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MAY 2014 ISSUE 202 £3.95

THE BUSINESS MAGAZINE FOR RAIL

www.railpro.co.uk

Very much open for business Hitachi Rail’s new global CEO Alastair Dormer on accelerating growth worldwide

Visit us - Stand C40

Plus... Top five security issues facing the rail sector The road to more rail freight usage Glad they’re there: the work of the National Rail Chaplaincy Service Jim Steer on the case for a National Spatial Plan Can LARTS Rapid Rail improve connectivity around London? Infrarail 2014: the UK’s definitive rail infrastructure event British Transport Police Authority unveils plans for policing Britain’s railways


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Welcome march 2014 Issue 200 £3.95

MAY 2014 ISSUE 202 £3.95

THE BUSINESS MAGAZINE FOR RAIL THE BUSINESS MAGAZINE FOR RAIL

www.railpro.co.uk

www.railpro.co.uk

AVery manmuch for open allfor countries business Global transport designer Paul Priestman on stations, high speed, capacity and Hitachi Rail’s newincreasing global howCEO the industry Alastair should Dormeradvertise itself on accelerating growth worldwide

Plus... Will BIM fail in the rail industry? How smart technology is powering rail’s digital revolution Is HS2 welcome in Yorkshire? Rail’s challenges now that Ofcom has given the go ahead for superfast satellite broadband

Visit us - Stand C40

Plus... Top five security issues facing the rail sector The road to more rail freight usage Glad they’re there: the work of the National Rail Chaplaincy Service Jim Steer on the case for a National Spatial Plan Can LARTS Rapid Rail improve connectivity around London?

RSSB on strengthening rail’s defences against extreme weather

Infrarail 2014: the UK’s definitive rail infrastructure event

Should we forget the driver? How technology is changing the face of our networks

British Transport Police Authority unveils plans for policing Britain’s railways

PUBLISHER RAIL PROFESSIONAL LTD PUBLISHER Hallmark House, Downham Road, Ramsden Heath, EssexLTD CM11 1PU RAIL PROFESSIONAL Tel : 01268 711811 Hallmark House, Downham Road, Ramsden Heath, Essex CM11 1PU EDITORIAL Tel : 02031 501 691 EDITOR: LORNA SLADE EDITOR editor@railpro.co.uk ASSISTANT EDITOR: DAVE SONGER LORNA SLADE editorial@railpro.co.uk editor@railpro.co.uk DISPLAY ADVERTISING ADVERTISING DISPLAY CHRISTIAN WILES WILES CHRISTIAN chris@railpro.co.uk chris@railpro.co.uk STEVE FRYER DOUGLAS LEWIS steve@railpro.co.uk doug@railpro.co.uk STUART HARDY STEVE FRYER stuart@railpro.co.uk steve@railpro.co.uk ANDREA HAKWINS MARK EUSTACE andrea@railpro.co.uk mark@railpro.co.uk RECRUITMENT ADVERTISING ADVERTISING RECRUITMENT DEAN SALISBURY SALISBURY DEAN dean@railpro.co.uk dean@railpro.co.uk SUBSCRIPTIONS SUBSCRIPTIONS LISA ETHERINGTON AMY HAMMOND admin@railpro.co.uk subscriptions@railpro.co.uk ADMINISTRATION ADMINISTRATION CHERIE NUGENT NUGENT CHERIE info@railpro.co.uk info@railpro.co.uk LISA ETHERINGTON ETHERINGTON LISA admin@railpro.co.uk admin@railpro.co.uk DESIGN & & PRODUCTION PRODUCTION DESIGN MILES JOHNSTONE JOHNSTONE MILES production@railpro.co.uk production@railpro.co.uk Rail Professional Professional welcomes welcomes Rail contributions in in the the form form of of articles, articles, contributions photographs or or letters, letters, preferably preferably photographs by email. email. Original Original photographs photographs may may by be submitted, submitted, but, but, while while every every care care be will be be exercised, exercised, neither neither the the editor editor will nor the the publisher publisher take take responsibility responsibility nor for loss loss of, of, or or damage damage to, to, material material for sent. Submission Submission of of material material to to sent. Rail Professional Professional will will be be taken taken as as Rail permission for for itit to to be be published published in in permission the magazine. magazine. the ISSN 1476-2196 ISSN 1476-2196 © All rights reserved. © All rights reserved. No part part of of this this magazine magazine may may be be No reproduced or or transmitted transmitted in in any any reproduced form or or by by any any means, means, electronic electronic or or form mechanical, including including photocopying, photocopying, mechanical, recording or or by by any any information information recording storage and and retrieval retrieval system, system, without without storage prior permission permission in in writing writing from from prior the copyright copyright owners. owners. The The views views the and opinions opinions expressed expressed in in this this and publication are are not not necessarily necessarily those those publication of the the publisher, publisher, nor nor does does itit accept accept of liability for for any any printing printing errors errors or or liability otherwise which which may may occur. occur. otherwise

