are made every year. This is forecasted to rise to more than three billion by 2020. Against this background of increased use, long-term assured performance and minimum disruptive maintenance are essential requisites for rail tracks. This is where installation of concrete slab track can play a pivotal role in the economic long-term performance of railways. Concrete slab track is a rail track technology that offers significant whole life cost benefits and long-term performance advantages. For train operators and their passengers these benefits translate into the provision of high quality, reliable, low
These studies and evaluations have found that over the long-term, slab track offers more economically efficient solution with maintenance costs being reduced by 30 to 80 per cent
maintenance rail network. These benefits are proven by slab tracks used throughout the world â€“ firstly, in Japan and the U.S and now increasingly throughout Europe. In the UK, slab track use has, so far, been limited. However, with the increased focus on whole life cost performance it is time that the signal is raised for concrete slab track. Whole life costing (WLC) is increasingly being recognised as being a prerequisite for infrastructure investment. No-one wants to invest in an asset that could potentially lose revenue due to unplanned, frequent maintenance and renewal. Essentially, WLC is the systematic comparison of various options and their associated costs and income streams over a period of time. Costs include initial capital or procurement costs, and operating costs (which includes maintenance and inspection and associated possession costs). Those track options with
lower costs over the specified period should be preferred. More economical A growing number of studies forward the long-term, whole life cost benefits of concrete slab track. They conclude that the initial 10 â€“ 30 percent higher construction costs of concrete slab are more than recovered by the minimal maintenance requirement and long-term reliability and performance when compared to ballast tracks which usually have much higher ongoing operational and renewal costs. These studies and evaluations have found that over the long-term, slab track offers more economically efficient solution with maintenance costs being reduced by 30 to 80 per cent. Indeed, the payback period can be just eight years. In Japan, the Shinkansen slab
track system has a total construction cost of 1.3 times more than ballast tracks yet slab track long-term performance and minimum maintenance benefits means that these costs are balanced in 8 â€“ 12 years. Whereas in Germany, slab track has been found to be 20 to 40 per cent more expensive than ballast track but has almost zero future maintenance costs and almost 100 per cent availability. Performance benefits In addition to whole life cost benefits, concrete slab track offers a wide range of performance benefits. These include superior performance in reliability and track and ride quality and low intervention requirements. Concrete slab track fixes the track alignment and so track quality is consistent and stable. With ballast track the reliability and quality deteriorate between maintenance interventions which are necessary to maintain track geometry, alignment and quality. In addition, the ballast needs to be regularly cleaned and renewed. There are also a number of design and construction benefits. Concrete slab track require less overall construction depth than the equivalent ballast track system. This is
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significant for tunnels, bridges, viaducts and piled sub-slabs where ballast depth is increased and ballast mats are required to counter grinding and attrition effects. There are considerable opportunities for integral design for optimisation of design and construction of trackside elements. The foundations for trackside or in track structures such as noise barriers, derailment containment and overhead electrification equipment can be integrated into the concrete slab design. Slip formed drainage channels can also be incorporated. Furthermore, slab track systems can be designed to provide high levels of acoustic performance, reducing the transmission of ground-borne noise and vibration. Health and safety benefits Also, one must not forget the health and safety and sustainability benefits. Minimising the need for ongoing maintenance minimises the need for rail workers to attend rail sites during early morning possession hours when fatigue can be a contributing factor to potential accidents. With concrete slab track there is no need for the ongoing sourcing and supplying of the limited special aggregate required for ballast high speed tracks.
Apart from a limited supply in Scotland, it is expected that a ballasted High Speed 2 track would have to locate and import its aggregate supplies from Norway. Extreme weather events are becoming a regular occurrence. Concrete slab track is more resilient to climate change than ballast track as it provides a more stable structure that is not threatened with ballast â€˜wash outâ€™ due to flash or tidal flooding. The costs to operate and maintain a railway over its lifetime are considerable and are far greater than the initial construction costs. The emphasis on initial project delivery should be replaced by an examination of whole life costs. Concrete slab track offers not only the better whole life cost option but also a range of other performance and operational benefits.
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Reinventing rail in Europe: the battle for the customer By working with other industry travel providers to deliver a true door-to-door experience, rail operators will be able to usher in a new era in rail travel, says Thomas Drexler
n the last decade, travel experienced more change than it saw in the previous fifty years. Passenger rail operators saw their competitive landscape transformed by waves of EU-driven market liberalisation, which have brought in new competitors to the marketplace. Coach and now car sharing services are challenging rail’s dominance on some routes, but also feed customers to rail operators on others. Similarly, the introduction of high speed rail is putting certain rail routes head-to-head with air travel, increasing the competition between different modes of transport. Competition intensifies As the industry is changing, new factors are re-setting the balance between competing modes of transport. When Eurostar launched more than 20 years ago, its main competitors on the London to Paris route were only British Airways and Air France. Then the low cost carriers arrived, increasing the competition between legacy airlines and new market entrants and challenging rail providers on speed and cost. The rail industry is responding to this growing pressure by driving further investment in high speed rail (HSR), with new direct route between London and Amsterdam due to be launched later this year. The increased competition in the travel sector brings greater customer focus, encouraging rail operators to learn from other sectors with positive examples of serving the customer adequately. Air travel is a great example of customer centricity. Airlines control almost every aspect of the customer experience, from the time they buy their ticket to landside at their destination airport. But while air travel is a useful model, rail can think even bigger: door-todoor travel. With door-to-door, traditional competition between operators comes
second place to customer focus. It requires different players to work together and reengineer the whole trip experience around the needs of the traveller. The All Ways Travelling(1) consortium – tasked by the European Commission and led by Amadeus – is focused on getting different operators to collaborate to give the customer a smooth trip experience. Barriers to change But the path to achieving such collaboration is riddled with significant challenges. As rail networks have evolved within national borders, many differences still exist in terms of rail gauges, signalling systems, and electrification. This means that the number of cross-border trains is limited, which poses an obstacle to a single market in the rail sector. The fragmentation of Europe’s passenger rail industry creates issues for players across the value chain. The lack of standardisation of rail fares, for example, makes it more difficult for travel management companies (TMC’s) to sell negotiated fares to corporations across different countries. For instance, different rail companies have different standards for group bookings, making it difficult for TMC’s to manage group bookings across multiple providers and geographies. On a more granular level the fragmentation within different transport operators creates organisational and structural challenges. There are still a lot of silos between domestic and international teams of certain rail operators, making it difficult for online travel agencies (OTA’s) to sell dynamic travel packages, incorporating multiple modes of travel across different geographies. There are also political factors slowing down the liberalisation of the European travel market with many markets such as Switzerland still perceiving rail networks as
a public service. In an increasingly globalised travel industry, rail remains very national. Another significant challenge is driving cultural change across the industry. Traditional rail companies with their roots in the public sector and engineering cultures often try to do too much in-house. This makes them less agile compared to, let’s say, low-cost air carriers who, outsource maintenance, or use off-the-shelf and SAAS solutions to be more flexible and better positioned to respond to the needs of their customers. On the road to transformation Engineering innovation opens new possibilities for improving business agility in the rail industry. High Speed Rail (HSR) is the latest in a long line of rail technology
Air travel is a great example of customer centricity. Airlines control almost every aspect of the customer experience, from the time they buy their ticket to landside at their destination airport. But while air travel is a useful model, rail can think even bigger: door-to-door travel Rail Professional
Innovation in rail was once just reliant on engineering and infrastructure but today technology advance enables rail to re-orient every aspect of the customer journey, creating new opportunities for rail operators to improve the customer experience innovation, which has significantly improved the traveller experience. Innovation in rail was once just reliant on engineering and infrastructure but today technology advance enables rail to re-orient every aspect of the customer journey, creating new opportunities for rail operators to improve the customer experience. For instance, before the start of the journey, railways can optimise the booking experience by offering rich, real-time maps, videos and data visualisations to convey the range of services and experiences they offer. On-board, the passenger experience can be further enhanced by offering simple improvements such as personalised lighting, Wi-Fi access and calming acoustics. Similarly, on board electronic ticket reservation systems that allow travellers to purchase new services, upgrades and
more personalised and customer-focused service. With door-to-door travel, there are possibilities to take customer focus a step further as different providers collaborate around the shared goal of serving the customer. There is also an opportunity for rail to be better integrated into the overall travel experience, by building the rail offer into the online and traditional travel sellersâ€™ portfolio. As the industry sets off on this journey, rail providers will need to put the customer at the heart of their business by driving customer-centricity from the top. This will require breaking down internal silos to ensure all functions within the organisation work towards delivering a better end-toend travel experience. To achieve this, rail providers will need to drive stronger collaboration with other travel providers. By working with other industry players to deliver a true door-to-door experience, rail operators will be able to usher in a new era in rail travel â€“ an era which is driven by continuous innovation and a stronger focus on the traveller.
other travel products on the go can provide travellers with more flexible travel options. Meanwhile, data-driven customer insights can enable rail operators to anticipate traveller needs and achieve differentiation. This could not only improve personalisation, but also help rail companies anticipate customer needs. For example, if customers are late for a train, operators can proactively propose solutions that get them to their destination. Using these same insights rail operators can anticipate what services the customer needs on a journey and what revenue-boosting services they can offer the customer prior to their trip. Towards a customer-focused rail industry As the rail industry is undergoing a major transformation, technology will play a key role in enabling rail operators to deliver a
Thomas Drexler is director, rail & ground travel at Amadeus
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More joined up A lack of national connectivity through advanced fulfilment options is limiting the scope of innovation among retailing partners who strive to make rail travel as easy and as costeffective as possible for corporate users, says Jon Reeve
uly’s inflation figures – notably the Retail Prices Index – were of particular interest to the business travel community, because they determine the rail fares increases due in January of the following year. So we know that average fares are scheduled to increase by 1.9 per cent at the start of 2017 and while any increase in cost is unwelcome, procurement managers and business travellers have more in their armoury than most to mitigate the impact, thanks to innovation in the retail space. Rail travel has increased significantly in the corporate sector over recent years. Mostly, the corporate clients of travel management companies (TMC’s) specifying the Evolvi online rail booking and fulfilment platform, tell us it’s the productivity gains that train travel offers over road and, for longer journeys, over air that are key in choosing to travel by train. This is due in no short measure to an improving onboard experience (strike action and major infrastructure works not withstanding) – thanks to investment by Toc’s in more reliable Wi-Fi, better mobile phone connectivity and quiet carriages – along with greater flexibility for ticketing and fulfilment options offered in the corporate space by online booking and management systems. For all these reasons – and particularly because rail makes up a sizeable chunk of many large corporate organisations’ travel budget – it’s fair to say that the attitude to rail spend management inside businesses has been transformed over the last decade, largely as a result of increased knowledge about the considerable savings available through the adoption of a policy-driven approach to booking rail. Whereas previously rail was widely regarded as not really being worthy of consideration as a managed category, it has
One notable difference we have seen in 2016 has been a reduction in First Class travel spend of about four per cent, achieved either through a change in organisational policy or a tightening of criteria – for example implementing a policy of restricting First Class by duration of trip or journey or only permitting if the fare is lower than a Standard Class ticket. However, cost is just one factor influencing the users of the rail network
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now taken its correct place alongside air travel and hotel accommodation as an essential component of business travel provision. The growth in passenger numbers has brought about a revolution in distribution technology and innovative companies, including Evolvi Rail Systems, have been fundamental in providing travel buyers with the tools to track cost, deliver organisation-wide self-booking, control the travel purchasing framework and leverage booking horizons and dealt fares in order to control spend better than ever before. The result for the clients of TMC’s using the Evolvi platform has been the ability to reduce average ticket values and ‘beat’ annual rail fares increases year-on-year through smarter procurement driven by greater knowledge of booking horizons, innovative functionality and smart policy-setting underpinned by comprehensive management information. Indeed, our analysis for 2016 to date shows a lower average ticket value than that paid by corporates in 2015 – down from £58.87 to £57.85. Organisations are increasingly using a combination of smarter purchasing, such as Advance fares and single ticket combinations, along with policy compliance tools built into the Evolvi system to bear down on cost. And Toc’s are playing their part, for example through CrossCountry extending availability of Advance on the Day
Reduction in spend One notable difference we have seen in 2016 to date has been a reduction in First Class travel spend of about four per cent, achieved either through a change in organisational policy or a tightening of criteria – for example implementing a policy of restricting First Class by duration of trip or journey or only permitting if the fare is lower than a Standard Class ticket. However, cost is just one factor influencing the users of the rail network. Technology and consumer convenience are driving booking channel development and it is here that we are seeing UK rail operators providing more ticketing and fulfilment options than ever before. For example, our registered users are now benefiting from mobile ticketing on Virgin Trains West Coast, TransPennine and Virgin Trains East Coast, with print-ondemand (plain paper) now widely available. The flexibility that these multiple fulfilment options provide is good news for busy corporate travellers but challenges remain, notably in connectivity for multioperator journeys. Indeed sometimes aspects of the political environment within which the railways operate – both franchising and regulatory – have had the effect of
inhibiting rather than expediting many of the developments that have been adopted in other travel industry sectors, particularly around interoperability and multi-modal architectures. While substantive progress is being made in terms of facilities, such as ticket to mobile and smartcard projects of varying kinds, much work needs to be done to ensure that an appropriate level of national integration is achieved to ensure seamless travel across Britain. In every area of business life, corporates expect a joined-up experience where everything is connected. With their experience of the Cloud and expectations around the Internet of Things, it is not easy for corporate travellers to understand why their mobile ticket doesn’t get them through London? While this situation will not necessarily restrict passenger growth, it will dent industry perception in our increasingly techno-savvy world. Not only that, a lack of national connectivity through advanced fulfilment options limits the scope of innovation among rail retailing partners who strive to make rail travel as easy – and as cost-effective as possible, for corporate users. Jon Reeve is trade relations director, Evolvi Rail Systems
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Ticketless travel: coming to a station near you? A trial by Chiltern Railways on a new fares system could herald the end of the familiar paper ticket. Neil Webster looks at the potential for ‘cloud’ ticketing on the rail network
lot has changed on Britain’s railways in the last 20 years. One thing that hasn’t changed, however, is the traditional paper ticket, which train travellers still dutifully carry with them as proof that they have paid for their journey. Well, this might be about to change. In December this year a
Ticket-free fares – otherwise known as retrospective ticket pricing – is only one part of this innovation programme, which is absolutely vital for the future of the rail industry as it seeks to fend off stiff competition from other conventional forms of transport, and the looming threat posed by future technologies, such as driverless cars
12-month trial on Chiltern Railways, owned by Arriva, will see about 60 passengers using a smartphone app to pay for their journeys, without having to ‘touch-in’ at a ticket gate or even remove the phone from their pockets or bags. The system works, not by magic, but through beacons that can detect the app using Bluetooth technology. Once activated, the app opens station gates allowing passengers to breeze through
without a ticket or payment card in sight. Sensors detect them when they reach their destination and fares are automatically deducted at the end of the day from a travel account only when they have completed their journey at one of five participating stations: Oxford Parkway, Islip, Bicester Village, Bicester North and London Marylebone. The project, which is co-funded by RSSB, through its TOC’15 innovation competition, Rail Professional
and private consortia, has the potential to revolutionise rail ticketing in Britain. The idea of virtual tickets held in the ‘cloud’ might have a sci-fi ring to it, but a successful trial leading to a wider roll-out across the network could deliver wide-ranging benefits and play a significant part in addressing four of the main challenges facing the rail industry today. Here’s how it could work: 1. Increasing customer satisfaction: ticketless fares would streamline train travel, removing the need to queue at a ticket office or collect a pre-booked ticket from a selfservice machine, helping give passengers confidence they haven’t bought the wrong type of ticket for their journey 2. Increasing capacity: Taking away paper tickets could create extra space at stations through providing a viable alternative to ticket machines and ticket gates 3. Reducing cost: virtual ticketing could cut ticketless or fraudulent travel 4. Reducing carbon emissions: taking the complexity out of paying for journeys and removing barriers to train travel would encourage more people to switch to rail from other forms of transport.
Chiltern Railways’ involvement in the trial underlines its continuing commitment to embrace innovation. In 2011 it was the first train operator to introduce payment using a smartphone app and before that it pioneered barcode ticketing. It’s parent company, Arriva UK Trains, is one of three major rail businesses to have benefited from RSSB’s £6 million TOC’15 innovation fund, which is aimed at providing solutions to the challenges outlined in the industry’s 2012 Rail Technical Strategy. At this point, some readers might be scratching their heads in confusion and wondering why RSSB is so actively promoting industry innovation. Surely our responsibility begins and ends with safety and standards. Not so. In fact, we commission millions of pounds’ worth of innovation programmes, each one carefully designed to tackle head-on the challenges facing today’s railway. Indeed, we currently manage more than 50 innovation programmes on behalf of the industry’s Technical Strategy Leadership Group, which will inform industry decisionmaking over the coming years. Ticket-free fares – otherwise known as retrospective ticket pricing – is only one part of this innovation programme, which is absolutely vital for the future of
the rail industry as it seeks to fend off stiff competition from other conventional forms of transport, and the looming threat posed by future technologies, such as driverless cars. If the rail industry is to continue to grow it will need to deliver continuous improvements in punctuality, capacity, passenger information, comfort and other tangible benefits experienced by customers. The outcome of the ticketless fares trial will show if the railway has the capability to embrace this type of pay-as-you-go smart technology. Equally importantly, it will provide an early indication of just how willing passengers are to put their trust in ticket in the cloud. The outcome will be fascinating. Watch this space.
Neil Webster is innovation programme director at RSSB
For more information about RSSB’s innovation programme visit: www.rssb.co.uk/innovation-programme/ delivering-solutions
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Next stop, software Duncan Rhodes looks at how technology is revolutionising train design
rossrail. HS2. Perhaps even HS3. Arguably, the UK’s biggest rail projects in recent years have been focused on developing new tracks and lines to bring the creaking Victorian infrastructure up-to-date and meet the demands of an increasingly urbanised population. However, attention must also be given to pulling rolling stock into the digital era. Not only do trains on existing routes need to be updated to meet increasing customer demands and passenger numbers; new stock is needed to run on the new tracks. In fact, train design is poised to instigate the next big revolution within the rail industry; driven by the introduction of electronics and software to rolling stock.