‘T

here seems to be one law for the rich and one law for the poor when it comes to criminal prosecution’ said the TSSA, quoting George Bernard Shaw, in reference to the ‘UK’s biggest train fare dodger’. Tired clichés aside, and while the union often has a point, in this case it should stick to the facts, which are that all passengers caught avoiding paying their fare have the initial opportunity to settle out of court, rich and poor. In any case, despite the Mail’s scoop that ‘the man got off lightly’, the settlement is based on a calculation that takes the standard day single fare from Stonegate to Cannon Street. So instead of paying the £43,000 settlement figure, Southeastern tells me that had he been honest and bought a season ticket for the five year period in question, he would have paid around £22,000 based on today’s season ticket price. As a hedge fund manager the mystery passenger was obviously more than able to pay off the settlement, and he probably racked up the interest on the fare saved. But while his job demands he has an appetite for risk, if this is an indication of his judgement I’m not sure I’d like to be a client of his. It was a pleasure to meet Alistair Dormer, new global CEO for Hitachi Rail, for the Rail Professional interview (page 112) and we covered a lot of ground. Dormer talked about the complementary way the Japanese and British national characteristics blend together in building trains, and he’s passionate about encouraging youngsters to take up engineering as an occupation. Taken from the new ORR report, GB rail industry financials information 2012-13, we like to be fairly impartial and tweeted: ‘ORR report reveals East Coast Main Line - Britain’s only publicly-owned route - is best value for taxpayer, with a £16 million net surplus’. Safe to say it had a record amount of re-tweets for @RailProMag. Just thought I’d mention it. Come and see us on stand C40 at Infrarail 2014! Lorna Slade Editor

Speciality Greases- making a point of being on time. www.klueber.com tel: 01422 015515 sales@uk.klueber.com

your global specialist

May 2014 Page 3


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WWW.RAILPRO.CO.UK

ISSUE 202 • MAY 2014

News

Passenger Focus

12

96

JR-East HS2 contract and first UK office; discounted tickets net industry £3bn says ORR; engage communities in infrastructure planning says CECA; Seaford rail upgrade completed; Derby Enterprise fund supports tram project; financials closed for ECML fleet; Abellio Greater Anglia franchise extended

Infrarail 2014

26

All you need to know about the 10th International Railway Infrastructure Exhibition

Infrarail Business profiles

39

Emtelle; Park Signalling; Anderton Concrete Products; UNISTRUT; CILT; ABB; Fibrelite; Arrow Solutions; AST Language Services; Janson Bridging (UK); Miller Fabrications; Tata Steel Projects; Socomec; Rowe Hankins; Axis Communications (UK)

Laying down the law

92

Setting up a website can actually give rise to a host of legal problems warns Claudia Gerrard

RAIL PROFESSIONAL banner ads 2014 outline.indd 1

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Let’s put the winter shadows behind us says David Sidebottom, and look forward to a renewed focus on a resilient rail network and the promised new investment

IRO news and diary

99

Latest news and events from the Institution of Railway Engineers

Delivering the goods

103

Chris MacRae believes the way the Office of Rail Regulation deals with reviewing rail freight track access charges needs to change to avoid future damaging concern about costs

The road to more rail freight usage

107

Nick Radcliffe says a new Department for Energy and Climate Change directive will put pressure on the transport sector to cut emissions, but there are minimal savings left to be made on road vehicles and alternatives will need to be sought

13/01/2014 13:15


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‘No surprises’ is one of my mantras. I like to be aware of the direction we’re going in and why we’re making the right decisions INTERVIEW - PAGE 112

RSSB

The threat is real

109

131

RSSB has revamped its website, modernising its look and providing more engaging content explains Matthew Clements

Peter Armstrong outlines five of the top security issues facing the rail sector, and why addressing them matters more than ever

Rail Professional interview

A strong cabinet

112

135

Alistair Dormer, global CEO of Hitachi Rail spoke to Lorna Slade about the move to London, HS2, future plans, the skills pipeline, and why his desk will stay in the middle of an open plan office