...it is likely to take the rail industry up to ten years to catch up with aerospace because software control, and the drive for low-weight, unfailing systems, have already been engrained in this sector for many years. The rail industry must now follow and embrace these new ways of working in order for software-controlled trains to become the norm
This revolution is helping manufacturers to supply trains that are more efficient, customer-oriented and environmentallyfriendly. Now arriving: software Despite the rapid adoption of digital and wireless technologies across other sectors in the last decade, the rail industry remains in the analogue era. Many trains are still heavily dependent on cabling and manual operations. Radical change, therefore, is needed if rolling stock is to fully embrace the digital revolution. Other industries such as freight and aerospace have already made huge strides in digital innovation, with connected vehicles and the Internet of Aircraft Things taking advantage of software and increased connectivity. In fact, it is likely to take the rail industry up to ten years to catch up with aerospace because software control, and the drive for low-weight, unfailing systems, have already been engrained in this sector for many years. The rail industry must
now follow and embrace these new ways of working in order for software-controlled trains to become the norm. The case for software Deploying software won’t simply mean a reduction in the amount of hardware used on each individual train. Through the use of fibre optic systems within cabling, original equipment manufacturers (OEM’s) will be able to create complex software networks on rolling stock. This will enable critical information to be streamlined and run through a single system, meaning the train can be operated from one central hub. Software also presents OEM’s with an opportunity to gain more potential from the design methodologies. For instance, they can start to simplify and optimise their engineering processes. Such an approach has been commonplace for years in aerospace, where the drive for low weights has been accompanied by the constant demand for improved systems reliability. The latter in particular is critical for manufacturers, as it Rail Professional
makes their final products more dependable and increases their longevity – two qualities which ultimately help to increase revenues. Nonetheless, it can always be improved, and that’s where software comes in. By replacing hardware with software, we reduce the scope for traditional mechanical failures caused by wear and tear to physical components. Moreover, it enables Toc’s to monitor functions more accurately, with clear indicators to assess whether or not a component is behaving normally. This is critical when it comes to safety, as it gives Toc’s the ability to predict when a component will fail and replace it before the failure occurs. Driving efficiencies on the track: last call for the hardware train Aside from reducing the risk of human error, which remains one of the biggest contributors to incidents on the track – as evidenced in the Bad Aibling train crash earlier this year – embedding software into trains will also have a huge impact on how they are manufactured and how they look. Owing to the significant reduction in physical cabling (and by extension, the complexity of on-board cabling), manufacturers will be able to drive considerable savings on material costs, and
reduce the amount of secondary structure dedicated to housing cables. This reduces the weight of the train overall, creating energy savings, in the form of fuel efficiency. OEM’s could also use the space created to increase passenger capacity, which is critical at a time when train operators are looking to address overcrowding and reliability of service. The increased space available could also help reduce design complexity and enhance the connectivity of trains, in a similar fashion to what is being done in the automotive industry. For example; car manufacturers have been working intensely over the last few years to integrate software into the body of their vehicles. They have adopted the view that the more software replacing existing hardware, the more weight of electrical equipment a vehicle can carry. By applying this methodology to rail, trains will be able carry more advanced technical equipment than ever before, making the concept of the ‘smart train’ eminently possible in the near future. Imagine a train that knows your final destination from the moment you board and sends you a notification on your phone telling you when you will reach it, or that lets you choose your seat settings (air conditioning, seat height, table stowed or deployed) while you wait on the platform – there are endless possibilities
once the potential of software within trains is harnessed. The intricacies of rail design Software is already driving rapid innovation within other transport verticals. It’s now essential that the rail industry follows suit and places software at the heart of its attempts to modernise. As this transition unfolds, the onus is on key industry players to take the lead and embrace software, which will drive widespread modernisation across train fleets. Doing so will bring trains into the connected era, enabling OEM’s to produce stock that will be more technologically advanced, cost-effective, profitable, and ultimately attractive to both Rosco’s and Toc’s in the long-term. Those that are more forward-thinking and willing to take risks can action this change more readily, and – provided they can demonstrate to customers that their technology is safe and reliable – could help drive an industry-wide step change. It may seem like a huge step right now, but ultimately software is the future, so the rail industry must throw its weight behind it now to ensure it has stock fit for tomorrow’s ‘digital first’ passengers. Duncan Rhodes is client partner at Cyient
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A modern approach Dr Paul Yates looks at how new technology could bring drug screening in the rail industry into the 21st century
rug use is more common among the UK workforce than you may think. According to figures from the Home Office, last year one in 12 working age adults (16-59) took an illicit drug (1). Department of Health figures show that almost one in 10 of the UK workforce admits to recent drug use (2). And a survey of medium to large-sized firms revealed that drugs and alcohol contribute to 26 per cent of workplace accidents which cost the UK £4 billion every year (3). It is an offence for rail employees to carry out, and for railway employers to allow employees to carry out, safety-critical work while under the influence of drugs or alcohol. This legislation is set out in Section 27 of the Transport and Works Act 1992, and is enforced by the British Transport Police (4). The term ‘drugs’ includes controlled drugs, often referred to as ‘prohibited’ or ‘illicit’ drugs or ‘drugs of abuse’. The term also includes other substances which can affect a person’s ability to perform their duties, including prescribed and over-the-counter medicines (5). The term ‘safety-critical’ does not just apply to driving trains, but to tasks performed throughout the rail industry by rail workers, signalling staff and many others. Drug misuse can be difficult to detect, with one in three UK employers saying they cannot identify when a worker is under the influence of drugs (6). In a safety-critical working environment such as the rail industry, screening to detect drug abuse is particularly important. Increasingly, even those employees who do not have safetycritical duties are expected to undergo drug testing (7). As anyone working in the industry knows, passengers’ and colleagues’ lives depend on the alertness of railway employees, and being under the influence of drugs or alcohol can have catastrophic
consequences. A public inquiry into the Cannon Street Station rail crash of 1991, in which two people were killed and over 500 injured, blamed the accident on driver error and ageing rolling stock(8). For reasons which were never established, the 25-year old driver, Maurice Graham, failed to brake properly causing the train to crash into the buffers, with tragic results. A drug test three days after the crash revealed
traces of cannabis in Graham’s blood. And, while the inquiry found there was insufficient evidence to suggest that drug use had caused the accident, the inquiry report recommended the introduction of mandatory drug and alcohol tests for employees involved in safety accidents and called for the criminalisation of railway employees with safety responsibilities being impaired by alcohol or drugs. At the time of the accident it was illegal for railway staff to be under the influence of alcohol but there was no equivalent law for drugs. The inquiry’s recommendations were implemented through the passing of The Transport and Works Act 1992. Pre-employment and random or unannounced screening can act as a deterrent to drug use. Drug testing is also used post-incident to investigate whether
employees are culpable. Rail Safety and Standards Board (RSSB) guidance advises that managers should periodically test staff carrying out safety-critical tasks. This should include both pre-planned testing as part of a periodic age-related medical and random or unannounced testing(9). RSSB advises that managers should test all persons appointed to posts involving safety-critical tasks before they first undertake them (9). RSSB recommends that managers determine which drugs they should screen for based on a range of factors. These factors include whether a reasonably practicable test exists, the likelihood of a drug or type of drug being taken and the ability of a drug to impair work performance(9). Strengths and limitations of existing drug tests The most common drug screening methods involve analysis of urine, oral fluid (saliva), hair or blood samples. Of these methods, urine testing is the most widely used by train companies. With a usual detection window of up to two to four days, urine tests are low-cost but have the potential to be cheated using urine substitutes or adulterants. Oral fluid (saliva) testing is less invasive, and it has a shorter window of detection of up to one to two days but samples can also be adulterated. Hair testing provides the longest detection window, detecting drug use for up to three months previously depending on the length of hair tested. However, hair testing cannot give any indication of recent drug use. Blood testing is the most accurate way of confirming recent drug usage but it is also the most expensive and time-consuming, requiring sample collection by a qualified phlebotomist and laboratory analysis. Most drug screening methods rely on the invasive collection of biohazardous body-fluid samples. This can prove costly, time-consuming and, for urine (the most Rail Professional
commonly used test), difficult to administer. This is because of the need for trained, gender-specific collectors, specially prepared collection areas and specialist waste disposal facilities. Some of these methods also raise issues about respecting the privacy of the employee or potential employee being tested. For example, urine sample collections are usually observed to prevent sample adulteration or substitution, which can be undignified for both the employee and the observer. The different issues associated with existing drug screening methods can reduce the rail manager’s ability to carry out effective drug screening and these drawbacks are most evident for random or unannounced screening where testing must be spontaneous and immediate in order to deter and detect drug use. It is clear that current drug screening methods have their limitations and an alternative, simpler and less invasive approach would improve drug screening programmes. Desirable drug test attributes would be a quick, safe and noninvasive collection method that is portable and easy to administer, with immediate and reliable test results. New technology in development We believe a new approach, developed in Britain, has the potential to change
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the way drug screening is carried out. The technology, brought to the market by Intelligent Fingerprinting, works by analysing fingerprint sweat to detect drug metabolites, the chemicals that are produced after a drug breaks down in the body. The fingerprint sample is collected within seconds, by simply pressing the finger onto a collection cartridge which is then inserted into a reader. The reader analyses the sweat in the fingerprint, providing a pass or fail for different drug groups in less than 10 minutes. It’s the world’s first portable, fingerprint-based drug screening system and presents the opportunity to screen for multiple drugs of abuse in one test. This emerging technology could help the rail industry to keep up with increased drug prevalence among the UK workforce, and the accompanying regulations surrounding drug misuse in safety-critical areas. The rail industry can use new technology to respect workers’ requirements of privacy and dignity, while protecting employer liability and helping to ensure public safety. Drug screening programmes for the rail industry have the potential to become more cost-efficient and effective, serving as a true deterrent to drug use. Paul Yates is business development director at Intelligent Fingerprinting.
References: 1. The Home Office, Drug Misuse: Findings from the 2014/15 Crime Survey for England and Wales (2015) 2. Department of Health, United Kingdom drug situation: annual report to the European Monitoring Centre for Drugs and Drug Addiction (EMCDDA) 2012. http://www.cph.org.uk/wp-content/ uploads/2013/03/23779-FOCAL-POINT-REPORT2012-B5.pdf 3. Chartered Institute of Personnel and Development research: http://realbusiness.co.uk/article/26589drugs-in-the-workplace-a-4bn-problem-thatemployers-ignore 4. Section 27 of the Transport & Works Act 1992 5. RSSB: Guidance on the Management of Drugs and Alcohol Issue two: December 2012 Rail Industry Guidance Note for GO/RT8070 (2012), p. 9. 6. Synergy Health survey: survey of 200 medium to large sized covering approximately 26,000 employees (2014): http://realbusiness.co.uk/ article/26589-drugs-in-the-workplace-a-4bnproblem-that-employers-ignore 7. Simon Robinson, Not a risk worth taking (2015): http://www.railpro.co.uk/railpro-magazine/ magazine-archives/june-2015/not-a-risk-worthtaking 8. HM Railway Inspectorate, A report of the collision that occurred on 8 January 1991 at Cannon Street Station (1992): http://www.railwaysarchive.co.uk/ docsummary.php?docID=177 9. RSSB Guidance on the Management of Drugs and Alcohol (2012).
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Tackling connectivity on trains John Okas would advise against a quick-fix solution, and instead recommend that mobile and rail operators collaborate more closely on a mutually beneficial approach
ireless connectivity on trains continues to be frustrating for the vast majority of passengers. Deployments of mobile connectivity and Wi-Fi still suffer from significant technical problems, and the constant wait for web pages to load and emails to send is all too familiar. In terms of technical issues, 3G and 4G mobile connectivity faces several challenges. The base stations are often far removed from the tracks, meaning the signal quality is poor, and because the handover between base stations is complex, passengers can regularly lose connection. Base stations aren’t the only problem. Trains themselves can act as a Faraday cage, meaning cellular signals have difficulty penetrating the walls and windows of the carriages. In rural areas where signal is already weak this further adds to the problem. And when going through a tunnel, signals always drop – very significantly in longer tunnels, no matter how penetrable trains are unless special methods are used to improve tunnel coverage. The truth is there is no simple fix to providing good-quality wireless connectivity on trains for rail and mobile operators alike. Improving cellular coverage lacks a clear return on investment because mobile operators typically don’t receive any additional revenue per user to justify the cost of making improvements. Equally, rail operators have struggled to monetise on-board wireless systems. While on-board Wi-Fi systems theoretically offer a more stable connection, the fact is that Wi-Fi systems still rely on mobile networks for backhaul, and so the problem isn’t solved. Rail operators could use satellite communications to backhaul data, but satellite brings its’ own challenges and typically higher costs.
Exact opposite of intended As a result, some rail operators that have rolled out Wi-Fi for customers to improve the on-board connectivity experience have actually often ended up doing the exact opposite of what they intended – damaging their reputation. Amtrak in the US, for example, deployed Wi-Fi on its trains a few years ago, but the limitations of the service meant the company faced a backlash by major publications like the Wall Street Journal and the New York Times. The ‘ideal’ solution could be to deploy dedicated trackside mobile infrastructure to ensure a high quality of service for both mobile data traffic directly to passengers’ devices and Wi-Fi backhaul. No more dropped connections, blackspots or losing connectivity when going through a tunnel. To date however, mobile and rail operators have shied away from deploying trackside infrastructure as the business case for doing so has been weak and lacked a clear path for delivering a return on investment. Responsibility for trackside infrastructure is also an issue – does the emphasis for leading the rollout lies rail operators or the mobile networks? How is a deployment structured? Who stands to gain revenue? A tipping point in the industry However, we are now seeing some significant shifts in market dynamics that promise to make the next few years pivotal in tackling the challenge of rail connectivity. Governments across the world are pushing rail operators into action via a two-pronged approach. On the one hand, governments are providing funding to rail operators to invest in trackside infrastructure. This funding reduces the rollout capex, making the business case more attractive. The state government of Victoria, Australia, for example, committed $40 million of funding to tackle mobile coverage blackspots across the region’s
Geelong, Ballarat, Bendigo, Seymour and Traralgon lines. On the other hand, some governments are making rail operators commit to resolving the deadlock as a requirement under the terms of the franchising process. The UK has adopted this approach, with the government demanding that train operators provide free Wi-Fi from 2017. Passengers are also pushing operators
The truth is there is no simple fix to providing good-quality wireless connectivity on trains for rail and mobile operators alike. Improving cellular coverage lacks a clear return on investment because mobile operators typically don’t receive any additional revenue per user to justify the cost of making improvements Rail Professional
Other approaches could involve the use of onboard media servers to provide multimedia content to passengers directly via the on-board Wi-Fi, rather than using the limited external network capacity. This approach is not dissimilar to a bringyour-own-device approach to the entertainment system you find on board an aeroplane to improve current on-board wireless connectivity. As smartphone usage and mobile working have become more widespread, the demand for wireless connectivity has shifted from niche luxury to basic expectation. What Real Wireless would recommend As independent wireless experts with experience of working with mobile operators and train operators on the challenge of on-board connectivity, Real Wireless would advise against a quick-fix solution, and instead recommend that mobile and rail operators collaborate more closely on a mutually beneficial approach. Train passengers are rail and mobile network
customers at the same time so by working closely together, both parties can open up opportunities for driving down the cost of deploying infrastructure. In any case, the operators need to take into account both passenger and train operations requirements – in other words, look beyond just passenger Wi-Fi. Since train operators have large numbers of dispersed assets – including trains, tracks and structures – there’s a huge opportunity to get more availability from rolling stock through the ability to detect technical faults early before they fail. Sensors on rolling stock and tracks can measure train performance and alert train managers should anything out of the ordinary
occur. Managers can then schedule in maintenance before faults escalate and cause downtime. So the emergence of new cost saving applications delivering operational savings and benefits could one-way train connectivity becomes affordable. Other approaches could involve the use of on-board media servers to provide multimedia content to passengers directly via the on-board Wi-Fi, rather than using the limited external network capacity. This approach is not dissimilar to a bring-yourown-device approach to the entertainment system you find on board an aeroplane. Although challenges remain in terms of specific issues like capacity planning and allowing for future technology shifts, these are potentially valuable steps that can be taken by rail and mobile operators to benefit their businesses and improve customer experiences. While it may be necessary to seek out independent advice to help construct a specific business case, along with a technical strategy, operators must not hold off any longer. Government and passenger pressure is increasing and a robust, financially-sensible rollout takes careful planning and consideration. Rail operators cannot afford to let time slip away. John Okas is strategic wireless business consultant at Real Wireless
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Harvest time Coen Van Gulijk explains a feasibility that study points towards the tantalizing prospect for improved safety â€“ and yet reduced costs â€“ for the 6,599 gazetted level crossings in Britain
he substantial benefits to the railway industry of improved level crossing safety, coupled with reduced equipment costs, are clear. A recent study by the Institute of Railway Research (IRR) demonstrated that, with new technology, the adage that cheaper systems mean reduced performance is not necessarily true. A network of wireless railhead sensors, together with modern low-energy technology, could reliably detect trains approaching level crossings and, at the same time, replenish their batteries from energy harvested from track vibrations. The result is cheap, reliable, and safe warning systems for level crossings. This concept was proven earlier this year as part of a DfT-funded T-Trig feasibility study that covered technical, safety and financial aspects of the system.
Experience from Australia has demonstrated that it is possible to develop wireless level crossing warning systems that meet the safety requirements of the railway
studies over a range of conditions using data measured from the GB railways as well as theoretical values based on existing standards for railway infrastructure and rolling stock. This work was able to isolate distinct vibration frequencies that contain sufficient energy to operate the network. Technologies available for vibrational energy harvesting include a seismic mass on a piezoelectric element, as well as electromagnetic harvesting based on electromagnetic induction. Theoretical feasibility During the study, a model of a translational inertial generator was used to determine whether sufficient energy could be captured from the rails. Whilst there are currently no commercially available devices on the market, the model demonstrated the theoretical feasibility of energy harvesting, as well as providing design specifications to support the manufacture of such devices in the future.
The lab test of the wireless sensor network was undertaken to determine the capabilities, and limits, of commercial off-the-shelf sensors. The test used devices employing the Zigbee wireless communication protocol in line with the industrial scientific and medical (ISM) radio bands, which allows them to operate without interference from or interfering with, existing railway communication systems. The results demonstrated that a network can work effectively with only the energy harvested from the rails. A network of low-power, low-cost sensor devices, is fundamentally scalable allowing more devices to be added to improve the reliable of the system: more sensors can be added to improve the reliability of point-topoint communications, as well as to improve availability of the system in the event that one sensor fails. The network can perform self-diagnoses to detect failures and allow individual components to be replaced while the network as a whole is still functioning.
The technical assessment consisted of an analysis of the vibrations transmitted into rail track as trains pass over; a model for a seismic energy harvester; a lab test to assess power consumption for a network of wireless nodes; and a desktop study to determine the potential effects of radio network interference. The IRRâ€™s vertical track model was used to determine whether sufficient energy could be harvested from track vibrations caused not only by heavy freight trains, but also light passenger trains. The model was validated through a number of comparative Rail Professional
Currently there is no proven wireless sensor network technology for level crossing warning devices. This work has developed the fundamentals that are necessary to begin the process of developing the generic application safety case, as well as the specific safety cases that are required for each implementation The study demonstrated that increasing the number of detectors from four to six to eight can lower the probability of failing to detect an approaching train from 1×10-2 per demand to as low as 3×10-6. With more nodes, the system would become even more reliable.
Developed the fundamentals Currently there is no proven wireless sensor network technology for level crossing warning devices. This work has developed the fundamentals that are necessary to begin the process of developing the generic application safety case, as well as the specific safety cases that are required for each implementation. Experience from Australia has demonstrated that it is possible to develop wireless level crossing warning systems that meet the safety requirements of the railway. The safety analysis included in this assessment identified 55 systemlevel failure modes which resulted in the following six, high-level hazards: • Hazard 1: warning output not provided to road users when required • Hazard 2: warning output provided to road users when not required • Hazard 3: train driver provided with incorrect information on the state of the wireless sensor network • Hazard 4: road users provided with nonstandard, potentially confusing, warning output • Hazard 5: incorrect event recording or reporting • Hazard 6: incorrect state of the railway or critical alarms reported to external systems
The safety cases for individual systems, as well as for each specific installation, will demonstrate how each of these hazards will be managed to ensure the safety of the railway. Finally the economic evaluation demonstrated that a wireless sensor network with a failure rate for train detection lower than 1×10-6 per demand could be installed for as little as £20,000; a figure significantly lower than current installations that use electromagnetic detectors and require an external power supply. This feasibility study was based on advanced railway engineering models, seismic energy harvesting modelling, labbased energy use studies, a preliminary safety case, a relatively analysis and a simple financial analysis. While the study provides evidence that a system such as this is feasible, it has not yet been possible to determine the durability of such a system over prolonged times. Nevertheless the study points towards the tantalizing prospect for improved safety – and yet reduced costs – for the 6,599 gazetted level crossings in Britain. Coen van Gulijk is a professor of railway safety and risk at the University of Huddersfield
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Time to upgrade your wipers? 121 PRODUCTS / SERVICES |
... introducing PSV’s new replacement system Work begins on major drainage survey of Severn Tunnel anes Group drainage engineers have begun the task of carrying out a survey of tunnel drainage along the 7km-long Severn Tunnel. The company has been commissioned by Amey, working for Network Rail, to carry out the surveys in the tunnel, which for more than 100 years was the longest main line railway tunnel in the UK. The work is one of a number of enabling projects preparing the way for the electrification of the Great Western Main Line between London Paddington and the west of England and South Wales. In the first of yearly packages of examinations completing various sections, four teams of Lanes Group drainage engineers completed CCTV drainage surveys along 1,600m of track through the tunnel in 30 hours. Ben Forsyth, national business development manager for Lanes Group, said: ‘This trial run gives us a very good insight into what we can achieve in the packages of work that will follow. Conditions in the tunnel can be challenging, but we’re confident we know now how best to complete the surveys.’ The CCTV surveys are being carried out on the ‘six foot’ central tunnel drainage culvert between the two lines that run through the tunnel, which is 7,008m or four miles and 624 yards long. The culvert ranges up to 1200mm wide and up to 500mm tall. Over a number of decades, the original brick-built culvert has been repaired, so in some places is lined with concrete or steel. One of its main tasks is to collect water from the Great Spring which seeps
into the tunnel. An estimated 50 million litres of the spring water are pumped from the tunnel every day and released into the River Severn. The joint Lanes Group and Amey teams had to walk three miles to the Welsh end of the tunnel, then up to another mile into the tunnel, to reach their work sites, with equipment transported on rail trolleys. Working in 12-hour shifts, two four-person teams – made up of two CCTV survey engineers and two Amey track operatives – worked away from each other from a central point, overseen by a Lanes Group supervisor. Robotic crawler cameras were used to record HD-quality video of the inside of the track culvert. This method was augmented by the deployment of zoom-focus pole inspection cameras. Lanes operations manager Mark Scott, one of the site supervisors, said: ‘Where track ballast had blocked the culvert, stopping the crawler camera from getting through, the pole camera allowed us to look past the blockage and ascertain its condition. ‘It was one of the approaches we devised for this particular project to allow us to maintain high levels of productivity in challenging conditions, as we want to achieve as much as possible in the track possession time we have.’ The Severn Tunnel was built by the Great Western Railway between 1873 and 1886. It held the record as the longest main line rail tunnel until the High Speed 1 tunnels in Kent opened in 2003. More than 200 passenger and freight trains run through the tunnel every day. system Visit: www.lanesfordrains.co.uk
Time • Armsto upgrade your wipers? • Wiper blades ... introducing PSV’s new replacement • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
Rail staff set to go mobile with new Rule Book app ail staff could soon be using a mobile app to refer to safety critical rules and procedures, thanks to an RSSB-led programme to modernise the Rule Book. The Rule Book is an essential reference for the 120,000 rail staff responsible for operating Great Britain’s railways, as it sets out clear instructions that must be followed. Currently, rail staff receive paper copies or can view the Rule Book on the RSSB website, but an app will allow it to be more easily accessed and updated. RSSB has appointed technical content specialists Mekon to help develop the Rule Book app, and a prototype is set to be • Arms tested by a sample of staff from across the industry. The results • Wiper blades will inform how the app can be developed into an industry-wide • Motors (24v and 110v) product, expected to be available in 2017. • Linkage systems RSSB’s professional head of rail operations, Gary • Control switches Portsmouth, said: ‘It’s a potential win-win, where staff have a • Components & spares RuleWe Book which robustly is easier to use and keep up-to-date, yet which Whether your trains operate in the heavy snow of offer engineered solutions for train is more cost-effective for the industry as a whole.’ the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators Rule Books are practically as old as the railways themselves, individual companies producing their own rulesabefore salty environment of the coast... you need a wiper (especially those experiencing highbeing LCC on encouraged to adopt shared, standardised rules in 1876. system you can rely on. original equipment). Looking to lower your Life Cycle Costs? PSV can help.Visit: www.rssb.co.uk
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We offer robustly engineered solutions for train At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a builders, and system upgrades for operators ... introducing PSV’s new replacement system quality wiper systems for over 35(especially yearsthose (with 20 experiencing a high LCC onhighly experienced team of in-house designers years experience working withinoriginal theequipment). rail industry). and engineers who will work alongside you At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to meet your individual needs. quality wiper systems for over 35 years (with 20 highly experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you to meet your individual needs. train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper We are a proud supplier to international OEM train builders, fleet operators and fleet support If you’re looking to replace or upgrade your wiper distributors. systems, we’re just a phone call away. distributors. systems, we’re just asystem phone call away. Introducing PSV’s new replacement Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper system you can rely on.
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Why not discover the benefits of a PSV wiper system? Call us today and ask for our Rail Specialist, Paul Curry.
PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 (0)1905 350 500 • email@example.com www.psvwipers.com firstname.lastname@example.org www.psvwipers.com
PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, United Kingdom Tel. +44 (0)1905 350 500
• Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
Looking to lower your Life Cycle Costs? PSV can help.