Getting to the ‘route’ of rail’s policing needs

119

The British Transport Police Authority has unveiled plans for policing Britain’s railways which, it says, will deliver a service that gets to the ‘route’ of what matters most to the rail industry

A need for space

123

Jim Steer makes the case for a National Spatial Plan, a planning framework which meets the needs and realities of the 21st century

The industry should not overlook the contribution of trackside engineering to network protection says Michael Miles

Trainspotting in the cloud

139

Able to reach places other CCTV systems can’t and bridge the analogue to digital divide, Cloudview is an effective solution to many of the surveillance issues faced by the industry

The key to security

142

Jon Burke looks at patent protection and the importance of key control within the rail sector, and how technology can aid safety and security

The National Rail Chaplaincy Service

127

Just like the fire brigade or police, 95 per cent of people 95 per cent of the time don’t need a chaplain, but when they do they’ll be glad they can call them says William Johnston

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WWW.RAILPRO.CO.UK

ISSUE 202 • MAY 2014

One for the team

Business news

145

159

Security is not exclusively the preserve of security professionals, it’s as much of a management and team responsibility as safety says Stephen Boyd

Get connected with LARTS Rapid Rail

148

Michael and Peter Buckley describe the work of ITSL, a group of independent engineers and other professionals dedicated to improving transport connectivity around London

Business profiles

167

Rocking all over the West

155

Joint BAM Nuttall and BAM Ritchies geotechnical projects overcame many challenges recently

RAIL PROFESSIONAL banner ads 2014 outline.indd 1

Thermit Welding (GB); Purcell; Rosehill Polymers (Rosehill Rail); Cairn Cross Civil Engineering; University of Birmingham; Twinfix; Railway Enginemen’s Assurance Society; Aecom; The Aluminium Lighting Company; Hyder Consulting; Kee Safety Group; Morgan Marine; Ballyclare; Western Carbons; Camira Fabrics; A McKie Building & Engineering; Executive Compass

People

223

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Babcock; Infotec; Trac Global; Cable Detection; Lanes Group; Arbil Rail; NG Bailey; WSP Group; Parsons Brinckerhoff; TEW; York EMC; South West Trains; Provertha; new members of the Rail Alliance

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Babcock is a leading player in the UK rail infrastructure market. We provide track renewals, signalling, power, telecommunications, plant, professional services, training and integrated rail system solutions for our customers. We have built a reputation for delivering quality engineering projects by championing innovation and introducing new technologies into the rail industry, underpinned by the highest standards of safety. Page 10 May 2014


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for latest news visit www.railpro.co.uk

News in brief... ScotRail gets Gold ScotRail, run by Aberdeen-based FirstGroup, has been accredited with Investors in People (IIP) Gold status for its sustained investment in staff training - this is achieved by only the top three per cent of IIP organisations, and just 81 in Scotland. ScotRail is now the largest Gold accredited company in the UK measured by the number of people employed. IIP accreditation is a national government framework designed to promote better work culture, increase employee engagement and encourage inspirational leadership. The company is planning the biggest train timetable that Scotland has ever seen for the Commonwealth Games in Glasgow this summer.

JR-EAST announces HS2 contract and opens first UK office Japanese high speed rail operator the East Japan Railway Company has opened its first UK office to ‘strengthen its European operations’. The opening coincides with a landmark contract agreement with HS2 Ltd, which will see it advise the company ahead of the construction phase of the line. JR-East will consult on matters such as reliability, safety and punctuality. These cover both technical and management advice including station management, noise countermeasures and construction issues. Throughout the consultancy, JR-EAST will

Outstanding award for Translink executive Catherine Mason, Translink Group chief executive has been awarded the 2013 Chartered Institute of Logistics and Transport/RSA award for Outstanding Contribution to the industry. Nick McCullough, chairman, CILT (NI) said: ‘This is presented to those who have made a huge positive impact to the transport industry in Northern Ireland. Translink has continued to develop its network, providing attractive passenger facilities and services and has also spearheaded an extensive corporate responsibility programme and achieved the EFQM 4 star Quality Award.’ No Friday fight nights on East Coast The Toc has re-introduced a zeroalcohol policy on one of its Friday services. The restriction prohibits carrying or consuming alcohol on the 09:52 Aberdeen to London King’s Cross service as far as Newcastle. The dry train policy applies to this train only following cooperation between East Coast and the British Transport Police. It follows previous issues with the behaviour of a small minority which led to a six-month trial ban on this service. NEC to host Railtex 2015 Railtex 2015 will take place from 12 to 14 May next year at the National Exhibition Centre, Birmingham. The 2015 show will be the 12th Railtex and aims to build on the success of the last exhibition which saw more

Page 12 May 2014

draw on its expertise and experience operating Japan’s Shinkansen high speed rail system. Headquartered in Tokyo, JR-EAST currently operates nearly 1,700 stations in Japan, catering for around 17 million passengers and overseeing around 13,000 train journeys every day. The new London office opened in April, and the company says having an office in the City will expose it to more business opportunities and make it easier to support clients and partners, including European suppliers. It also strengthens the company’s presence in Europe. Masaki Ogata, vice chairman, JR-EAST, said: ‘We anticipate a fantastic future for high speed rail both in the UK and throughout Europe.’ Professor Andrew McNaughton, technical director, HS2 Ltd, said: ‘It is essential we explore the best ways in which we can learn from international experience. We are very pleased to be working with one of the world’s great experts.’


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News in brief... than 8,200 industry professionals, an increase of 19 per cent. It was also the biggest Railtex since 2007, with 434 organisations from 17 countries taking part. Dominic Booth hands over at RBF The MD of Abellio UK has stepped down as chairman of the Railway Benefit Fund (RBF) after five years. RBF deputy chairman, Simon Osborne, commented that the charity enjoys a much higher profile today than it did before Booth’s term. He said: ‘Dominic has presided over a transformation of the RBF’s fund raising and campaigning initiatives. The charity and the board have benefited from his leadership and we offer him our grateful thanks.’ The new executive director, Abi Smith, is now in place. 70 LU stations made fit for next decade A £330 million station stabilisation programme over the next seven years will see the stations modernised with upgraded flooring, walls and ceilings, CCTV systems and electrical equipment, including energy-efficient lighting. London Underground has selected more than 20 contractors and three multi-discipline design firms for the project, which will refurbish the stations to a standard that means no more work will be needed for a further ten years. HS2 Ltd joins RSSB HS2 Ltd is joining the rail industry body to benefit from its expertise on risk analysis, standards and research. HS2 Ltd’s technical director, Andrew McNaughton, said: ‘It is one of our strategic requirements to design HS2 so that it will operate at a level of safety regarded as world-leading. The know-how of our colleagues, through RSSB, will be invaluable in securing this.’ RSSB chief executive, Chris Fenton, said: ‘2026 may seem like a long way off, but the manner in which HS2’s infrastructure operates tomorrow needs to be considered today.’ Flyover given the go-ahead Plans for a new railway flyover which will help increase capacity and improve reliability on the Stafford to Crewe section of the West Coast Main Line have been given the go ahead.

Page 14 May 2014

Discounted tickets net rail industry £3 billion Discounted rail tickets, such as those bought in advance of travel, accounted for £3 billion in revenue and more than 40 per cent of all income from passenger fares in 2012-13, according to new data published by the Office of Rail Regulation (ORR). ORR’s GB rail industry financials information 201213 report provides a detailed analysis of the latest financial data from train operators, Network Rail and governments. The report includes new information about the industry as well as a breakdown of fares income and more detail on the composition of costs. It does not seek to investigate or explain reasons for significant differences in train companies’ costs, which can differ widely reflecting the type of services provided and number of passengers carried. The report also assesses financial trends over the past three years, during which time the rail industry has achieved high levels of growth, with passenger journeys increasing by 10.4 per cent and freight carried on the network rising by 29.7 per cent. The report shows that: • total income from passenger fares was £7.7 billion – 3.6 per cent higher than in 2011-12 (and 7.2 per cent higher than 2010-11). This is largely due to more passenger journeys on the network • the industry earned nearly £3 billion from discounted tickets (such as advance, off-peak, super-off peak and special offers) – amounting to over 40 per cent of the total passenger income • the cost of running Britain’s railways was £12.3 billion in 2012-13. This overall cost has