Whether your trains operate in the heavy snow of PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, United Kingdom the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper
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Network Rail appoints Arcadis to help improve resilience of Award winning pantograph to improve efficiency for rolling stock the Western rail route and infrastructure providers ork is set to conclude this month on a £1 million recknell Willis, the conductor rail and pantograph manufacturer, contract to undertake a geotechnical investigation to has revealed its RSSB award winning closed loop pantograph to characterise ground conditions along the coastal cliff the rail industry at its facility in Somerset. frontage between Dawlish and Teignmouth. The cutting-edge technology actively measures the force of the Arcadis was appointed as principal contractor for the work environment where the pantograph operates and adjusts automatically by Network Rail as part of the 50 year resilience study of the providing optimised current collection and condition monitoring. railway line between Newton Abbot and Exeter, Devon. By placing sensors at the head of the pantograph, the infrastructure The findings will provide invaluable engineering guidelines around it is constantly assessed helping to provide data for future to model failure mechanisms and inform later design phases infrastructure maintenance. where planned intervention measures may be proposed. A collaborative fund grant from the Engineering & Physical Sciences The coastal route for the South Devon Railway has been Research Council (EPSRC) led to the joint development between vulnerable to storm events since opening in 1848. As the only Brecknell Willis and City University London to make the prototype with railway link between the South West peninsula and the rest of a further £300,000 awarded for winning the RSSB Innovation prize at the country, loss of the route through potential coastal erosion, the 2014 Railway Industry Association (RIA) Innovation Conference. cliff collapse or storm flooding can have severe ramifications for Lee Brun, engineering and development manager, Brecknell Wills, the economy, as well as said: ‘This is an exciting opportunity to develop a key product and impacting mobility and demonstrate our ability to work in a cross industry team to produce connectivity across the innovative products that can benefit the industry.’ region. Neil Webster, innovation director, RSSB, said: ‘With increasing The breach of the sea train speeds and the focus on electrification of the railway, this timely wall at Dawlish in 2014 innovation will in the future help increase the reliability of services for left the line closed for passengers, rolling stock and infrastructure providers.’ two months, costing Visit: www.rssb.co.uk the rail industry an estimated £40-45 PSV’s new replacement million. In response, ... introducing National Express and SilverRail forge technology partnershipsystem the government has ilverRail and National Express Group have announced a committed to supporting technology partnership which they say is set to transform the the interim report of the passenger experience, starting with the c2c franchise that links Peninsula Rail Task Force the City of London with east London and south Essex. by investing an additional SilverRail will provide functionality for the complete customer sales £5 million in developing journey, from journey planning to ticketing, underpinned by its multioptions to improve channel ticketing issuing system. This allows c2c to own and control all the resilience of this its customer touch points including its website, mobile site, app layers, particular stretch of line. ticket vending machine interfaces and easily adapt to new emerging Arcadis’s work aims to channels. understand the processes This is a first for a UK rail company effectively taking ownership that have resulted in the formation of the various walls, of the entire ticket retailing experience. Unlike other travel verticals, slopes, rock-fall sites, and embankments along the coastal cliff rail, particularly in the UK has traditionally seen operators outsource front where the incidence of failure events and disruption is • Armstheir digital customer experience to third party companies, therefore greatest. Part of the investigation includes roped access surveys, losing control of the customer experience and slowing their rate of • Wiper blades concentrating on key geotechnical sites to provide tactile innovation. • Motors (24vnew andtechnology 110v) information on weathering, structure and near surface strength This platform allows train operators to know their • Linkage systems characteristics. customers, understand travel behaviours, provide targeted information Claire Milner, project manager at Arcadis, explained: ‘We • Control andswitches enhanced services, utilising all the channels that their customers • Components & spares are delivering the project using innovative GIS technology, want to use. Whether your trains operate in the heavy snow of We off which helps communication and improves the quality of data Debbie O’Shea, UK IT director at National Express said: ‘UK train the mountains, the heat of the desert, or the harsh builde analysis. This means we can ensure Network Rail is equipped companies have traditionally struggled with shifting significant with the information and data it needs for future investment salty numbers of customers to use their own direct online channels. National environment of the coast... you need a wiper (espec decisions, while at the same time working closely with the local Express Group is succeeding in delivering this kind of channel shift in system you can rely origina community to ensure disruption is kept to a minimum. other operating areas on. within our business, so through our partnership Looking to lower your Life Cycle Costs? PSV can help. with SilverRail we aim to repeat this success in the rail industry.’ Visit: www.arcadis.com Visit: www.silverrailtech.com Whether yourwe’ve trains operate in thedeveloping heavy snow of We offer robustly engineered solutions for train At PSV, been and manufacturing Our m the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators ... introducing PSV’s new replacement system
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quality wiper systems for over 35(especially yearsthose (with 20 a high LCC onhighly experiencing years experience working withinoriginal theequipment). rail industry). and en At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a to mee Looking to lower Life Cycle PSV can help. quality wiper systems for over 35your years (with 20 highlyCosts? experienced team of in-house designers Weexperience are a proud supplier to international OEM years working within the rail industry). and engineers who will work alongside you Whether your trains operate in the heavy snow of the mountains, the your heat of the desert, or the harsh salty to meet individual needs. train builders, fleet operators and fleet support If you’ We are a proud to international OEM you can environment of thesupplier coast, you need a wiper system rely on. train builders, fleet operators and fleet support If you’re looking to replace upgrade your wiper At PSV, we’ve been developing and manufacturing quality wiper systems for over 35 yearsor(with 20 years distributors. distributors. systems, we’re just aOEM phone callbuilders, away. fleet system experience working in the rail industry). We are a proud supplier to international train salty environment of the coast... you need a wiper system you can rely on.
operators and fleet support distributors. • Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Control switches • Components & spares
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Why not discover the benefits of Call us today and ask for our Rail
PSV Wipers Ltd., Navigation Road, Diglis, Worcester WR5 3DE Tel. +44 350 500 • United email@example.com PSV Wipers Ltd, Navigation Road, Diglis,(0)1905 Worcester WR5 3DE, Kingdom www.psvwipers.com Tel. +44 (0)1905 350 500 firstname.lastname@example.org www.psvwipers.com
Looking to lower your Life Cycle Costs? PSV can help. Whether your trains operate in the heavy snow of the mountains, the heat of the desert, or the harsh salty environment of the coast... you need a wiper
We offer robustly engineered solutions for train builders, and system upgrades for operators (especially those experiencing a high LCC on
Photo reproduced under the Creative Commons Attribution 2.0 Generic license. Credit: eisenbahnfans.ch
PSV Wipers Ltd, Navigation Road, Diglis, Worcester WR5 3DE, Uni
Time to upgrade your wipers 123 PRODUCTS / SERVICES |
... introducing PSV’s new replacement system
Time to upgrade your wipers?
Tarmac boosts rail capability from Mountsorrel armac, the sustainable building materials and construction solutions company, has boosted its capability to deliver aggregates by rail from its Mountsorrel Quarry in Leicestershire via a new fleet of state-of-the-art rail wagons. The 53 hoppers and 48 boxes, leased from European hire company Ermewa, each have the capability to haul over 77 tonnes of material, increasing train capacity by more than 15 per cent. Chris Swan, senior manager rail and shipping at Tarmac, said: ‘The new rail fleet underlines Tarmac’s commitment to support more efficient, sustainable transport and a lower carbon built environment.’ The wagons are fitted with track friendly bogies, designed to reduce impact and wear, resulting in both reduced track access and maintenance expenses. The additional payload per train allows Tarmac to move more material with fewer trains. Approximately 60 per cent of the aggregate produced at • Arms Mountsorrel is supplied by rail through sidings at Barrow • Wiper upon Soar, more than any blades other quarry in the region. Visit: www.tarmac.com • Motors (24v and 110v)
Hull Trains is watching you amsung Wisenet video monitoring systems have been installed on Hull Trains’ locomotives and carriages as part of a fleet upgrade. Following on from a successful trial on one of the Toc’s Class 180’s and its five carriages, Wisenet 2MP SNV6012M compact flat cameras and 5MP SNF-8010VM 360 degree cameras will now be installed in up to 70 carriages. A forward facing SNV-6012M, which utilises Wisenet’s motion artifact reduction technology to ensure there is no motion blur, will be installed at the front of each DMU. ‘Railway related accidents are extremely rare, but we have worked closely with Angel Trains, Atkins Rail and Hanwha Techwin Europe, to ensure that the mobile video monitoring systems are able to help us keep our passengers safe and that anyone tempted to get involved in anti-social behaviour will be deterred from doing so,’ said Paul Wood, fleet manager at Hull Trains. ‘The HD SNV-6012M’s installed at the front of the Class 180 units will help us to investigate any signaling irregularities as well as safety of the line incidents such as trespass. The images will allow us to gather evidence that can be used in prosecuting anyone committing acts of violence or vandalism.’ Wood said the Toc is looking in the near future to conduct trials of iCam 4G technology, with a view to being able to transmit live images from each of the SNV-6012M cameras to the central control room. Visit: www.hanwha-security.eu
... introducing PSV’s new replacement system
• Arms • Wiper blades • Motors (24v and 110v) • Linkage systems • Linkage systems • Control switches • ofControl switches New the Rail Alliance as atsparesVidiwave: technology manufacturer specialising • Members Components & in developing full HD mobile CCTV and • Components & spares
end August 2016
Naylor Industries: leading British manufacturer of plastic drainage systems, electrical ducting, specialist clay and ceramic pipes, concrete lintels and retaining walls, environmental products and specialist plastic extrusions for the construction and civil engineering industries www.naylor.co.uk
integrated wireless network transmission technologies for the rail industry www.vidiware.com Cubis Systems: providers of systems for telecoms and GSM, drainage, signalling and power www.cubis-systems.com
including railways, light rail, metro systems, trams and buses www.furrerfrey.ch AM Sensors: suppliers of refuelling control Flyte valves and dry break couplings www.amsensors.com Network Certification Body (NCB): full service certification provider to the rail industry set up as an independent subsidiary company of the Network Rail group www.net-cert.co.uk
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Prea: global consultancy focusing on mergers and acquisitions, private equity funding, Gem Cable Solutions: manufacturers and technical consultancy, toll manufacturing, suppliers of complete cabling products and Whether trains operate in the heavy snow ofquality, health We &offer robustly engineered solutions for train recruitment, implementing material supplies includingyour associated hardware Whether your trains operate in the heavy snow of We offerPenso: robustly engineered solutions for trai manufacturing specialist providing a safety systems/audits, joint ventures, buying www.gemcable.co.uk the mountains, the heat of the desert, or the harsh builders, and system upgrades for operators the mountains, the heat desert, or the harsh builders, and experiencing system upgrades for operators complete turnkey engineering service worldwide and selling companies, technology transfer, and salty environment of of thethe coast... you need a wiper (especially those a high LCC on including engineering consultancy, composite distribution. www.prea.co.uk Kingsley Plastics: manufacturers of GRP salty environment of the coast... you need a wiper (especially those experiencing a high LCC on system you can rely on. original equipment). technologies and special operations such as (glassfibre) modular buildings, enclosures and system you can rely on. original equipment). niche vehicle build Furrer+Frey GB: plan, design and builders cabinets At PSV, we’ve been developing and manufacturing Our manufacturing facility in Worcester also has a www.penso.co.uk of electrification systems for public transport www.kingsleyplastics.co.uk
for overand 35 years (with 20 At PSV,quality we’vewiper beensystems developing manufacturing years experience working within the rail industry). quality wiper systems for over 35 years (with 20 years experience working within the rail industry). We are a proud supplier to international OEM
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We offer robustly solutions for train builders, andsupport system upgrades forIfoperators (especially those experiencing a train engineered builders, fleet operators and fleet you’re looking replace orneeds. upgrade your wiper to meet your to individual high LLC on original equipment). We aredistributors. a proud supplier to international OEM systems, we’re just a phone call away. Our manufacturing facility in Worcester also has a highly designers and engineers who will train builders, fleet operators and fleetexperienced support team of in-house If you’re looking to replace work alongside you to meet your individual needs.
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Why not discover the benefits of a PSV wiper system? • Arms • Wiper blades Call us today and ask for our Rail Specialist, Paul • Motors (24v and 110v) Curry.
Why not discover the benefits of athePSV system? Why not discover benefitswiper of a PSV wiper system? Call us today and ask for our Rail Specialist, Paul Curry. PSV Wipers Ltd, Navigation Road, Diglis, WR5our 3DE, Rail UnitedSpecialist, Kingdom Call us today andWorcester ask for Paul Curry. • Linkage systems • Control switches • Components & spares
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An approach for the future Dr Angelos Gakis explains the use of a 3D ground model in a sprayed concrete lined tunnelling project that won the Ground Engineering Award for technical excellence in 2016
or Crossrail, as for any other new rail project, the location, size, interchange-ability and functionality of a new station is of utmost importance. In dense urban settlements, the only space available to meet such requirements is usually underground. There are two typical ways to construct an underground station. A cut-and-cover box that has a vast temporary land take along with utility relocation and high community impact during construction. The alternative is a mined option. Mining minimises the temporary (and permanent) land take at the surface to access shafts and staging areas, also avoiding utilities for vast stretches. A station typically comprises different sized areas such as platforms, pedestrian walkways, and ventilation and escape routes. In a mined station this means different size geometries for short tunnels in different directions. This is where sprayed concrete lined (or SCL) tunnelling has the unique quality of being able to offer flexibility at an efficient cost in design and construction. SCL tunnelling is an open-face excavation method, where the support of the ground is provided by a sprayed concrete shell. One important feature of this method is that it allows the surrounding ground to deform to an extent prior to the installation of this support. Geotechnical engineering therefore plays a key role in the control of the delicate processes related to SCL tunnelling which involve the stability of the tunnel itself as well as the
surface settlement and subsequently the protection of existing deep and surface assets. Farringdon station Crossrail Crossrail’s Farringdon station is one of the most geologically complicated SCL projects in the UK. A 3D geological model that was established during the pre-construction, design phase of the project by the British Geological Survey (BGS) was then taken over by Bam-Ferrovial-Kier Joint Venture/ Dr. Sauer & Partners. It was updated daily during the course of the construction with tunnel excavation data and additional borehole information. It was placed at the centre of the geotechnical risk management and resulted in
significant benefits and savings for the project. This cost-efficient solution can be utilised in future similar projects. Located in central London, Farringdon was the station where four tunnel boring machines (TBM’s) where terminated, and when the station opens to the public it will provide an interchange between Crossrail, Thameslink and London Underground. The general layout of the station can be seen in Figure 1 below and comprises two main platform tunnels, each approximately 300m long and 10.6m high by 11.4m wide, eight cross-passages and two ventilation adits, four stub tunnels, two escalator/concourse tunnels and six shafts. In total approximately 1km of SCL tunnels was constructed. Dr. Sauer & Partners worked as the SCL specialist for the BFK JV on Crossrail’s Farringdon station. Ground conditions The main challenge in Farringdon was the ground condition. The majority of tunnelling in London to date had been executed in the well-known and ‘tunnelling-friendly’ London Clay, but this station was 85 per cent mined in the underlying Lambeth Group deposits. Lambeth Group is characterised by significant variations in the lithology and hydraulic permeability both vertically and horizontally. The latter proved to be the most critical factor with regards to tunnelling, as it included water charged sand lenses, 3m thick in average, which were randomly oriented and distributed. In addition, the geology inside the footprint of the station was interrupted by five geological faults, which introduced a vertical throw of the predominately horizontally Rail Professional
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layered stratigraphy (see Figure 2). Tunnelling projects encountered by the Lambeth Group (to a much lesser extent) in the past experienced significant difficulties. A lack of confidence in the ground model had the potential to lead to very conservative designs and construction methods, increasing cost and introducing possible delays in the expected completion date. 3D Ground model The station was expected to encounter challenging ground conditions, and as such, the 3D model became an integral part of the site supervision workflow and was updated daily with data acquired during the excavation of the tunnels. This provided a unique opportunity of increasing the knowledge and confidence in the ground conditions ahead of the excavation of the tunnels and as more data was included, the predictions improved with time. Placed in the centre of the geotechnical risk management framework, this 3D model was key in reducing the (ground condition) risks related to tunnelling.
The development and updating of a 3D geological model is an elaborate and rigorous process which requires a combination of geotechnical and tunnelling expertise along with 24/7 site presence during construction
Benefits from the use of the 3D geological model The model provided the required 3D conceptual model of the ground, assisting the identification of areas where additional investigation was required. Consequently, it was used by BFK/Dr. Sauer & Partners to produce geotechnical risk mapping along the station. It became crucial to the geotechnical risk management and was continuously updated with tunnel excavation data. As a result, accuracy and reliability increased over time while it was used to predict the ground conditions ahead of the excavation of each tunnel. In the multiple instances where new SCL tunnels had to be designed during the course Rail Professional
of the works, it allowed a more efficient SCL design through enhanced geotechnical knowledge and certainty. Another significant contribution was in supporting a 70 per cent reduction of intunnel probing (investigation drilling) from that originally planned. In fact, a total of approximately 950 probe-holes (6km) were drilled from within the existing TBM tunnels, compared to the 3100 probe-holes (22km) that were initially considered necessary. Additionally, the model was utilised to direct the drilling of in-tunnel probing and depressurisation wells in the 3D space. Finally, all the excavation data were collated and stored in the 3D model and handed back to Crossrail.
Concluding remarks The development and updating of a 3D geological model is an elaborate and rigorous process which requires a combination of geotechnical and tunnelling expertise along with 24/7 site presence during construction. The tangible benefits from its use however can be significant with regards to tunnel design, geotechnical risk management and consequently time and cost, rendering this methodology cost-efficient. The successful example of Farringdon station, decorated with a Ground Engineering Award for technical excellence in 2016, can be used as a precedent in the implementation of a similar approach for future tunnelling projects. Dr Angelos Gakis is senior tunnel engineer/design manager at Dr. Sauer & Partners
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Customer service appreciated on rail contract Following the award of the £87 million contract for the design and build of the new Chiltern Railways route to the Carillion and Buckingham Group joint venture by Network Rail, CPM was called upon to see if its Redi-Rock™ modular walling would suit the requirements of the programme
he project called for a modular concrete block wall at Wolvercote tunnel, which would be quick and easy to install, as gabion baskets had proven slow and difficult to build on another part of the project. The BBA approved Redi-Rock™ walling was suggested as an alternative as it had a proven track record for rail projects. CPM designed a solution for the embankment wall in its cobblestone block walling which was approved by leading consultants Atkins and Network Rail and delivery schedules were agreed. However, project changes resulted in a redesign by CPM free of charge, using the Redi-Rock™ engineering analysis software and approved by Atkins. Due to the ease in which the CPM Redi-Rock™ walling solution
can be installed, the delivery schedules were altered demonstrating the flexibility of the system. Barry Mullen, project manager from the Buckingham Group said: ‘The assistance we have had from CPM with the Redi-Rock™ walling, from the sales team liaising with site schedules as well as the patience from the design team is really appreciated by Carillion Buckingham JV’ Tel: 01179 814500 Email: firstname.lastname@example.org Visit: www.cpm-group.com
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Titan micropiles support electrification of EGIP Ischebeck Titan self-drilled micropiles are currently being installed by Aspin Foundations on the overhead line electrification element of the Edinburgh Glasgow improvement programme (EGIP)
GIP is a comprehensive package of improvements to Scotland’s railway infrastructure. This £742 million initiative is funded by Transport Scotland to increase capacity on the main railway line between Glasgow and Edinburgh and to Stirling and Dunblane, with new longer electric trains running by 2017 and full completion expected in 2019. The project delivered by Network Rail Scotland will provide the infrastructure to enable eight car electric trains to operate (an increase from the previous six car maximum) on Glasgow – Edinburgh services with a fastest journey time of 42 minutes. The additional train carriages will allow a total increase in capacity of 30 per cent. It will also deliver electrification of 94 miles of track including diversionary routes through Cumbernauld and Falkirk. The Ischebeck Titan Injection Anchor technique was originally developed in 1983 from the Titan Leg screw jack which is used in the company’s falsework system. Their ground engineering products have been marketed in the UK and Ireland since the early 1990’s from the head office in Burton upon Trent. Since then the system has been approved by Network Rail, Irish Rail, London Underground, Highways England, Environment Agency and the Canal & River Trust on various projects. Similar OLE projects throughout the UK, Germany and Belgium have been successfully completed using TITAN micropiles. Much of the work for the above mentioned end user clients have been in the soil nailing and micropiling sectors however tie back anchor and rock bolting projects have also featured heavily over the years. TITAN micropiles are widely used to transfer tensile and compression forces as well as cyclic loads into the ground via skin friction and comply with EN14199: Execution of special geotechnical works – micropiles. They are the only tubular grouted micropiles that can be used for permanent applications with a design life exceeding 100 years. The special TITAN thread with the groove taken out of the crown induces
controlled internal cracking of the grout body under stress and allows the use of the grout body as complete corrosion protection to bar through crack width limitation. The specially designed couplers also resist the effects of fatigue caused by alternating loads from tension to compression. The high yield steel hollow bar simultaneously acts as the drilling rod, injection tube and reinforcement for the micropile and can be used in any type of soil, including unstable collapsing soils. Injecting a cement grout through the hollow steel tendon ensures that the borehole is filled from the bottom to the top, and prevents air pockets. Additional operations such as inserting and extracting casings and complex multi-stage grouting are not required. The system is fast, simple and flexible and there are many potential applications for TITAN micropiles, including foundations, underpinning, resisting uplift, geothermal installations and dynamic/cyclic load applications. Irrespective of the type of application, the installation method is always the same. Faced with varying ground conditions on the EGIP project including made ground, clay, mudstone and sandstone, Aspin
Foundations’ in-house design team selected the TITAN 52/26 micropile with a choice of sacrificial drill bits; using cross cut drill bits for soils and softer rock and carbide button bits for the harder rock. It also opted to rake the piles off the vertical to deal with the lateral load requirement. The micropile installation work has largely been completed during nighttime possessions therefore the speed of installation offered by the system has been a key factor to the delivery programme. Tel: +44 7766 396840 Email: email@example.com Visit: www.ischebeck-titan.co.uk Rail Professional
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All aboard for improved cost management Klüber Lubrication has a philosophy that involves increasing the performance of component parts by working with its customers to develop advanced, efficient, highperformance speciality lubricants
hat this means with regards to the lubricant is that a low price does not necessarily decrease total costs. On the contrary, personnel costs are an increasingly important factor when it comes to re-lubrication so a more expensive lubricant that offers better performance and longer re-lubrication intervals may turn out to be considerably better in terms of actually decreasing maintenance costs. Tailor-made solutions for maximum benefits By using its in-depth knowledge of the lubrication requirements in railway applications Klüber Lubrication has developed high-performance speciality lubricants in collaboration with manufacturers and operators, to contribute to the smooth functioning of a client’s components and reduce the cost of maintaining rail vehicles. Greasing the wheels, and much more besides • traction motor bearings
• braking systems • automatic couplers • railway switches • doors operators • gear boxes • overhead lines • bogie wheels. Lubricant requirements It is essential to use the correct lubricant for the correct application. A lubricant must have certain characteristics to ensure long re-lubrication intervals, including a low friction coefficient, high corrosion and wear protection, good adhesion to the slide plate, very high water and UV resistance and easy application – even at low temperatures. Rail vehicle gearboxes for example need to be oil lubricated to ensure reliability and performance when subject to high stress, high loads, high speeds and vibrations, which is why Klüber Lubrication developed Klübersynth GE 4 75W 90. This fully-synthetic high-performance polyalfaolefin (PAO) based
gear oil has been specifically developed for the operating conditions encountered in railway operations and offers high resistance to scuffing and micro-pitting (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 protect both teeth and rolling bearings offering excellent corrosion protection when exposed to high impact loads and low-temperatures. The excellent anti-ageing and oxidation stability of Klübersynth GE 4 75W 90 also offers considerably longer oil change intervals compared to conventional gear lubricants based on mineral oils, contributing to longer service intervals and reduced maintenance costs. Klübersynth GE 4 75W 90 can be used in spur, bevel and hypoid gears, especially with API GL4 or API GL5 requirements, which is why it is approved for use by several gear manufacturers including: IG Watteeuw, Voith Turbo, David Brown & Siemens-Flender. High friction forces between the wheel
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flange and the rail flank particularly on curves passed at high speed causes high wear of wheels and rails if lubrication is insufficient, if wear is high the lifetime of wheels and rails is reduced and maintenance costs are high. Klüberrail LEA 62-2000 is a lubricant offering excellent wear protection of wheels and rails to significantly reduce wear and tear of these components. This new lubricant is an ecocompatible; fully synthetic speciality lubricant which ensures good wear protection for wheels and rails, so the unpleasant squeaking sounds associated with stick slip effects on curves due to poor lubrication is significantly reduced.
Global expertise where you need it, speciality lubricants for:
Meet and greet Klüber Lubrication’s rail specialists will be at InnoTrans on stand 409 in Hall 21a. The event taking place from 20th – 23rd September in Berlin, Germany will see it showcase its key products for the Rail Industry, including: • high-performance gear oil with a pour point of -60°C • tried and tested lubricating grease for friction points • rapidly biodegradable special grease Tel: 01422 205115 Email: firstname.lastname@example.org Visit: www.klueber.com
“Delivering rail solutions” London | Manchester | Doncaster Pod-Trak offers a multi-disciplinary service to its clients, delivering projects through a single management team that adds value. We manage and deliver over the entire lifecycle of the project, from design to post-completion maintenance. Railway Electrification Civil Engineering Permanent Way Communications
+44 (0) 845 4504 190 | email@example.com | www.pod-trak.com Rail Professional
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A reliable partner for roped access services Howard Kelly and Ryan Hayes of Cygnet Projects explain how offering the highest level of safety and quality for its roped access services has led to 100 per cent repeat business
ygnet Projects offers specialist roped access and onsite services, having involvement with rope access operations to IRATA standards over the past 18 years across all industries. Established in Lincolnshire the company works worldwide to service the requirements of its clients, with most seeing Cygnet as their preferred supplier. With a number of partnerships in place to further support the current industry requirements and to close gaps in company supply chains, Cygnet Projects carries out work on sites for the likes of Carillion, Vossloh Cogifer, AMCO, ADCOMS and many more. Providing its services to a very high standard of both safety and quality while remaining competitive has seen vast growth within the business with 100 per cent repeat business from all of Cygnetâ€™s clients. Accredited to ISO 9001, ISO 14001, OHSAS 18001, CHAS and RISQS Cygnet Projects is committed to offering the highest standards of both safety and quality. Case study: Chipping Sodbury 2016 In March 2015, a large tension crack was observed within the granular fill at Chipping Sodbury. A regrade of the granular wedge to a gradient of approximately 28Ëš was carried out soon after; however, in September 2015, the tension crack was again observed in addition to slumping of the lower slope. The size and depth of tension crack has continued to increase reflecting the deteriorating condition of the cutting. Piletec Geotechnical contracted Cygnet Projects to provide rope access support to complete the contract for Carillion. The soil nails were installed in a grid pattern of 2m x 2m using a Marini A-frame drilling rig. A sacrificial 120mm dia. drill bit was used with R32 hollow bar. 1m lengths of hollow bar were added to the drill string until it has reached a depth of 7m. When drilling, the borehole was flushed with air mist to keep the hole clear of debris. The A-frame was attached via 2 no Tirfur winches fixed in opposite directions; this allowed the rig to be correctly position on
the slope. Each soil nail was grouted using a cementitious grout mixed at a water to cement ratio of 0.4 (10 Ltr water to 4 kg cement). Using rope access methods the Deltax rock mesh was placed on the crest of the cutting, affixed to the top anchor/cable using mesh clips and then rolled carefully down the face under the support of a team of IRATA trained operatives (who un-roll and guide the mesh) over the anchors to reach the base of the face, where it was cut to length using bolt croppers. The seams of the mesh were then stitched
together by hand using Deltax T3 clips. Head plates of 250x250x15mm were installed on to the soil nails and affixed with a domed nut which was tightened using an adjustable spanner to secure the plates to the face. The project was completed on time and within budget. Services offered include Vegetation management; tree felling/survey; mortar/ brick repairs; specialist coatings and repair (carried out only by trained ICorr inspector/ painters); embankment stabilisation from design (carried out only by qualified drillers); site clearance and aggregate supply; access provisions for contractors; rope access compliance services; rope access rescue cover; confined space work and rescue; graffiti removal (self-contained system) and prevention (structures), and much more. To find out how Cygnet Projects can support your business, contact: Tel: 01724 622003 Email: firstname.lastname@example.org Visit: www.cygnet-projects.co.uk
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Feel the power In recent years, MTM Power® has increasingly developed into one of the leading 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, U.S. Patent No. 8,821,778 B2) and large-scale testing and examination, including burn-ins, is also included. The thermoselective vacuum encapsulation guarantees homogeneous heat dissipation within the modules as well as an excellent resistance against environmental influences such as shock, vibration and humidity. MTM Power® offers a wide range of EN 50 155 compliant DC/DC converters with 10 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 filters and multi-power 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 rugged design of all devices together with high-quality components guarantee the high reliability in vehicles even under severe shock and vibration conditions.
MTM Power® portfolio for onboard, trackside, infrastructure and signalling: • DC/DC converters (14 – 400 W) • multi-power supply systems (500 W – 2,000 W) • high-voltage converters (250 W) • DC/DC converters with ultra-wide input range (50 W, 75 W) • IP67 AC/DC modules (50 W – 200 W) • AC/DC power supplies (5 – 100 W) • DIN rail power supplies (15 – 75 W) • battery chargers With products to service applications including: • train control and traction technology • air conditioning systems • door controls • train lighting • braking systems • signalling • windscreen wiper engines • passenger counting and information systems • electronic displays
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European train control system (ETCS) on-board-ticketing points control sander seat heatings self-starting module for trams
Our products comply with standard railway requirements such as: • EN 50 155 [electrical safety] • EN 50 121-3-2 [EMI/RFI] • EN 45 545-2 [fire protection] • EN 61 373 [shock and vibration] • EN 61 000-4-2 [ESD] • EN 61 000-4-3 [HF-feld] • EN 61 000-4-4 [burst] • EN 61 000-4-5 [surge] Furthermore, just in time for InnoTrans, MTM Power® has introduced a new generation of DC/DC converters without galvanic isolation. The series PCMDNI300 can be installed as decentralised power supply in vehicles and for supplying closed sub-systems in rolling stock. The wide input voltage range of 28…154 VDC enables the use of the converters on batteries with 36 V to 100 V. The devices can be operated in a temperature range of -40…+70 °C without derating and have an efficiency of up to 95 per cent. The completely vacuum encapsulated converter (EP 1 987 708, U.S. Patent No. 8,821,778 B2) is protected against condensation, conductive dust and other environmental conditions and available with the output voltage of 24 VDC. Due to the rugged design with contact-cooling (BPC technology), it is possible to reduce the power loss via heat dissipation through the mounting plate while increasing the lifetime of the
devices at the same time. As an option, a selfcooling version with integrated heat sink is also available. A remote control input on the primary side allows a low power switch-on of the output voltage at high loads. For the use of standard circuit breakers corresponding to the nominal power of the PCMDNI300 and for avoiding contact damages at upstream switching equipment, an active inrush current limit with reverse polarity protection is installed in the input circuit of the converter. The series is constantly short-circuit protected and needs no ground load. Further features are SMD-technology, automatic 100 per cent final test and 100-per cent-burn-intest. The converter is connected via industrial plugs optional with screw or spring clamp connectors. Tel: +49 (0)69/15426-0 Email: email@example.com Visit www.mtm-power.com Rail Professional
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Survey for scour protection Grantham Coates Surveys has been carrying out surveys for scour protection for many years and looks to improve, innovate and ultimately provide the client with the most accurate data within a timescale and budget that suits
s members of the Chartered Institution of Civil Engineering Surveyors and with full membership of The Survey Association, Grantham Coates Surveys has a proven track record of providing a full range of high quality survey data with a wealth of experience in many areas. The company is railway industry supplier qualification scheme (RISQS) approved and carries out work for engineering consultants and rail primary contractors. GC Surveys deliver surveys for trackside drainage, culvert re-lining/headwall replacement, bridge deck replacement and general engineering projects as well as scour protection surveys. Scour protection of Network Rail (NR) assets is becoming increasingly important as the effects of climate change impacts on aging infrastructure. Scour assessments for railway assets As with any major infrastructure network, the protection of NR’s assets is of great importance. NR is responsible for thousands of bridges, over and under roads, rivers and canals. These bridges are often overlooked by passengers, yet their maintenance is an ongoing operation. One of the biggest threats to safeguarding the rail networks is the risk of scour affecting bridge structures. Wherever a structure interacts with a watercourse, removal of bed material from around the piers and abutments can occur resulting in scour holes, these may compromise the bridge’s integrity and safety. Scour assessments are a necessity for ensuring the safety and sustainability of future railway services. Scour assessments on NR-managed infrastructure comprises of two stages. Surveying is an important element of the stage two scour assessment; stage one being a qualitative, predominantly desktop study. Stage two assessments require surveys to enable the production of hydrological models and calculations to estimate depth and flow velocities during design flood events. GC Surveys provides a survey that will consist of upstream elevation/cross section of the bridge and channel, as well as upstream, downstream bed levels and recording of any foundation coring. Stage two assessment results in a low, medium or high rating and could lead to the bridge being flagged up for design and build of Rail Professional
scour protection. It is at this point that a more detailed and extensive full scour protection survey is required. Scour assessment surveys In order to complete a stage two assessment, the client will require a basic structure survey. Survey deliverables will consist of the following: • upstream bridge elevation/cross section • cross section data in standard hydraulic modelling formats • long section, detailing bed levels up and downstream of structure (the distance
• • • •
of bed levels required will depend on the depth and width of the channel but will range from 50 metres to several hundred metres for a significant river) basic plan layout of the abutments and piers location and level of any foundation coring photographs to assist with the reporting surveys related to OS national grid and datum.
If no further action is required, the structure will continue to be monitored in the usual way. GC Surveys will have
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established onsite control which can be revisited for further surveys if needed. Full scour protection surveys Once a bridge has undergone a stage two assessment and been found to be at risk it may go to a design and build phase. A more detailed and extensive survey is then required. Survey deliverables will consist of the following: upstream and downstream bridge elevations/cross sections full topographic survey extending out of bank a suitable distance, as well as up and downstream of the structure for at least 10m (bed levels will be spaced dependent on the channel size but can be as tight as a 1m grid) location and level of any foundation coring river cross sections at appropriate spacing both upstream and downstream of the bridge to enable hydraulic modelling of the watercourse (required to accurately calculate predicted water depths and flow velocities) long section, detailing bed levels up and downstream of structure photographs to assist with the reporting surveys related to OS national grid and datum. Survey methodology Scour surveys, whether for assessment or protection, can be challenging for many reasons. They are often in remote places; landowners may refuse permission; access around the bridge can be difficult; rivers can be shallow or deep, slow or fast; and water levels can react quickly to adverse weather. It takes a team of experienced staff that can think outside of the box to collect the required information. Once on site, the GC Surveys team will establish OS national grid and datum using a Network RTK GNSS (GPS) receiver. Predominantly, a total station will be used to collect all survey data; that is, the surveyor will collect points of detail using a survey pole tracked by the total station and assistant surveyor. Increasingly, a laser scanner may be used to capture bridge elevations, abutment and pier details, this can speed up the survey and be running while other tasks are being undertaken. Laser scan data provides a richer, more complete level of detail than a traditional survey but is used on a case by case basis. Ideally bed levels will be recorded by the surveyor wading the watercourse. Obviously this will be dependent on conditions at the time of survey; where conditions prevent safe wading a boat will be utilised. Wading allows the surveyor to identify features that may not be picked up from a boat, these may include submerge posts, retaining structures, bed materials, plinths, extents of damage to masonry inverts, undercutting of piers and abutments. It is this additional information that is not available from a simple visual inspection
that will aid a good design. GC Surveys is currently trialling the use of underwater sonar scanners to capture below water point cloud data, further increasing the completeness of the bed-level survey. Once the data has been captured on site it is then processed in the office to produce a useful AutoCAD drawing. This process uses specialist survey, laser scanning and river cross section software. Clients can then use the data for assessing the needs of the structure and creating a design that is appropriate.
infrastructure. This is becoming increasingly important as predominantly Victorian engineering comes under threat from increasingly unpredictable weather and flood events. Surveying is an essential part of the scour assessment and even more so in enabling correct scour protection design. GC Surveys is focused on using the latest technology and developing new methods to work with its rail partners to produce the best solution to any problem.
Summary Scour assessments are a vital tool in monitoring and maintaining NR
Tel: 01789 761386 Email: firstname.lastname@example.org Visit: www.gcsurveys.co.uk Rail Professional
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New developments unveiled at InnoTrans 2016 At this year’s InnoTrans exhibition in Berlin L.B. Foster Europe’s Track Infrastructure division revealed its extended rail sector capability, as well as a key strategic distribution partnership
ignalling control and display, intelligent remote condition monitoring and passenger and customer information display, are among the new range of engineering solutions that L.B. Foster Europe now brings to market. Alongside its new, strengthened rail offer, L.B. Foster Bahntechnik (L.B. Foster Track Infrastructure’s German business) announced an exclusive distribution agreement with Knorr-Bremse, the world’s leading manufacturer of braking systems for rail and commercial vehicles. Peter Jones, managing director, L.B. Foster Europe, said: ‘InnoTrans was the perfect platform to showcase our enhanced global capability to the influential European rail sector. Over the last 24 months our business has made a series of strategic acquisitions in automation, energy and most significantly, the rail sector. We are now a total solutions provider of inspirational engineering solutions for the rail markets, combining our track infrastructure knowledge and expertise with compelling, modern engineering solutions to keep the railways moving.’
Rail focus L.B. Foster Europe now comprises three operating divisions, two of which provide engineering solutions for the buoyant European rail sector. L.B. Foster Track Infrastructure is joined by L.B. Foster Control, Display & Security (CDS), a specialist in the development of innovative technology for applications in the transit, control room and customer information and display sectors. The group’s third European division is L.B. Foster Automation, an electrical and mechanical engineering business that delivers innovation in the design, build and deployment of systems and machines to precisely suit global manufacturing production sectors. Strategic partnerships The new strategic partnership announced between L.B. Foster Bahntechnik and KnorrBremse further strengthens L.B. Foster’s position in the European rail markets. Under the terms of the agreement, Knorr-Bremse has exclusive sales and distribution rights for L.B. Foster’s wheel flange lubrication systems and related consumable products.
Keith Churm, managing director, L.B. Foster Bahntechnik, explained: ‘Raising the profile of L.B. Foster’s market leading friction management capabilities and extending our reach is a pivotal component of how we keep our business growth moving in the right direction. ‘This mutually beneficial agreement brings together two of the world’s leading rail supply businesses, working together to improve the performance and reliability of rail networks. It’s a perfectly aligned partnership: Knorr-Bremse enjoys a global reputation for its high performance braking systems; we’re recognised for our innovative friction management solutions for the wheel rail interface. ‘Creating a distribution model that provides customers with integrated solutions for braking systems and friction management is a win-win for the customers that we serve and the Knorr-Bremse-L.B. Foster partnership.’ The exclusive sales agreement covers an initial period of five years for Germany, Austria, Switzerland, Poland and southern Africa. Extended rail capability Part of L.B Foster’s enhanced rail capability is its unique railway of things (ROT). The solution comprises various systems that can monitor anything that is important for the railway, and deliver information related to it in a way that a customer requires. The core components of the company’s remote condition monitoring (RCM) systems include multiple wireless condition sensors that detect environmental changes, such as ground movement, heat (rail expansion), or changes in water level. CCTV is used to provide visual verification of changes. Cutting edge battery technology means continuity of power supply even in inaccessible and off-grid areas. Intelligent solar powered systems supplement supply. Communications are via GPRS email/ SMS and secure 3G mobile over a virtual
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private network (VPN). Secure access portals provide users with instant online monitoring in real time. Intelligent RCM systems are designed to monitor, maintain and safeguard railway assets, including: • remote flood monitoring • bridge strike • monitoring trackside areas prone to movement and landslip • tracking temperature • weather conditions in remote and inaccessible locations. Elizabeth Line DOO A further innovative monitoring solution has been developed by L.B. Foster CDS for Network Rail. The new driver only operation (DOO) CCTV structure is being rolled out for use on Elizabeth Line platforms. The specially designed retractable mounting system (RMS) enables maintenance of DOO CCTV cameras at platform level, without the need for high level access equipment, possessions or isolations. The 24VAC cameras in operation are mounted at 750mm from the platform edge at a height of between 2.75m-3m from platform level. A maximum of two cameras can be mounted on each RMS, which can
be lowered from an operational position for platform level maintenance 2.2m from the edge of the platform. Cameras are lowered by a retractable mounting arm, which is either stanchion or canopy mounted. The retractable mounting arm incorporates a 24VDC 500N linear actuator, which facilitates the lowering/raising of the cameras and applies sufficient force to lock the cameras rigid when it’s in its operation/ raised position. The retractable mounting arm can only be operated using a RMS control unit. This includes a test monitor and the facility to focus and zoom the camera lens to allow set-up of the cameras without accessing the camera in its operation/raised position. LIDAR obstacle detection Intelligent level crossing detection system (LIDAR OD) detects objects of a predetermined size present on a level crossing and reports them to a signalling control centre. The system can also be deployed as an automatic signalling interlock system to enable fast and efficient communication to an approaching train driver, the automatic braking system or to the trackside signalling protecting the target crossing.
Proven friction management Complementing L.B. Foster’s enhanced rail offer is Track Infrastructure’s proven friction management solutions. These are used by train operators across the UK, including kelsan solid stick LCF lubrication and solid friction modifier systems. A few key drivers to on board deployment of friction management systems are the cost and safety aspects associated with upkeep and refilling. L.B. Foster’s keltrack on board (KOB) technology delivers keltrack friction modifier to the top of the rail, providing highly efficient, targeted enhancement of asset performance without compromising the vehicle traction or braking behaviour. The system can be controlled via GPS or directly by vehicle data, to allow application of the required amount of friction modifier in relation to speed and location. The benefits include mitigation against rail head corrugation; combating curve squeal; and a reduction in horizontal creep forces between wheel and rail, leading to enhanced wheel and rail life. Tel: +44 (0) 114 256 2225 Email: Phil Chester, head of marketing: email@example.com Web: www.lbfoster.co.uk
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Overcoming challenges in a fast paced sector Ever increasing passenger numbers has led to the requirement of more traffic and better management and maintenance of rail assets in order to assess data and manage risks of interruptions. The required data can come from many sources, one of these being precise geometrical information; this must then be updated and monitored...
his is where professional surveying companies, such as Murphy Surveys, come into play. As a leading surveying firm, the company offers a range of services from land and aerial LiDAR surveys to underground radar and monitoring of structures and slopes using geotechnical and geometric sensors. The challenge in place is that with less access to railway tracks and station facilities, more precise data needs to be acquired for the more detailed requirements of railway asset management. To assess the network, survey equipment for track and track bed inspections as well as clearance envelope and tunnel inspections is used. For organizations such as Network Rail, a number of sensors are installed into the running stock in order to avoid interference to traffic. However, for some more localized problems the installation of vast quantities of sensors is not feasible or simply too expensive with sensor equipment needing to be put into place on slopes, bridges or excavation pits near the tracks themselves. In order to overcome such obstacles,
it becomes necessary to improve the collaboration between scientific research/ development and surveying specialists who are actively on the ground. Murphy Surveys understands the importance of opening greater lines of discussion with its clients and consultants in terms of new developments, particularly of sensor technology and data analytics. Think outside the box Meeting the customerâ€™s requirements and providing a truly innovative and flexible service is the best model for success in such a highly competitive and quality-driven sector. Kai Duebbert, managing director of Murphy Surveys explained â€˜We concentrate on the quality of our staff and on innovation, these are the areas which we focus on in our mission. We believe that everything else comes from that, so if we invest in staff and innovation then the value for the clients and the company will develop through that.â€™ Murphy Surveys has carried out a nationwide survey of railway lines and
assessment corridors over 6000km length of Irish Rail tracks. The majority of this has been carried out remotely by aerial surveying and mapping using high resolution digital images and light detection and ranging (LiDAR) technology from helicopter, drones or by survey teams, depending on the specific requirements. For railway bridges the company also implemented UAV surveys, under-bridge laser scan systems and 360 degree panorama photogrammetry. Use of the latest integrated equipment enables seamless data acquisition and delivery. Live communication and data exchange from site to office eliminates delays and costly revisits. For Irish Rail, Murphy Surverys delivered the data in a bespoke geographic information system (GIS) that allowed quicker access to data, with the option to draw automated sections instantly from any position. Most importantly, the firm has programmed routines which can automatically highlight areas with slopes which are steeper than a specified limit to assess routes for likely slope failures.
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real movement via the firm’s monitoring software could enable the tunnel engineers to complete the work safely.
any reflectors. The firm has perfected this further in order to be able to respond to call outs instantly without having to setup and install any monitoring equipment. This speeds up the setup process and more importantly means workers do not need to enter dangerous areas or go on to the track itself leading to reduced risk and increased safety. Elisabeth Line monitoring Crossrail’s Farringdon Station has been delivered in conjunction with Network Rail, who is leading on the wider redevelopment of Farringdon as part of the Thameslink scheme. The Crossrail contract included construction of both the eastern and western integrated ticket halls, providing access to the Elisabeth Line, London Underground and Thameslink services. Murphy Surveys, in a joint venture (JV) with Austrian tunnel survey specialist Geodata, were responsible for providing a monitoring system and database for the duration of the work. As part of this system, the firm was responsible for calibration, quality assurance, installation, commissioning, maintenance and monitoring of the instrumentation. All work on site had to be carried out with due regard to the condition of surrounding structures.
Another use of slope and bridge geographical database is the planning of highly sensitive transport routes for very expensive equipment or dangerous loads, for example avoiding passing through slopes or cliff areas. The software allows for visualizing high risk routes and colouring the risk depending on categories. One of Murphy Surveys’ biggest achievements in 2016 was the introduction and refinement of laser scan monitoring for sub—millimetre accuracy which is used on site for building, tunnelling and track monitoring without the need to install
Farnworth Tunnel monitoring Together with the tunnelling surveyors from partner Geodata, the company has recently completed the setting out and monitoring of survey works on Network Rail’s Farnworth tunnel near Bolton. With a diameter of 8.83m, the Farnworth TBM was bigger than the machines used to build London’s Crossrail (7.1m), or even the Thames Tideway ‘super sewer’ (8m). The monitoring of the tunnels, using automatic optical laser stations and digital ground movement inclinometer chains between the tunnels required a comprehensive monitoring programme to verify the predicted deformation parameters were not exceeded. This was achieved by delivering a constant overview of the tunnel geometry and ground movement. The ground conditions were challenging and only a continuous stream of monitoring data and real—time analyses for erroneous data and
GWML electrification: as-built surveys Murphy Surveys was contracted by ABC Electrification JV to complete as-built surveys for installed piles and foundations, together with providing further designs for the electrification of route sections eight and nine (Bristol Patchway to Cardiff) of the Great Western Main Line routes. Murphy Surveys supplied well trained railway surveyors and GIS experts to carry out this work using optical survey equipment, GNSS satellite receivers and laser scan and photogrammetric technology. Murphy Surveys utilised a 6-man team to carry out the survey, a dynamic workflow allowed for automatic error checking which aided delivery of an accurate dataset. Apprenticeship schemes The key to maintaining a team of only the most highly skilled personnel lies in how companies approach recruitment and HR. Through working closely with universities and local community schemes, Murphy Surveys offers a number of apprenticeship schemes and recruitment opportunities for those with the drive, the know-how and the ambition to work in such a highly technical and quality-driven sector: Kai Duebbert noted ‘A lot has been invested into the next generation so far – we currently have eight graduates who we are developing into senior surveyors right now.’ Not only has this assisted Murphy Surveys in acquiring a network of highly trained and motivated personnel to deliver its solutions, but it has also demonstrated to the wider sector how organisations can potentially rise to the challenge of nationwide skill shortages and provide more opportunities for youths looking for careers in the sector. The company’s continual investment in technology and the people behind it has led to it being shortlisted in the Ground Investigation and Monitoring category of the 2016 Civil Engineering Tunneling Awards. The company’s entry focused on the online and real time use of laser scanning and wireless tilt sensor monitoring of structures, buildings and tunnels on a prestigious Regent’s Park project in London. Ray Murphy, company director said ‘We are proud of the entire team here at Murphy’s and the hard work all of our staff, while our work is not defined by any single award or acknowledgment, the achievement in being nominated is tantamount to illustrating that hard work truly does pay off.’ The awards take place Thursday, December 8th and will be a fantastic event for the sector. Tel: 0203 178 6644 Email: firstname.lastname@example.org Visit: www.murphysurverys.co.uk Rail Professional
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Extended support NuAspect supports the development and delivery of the Metropolitan Line Extension to Watford Junction
uAspect has provided senior project management and consultancy expertise to London Underground’s project team for the development and delivery of the Metropolitan Line Extension (MLX), previously known as the Croxley Rail Link, for the past two years. The company has supported LU’s project team throughout the programme’s major milestones, including; the transfer of the project from Hertfordshire County Council to TfL, procurement strategy development, selection of contractors and development of contractual relationships with Network Rail (who will be delivering the works on the NR infrastructure). Background The Metropolitan Line Extension will run from Croxley to Watford Junction via Watford High Street. It will link to the existing DC Lines (London Overground services) at Watford High Street, before terminating at Watford Junction for an interchange with the West Coast Mainline services. Two new stations will be created at Cassiobridge and Watford Vicarage Road, served by new walk-through air-conditioned trains every ten minutes (six trains per hour) to and from central London during peak hours and every fifteen minutes off-peak (four trains per hour). The existing Watford Metropolitan line connection and station will close to the public following the opening of the new stations, and will be retained for stabling
operations. The extension is due to open for operation in 2020. Works to enable the scheme and to mitigate ecological impacts were progressed prior to the project transferring to TfL in November 2015. Vegetation clearance, utilities diversionary work and power cable relocation works have since been completed with further enabling works continuing in preparation for the start of the main civils works. Consultancy NuAspect has provided key consultancy support to develop the procurement strategy for enabling, main civils works and signalling, as well as technical consultancy. All of which have required capture of the multitude of stakeholder requirements, innovative value engineering development and careful assessment to ensure the chosen solutions not only meet the stakeholder requirements, but are also deliverable and fit within the budgetary and programme constraints. Paul Judge, head of delivery at LU MLX said: ‘NuAspect was responsible for the definition and development of the scope and remit as well as delivery of the design
and implementation works on Network Rail infrastructure for MLX (£70 million value). It brought an excellent blend of leadership experience, technical understanding, as well as strong stakeholder and commercial management skills to the role. This was invaluable when balancing the parallel responsibility of day to day delivery with the important process of forming a fit for purpose joint delivery team alongside Network Rail and our other suppliers.’ Project delivery In addition to the consultancy support, NuAspect has provided specific senior project management expertise to progress the enabling work delivery through the use of LU, Network Rail and external suppliers, and selection and appointment of main works suppliers.
The future NuAspect is developing collaborative working relationships with other specialist SME’s to build capabilities that can collectively provide efficient delivery focused services to major rail infrastructure projects in the UK such as, the 4 Lines Modernisation (4LM) and New Tube for London (NTfL) programmes on London Underground, Crossrail, HS2 and the Northern Line Extension (NLE). This will build on the current capabilities supporting the delivery of projects for LU, London Trams and Manchester Metrolink. NuAspect is also developing its technical and management consultancy services to extend the provision of specialist engineering, health and safety and railway engineering management expertise, capability and domain knowledge, to new clients. Tel: 0207 1010 800 Email: email@example.com Visit: www.nuaspect.co.uk
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A rare offering Southern Ecological Solutions is a multi-disciplinary independent consultancy offering ecological and arboricultural services throughout the UK
ith more than 10 years’ experience in delivering expert solutions to its customers, SES has built up a strong client base that repeatedly seeks its expert advice and pragmatic problem solving skills. The company, which has a core grounding in the infrastructure and residential development industry, has three years’ experience within the rail sector, having qualified at the highest possible rating for its first RISQS audits and passed the Network Rail PQQ for all of its disciplines. SES’s services include: • ecological consultancy • arboricultural consultancy • vegetation clearance • tree surgery • invasive weed eradication and control • site maintenace and management • clerk of works • protected species licensning • low impact EPS licenses bats and great crested newts • IRATA rope access • Lantra rope access • mobile elevated work platform operations • topographical and land survey What makes an SES consultant? Rather than have individuals with singular specialisms, SES has created a team of multi-skilled employees able to undertake the tasks that many firms would allocate to a number of employees. The SES approach saves time, money and enables decisions to be made as and when required. There are
no elongated chains of management, with clearly defined line management structures and a senior management team experienced in all aspects of the business. The senior team between it maintains the ability to undertake all tasks expected of the group, so real life experince in the senior decision chain is not lost to purely office-based operators. Meet Mark... Mark is one of our field-based consultants and rail team coordinator. He has been with SES for five years and been given the opportunity to build on his existing experience and knowledge by continuously developing new skills and evolving into a multi-operational operative. • qualified and experienced Ecologist • qualified and experienced in tree felling and vegetation removal • IRATA trained in rope access • IPATH trained MEWP operator • protected species license holder • expert in badger mitigation, live digging of setts – and licensning • experinced clerk of works • specialist knowledge of invasive weeds and treatment • PTS qualified site delivery manager
The last twelve months in rail Over the past twelve months SES has helped deliver a number of challenging projects including delivering the ecological and arboricultural elements of an emergency works programme, often called upon to attend site with six hours’ notice. Also within the last year, the company has implemented protected species licenses and mitigation on site for a number
of protected species, namely bats, reptiles, great crested newts, dormice, badgers and roman snails. However, during this period SES has always aimed to avoid protracted mitigation and licensing programmes. It does this by drawing on its expert knowledge of the legal framework and gaining consensus with statutory consultees. SES’s employees have been invited by Natural England to attend masterclasses and hold a number of the very few low impact licenses issued by Natural in relation to great crested newts and bats. Future plans and ambitions SES plans to further invest in its staff and continue the sustainable growth it has enjoyed over the last few years. HS2 has been identified as a potential project that could suit the company in that after visiting road shows and spending time discussing HS2 with its project team, it became apparent that although HS2 is a railway project, it requires a way of working that also draws on SES’s experience gained within the residential sector. Stakeholder engagement and winning consensus with statutory and non-statutory consultees are areas that will figure high up the HS2 agenda that SES can bring to the table. Contact Alan Goddard Tel: 01268 711021 Email: firstname.lastname@example.org Visit: www.ses-eco.co.uk Rail Professional
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Choosing an OS for embedded train control According to the European Railway Agency there are more than 2000 significant railway accidents in EU Member State countries each year. Fatal train collisions and derailments have been on a steady decline of five per cent per year since 1990, dropping a total of 70 per cent from 1990 to 2013
ven with these decreases the EU still experiences a train derailment or collision every second day. Increasing use of functional safety standards and adoption of systems such as automatic trainp (ATP), positive train control (PTC) and communication-based train control (CBTC) are some of the measures being taken to decrease accidents. The knowledge level for functional safety and certification is one of the most important deciding factors for project success. Generally speaking, a project with functional safety certification requirements can easily double or triple the time it takes to complete a project without. Efforts invested in certification activities are often greater than efforts in straight development. This magnifying effect of the certification requirements is abated when knowledge level is high and amplified when knowledge levelis low. Newcomers to functional safety standards may find this increase in effort
level to be inhibitive. However, a closer look at the standards’ demands helps explain this. Take IEC 61508 for example, a marketspecific rail functional safety standard derived from the broader IEC 61508 Functional safety of electrical/ electronic/ programmable electronic safety-related systems standard. The safety integrity levels of IEC 61508 range from SIL 1, the lowest level to the highest at SIL 4. To provide a sense of how demanding these certifications are, a system certified at SIL 3 must have a probability of dangerous failure below 1 in 10 million per hour of operation. Achieving such a low risk of failure is non-trivial, to say the least. In fact, it’s well-nigh impossible to satisfy these functional safety requirements unless they are baked into the very design of the product.
PTC and CBTC. Subways and other rail transit systems are adopting automated train operations (ATO) systems and running ‘driverless’ trains – trains literally without drivers, or in which the role of the train operator is chiefly to assist in the case of failures and emergencies. Where dependability is essential, as in any safetyrelated system, the operating systems (OS) should be designed to support guarantees of availability and reliability. These OS’s are usually called real-time OS’s (RTOS). RTOS’s differ first of all in their architectures, precisely the design characteristic that EN 50128 notes is so important to a safetycritical design. It is important to note that EN 50128 specifically addresses three key points regarding software:
Global implementation To ensure safety and efficiency, railways around the world are now implementing aforementioned systems such as ATP,
• regarding the importance of software architecture: ‘The software architecture is where the basic safety strategy is developed for the software and the software safety integrity level.’ • EN 50128 stipulates that if COTS (commercial off-the-shelf) software is used in systems requiring SIL 3 or SIL 4 ‘a strategy shall be defined to detect failures of the COTS software and to protect the system from these failures.’ • EN 50128 also explicitly states what is known to anyone who has had to design or validate a safety-related software system: ‘There is no known way to prove the absence of faults in reasonably complex safety-related software.’ In other words, ‘When we build a safe system, we cannot prove that the system contains no faults”; we can only “provide evidence to support our claims that our system will be as dependable as we say it is.’ In a software system, dependability is a combination of availability (how often the system responds to requests in a timely manner) and reliability (how often these responses are correct). Both these qualities
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depend heavily on the OS and, specifically, as noted in EN 50128, the OS architecture and its ability to isolate component failures to protect the system. Lower overall risk The OS architecture is so important, not just because it is fundamental to overall system dependability, but also because it determines how easy (or difficult) and costly it is to isolate and protect components with different SIL requirements. In addition, precertified components lower overall risk to system manufacturers through proven and reliable technologies. One of the most vital components in complex platforms consisting of hardware and software is the OS. A precertified OS offers a high level of reliability and risk reduction for safety-critical systems that has been independently validated. It would be difficult to imagine a certified industrial control application without a precertified OS. This is an additional dimension to the build-or-buy decision for system manufacturers. Some companies have legacy home-grown components including operating systems. In most cases, the cost of certifying these home-grown components will outweigh the price tag of a pre-certified solution, simply due to the economy of scale
AJC TRAILERS ASIA.indd 1
factor. Hardware is a different story. Precertified hardware is difficult to find and hardware certification is a frequently asked question from system manufacturers. By including their customizable hardware in the scope of certification, MEN Mikro Elektronik has effectively solved this problem for the rail industry with their modular train control system menTCS, which combines pre-certified hardware with the pre-certified software of the QNX Neutrino RTOS, which is certified to IEC 61508 Safety Integrity Level 3 (SIL 3), and offers a very high level of reliability and risk reduction for safety-critical systems. By adopting the QNX pre-certified RTOS, MEN effectively shortened the project by approximately two years, reduced project cost by about $2 million and eliminated any certification risk on the OS level. To control project scope, which translates to project cost, modularity is the key word. At the heart of the menTCS lies the F75P â€“ the central computing part of onboard applications like train management control systems or train protection systems. Conclusion Train control systems are safety-related
systems. They must meet the strict dependability requirements set out in IEC 61508 and the EN 5012x group of standards. This article focuses, therefore, on some of the OS characteristics that most directly affect system dependability: architecture, features that support real-time guarantees, fault isolation, and recovery from component failures. The discussion can be extended to include topics such as the communications stack, HMI technologies, support for multicore processing (including processor or core affinity), and the use of certified COTS components such as an IEC 61508 SIL 3-certified OS kernel. The menTCS equipment is supplied and supported in the UK by Diamond Point International, which has pioneered the use of COTS computing in rail environments with over 3000 systems currently in use on railways around the world and is now helping to provide suitable menTCS hardware to run safety-critical software such as QNX on rail approved SIL-4-certified computer systems. Tel: 01634 300900 Email: email@example.com Visit: www.dpie.com
27/02/2016 09:38 Rail Professional
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Understanding customers key to quality results Quality Precision Engineering was founded in June 1994 to serve the manufacturing needs of the scientific industries of Cambridge and the surrounding areas. Over time the company has evolved into serving other forms of industry
rom the beginning, the company could see the need for a manufacturing unit that could easily diversify to facilitate the requirement of one off’s to batch production. To this end its staff are trained to operate conventional and CNC machinery, both milling and turning. This allows the company to marry the old skills with the new and in doing so create a unit that produces items to the high standards that the customer demands. It also offers a R&D facility whereby the customer can work side by side with the company to develop the required item from design, through to test, manufacture and assembly. Quality Precision Engineering values its reputation for excellence that has been
established since it started trading and reflects the pride and care it invests in its business. This has allowed it to develop a loyal customer portfolio through its ability to deliver a quality product to the highest specifications, meeting tight deadlines and at competitive prices. The company has the ability to manufacture components in almost any material and quantity. It understands that each customer’s needs are different and it has the ability to work hand-in-hand with any customer whether it be on a prototype, an individual component or a full-scale production run. Quality Precision Engineering is very conscious of the everchanging economy and with that in mind
Quality Precision Engineering Ltd SCIENTIFIC INSTRUMENT MAKERS AND PRODUCTION ENGINEERS
aims to offer all customers excellent value for money whilst meeting their deadlines. Its investment in the latest technology has given it the ability to enhance the services it already offers. The company will provide free quotations with no obligations. Tel: 01223 215333 Email: qpe-ltd@ hotmail.co.uk Visit: www.qpe-ltd.co.uk
• Full CNC and Manual Milling and Turning • Providers of High Quality Engineering Solutions from concept to end product • Prototype • Individual Components • Batch Runs
For further details contact Mike Zisimos either by email or phone Coldhams Road, Cambridge CB1 3EW T: 01223 215333 E: firstname.lastname@example.org W: www.qpe-ltd.co.uk
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TG Tunnelling – unparalleled in safety awareness TG Tunnelling is the UK’s leading tunnelling subcontractor providing specialist labour services throughout the UK and Global construction industry
n order to deliver projects on time TG Tunnelling provides a workforce that has no rival in its level of safety awareness and competency within the construction industry. The company prides itself on providing safe and cost effective solutions in the following areas of specialist construction: • TBM tunnels • SCL / NATM tunnels • shaft sinking Cross passage construction • hand work / square works • tunnel relining Major projects that are in progress or have been recently completed to our recognised high standards include: Crossrail 305 Eastern Running Tunnels More than 23km of running tunnel, Europe’s largest underground SCL cavern at the time of construction at Stepney Green and construction of 11no cross passages in cast iron rings. Riyadh Metro Project More than 2km of 10.5ID NATM construction in hard rock which were relined with a cast in situ shutter. Northern Line Extension Currently working on • programme delivery of SCL shaft sinking • TBM backshunts • SCL running tunnels • step plate junctions including timber works and cross passage construction. Collaborative working Assisting the main contractor in project delivery is at the heart of the specialist service that TGT aims to deliver on each and every project. The company is available to assist on projects both pre and post contract in order to offer its own value engineering solutions and advice on the more technically demanding aspects of tunnel construction. Contact: Tommy Gallagher, director, TG Tunnelling Mob: 07944374262 Tel: 020 8445 5514 Rail Professional
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Big competence centre in small Derbyshire Dellner is a Swedish company with 75 years of experience in producing couplers. In 2005 it opened a subsidiary in the UK to extend its position within after market services. Here, Gertie Reinders, managing director of Dellner Ltd talks about the company…
What is the history of Dellner? fter Dellner Sweden supplied Bombardier with the Virgin Cross Country couplers it was decided that support needed to be based in the UK. In 2005 a workshop and office was set up in Derby, and from then on all repairs and overhauls were dealt with by the UK workshop. Dellner Couplers then grew and grew with to date with more than 7600 couplers and 15 plus overhauls passing through the business since its inception. The company now deals with all of the major train builders and maintainers and represents customers’ first port of call for overhauls and repairs for
OEM products. We are currently working on several huge contracts for non-OEM repairs and overhauls for the future. In 2009 Dellner Group acquired Trelleborg Woodville Rail, which gave it the opportunity to produce its own rubber components. From that moment Dellner became a supplier of full train connection systems produced in-house. Yes. After Dellner took over Trelleborg Woodville it named it Dellner Woodville. The new company continued its profile and production of rubber and polymer components. Automatically, we as Dellner, were able to produce the gangways with
the components from Dellner Woodville, which became our supplier. It helped Dellner Group to keep control over production and quality so we can be sure our customers receive the best products. Since Dellner took over the Woodville gangway production, there has been a remarkable development in products and market infiltration, proving that passenger comfort and environmental standards lead the way for the search for excellence while serving customers. What would you consider as a centre of excellence in the case of gangway production? Safety and comfort are the driving needs
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up from a base GW to a more sophisticated GW.
for new gangway designs. Gangways must have high fire resistance, noise attenuation and thermal insulation in order to maintain a comfortable environment throughout the train. These characteristics are met with all gangway designs Dellner produces, no matter where they are produced. We are focused on meeting customers’ requirements and therefore we offer customised inner and outer bellow systems (size, material thickness, etc.). Moreover, it is possible to design different and unusual shapes for a gangway, for example IEP (rectangle), San Paolo (many corners with bended materials), Region 2N (with an air duct system), AMP 300 (huge and large IVD), Crossrail (floor and ceiling panels). To underline that customers’ requirements are our focus we are developing a kind of modular GW where the customer can scale
What about the after sales market? What are your the strongest points? In the case of coupler systems I would say that it is coupler repair and overhaul. Dellner UK has completed over 7600 train connection system repairs and overhauls with excellent delivery performance and a very low number of customer rejections or service failures. We pride ourselves on our after sales services being able to respond to any situation that the customer finds themselves in. For example? Coupler overhaul – the company turns around automatic coupler overhauls in one working week, using our knowledge of the couplers to hold stock enables us to keep the schedules tight even when we have missing and damaged elements on the couplers. That means a short down time for our customers. As far as gangway after sales services is concerned, I want to mention our ability to repair and overhaul non-OEM gangways and that we we can deal with small volumes (just
a few gangways) spread over many years. The layout of assembly is set up for flexibility and as proof we have experienced operators, many of whom have long years of service with us. What is the current market situation? In after sales in the UK we have very good relationships with our main customers, with long-term supplier agreements for many projects. We have several new OEM overhauls in the immediate future and a plan to take over a very large non-OEM contract in the next year. The UK has had much investment recently and with projects like Crossrail, Thameslink and IEP, the future is very busy for its after sales market. Moreover, it is worth mentioning that in 2016 Dellner signed a joint venture contract, forming a new company Dellner Victall Gangway System Qingdao), which combines Dellner’s extensive experience of gangway technology and Victall’s strong sales and production capacity. The new JV will become a strong player and will contribute to the continuing success of the Chinese railway industry. Website: www.dellner.com
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
Organisational Change Process Change Asset Change
Occupational Health Strategy AbsTracked Solutions Ltd
AbsTracked House 120 Birches Lane South Wingfield Derbyshire DE55 7LZ +44 (0) 7872 609619 www.AbsTracked.co.uk
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The driver’s eye Former ITV cameraman Peter Middleton’s claim to railway fame is that he has almost certainly travelled in a wider variety of train cabs than anybody else in Britain. Just by looking at Video 125’s comprehensive list of routes it’s hard to disagree
eter has filmed on board every type of train from diesel locos, to DMUs to EMUs to AC locos, all London Underground stock, the Paris Metro, French TGVs, Eurostars, standard and narrow gauge steam locos, you name it and Peter has probably been there. In addition to that, as part of Peter’s 30 years of filming railways he claims to have filmed in well over 200 signal boxes and control centres in the UK, Ireland and Europe. It all started many years ago when Peter was working as a professional cameraman in ITV, filming all kinds of shows from Morecambe and Wise to News at Ten, from Rumpole of the Bailey to Rainbow and from situation comedies to sport. Many would argue that this was the golden age of television when families would gather around one set and enjoy an evening of universal entertainment. An eye for an idea One day, as a life-time railway enthusiast, Peter was watching a TV documentary which showed a tantalisingly short clip of film taken from the driver’s cab. After a few seconds it was gone but Peter wanted to see more. Home video was proliferating in the early 1980s, and the driver’s eye view concept was born. Peter took his professional video equipment up to northern England and filmed a driver’s eye view of the Settle and Carlisle line - the rest
is history - literally, because every tape and disc ever shot has been logged and archived, keeping for posterity the rapidly changing face of Britain’s railways. How many archives contain a cab view of the Ribblehead viaduct still with double track for example? Nowadays there are thousands of cab rides to view on YouTube, but that is where the similarity ends. Being a trained professional, Peter has always employed truly qualified individuals to maintain the high quality and integrity of each production. Peter’s concept has always been about telling the story of the railway too, researching and writing many of the scripts himself and employing professional narrators – even an Oscar winner. Train drivers who have signed for a route have apparently learned much of the history of their lines when watching a driver’s eye view. There are also angles and views that they would never normally see, such as from the air or perhaps inside the signal boxes. Having turned a hobby into a business, Peter quit his well-paid TV job many years back to concentrate on railway publishing. Becoming an astute businessman, Peter has stayed ahead of the game by relying upon customer satisfaction along with good service to reward his company with loyal fans who come back time and again, in fact many enthusiasts, including professional railwaymen, have nearly every production ever made on their shelves.
The HD age With the advent of wide screen high definition, Video 125 invested over £50K in the latest broadcast quality equipment. The driver’s eye view is particularly suited to the widescreen format and thanks to HD, viewers are able to read many of the signs, even mileposts, at high speed! To finish this success story, Peter remarked ‘where else in the software industry did any company ever give a money back guarantee like we do, simply if the customer didn’t enjoy their purchase?’ Video 125, named after the ubiquitous InterCity 125 HST, is, like its namesake, still providing front line first class service after many decades. To see what Video 125 does, there are video trailers of over 70 plus routes in the UK, Ireland and Europe to view on line at www.video125.co.uk. Keeping up with the times, they even offer downloads at www. video125.tv Tel: 01344 628565 Website: www.video125.tv
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A concrete leader in rail Keystone is currently, the most popular reinforced earth system on the market and recently Anderton Concrete successfully supplied one of its largest projects, the new A380 South Devon Link Road near Kingskerswell in Devon
lmost 5000m² of wall has now been supplied across 4 structures, including 3100m² of the newer smooth face version to one structure which forms a railway tunnel underneath the new bypass. Keystone is built from within its own footprint therefore; there is no need to encroach past the front face of the wall and it is an ideal choice for this type of build, especially close to live railway lines. It is exceptionally flexible, available as split face or smooth face and in a variety of colours. It is BBA HAPAS certified (14/H217) for reinforced soil walls and bridge abutments.
Stepoc is Anderton Concrete’s alternative to shuttered concrete and is faster and more cost effective to construct. This dry laid system can be used in a wide range of applications from basements to bund walls and can essentially be used anywhere that shuttered concrete might be considered. Stepoc can offer cost savings of up to 25% against the more traditional methods, primarily down to its speed of construction and the need for less skilled labour. Stepoc was successfully commissioned by Dyer & Butler for a recent project on a large trackside retaining wall installed in Sheffield, South Yorkshire.
Stepoc offers: • a direct alternative to shuttered concrete • a more cost effective option due to speed of installation • all the units meet HSE guidelines for repetitive lift manual handling • three individual widths to choose from • construction of single skin cantilever retaining walls up to 4m high. Maintenance development The most recent addition to the retaining walls portfolio is Slope-loc which is an aesthetic concrete block suitable for smaller walls and functions as a hard face for
embankments. Slope-loc is an ideal alternative for trackside refuge bays and apparatus case bays which are traditionally constructed using king posts and boards. It removes the need for piling equipment and as each block only weighs 16Kg they can be moved around much easier. It is available in a full range of colours and can act as a hard face to a reinforced slope removing the need for future maintenance of green slopes. National civil’s manager, Tim Field commented ‘since Anderton entered the rail market in 1999, the brand has expanded exponentially with both rail and civil
engineering products becoming the back bone of the business. We fully support the industry as a leader in research and development and we are active members of the Rail Alliance.’ Anderton Concrete offers a full PI design and supply service for both Keystone and Slope-loc, toolbox talk and will assist its customers on site with a project from initial stages through to completion. The company supplies a vast range of sustainable precast products to every sector of the construction industry; fully supported by its experienced sales and technical team, it has built longterm partnerships with its customers and suppliers including major contractors, the rail industry, the Ministry of Defence and national merchant distributors.
Tel: 01606 535300 Email: email@example.com Rail Professional
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Enhancing track reliability using geosynthetics Martin Gilbert, UK distribution sales manager at Terram, says one way of improving trackbed construction and renewal is by using geosynthetics
he development of railway infrastructure is a hugely important issue. Over the last couple of years the government has emphasised the development of railways as a key driver in connecting towns and cities across the UK as a way to stimulate economic grow. Forthcoming examples include HS2, Crossrail, and networks connecting the Northern Powerhouse. However, to ensure overground networks run smoothly, there must be a system that can make the trackbed safer and more reliable. One way of improving trackbed construction and renewal is by using geosynthetics. Out with the old Traditionally, sand blankets have been used for trackbed construction projects and renewals in order to prevent the upward movement of fine clay particles, while providing a relatively stable bed for the track ballast. However, there is a list of everincreasing problems relating to the use of sand blankets. Firstly, due to the amount of transport and heavy machinery required to ferry the sand to the site, it is very often an expensive solution. Sand blankets will also often be unstable with high volumes of rain leading to the interruption of train services and timetables. With the complicated nature of each project, it is evident that the ‘one size fits all’ sand approach cannot be successful in the most unique of applications. A more bespoke solution can be delivered by using geosynthetics – a material, which consists of high-density polyethylene (HDPE), polyethylene (PE) or ethylene vinyl acetate (EVA) plastic. Since their development in the 1970’s, geosynthetics have provided the solution to railway strength and stability issues and remain a valued material for railway engineers. Benefit from geosynthetics When it comes to installation, unlike a sand solution, there is no need for a deep
excavation with geosynthetics, reducing the amount of bulk material that needs to be taken to landfill, alongside removing the requirement for heavy machinery use. Eliminating large sand transportation costs, with only a small lightweight material being moved, also enhances the product’s environmental quality. By reducing handling and labour costs, using a geosynthetic also reduces the time required to lay new track, and with new projects currently being developed, this is an ever-growing issue. However, the real benefits of geosynthetics are apparent after installation. The material is primarily used to negate at least one of four major trackbed issues; separating soil types to prevent intermixing, filtration to prevent the leaching of soil particles, drainage to allow the free passage of water, and reinforcement to provide additional strength.
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Geosynthetics also provide an intelligent solution to the problem of boggy ground. Sub-grade erosion, which weakens ballast, can be tackled by the use of a large aperture bi-axially orientated geogrid, a structure which must be installed in addition to a textile separator on Switches and Crossings (S&Cs). This stiffens the ballast and loadbearing capacity of the soil by laterally confining it, thereby stabilising the track
The reinforcement that geosynthetics provide mean greater stability for tracks and better safety for trains, while improved drainage means that torrential rains don’t carry the same threat to the network. Geosynthetics also provide an intelligent solution to the problem of boggy ground. Sub-grade erosion, which weakens ballast, can be tackled by the use of a large aperture bi-axially orientated geogrid, a structure which must be installed in addition to a textile separator on Switches and Crossings (S&Cs). This stiffens the ballast and loadbearing capacity of the soil by laterally confining it, thereby stabilising the track. Geosynthetics in action Network Rail is currently using geosynthetics across the country in order to assist with track renewals. Four recent projects using TERRAM geosynthetics are
Eccles Yard near Doncaster, Scunthorpe, Standedge Tunnel in the Yorkshire Pennines and Dinnington, South Yorkshire. As with all Network Rail projects, prior to renewal there was a full Track Bed Investigation (TBI) report carried out across three of the sites, all of which recommended the use of a geosynthetic in order to improve strength and increase drainage capabilities. However, at Dinnington the requirement was so great that the Route Access Management (RAM) team specified a geosynthetic by examining the formation issues across the ballast, which required support. Within the Scunthorpe and Standedge Tunnel renewals, the primary objective was to prevent intermixing between the ballast layer and the sand blanket. The geosynthetic provided the solution and ensured the sites will not suffer from sub grade erosion in
the future. The Eccles Yard and Dinnington installations had a separate requirement to provide further stability. Adding an additional impermeable geosynthetic replaced the need for a fragile sand blanket, alongside drainage support. Overall, all four Network Rail sites have been provided with a long lasting solution to issues that regularly arise in rail environments. Over the last 40 years, geosynthetics have revolutionised the way in which a rail trackbed is managed both throughout the UK and overseas. With Network Rail committing to investing more than £25 billion between 2014 and 2019 in the UK’s ageing railways infrastructure it’s clear that geosynthetics will play a larger role in ensuring railway trackbed remain stronger for longer. Tel: +44(0) 1621 874200 Email: firstname.lastname@example.org Visit: www.terram.com Rail Professional
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Best practice in cable management Maintaining a competitive edge in the UK cable management market is a challenge; Rail Professional spoke with market-leader Marshall-Tufflex to find out how it stays ahead of the game and remains a firm favourite with specifiers and installers
able management, quite simply, refers to the installation of equipment to secure cables for electrical services in a building or location. What started out as quite simple systems for power distribution have become better engineered and manufactured solutions for power, data and communications in a variety of materials, including PVC-U, GRP and aluminium. However, as specification choices have grown there has remained one constant for all leading manufacturers; the importance of product innovation. No longer is it good enough for trunking systems to simply carry cables from A to B, they must also be cost-effective, quick and easy to install, offer potential future-proofing capabilities and straight-forward to source. The basics of electrical installations may have changed little over the last 30 or so years, with the traditional hard wiring approach still the norm, but specifiers and contractors can work smarter to offer their clients an
improved service with, potentially, better margins. The answer lies in embracing new technologies, solutions and approaches to offer endâ€”users a broader portfolio of product and system choices that better meet their needs now and in the future. The importance of innovation Marshall-Tufflex is a trusted British cable management manufacturer based in Hastings, East Sussex. It is a marketâ€” leader in a diverse range of sectors, from commercial to healthcare, education to industrial. It offers a range of products purposefully developed to suit the transport sector. Its nonâ€”perforated GRP tray is the only trunking with a lid that remains firmly in place during heat expansion, ensuring that cables are enclosed at all times. Product innovation is as important to Marshall-Tufflex now as it was when it first began manufacturing cable containment systems. The company has an in-house research and development team dedicated to introducing new products and developing
existing ones. It has invested in 3D printing technology which enables it to develop new products and solutions in a fraction of the time previously taken. This technology has been used to work with larger customers requiring a specific and quick solution to an on-site issue. The design team also makes good use of it when developing new massmarket products. Its range has grown over the years to become one of the largest in the marketplace and its portfolio now includes GRP and aluminium solutions perfect for rail infrastructure projects. Marshall-Tufflex prides itself on maintaining a close relationship with its customers, allowing it to develop the right product at the right time and to implement changes in the way the company works to the benefit of all. A good example of this is the same day collection service from depots in Manchester and London. The service allows electrical distributors to collect weekday orders just two hours after order placement, a service unrivalled in the
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• easy movement around site (can be carried). Ground ducts • easy to transport around site • three times lighter than Glassfibre Reinforced Concrete • ten times lighter than concrete • strong and self-supporting • impact and frost resistant • Marshall—Tufflex ground duct profile works with concrete ducts, can be installed retrospectively and is a cost effective solution to revamping an installation.
industry and a bonus to project managers and on-site contractors who need stock quickly. By backing its strong product portfolio up with great customer service the firm aims to do the best by all of its clients. Glass Reinforced Polyester (GRP) Glass Reinforced Polyester cable management is suited to a wide range of applications within the rail infrastructure, offering a robust solution for railways, tunnels, bridges and underground networks. It’s non-corrosive and lighter than steel (equal in strength but up to 40% lighter, making it easier to handle and without adding unnecessary weight to the structure). GRP is effective at temperatures of -80°C to +130°C and its resistance to fire and corrosion, light weight and long lifespan make it ideal for power and data delivery for signalling, surveillance systems, lighting, and station tannoys. Good GRP systems have a large cable capacity and offer fast and flexible installation solutions with the bonus of on—site assembly and configuration. Marshall—Tufflex offers three GRP products ranges for the rail industry:
GRP tray • Non-perforated: when the lid is fixed the tray acts as trunking, delivering a solution that meets the rail industry’s requirement that cables are enclosed. The lid remains firm during heat expansion • perforated: enables contractors to fix to brackets with cable ties to secure the cables, it can also be used as a trunking by fitting a lid. GRP troughing • used track side as an alternative to concrete troughing • easy to install cost and time saving solution
London Underground product register Marshall-Tufflex is included in the London Underground Product Register for a number of its cabling solutions. Aluminium cable management systems • sterling profile • XL trunking • twin plus • bench trunking • elegance 110. GRP products • GRP perforated and non-perforated tray in 50mm and 80mm heights • ladder and support systems. MT Supertube • MT supertube FR plus. Fittings • metal EMI and polycarbonate LS0H fittings. The British manufacturer is also registered with railway industry supplier qualification scheme (RISQS) which covers products and services procured by the rail industry. The scheme supports Network Rail, LUL/Transport for London, train operators and other rail products and services providers in the management of supply chain risk. Tel: 01424 856600 Email: email@example.com Visit: www.marshall-tufflex.com Rail Professional
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A breath of fresh air In the difficult conditions encountered in underground mines, the BG4 self contained regenerative closed circuit breathing apparatus (SCRCCBA) is used effectively by Mines Rescue teams around the world
t is also used by teams working in tunnels, chambers, tanks, vats, silos, trenches, pipes, sewers, flues, wells or other enclosed spaces when there are difficult working conditions – including: • toxic or oxygen deficient atmospheres • long distances (>4000m total journey length is normal) • hot and humid conditions • poor visibility (smoke) • poor underfoot conditions • damaged infrastructure • restricted access • restricted height. Rescue teams can be required to perform inspections in the conditions mentioned above, as well as conducting rescues and, if necessary, treat and rescue casualties. On completion of dealing with any casualties, a return trip must ensue, this time transporting and keeping these casualties in a safe and healthy condition.
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To ask rescue workers to undertake this type of operation they must have complete faith and total confidence in the equipment they are being provided with. It is essential to ensure their safety while they perform a rescue, or take remedial action to prevent injury and minimise damage. The workforce also require the confidence to know that should the need arise, any emergency rescue arrangements that have been provided, will be effective and capable of being put into immediate operation. Types of breathing apparatus A normal open circuit breathing apparatus (OCBA), as used by other emergency services, will be capable of supplying the wearer with up to thirty minutes of breathable air. This can be extended by increasing the cylinder size, increasing the pressure or doubling up on the number of cylinders, but realistically, the wearer will only be capable of getting approximately one hour of use from this type of breathing apparatus. An airline breathing apparatus (ABA) would give you the duration required, but has the obvious limitation that it is only effective over short distances. Clearly none of the above would provide sufficient confidence to wearers who would, or could, encounter the conditions during rescue operations, particularly, when working over long distances. Neither would they satisfy the legal and moral requirement to have an effective means of rescue in the event of a catastrophe or accident, affecting employees, in a mine, tunnel, chamber, tank, vat, silo, trench, pipe, sewer, flue, well or another type of enclosed space. The BG4 self—contained regenerative closed circuit breathing apparatus combines uncompromising safety with outstanding respiratory protection and wearer comfort. This breathing apparatus provides the wearer with up to four hours of breathing air in toxic or oxygen deficient environments.
Benefits; • breathing air for 4 hours • highest breathing comfort coupled with an integrated cooling system • ergonomically shaped carrying plate • reduced exposure from a well-balanced system • the harness and intelligent breathing hose routing for excellent freedom of movement • the Drager FPS 7000 RP full face mask can be fitted with an integrated drinking valve. This is a huge benefit to breathing apparatus users who wear the set potentially to its four-hour capacity or to those who are required to operate in hot and humid conditions. Whenever MRS teams use the BG4 during rescue operations, inspections or firefighting operations in confined spaces such as tunnels, underground ducts, or in situations with long access routes, the BG4
closed circuit breathing apparatus is the safest option to provide its employees with the maximum possible protection from a self-contained breathing apparatus. The apparatus works with a positive pressure breathing circuit that protects the wearer by preventing hazardous substances from entering the sealed breathing system. The duration of the apparatus is four hours. (This is reduced in extreme conditions to protect the wearer in, for example, hot and humid conditions) The CO2 absorber removes carbon dioxide from the exhaled air. At the same time the breathing air is enriched with oxygen from the oxygen cylinder. Before the regenerated breathing air is inhaled again it flows through the breathing air cooler where an ice mould of the same shape is inserted inside the cooler to reduce the temperature of the inhaled air and minimise physical stress to the wearer. The BG4 is equipped with; • the bodyguard II fully electronic signal and warning unit • monitoring functions of the bodyguard II • cylinder pressure (digital) • remaining duration of use (time remaining unit residual pressure warning) • temperature indication upon the press of a button • automatic recording of all mission data. The BG4 is the breathing apparatus that MRS relies on to protect its employees who in turn can provide protection to your employees. MRS Training & Rescue provides BG4 training at its centres nationwide. The company also offers maintenance and hire service, as well as offering the same service as part of its rescue team’s kit. Email: firstname.lastname@example.org Visit: https://www.mrstrainingandrescue.com Rail Professional
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The Queen’s Awards for Enterprise: Innovation 2016 Excalibur Screwbolts, which revolutionised fixing operations in the construction, maintenance and security industries across Britain and the world has had its latest contribution recognised with a second Queen’s Award for Enterprise - Innovation in 2016
xcalibur’s extra tough Screwbolts are used extensively in the railway and construction industries, and its dedication to excellence has resulted in this award for the high corrosion resistant Excalibur Screwbolt PLUS. The Excalibur Screwbolt PLUS is currently being used on Crossrail, the UK’s highest profile engineering project. It was designed to fix the platform edge screen (PES) brackets at five Crossrail Stations and withstand 120 years of demanding use. Standard European Technical approved fixings have a standard design life of 50 years so 120 years seemed a very tall order. However, Excalibur had already developed a Screwbolt PLUS which had extremely high levels of corrosion resistance, proven with more than 6,000 hours of salt spray tests. Another rigorous corrosion
test included a nine week accelerated cyclic test by Ford which the Screwbolt PLUS passed with flying colours. The patented new technology used on the Excalibur Screwbolt PLUS leads to substantial increases in the whole life expectancy of the anchor especially in harsh tunnelling environmental conditions. Further testing To ensure the Excalibur Screwbolt PLUS anchors were fit for purpose, Crossrail commissioned Imperial College London’s Department of Engineering and Vinci technology to undertake a thorough performance testing into the sprayed concrete tunnel lining. This was to ensure the anchors could endure the relevant stresses and strains involved with the onerous design life specified by Crossrail. Tests conducted included tension and shear
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method of anchoring into even the toughest substrate, such as concrete, without the need for additional fixings, resins or special tools. Entrepreneur Charles Bickford established Excalibur in the late 1980s after noticing the shortcomings of standard fixings while running an external wall insulation company. Bickford’s innovative design revolutionized bolt fixing in the construction, rail, tunnelling and security industries. Traditional fixing methods had required the use of through-bolts, expansion anchors, sleeves and resins to provide a secure, reliable result but these were often less than effective. It was the solution to this problem which became Charles’ brainchild, the answer was a Screwbolt with the same helix as a drill bit which could be screwed in with torque for a secure hold.
tests, cyclic tension and shear tests and mock-up simulation tests to top and side connections of PES brackets. Installation work has progressed well and currently PES brackets have been fitted at the following stations: Tottenham Court Road, Bond Street, Liverpool Street and Farringdon. Work has also just commenced at Whitechapel Station. The main contractors that Excalibur has been working in conjunction with are Laing O’Rourke, Costain Skanksa, Bam Ferrovial Kier (BFK) and Balfour Beatty Morgan Vinci JV. Excalibur initially assisted the contractors’ installation teams, on site, with fixing guidance but once work commenced installation was straight forward. Innovation leads to major projects Crossrail have raised the bar higher than ever before with performance and durability specifications and Excalibur is delighted that its Screwbolt PLUS was the chosen product
for this prestigious project. As an SME its company policy has been one of continuous innovation and improvement to keep ahead of the competition and this is what it has achieved with the Excalibur Screwbolt PLUS. The potential for this product as a cost effective alternative to high grade stainless steel fixings is extensive and future projects will benefit from this innovative new screwbolt. Royal in name and action There has been a royal connection with Excalibur Screwbolts of Hockley in Essex throughout the company’s history, named after the legendary sword of King Arthur, the revolutionary Excalibur Screwbolt’s first commercial use was to secure the roof of a stable block being repaired at Buckingham Palace. Like Excalibur’s original Screwbolt, which also won a Queen’s Award in 2009, the Screwbolt PLUS provides a simple and secure
Concept to product Bickford said ‘the idea for the Screwbolt came to me through the daily problems we encountered with fixing into varied materials. It has been the foundation of a very successful company and it is great to be recognised as such.’ Today millions of Excalibur’s British made and designed products are used across the world. Now 80, Charles Bickford still manages the firm and keeps a close eye on developments in the industry. Excalibur’s second Royal Award, which was announced on the Queen’s 90th birthday, is particularly special for Bickford – his Screwbolt’s first major application was in the riding school at Buckingham Palace, while the company’s most recent work is in the newly christened Elizabeth Line, officially opened by the Queen earlier this year. On this, Bickford said ‘to win one Queen’s Award is very special, but to win two is unbelievable. This is such a proud moment. I’ve always believed in our products and I’m lucky to have a great team behind me who also believe in them. Winning another Queen’s Award is recognition that Excalibur has continued to innovate and adapt and this accolade has given me and my company’s workforce a huge boost.’
Tel: 01702 206962/207909 Visit: www.excaliburscrewbolts.com Rail Professional
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The keys to infrastructure success Phil Hardy-Bishop, RICS infrastructure director, discusses the need for investment in rail infrastructure and why RICS is leading on developing standards to support commercial delivery within major projects
A legacy in rail n 2018 RICS will be reaching its 150 year anniversary, and it is a little known fact that the organisation was founded by railway surveyors in 1868. The Victorians invested heavily in infrastructure, in particular railways, and we desperately need new solutions that rely on the latest technology to meet our current infrastructure needs. The Victorians were so cutting-edge, so pioneering, that even decades on their solutions were ‘good enough’. But, in retrospect, perhaps we have suffered because of this ever since. Ever since the expansion of the rail network 150 years ago, chartered surveyors have played a vital role in the delivery of infrastructure, providing project management and cost-saving expertise across the whole lifecycle of projects. These skills are in increasing demand once again
and commercial expertise is absolutely crucial in the current political and economic climate with the UK voting to leave the EU. However despite this uncertainty there are still billions of pounds earmarked in the project pipeline over the next decade – and cost control measures, quality assurance and value for money are more important than ever. The need for investment – public vs private Britain’s national prosperity is intrinsically linked to the strength of its infrastructure. Intelligently planned and efficiently delivered infrastructure projects can have a transformative effect on the way people live and work, and allow communities to flourish right across the country. But how will the need for infrastructure investment be met? In our prolonged age of austerity, the public sector will not be able to
pay for it all. We do need private sector investment, and one of the challenges is making the sector attractive enough for investors. In particular, investors that are historically aligned to long-term returns such as pension funds. We need to make sure those bodies understand infrastructure better, making it more attractive for them to invest. Unfortunately, the construction industry does not have a good track record of bringing projects in on time and to budget. That reputation has improved in the last four or five years with the successful delivery of the Olympics but it could be better. There is effort going in to Government circles to ensure that an informed client - the government - can procure these schemes well so that they get maximum value for the tax payer.
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areas that we will be investigating to ensure that we can provide a common standard that benefits the industry as a whole. Rail industry insight papers – sustainable supply chains RICS has been engaging directly with the UK rail infrastructure sector in an extensive programme of research focused on achieving greater supply chain integration and sustainability across major rail projects. Stemming from roundtable discussions representing key areas of the rail supply chain the company will be publishing six insight papers looking at specific thematic areas including BIM and engineering data, SME engagement, skills and training, whole life value, procurement, and leadership. Due to publish over the course of 2016 and 2017 these insight papers will accompany a raft of professional information and guidance to infrastructure professionals, particularly pertinent to the rail sector.
The UK can attract more investment to infrastructure by managing major projects better than those in management roles currently. Much of that is down to training and professional expertise and is why RICS is concentrating on the area of project and commercial management because RICS professionals are at the centre of delivering successful infrastructure projects. A task for quantity surveyors Existing RICS quantity surveying and project management disciplines can add value, but the company has also developed a separate infrastructure pathway. This is a combination of project and cost management and includes competencies more related to infrastructure learning and infrastructure technology – for example how railways are put together as opposed to how shopping centres are constructed. Quantity surveyors share many of these skills but RICS is now overseeing the introduction of a new generation of what we call chartered built infrastructure surveyors. RICS professionals, in particular commercial managers, serve as construction accountants on major projects, driving down costs, mitigating risks and providing vital certainty for public and private investors. From Crossrail to transport for the north, it ensures value for money for clients, taxpayers and investors alike. At a time when 75 per cent of capital projects are still reported as going over budget, improvements in delivery are clearly needed. Because of its training, accreditation, professional standards and CPD enforcement, the chartered professionals RICS represent can offer a truly cutting-edge service.
The need for standards and professional guidance RICS current guidance includes The informed infrastructure client and a new information paper Driving commercial performance in major projects and programmes. Both aim to inform the reader on best practice commercial delivery techniques to achieve better project outcomes. A new piece of guidance The role of the commercial manager is in consultation phase and sets out the parameters of this crucial role where commercial managers are effectively the guardian of the business case ensuring that project outcomes are realised by driving value early in the lifecycle of a programme. New guidance is being scoped on how to best integrate new technology with existing infrastructure assets. The guidance entitled The role of the commercial manager – IT, systems and data will explore how cost planning on major projects needs to be driven by digital delivery as well as physical delivery. This issue will need to be addressed given the pace of technological change and commercial managers will need to develop the skill sets required for digital commercial management, which will be of significant benefit to the industry. Payment within the sector also requires consideration. Despite fair payment charters and contractual commitments it is clear that fair and swift payment throughout the supply chain is inconsistent and a business issue for many parties. RICS is gathering insight across the industry with the aim of the development of a payment standard in collaboration with British Standards Institute (BSI). Tendering and procurement are also
International construction measurement standards An important milestone for 2017 will be the publication of International Construction Measurement Standards (ICMS), due to launch in the spring. RICS is one of a number of professional bodies around the world that are coming together to collaborate on one agreed standard for construction projects costs. The International Construction Measurement Standards Coalition (ICMSC) is a growing group of more than 40 professional and not-for-profit organisations from around the world, working together to develop and implement international standards for benchmarking, measuring and reporting construction project cost. At present, the way construction projects are reported and costed varies significantly from one market to the next. These differences make it difficult to compare projects around the world, increasing investment risk and impeding transparency. The coalition seeks to develop and implement a common standard for construction measurement which will enhance transparency, investor confidence and public trust in the sector. Looking to the future As was the case 150 years ago pioneers in rail looked to infrastructure to drive economic growth and create long term solutions for the benefit of society as a whole. Working with its public interest remit, as laid out in its royal charter, RICS will be working closely with industry to ensure tomorrows solutions are fit for the future.
Phil Hardy-Bishop is infrastructure director for RICS. For more information visit www.rics.org/ infrastructure Rail Professional
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Reducing the risk in ground investigation CC Ground Investigations talks here about the benefits of experience and early engagement from pre-tender stage to completion
itigating the risk of unforeseen ground conditions and overrunning works is vital for rail projects. The added complexities of working on tunnels, bridges, cuttings and embankments on rail infrastructure make it vital to work with experienced contractors that you can trust. Founded in 2001, CC Ground Investigations (CCGI) started small, but fast forward 15 years and the company still maintains the core values that have driven sustained growth. It now employs 58 drillers and engineers, operating a fleet of 17 drilling rigs, which allow CCGI to offer a range of innovative solutions for most rail ground investigation scenarios and environments. The company’s experienced rail staff offer a competent, flexible service that not only allows clients to be confident in its work but to benefit from the cost savings that experience, planning and efficiency can offer. CCGI is regularly involved in projects from GRIP 3 stage and has the RISQS product codes to allow the company to undertake all the services involved in ground investigation works. Right from the initial email, phone call or pre-tender site visit the company is looking to work with its clients to develop a programme of works that delivers accurate and comprehensive data for the design team without compromising on quality or safety. CCGI has a well-established internal training scheme for all its drilling crews which ensures it directs and mentors staff to achieve the standards it strives for. This is backed up with industry recognised training including SSSTS, NVQ Level 2 and the Industry Common Induction for all PTS staff. Mark Carden, CCGI director and cofounder said: ‘Our staff are a credit to the organisation. We all know that the rail environment can be very testing and a ‘can do’ attitude goes a long way. Our experience in the culture and working systems of the railway mean our staff buy into our safe systems of work and ensures that work is carried out safely.’ In the last 18 months CCGI has bought
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four new Fraste PL-G rotary rigs, a 7.5ton truck mounted Vector HDD Vacuum Excavation unit, Geotool LMSR modular rig and two new Dando Terrier rigs. This investment represents part of a rolling replacement policy that ensures reliable and up-to-date equipment is used at all times. ‘The new lightweight Dando terrier rig is particularly exciting,’ explained CCGI director Rob Clarke. ‘By utilising an alloy frame Dando have managed to reduce the weight of the rig by over 100kg giving it unrestricted use when being manoeuvred to and from position on track trolleys.’
‘Another innovation we are bringing to the market is a modular window sample rig capable of casing boreholes, undertaking SPTs/undisturbed sampling and dynamic probing. This modular rig will allow access into difficult borehole locations, such as congested CESS areas and sloping ground. Look out for this in the near future.’ Great Western Electrification Programme (GWEP) CCGI was involved at an early stage with Hochtief and designers, to establish ground conditions and structural conditions at 60
bridge structures along the Bath Corridor. CCGI visited all the sites to establish best approach and the most cost-effective method of undertaking the GI while still providing the designers with the data they required. Using its own crawler mounted multipurpose rotary rigs it was able to access into restricted locations and two years on the good working relationship continues. New station at Worcester Parkway This two phase project saw CCGI act as principle contractor for the phase one offtrack works that included rotary boreholes and window sample boreholes, road design and trial pitting before going onto the infrastructure for phase two. CCGI liaised closely with the BAPA team in booking and planning the possessions for the ground investigation and also provided support to the County Council when dealing with the intricacies of working on and around the railway infrastructure. Frameworks CCGI is currently supporting regional main contractors in the North (including Northern Hub), Midlands and South Wales undertaking ground investigations most weeks/weekends for work including cutting/ embankment stabilisations, bridge structure replacements and track lowering works. Contact Mark Carden Tel: 01452 739165 Email: email@example.com Website: www.ccground.co.uk Rail Professional
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Construction and reinforcement PreCast Advanced Track’s (PCAT) unique 100 per cent macro synthetic BarChip fibre reinforced precast concrete slab structure is set to revolutionise the construction and repair of the world’s railways
CAT is a new concept in railway construction which challenges the traditional engineering method of supporting railway tracks on ballast. Whilst ballasted tracks have some advantages, they also have significant drawbacks that can be overcome by adopting slab track systems. The PCAT slab structure appears on face value to be similar to other slab track systems however this is not the case, PCAT is entirely new and represents a step change in design technology. In conjunction with funding from the RSSB / Network Rail and UKTram the system is now under test and moving to site trials. Professor Felix Schmidt of the University of Birmingham, noted: ‘PCAT is not just another slab track system it has unique selling points (USP).’ So what are the USP’s that make PCAT so special? Why is PCAT lauded as smart and potentially a winner that adds value to railway infrastructure? Lightweight strength PCAT’s innovative lightweight slab structure represents a world first for precast track slabs as it is manufactured entirely from low carbon macro synthetic BarChip fibre reinforced C50/60 concrete, without steel reinforcement being required. This ensures that if the concrete cracks there is no steel to corrode, providing a long life structure, as fibres continue right to the edge of the structure this enhances durability and resistance to accidental damage. It also reduces maintenance, material costs and the fibre reinforcement is safer to handle than steel during manufacture. The PCAT slab design is based on a channel beam upper profile which provides a high modulus slab structure, this maximises the slab strength and minimises the stiffness needed for the track foundation. This allows PCAT tracks to be constructed quicker than conventional track. It also means PCAT is particularly suitable for adoption where poor or variable ground support and flooding conditions exist. The PCAT distinctive deep edge beam is designed to be formed higher than the adjacent rail without conflicting with the train underside gauge. This has the potential to reduce rail and wheel contact noise by obstructing the sideways bypass of noise.
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space. Uniquely, if needed, PCAT slabs can be simply decoupled, levels adjusted or slabs removed and replaced without affecting the track structure. PCAT Smart technology The added option of including smart monitoring inbuilt clamping technology within the connectors allows the position and the efficiency of the monolithic construction to be monitored remotely. This is particularly important where slab tracks are installed on ground with unreliable support that may prevent slab track from being considered. The Smart technology automatically alerts asset managers to undertake inspection when data falls outside critical values, thereby increasing track safety, reducing risks and inspection costs. PCAT overall benefits While the initial build cost is similar to existing track systems for 25t capacity units, lightweight track with 12t capacity can deliver a direct capital saving of 50 per cent. Track construction and repair and adjustment times can be reduced by as much as 70 per cent. This massive time reduction represents a significant saving in
The high strength of the edge beam is likely to be adequate to prevent a derailed train from coming off the PCAT slab track structure and thus increase track safety. In-built ducting system The upper slab profile collects surface water and conveys this to drainage outlets via the transverse and longitudinal ducting system accommodated within the slab. This disperses water away from the track foundation and increases the resilience of the track, preventing damage to the associated earthwork structures. The ducts can accommodate track cables and services in a secure environment which prevents theft and damage. The novel interconnecting dry joint and curved steel connectors between adjacent units avoids the time needed for insitu concrete to be placed and cured. This is designed to permit a rapid laying and joining process to form the monolithic structure.
This simple build process ensures units are placed with precision, significantly reducing the need for manual labour thereby reducing possession time. The foundation needed for the PCAT system is tailored to suit local ground conditions and minimise the need for imported materials. By adopting in-situ ground stabilisation methods for the hydraulically bound material (HBM) base, CO2 and environmental impact are reduced. Being a high modulus slab, PCAT structures tolerate low base support conditions and provide a long life resilient foundation even where poor ground conditions exist. PCAT construction processes Curved steel connectors between adjacent units are easily inserted and tensioned from the slab surface as erection proceeds. This allows rapid installation to take place from the occupied track to provide the monolithic structure, even in tunnels with restricted
both direct cost and track possession cost. With a 120 year service life and a design that encourages simple and rapid repair work; ongoing maintenance costs are reduced by 40 to 60 per cent. Combined with earthwork reductions, increased track capacity and safety, reduced carbon footprint and long term sustainability, the case for PCATâ€™s 21st century track slab is undeniable. Recent research and desk studies including structural evaluation, logistical modelling undertaken on behalf of PCAT by specialists AECOM, Mott MacDonald, and FEM modelling carried out by Elasto Plastic Concrete and JKP Static in Hungary together with financial modelling undertaken by Viaduct funded by the SBRI, in conjunction with Future railways and UKTram has confirmed these claims. A UK patent has been approved for PCAT Pre Cast Track slab. Visit: www.precastadvancedtrack.com Rail Professional
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Longevity in surveying Maintaining the highest standards of accuracy and a reputation for reliability is one of the primary driving forces behind Aworth Land Surveys, established in Kingston, Surrey in 1963
nitially the company worked on projects that would herald the arrival of modern motorway service stations and new infrastructure across the UK. Aworth was started with a small team of skilled personnel that worked alongside company founder John Aworth, using mainly optical survey equipment. Large format hand drawings were prepared to scale and using photomechanical techniques, photo reductions and sepias were made for a range of presentations including the oil and construction industries. Its services were much in demand through the 1960’s and the company rapidly outgrew its original Kingston premises. By 1999 significant technological advances had made the collection, processing and editing of survey data more efficient and deliverable in an ever increasing number of formats. Aworth’s client base and range of services capitalised on these new developments. More than 50 years later and Aworth’s highly experienced surveyors and CAD technicians offer a suite of services from two
offices, in Uckfield, Sussex, and Croydon, London, delivering consistently reliable and accurate measured data for the modern rail professional. Topographical and cadastral survey data produced by Aworth Survey Consultants, as it is known today, underpins many of the capital’s iconic modern developments including: Bluewater Retail Leisure Events Centre, One Embankment Place above London Charing Cross Station, Stratford Regional Station, in preparation for London 2012, and the renovation and conversion of the Grade II listed Lambeth Water Tower, featured on Channel 4’s Grand Designs. The majority of Aworth’s work is in the capital and one project in particular that stands out is the landmark bridge at Borough Viaduct, part of the £6 billion Thameslink Programme. The company was commissioned by Skanska to deliver comprehensive topographical and underground services surveys for the entire project as well as detailed measured building surveys of all the properties along the route of the new viaduct. This data allowed for accurate design and construction of the viaduct and bridge across a complex layout of existing listed structures and the highway beneath. Today the company’s core business includes: • topographical surveys • measured building surveys • railway surveys • rectified photography • utility tracing surveys • OS mapping • monitoring surveys • boundary surveys • land registry and lettable area calculations. Aworth’s survey data deliverables are provided in BIM compliant format and are always tailored to the client specification.
18 people work for the company based across the two offices, ranging from assistant to senior surveyors to CAD draughtsman, sales of ordnance survey mapping and administrative support staff. As a trusted, experienced, and reliable service provider, Aworth Survey Consultants has a continuing record of excellence in providing the highest quality measured data required by architects, designers, engineers, town planners, local authorities and railway professionals. The company has achieved a 5 star rating for the RISQS audit and offers a professional service to the rail industry. Aworths surveyors are qualified to work on both Network Rail and London Underground; the company’s small, professional and dedicated team is able to provide accurate survey data for any project.
Tel: 020 8263 6176 Email: firstname.lastname@example.org Visit: www.aworth.co.uk
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A leading role in tunnelling The British Tunnelling Society (BTS) is an Associated Society of the Institution of Civil Engineers (ICE). With a current membership of 814 individual members and 266 corporate members from many of the UK’s largest engineering consultants, contractors and clients
he BTS is one of the most vibrant gatherings of professional tunnellers in the world. Mott MacDonald’s Mark Leggett was appointed chairman of the BTS in May 2016, taking over from Roger Bridge who has completed his two-year tenure. Formed in 1971, the BTS maintains a leading role in the tunnelling industry by promoting the safe, efficient, sustainable and technically advanced design, construction and use of underground space. BTS events and evening meetings provide opportunities to discuss all tunnel-related matters and the society publishes industry guidelines and codes of practice. Recent examples of this include the development of PAS 8810:2016, Tunnel design. Design of concrete segmental tunnel linings, Code of practice where the BTS collaborated with BSI and High Speed 2 (HS2) to produce the first UK PAS related to tunnelling. The BTS also released the Traditional Timbering in Soft Ground Tunnelling - a historical review, published in September 2014. Currently the BTS has a working group focussed on Sprayed Concrete Lining design and construction best practice and are looking to release the SCL Design Guide by 2017. The BTS aims to lead tunnelling education in the UK and runs leading courses for people at all levels in the
industry, namely the week-long Tunnel Design & Construction Course held at Warwick University in the summer and the two-day Underground Health and Safety Course held in the autumn. The Design & Construction Course aims to cover all the major aspects of an underground project’s life and contains worked examples and workshop sessions to allow improved interaction between delegates and speaker. It is aimed at the wide range of professional services that support the tunnelling industry, including clients, tunnel operators and members of the financial and insurance sectors that may have a vested interest in tunnelling enterprises, as well as young tunnel design and construction engineers. The Underground Health and Safety Course has been developed to focus exclusively on the underground environment. It aims to provide an introduction or enhance existing basic knowledge and develop an awareness of the particular health and safety challenges that working underground can pose. Jewel in the crown The jewel in the crown for the BTS is the MSc in Tunnelling and Underground Space at the University of Warwick. Established in 2011, this is the only higher education
course in the UK to concentrate on the many and varied skills required for the design and construction of tunnels and underground space. The BTS and its members were heavily involved in the laying out of the course structure and content, and remain significant contributors to many of the course modules. The BTS supports the tunnelling and underground space MSc at the University of Warwick by providing bursaries and student prizes, a steering board to advise on the syllabus and module champions and guest lecturers. Leggett currently chairs the course’s steering board and is keen to see student numbers grow to over 30 each year. He added: ‘I’m hugely excited by the potential of this relationship and believe that, together with the University of Warwick, we can really grow the numbers on the course. We want more people in this industry, particularly clients, to recognise its importance.’ As development director for Mott MacDonald’s tunnelling and underground space business, Leggett has 27 years’ experience in designing, leading and managing multi-million pound underground infrastructure developments. This has included projects covering high-speed rail, mass transit systems, metros, utilities and highways, as well as deploying specialist
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education agenda forward, the link with TunnelSkills and increasing the broad appeal of the BTS. The BTS has a role in the All-Party Parliamentary Group on Infrastructure and Leggett would like to see strengthened support for this and greater involvement. ‘I believe that the UK government understands and accepts the very important contribution that the use of underground space has in society and for the development of our infrastructure.’ Reflecting on the fact that London’s success was built on the growth of the Tube, Leggett said: ‘I want society to see the use of underground space as an option that offers great value and delivers huge benefits. The urbanisation agenda is driving development and there is a place for putting a lot of traditional surface
underground construction techniques such as tunnel boring machines, hand excavation, sprayed concrete lining and cut-and-cover works. BTS evening meeting – speakers and chairman Commenting on his role for BTS, Leggett said: ‘The use of underground space offers great value and delivers huge benefits to clients undertaking major infrastructure projects. Major schemes such as HS2 and Crossrail require leading-edge tunnelling techniques and solutions, as will future projects like the Trans-Pennine tunnel beneath the Peak District and the Stonehenge tunnel. Through the BTS we possess the collective expertise to make these projects a reality. At the same time we’re able to provide the best independent guidance on how innovative underground construction can be undertaken sustainably and safely.’ National Grid’s London Power Tunnels The BTS calls on the long tradition of tunnelling in Britain to continue industrywide development of this vital field of civil engineering. It actively supports the recruitment of young people into the industry and conducts training courses to advance the education of tunnelling professionals. The society also acknowledges excellence in tunnelling through its annual awards, sponsorship and support for industry conferences and advises the
government and general public on the tunnelling industry. ‘The BTS has always and continues to be at the forefront of tunnelling in the UK. To ensure its longevity, our Young Members group is one of the success stories of the past few years and is already being replicated by other organisations. They are active in schools and universities across the UK and I’m keen to see what else we can do to promote careers in tunnelling and help create future industry leaders.’ Leggett is also keen to revitalise how the BTS communicates with its members and the wider industry by devising an effective communications strategy. He explains: ‘My goal is to develop and articulate the benefits of our different membership categories and to change the way we communicate to become more digital and reactive. By 2018 I hope that everyone will see significant improvements in the mode and amount of communication from the BTS.’ Leggett’s role as chairman will end in May 2018, when he will then serve for a further two years as immediate past chairman. He is the first BTS chairman from Mott MacDonald since former Mott, Hay & Anderson chairmen Stephen Tough and John Bartlett, who both held the position in the 1970’s and 1980’s. At the time of writing the past chairman, Roger Bridge, remains in hospital after suffering a stroke in August 2016. Mark Leggett paid tribute to Roger’s contribution to the BTS, particularly in driving the
facilities underground; for example water treatment facilities, sports halls and event arenas.’ This is an area where the BTS are working closely with Think Deep UK and the ITA Committee on Underground Space (ITACUS) to promote the informed and efficient use of underground space. Leggett believes that the future for tunnelling in the UK and, by extension, for the BTS is bright. ‘Already there is at least 20 years of tunnelling ahead and there will be more projects following that, too,’ said Leggett. ‘I am confident about the future – more so than ever – because using underground space is proving its value and the case for tunnelling has never been stronger.’ Tel: 0207 665 2229 Email: email@example.com Visit: www.britishtunnelling.org.uk
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HAVS free ballast sampling system The B.A.T.S® system is the UK’s only modular hand arm vibration free ballast sampling system and was developed to conform with the ORR’s position paper on Hand Arm Vibration Risk 2014 and Occupational Health Programme Update July 2016
opdrill’s in-house designed and built B.A.T.S system replaces traditional ABS systems. ABS systems rely upon operators standing on top of hand trolleys and leaning on hydraulic jackhammers, exposing the operatives to HAVS, height and noise risks. The samples are small, especially if they extend beyond 1m and are too narrow to allow for any competent testing to be undertaken.
Both systems are transported along the rail using a hand trolley. The advantages of this are that it requires minimal SSoW staff and the trolley can be controlled by the company’s own operatives instead of bringing in external staff. B.A.T.S is mast operated, meaning the operatives don’t stand on trolleys or touch the machine whilst in operation, which allows it to be 100 per cent hand arm vibration free. The sample retrieved is 77mm as opposed to 67mm which reduces the possibility of the ballast blocking the sampler and allows for competent testing to be undertaken on the retrieved samples. Topdrill also case the hole while taking the initial sample. This prevents any ballast falling down the hole while taking the second sample (between 1.20—2.20m) and blocking the sampler. This is something that is not possible using traditional methods. All the rigs are PUWER certified and undergo regular servicing. The unique hammer system is now protected by a noise reducing shroud which is currently undergoing noise testing. In short, Topdrill believes that this is the next generation of ballast sampling technology and while reducing the risk to the operatives, improves the quality of Rail Professional
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reporting at the same time as reducing noise pollution to the environment. The company has all the back-up services and can produce reports to NR standards with full sample testing. Topdrill currently has 6 B.A.T.S rigs, crews and supervisors available for nationwide projects.
Innovative solutions for today’s railway Access is a common issue for many companies, even if a company is contracted to get in and work on a line, it rarely gets sufficient time to provide a cost-effective solution. Britain’s ageing infrastructure and changing weather patterns often result in problems every time there is heavy rain – embankments slip and lines flood and as always, make headline news. Topdrill has noticed a large upturn in embankment slips which have closed lines and required significant remediation work, often with extended closure of the
line and unwanted publicity. These works require borehole drilling for analysis of the strata, water levels and the installation of inclinometer tubing for monitoring of the slope, to provide the ability to continually analyse if and how the slopes are moving. After an extensive review of the available equipment on the market, Topdrill found
that it was either too small and could not complete the required in-situ testing or it was large and required significant access areas/ possessions, anchoring points and devegetation. New solution/equipment requirements must • be able to drill boreholes in areas of limited access without impacting an already failing slope and without compromising on quality or safety • have a limited height, to allow work adjacent/ under live overheads, negating the requirement/ time delays waiting for possessions • conform to British and Eurocode Standards in safety and quality. In light of the above, Topdrill developed the lightweight limited access modular rig (LLAMR®) system. It has taken many years and has undergone various changes but the company has now successfully completed hundreds of holes in areas of difficult access, mostly with the railway open and running.
Types of projects completed to date include: • • • • •
resignalling electrification embankment stabilisation platform extension bridge analysis and basement/ inbuilding surveys which make use of an electric power pack to remove the requirement for any fume extraction systems.
How can we assist on your next project? Tel: 01908 321925 Email: firstname.lastname@example.org Visit: www.topdrill.co.uk Rail Professional
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All-terrain, all the time BBK Construction uses multi-track, multi-purpose machine vehicles to carry out work on unwieldy landscapes, uneven and treacherous surfaces and in hard to reach locations
BK Construction Services was established in 2008 and is currently based in Hythe, Kent. With its managing director Brian Richards having more than 25 years of civil engineering and surveying experience, together with a highly qualified team with a wealth of experience between them. BBK Construction Services is a highly respected company covering the South and South East of the UK. In recent years it has expanded its services to include specialist all-terrain vehicle hire and haulage. Below is a list of services that BBK can provide:Sewe provide: • specialist plant and access equipment Hagglunds BV206 off road transportation Truxor floating excavator skyjack TK66 articulated boom • railway embankment repairs • bridge and culvert repairs • scour protection • rail surveying and track monitoring • haulage and hiab hire • 24 hour emergency call out. BBK offers a wide variety of services and is one of only a few companies in the UK that offers specialist plant and access equipment that includes Hagglunds BV206 and Truxor 4700. Both of these items have been used on recent jobs that have enabled men to carry out work that would otherwise be impossible, BBK thrive on ‘getting you where no-one else can’. Throughout 2016 BBK has attended many exhibitions showcasing its BV206
vehicles and is also attending the Flood Expo Exhibition on 12th and 13th October 2016, London to enable it to broaden its services in this area to keep BBK and its managing director excited by what it can offer. Hagglunds BV206 A tracked, articulated, all-terrain vehicle, it consists of a front and rear unit with four tracks providing outstanding traction and excellent all terrain capabilities with very low ground pressure. The rear units are interchangeable to include flatbeds, drop sides, three-way tipper, hiab, flood rescue, welfare unit, and the personnel carrier, which carries up to 17 people six in the front
unit and 11 in the rear unit). An additional trailer unit can be attached for further adaption. Truxor 4700 Truxor 4700 is an amphibious machine, unique to the market that travels easily between land and water. Mainly used for excavation, reed cutting and removal of debris in areas such as riverbeds and head walls which are not accessible by traditional machines. The excavation depth is 2.3m., by changing the excavator arm; a reed collector can be added with a hydraulic lifter. This allows us to collect reed, branches and other debris from the water. Skyjack TK-66 BKK’s TK-66 is ideal for repairing harbour and sea walls and also bridge repairs above railways and rivers. It is one of the only mobile elevating work platforms (MEWP) that allows work to 22m in height, a below ground depth of 12m, and an out-reach of 18m.BBK Construction is striving to ensure
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wall were constructed and embankment reprofiled using a long-reach excavator placing stone that was delivered during the day. BKK also carried out track and embankment monitoring throughout until the site was handed back to Network Rail. Isle of Wight - track survey BBK carried out a six monthly track geometry survey using our PTST of the Island Rail on behalf of South West Trains.
that it continue to provide a comprehensive range of railway surveying, measurement and inspection solutions offering two types of surveying systems: portable surveying system trolley (PTST) and Amberg trolley. Using its PTST it can measure cant, gauge, versine, and twist at 50mm intervals at walking pace. The PTST can provide on screen graphical results and its output is a HSTRC style graph and spreadsheet. The Amberg trolley enables BKK to provide a co-ordinated track survey, with laser offset measurements. With over 15 years of track monitoring experience all work is carried out in accordance to Network Rail standards, NR-BS-LI-045(Issue 3). BBK carries out a wide variety of jobs, a few examples are set out below: Dover Beach, Kent The client required a spider MEWP to carry out work along 900 yards of beach, daily for two weeks. The spider was unable to travel on the sand as it would sink and it could not be lifted by an excavator as it lacked lifting eyes and would have swayed excessively. BBK therefore provided one of its four BV206 Hagglund all-terrain vehicles with a low flat-bed body, using 6m ramps the spider was easily able to track onto the flat-bed. It was then transported along the beach and unloaded using the ramps onto plastic mats
in the exact location required. In a similar situation, they transported a spider a mile across wet fields to allow Network Rail to carry out a bridge inspection. Duppers Embankment, Hollingbourne, Kent BBK was called to an embankment slip on a Friday afternoon, where the track had dropped and moved laterally by approx. 6â€?. Network Rail required an 800m access road to be constructed to get to the site, which involved a 1:4 gradient across very wet ground. A 50m x 3m high gabion wall was to be built and approx. 4000t of stone was to be placed behind the gabion wall to re-profile the embankment.BBK immediately started work on the access road, with their material suppliers/local quarry working throughout the night and weekend to supply the stone for the road, enabling machines to get to the site by the Monday. 24 hour working continued while the foundation and gabion
Glynde Reach The client needed BBK to inspect and replace original holding down bolts, on a bridge over the river Glynde. The bolts were two feet beneath the silt and had to be excavated at low tide, making it impossible for a minidigger to get to the site. The river has a 5m high flood protection bank, and the silt was so soft that anything of substantial weight would sink. The nearest road access was 1.2km away. BBK off-loaded the Truxor at the road and drove it through the field access to get to the flood protection bank, climbed over the bank and down into the river as the tide was going out. The Truxor paddled down the river to the bridge and, once the water was low enough, was able to start the excavation. Plastic ground mats were used to allow the men to work on the silt, these were transported on the Truxor. Once work was completed and backfilled, the Truxor paddled back to a suitable location, climbed up the river embankment and flood bank and back to the road. This was the only machine capable of doing the job. Branching out and increasing the range of services it can offer is important to what BBK Construction Services sees in its future. Its level of service remains high, yet the available choice of what it does is expanding. Tel: 01303 265307 / 07738 477579 Email: email@example.com Visit: www.bbk-uk.com Rail Professional
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Compliance and convenience for contingent labour Gary Smithson, associate director at rail recruitment specialist, Morson International, discusses the advantages of a recruitment managed service for temporary labour
ike so many sectors, the rail industry is characterised by fluctuating staffing requirements, particularly in project-based site roles. For rail contractors, this often means that significant resources have to be invested in recruiting suitable candidates and ensuring that they are appropriately qualified, eligible for work and employed in a fully—compliant manner. Working with recruitment consultancies experienced in the sector is essential, but the process of managing a disparate multitier recruitment supply chain can be time consuming and costs can be difficult to control. Not only does a multi—supplier approach to recruitment involve numerous points of contact for securing the skills required on site, it also demands extensive paperwork, auditing and financial due diligence. It’s for all of those reasons that an increasing number of rail contractors and clients are opting for a managed service approach to securing their contingent labour. Trusting a single expert recruitment partner provides the skills they need, along with all the compliance, supply chain and
management information needed to deliver a best practice approach that results in process and operational efficiencies. Culture change While many companies like the idea of a single point of contact for contingent labour recruitment, they are often reluctant to move away from providers that they have worked with for a long period of time and relinquish established relationships based on service, expertise and trust. It’s important to understand, however, that a managed service approach does not involve dissolving existing supply chains; far from it. It simply involves placing responsibility for working with existing providers with a single company, allowing the contractors to keep the expertise and resources while delegating management responsibility to a single, accountable and trusted supplier. The importance of client networks For example, Morson works with 248 recruitment companies to source suitable contingent labour for rail clients, in addition to using its own, extensive candidate networks. Many of these companies have
worked with Morson’s clients for years and continue to provide an excellent service but now, instead of having to keep track of which employees have come from which agency and which rates of pay and commission apply where, the company’s managed services clients have a single set of management information provided to them. They also have access to dynamic client networks that reduce time to hire periods and guarantee project resource delivery. While the move from multiple suppliers to managed services may not involve significant changes to the supply base a company is working with, it does involve a culture change in terms of the way recruitment services are delivered. A managed service relationship has to be built on trust and transparency, with the provider ensuring that there is a clear audit trail for every candidate placed and every transaction. The managed service provider must also ensure that its team has an excellent understanding of the client’s business, including its operational, commercial and financial requirements. A collaborative approach at all times is vital to the success of such a relationship because the managed services provider must be able to anticipate the client’s current and future talent needs. The supplier must also be able to deliver
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ad hoc recruitment services in response to unforeseen circumstances such as flooding on site, and plan for peak periods such as Christmas and bank holidays. Financial benefits In addition to providing process and management efficiencies, a managed service approach to contingent labour recruitment can also result in significant financial benefits. In addition to streamlining the supplier base to a single point of contact, managed services also provide a more transparent approach to labour costs. For example, all labour supplied through Morson, whether from its own candidate network or through second tier suppliers, is charged to the client at a pre-negotiated percentage of the candidate’s salary or day rate. Not only does this simplify financial management for the client, it also means that they are able to forecast recruitment costs. Posts will be offered within a salary band so the recruitment costs are fixed within a small plus/minus range. Financial information is also available in real time, with billing information linked to an online timesheet service to provide up—to—date costs and complete accountability. Working with a managed service provider can also help to ensure that a rail sector company offers attractive and reasonable rates of pay for individual roles. As a strategic partner, the managed service provider should be proactive in sharing market intelligence and monitoring rates of pay across the sector for effective pay rate management. Technology A service—led culture and specialist sector expertise are vital requirements for a
recruitment managed service provider, but technology also plays an important role in ensuring coordinated delivery of outsourced contingent labour. An advanced technology platform enables a rail operator or contractor to track recruitment delivery, compliance and costs centrally, and generate accurate reports from data collected by the system. Candid communication between the managed service provider and its client is vital to ensure all requirements are understood and the client is up to speed with activity, but there should never be a need for a client to chase up management reports or financial information because everything should be logged electronically. Morson uses a bespoke data management tool called Vencuro, which enables clients to manage timesheets, track spend, monitor KPIs, collate time and attendance, diversity and compliance data and view previous data for analysis. What this means in practice is that clients have the real time information they need for arms-length management of contingent labour and management reporting. It’s an end—to—end technology solution that enables complete transparency and financial control along with a detailed audit trail of all recruitment activity. Access to the system is secure and userspecific but, as a web-based platform, it can be accessed from any PC or mobile device, providing it is done through a verified IP address. Compliance One of the key functions of a managed service provider’s collaborative data sharing platform is recording compliance data. Taking full responsibility for compliance is a key element of the added value that a managed service approach to contingent
labour recruitment can deliver because it removes the administrative burden from the client while retaining a full audit trail. Verifying competencies, eligibility to work and complying with HMRC all fall within the remit of the managed service supplier, along with medical and drugs screening and legislative compliance. At Morson, these added value services all form part of a robust approach to due diligence. Services should also be delivered in compliance with the industry’s health and safety requirements, for example, Network Rail’s life saving rules stipulate that all candidates can travel door to door and complete their shift within a 14 hour period unless overnight accommodation is provided. Future Focus With HS2 on the horizon, along with various other infrastructure and construction projects that will increase demand for key civil engineering, mechanical and electrical skills, the job of recruiting the right skills at the right time and in the right place for the rail sector looks set to become more challenging than ever. Against this backdrop, pressure to deliver projects within tight deadlines means that management roles are stretched and time to hire periods are business critical. Working with a recruitment managed service provider with a proven track record within the rail sector and a commitment to developing the industry’s future skills requirements provides a valuable framework for compliance, enhanced operational delivery and commercial control. Tel: 0161 707 1516 Email: gary.Smithson@morson.com Visit: www.morson.com Rail Professional
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Energy saving, the ESOS way forward After a slow start, businesses appear to have grasped the basic requirements of the ESOS regulations. But what can we learn from the process and what are the implications going forward?
Background he result of the Energy Savings Opportunity Scheme (ESOS) Regulations 2014 was a directive that required groups to carry out assessments of energy use overseen by independently qualified professionals or to have a management system certified to ISO 50001 covering all energy use. Significance ESOS covers the use of energy in transport, as well as buildings and process use. For many companies this is the first time they have been required to investigate transport energy. For example, the complicated CRC energy efficiency scheme introduced in 2010 specifically excluded transport emissions was later watered down to cover just electricity and gas and will now be scrapped from April 2019. Before you celebrate the reduction in red tape, you may reflect that UK energy statistics for 2015 show that transport energy use accounted for 37.6% of the UK’s final energy consumption, so this will inevitably be an area of greater focus in coming years to address climate change impacts from carbon dioxide emissions. Transport energy is dominated by road vehicle fuel and so impacts on most if not all businesses. ESOS operates in a four year cycle. The qualification date for phase one was 31 December 2014; this was the snapshot
in time that defined which company’s activities were to be considered by the ESOS assessment. The qualification date for phase two is 31 December 2018, so it is not too early to start planning a compliance strategy, as well as maximising benefits from the process so far. Present situation Around 8,000 businesses are expected to be caught by the scheme. The regulations required organisations to notify the Environment Agency of their compliance by 5 December 2015, but only 3,971 notifications were received by then, with almost half of those received in a final week’s surge in December. ESOS compliance audits for the Environment Agency These audits showed the majority of businesses embracing the concept of ESOS, which is to better understand where energy is used and to derive a list of energy saving opportunities. The Environment Agency published a summary of the audits, conducted from January to April this year, in July 2016 which show that although only 35% of the assessments were deemed to satisfactorily comply with ESOS, the remainder complied once remedial actions had been implemented. Almost 4 in 10 remedial actions related to the organisational structure; with complex international group structures and ownership changing frequently, those
responsible for compiling the assessments do not always have the most up to date information. Incomplete or inaccurate total energy consumption calculations accounted for 12% of the actions, and 8% related to shortfalls in board level sign off. There were also shortcomings in the cost benefit analysis of savings opportunities and the analysis of energy use. Many of these are basic errors which can be avoided by suitable planning and scheduling. In July 2016, the number of notifications had reached 6,542, around 80% of the expected total. The Environment Agency continues to track down the missing organisations and can issue enforcement notices initially with the prospect of financial penalties. It has also commissioned further compliance audits between August 2016 and March 2017. Action Under ESOS there is no legal obligation to implement any of the energy saving opportunities identified, but there is a commercial benefit to implementing the opportunities, so in this quiet period of phase two companies should be implementing the findings from phase one. Organisations should also consider the option of an ISO 50001 management system. Only about five per cent of organisations used ISO 50001 to comply in the first ESOS compliance period, but the late introduction of the regulations gave limited time for companies to develop systems in the first compliance period. There are 15 approved registers for ESOS lead assessors, but the qualification requirements are very different between them. Organisations should satisfy themselves as to the relevance of the prospective lead assessor’s experience to their own organisation’s activities. Finally companies should ensure that following the rush to notify that the evidence packs required under ESOS are complete and accessible in the event of a compliance audit. Tel: 01928 726006 Email: firstname.lastname@example.org
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QUALIFIED RAIL STAFF REQUIRED! CROSSRAIL SUCCESS FOR TES TES recent success in securing work on the Crossrail project firmly establishes TES and its commitment to delivering high quality work and service within the rail industry. At the forefront of safety, TES strive to develop best practice and set the standards for safer working in the industry. Specialising in Isolations, Electriﬁcation, Possession Management, Technical, Track Services and Safety Critical Training, there is no better time to join our team. We are looking for skilled, enthusiastic and motivated people to join our operational teams in the following areas:
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£six figurebase basic| salary pluspackage strong benefits package Birmingham £ Attractive ‘An outstanding opportunity to lead aA Managing developing rolling stock business’ Candidates should have strong business Director is now soughtengineering to Loram is an international group of companies headquartered in the United States that designs, sells Vossloh Kiepe UK is manufactures, a subsidiary of the and operates wide range specialist German basedaVossloh KiepeofGmbH. railway rolling stock vehicles for track and The business ismaintenance a leader in railway infrastructure and rolling monitoring stock engineering, enhancement and purposes. systems integration and provides high With a strong high quality quality turnkeyreputation project andfor consultancy equipment, Loram also provides support services to maximise vehicle utilisation and in operationsCurrent to maximise performance. annualperformance, sales turnover reliability, spare parts services and technical is circa £20m. advice. With excellent rail engineering, production The project recentlymanagement completed strategic acquisition and skills; Vossloh by Loram of vehicle maintainer Kiepe UK operates from offices inRVEL in Derby gives Loram and opportunities to of build upon its’ Birmingham from a range project established presence in the UKlocations rail sector facilities to suit vehicle and fleet and for the wider around UK.involvement in other European markets.
provide strategic and operational leadership ofThe Loram Ltd with approximately key(UK) elements of the role are to: 100 employees. Ensuring the safe conduct of Developactivities, and manage the company’s all• business the role will include strategic plan the integration and development of complementary business activitiesand to meet • Promote revenue, profitability growth as foundations for business success and customers’ continuing requirements future opportunities. • Provide expert leadership and guidance to the senior management team; managing, Providing senior level representation of motivating performance Loram across theand raildeveloping sector in the UK and elsewhere in Europe, the Managing Director • Lead top level business development, customer relations,supplier financialand performance will support customer, other and personnel development and key party relationships includinginitiatives final stage strategies contractual negotiations as appropriate. • role Takeprovides responsibility for the health, safety and The an outstanding opportunity wellbeing of upbusiness to 150 people at work to lead established activities into • areas Ensureofproper governance andfrom uphold the new growth with support ethics of theand business within a strong well known international rail engineering group.
leadership skills, quite possibly gained within the rail sector orhave otherstrong engineering Candidates should management environments. team / board level experience gained in railway engineering and project management Experience in change management situations and ideally in rolling stock. willbusinesses be valuable in the context of Lorams’ plans for developing its’ are UK business. Preferred candidates also likely to be Engineering are not particularly proven in qualifications leading significant teams of people, strategic business leaders, necessary but a graduate levelexperienced academic in project oriented activities and able to exert background is required. influence at all levels including customers, Strong communication skills, a sales suppliers and key stakeholders. orientation and an affinity with customers, together with a track record be of success in level Qualifications will ideally at graduate in an engineering discipline and possibly with management and leadership are required. Chartered status.
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Rail Professional Rail Professional Quarter Page Advert-Oct2016 Issue.indd 1
Digital railway expert re-joins WSP | Parsons Brinckerhoff he company has appointed Paul Bates as director for digital railway as part of its strategic growth in this sector. In his previous role as project director on Network Rail’s Thameslink programme, Bates implemented the ETCS level 2 signalling system on the line. He previously worked at WSP| Parsons Brinckerhoff in 2000-2001. Said Bates: ‘Digital rail marks the next chapter for our industry in the UK and abroad and I particularly look forward to developing the capability of our talented engineers.’
Magnus Conn gets on board with Serco Caledonian Sleeper onn has joined as director for the New Trains programme, where he will lead the introduction of the new rolling stock to the overnight rail service in 2018. He was previously at SNC Lavalin. Peter Strachan, MD for Caledonian Sleeper said: ‘I’m delighted to welcome Magnus to the team at this exciting phase in our history.’ The new trains, which were unveiled to transport minister Humza Yousaf MSP in June, are currently being manufactured by CAF in Spain and will feature double room accommodation, a first in the UK.
Carillion appoints new finance director afar Khan will start the job in December and succeed Richard Adam who has decided to retire as he approaches his 60th birthday. Khan has held the role of group financial controller at Carillion since 2013, and joined the group in 2011. Before that he was CFO at Associated British Ports Holdings.
RFEM elects new chair and first president he Rail Forum East Midlands has elected Paul Francis as its new chairman. Francis is managing director of Derby based Porterbrook Leasing; he also sits on the executive of the Rail Supply Group which brings government and industry together to promote and develop the UK rail supply chain. Francis replaces former RFEM chairman Colin Walton who held the post for more than 10 years. In recognition of Walton’s commitment to, and support for, the East Midlands’ rail industry members of RFEM unanimously elected him to the new role of Rail Forum president. Walton will provide advice and support to Francis, as well as represent the Rail Forum in industry forums.
SilverRail announce David Pitt as head of UK operations n this new role, Pitt will be responsible for the technology company’s opportunities with UK Toc’s. Cameron Jones, chief commerical officer said: ‘Having contracted for the last 13 years for many large-scale businesses, it is great that David has found his niche here and wants to join us for the long run.’ Pitt has been working with SilverRail for two years as an interim programme director having previously worked on business and IT programmes for the likes of EON UK, BT, and more recently National Express Group and Virgin Trains.
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