May 2014 Page 15


for latest news visit www.railpro.co.uk

News in brief... Network Rail’s plans for the flyover at Norton Bridge (north of Stafford) will see six miles of new 100mph railway constructed as well as 10 new bridge structures, one bridge enhancement, four river diversions, major environmental mitigation works and pipeline, road and footpath diversions. The upgrade is part of the £250 million Stafford Area Improvements Programme. More time in the office The Station Office Network, the joint venture between Network Rail and The Office Group, is to open a further three drop-in work spaces in 2014 following the successful launch of its flexible office product at Paddington station in mid-2012. New sites being developed at King’s Cross, Leeds and Liverpool Street stations will provide an additional 50,000 sq ft of work space. The three locations are set for completion in spring/summer and together with Paddington, will create a network that can accommodate up to 1100 people in a variety of alternative working environments. BTP’s anti-theft campaign scoops O2 award British Transport Police officers and staff are celebrating winning the O2 Passenger Services Innovation Award, with the £10,000 prize money being donated to BTP’s chosen charity, The Railway Children. The award was for Operation Magnum, launched in April 2013 to tackle pickpockets, gadget-grabbers and luggage thieves who target passengers across the rail network. Between 1 April 2013 and Wednesday 26 March 2014, theft committed on trains and at stations has reduced by 16.1 per cent , with 2,728 fewer victims compared to the same period the previous year. TfL searches for electric supplier Transport for London has begun the search for suppliers to provide a fleet of at least 39 electric trains, to operate on some of the West Anglia mainline routes that will transfer over to TfL on 31st May 2015, as well as on the existing London Overground route between Barking and Gospel Oak. The notice was placed in the OJEU on 9th April and TfL’s director of rail,

Page 16 May 2014

remained consistent over the past three years. Taking account of passenger growth, the industry’s cost, for every kilometre a passenger travels, has fallen significantly (down by 6.2 per cent since 2010-11) • passengers covered an increasing proportion of the rail industry’s income relative to taxpayers over the past three years – 59.2 per cent of industry costs in 2012-13, compared to 57.4 per cent in 2011-12 and 55.6 per cent in 2010-11 • total government funding was £4 billion in 2012-13, representing 30.9 per cent of the industry’s total income. Government funding decreased by 4.2 per cent compared to 2011-12, and by 9.1 per cent in 2010-11 • there are significant variations in the level of government funding between England, Scotland and Wales. Total funding varied from £2.19 per passenger journey in England, to £7.60 per journey in Scotland, and £9.33 per journey in Wales. ORR chief executive, Richard Price, said: “Britain’s rail ‘Britain’s rail industry receives substantial income from passengers and taxpayers. People industry receives have a right to know where the money goes and what it helps deliver. ORR welcomes the substantial income industry’s support in compiling this report. It demonstrates a real step forward for the rail from passengers and sector, which, with ORR’s help, is developing a taxpayers. People have stronger culture of openness and transparency, and providing more detailed data on costs, a right to know where income and fares. He continued: ‘Passengers are increasingly the money goes and the main funder of the railways, and must be central to developing its plans for the future. what it helps deliver” ORR is working to put passengers at the heart of the railways – working with the industry to ensure passenger groups have a greater say in plans and delivery of new enhancements to the rail network; to review the quality of information provided to passengers during the recent disruptions; and to establish a code of practice on rail ticket selling.’ Michael Roberts, director general of the Rail Delivery Group, said: ‘The ORR’s report shines a light on why Britain’s railway is such a big success story. An industry focused on attracting more passengers and freight, combined with a commitment by successive governments to invest over the long-term, is generating phenomenal growth. This winning formula is helping to reduce unit costs while improving and expanding a vital public service.’

Engage local communities in infrastructure planning says CECA Civils contractors have backed calls for more to be done to engage local communities in the planning of new infrastructure. A CBI report, Building Trust: Making The Public Case For Infrastructure, has found that the public underestimate the scale of the challenge the UK faces if our infrastructure is to cope with demand in coming years, according to the Civil Engineering Contractors Association (CECA). The report shows that despite government and industry warnings, the public does not believe ‘the lights will go out’ if we do not act to update our national energy infrastructure, and is in fact worried about the short-term disruption associated with updating our transport networks. It concludes that the public want to hear independent technical experts

explain the pros and cons of projects, and that the local benefits of national projects are not being articulated with sufficient clarity. Chief executive of the CECA, Alasdair Reisner, said: ‘This report shows more must be done to make the case for infrastructure, in terms that can build community support for the range of projects that are required to renew our national transport, energy, and communications networks. ‘If we are to succeed in delivering the infrastructure the UK will need in coming years, we must ensure an evidence-based approach is taken to infrastructure planning. ‘Moreover, we need to make sure this process is communicated to local communities, who stand to benefit from the jobs and growth infrastructure projects generate.’


May 2014 Page 17


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News in brief... Jonathan Fox, said: ‘We are inviting train manufacturers worldwide to do business with us.’ A steamy marriage Couples can now mark the most important day of their lives amidst the grandeur and romance of the Severn Valley Railway’s collection of steam locomotives in the beautiful Severn Valley. The Engine House Visitor Centre in Highley, Shropshire, is now fully licensed to host wedding and civil ceremonies and is the only venue in the UK where couples can marry on the footplate of a steam locomotive. After the ceremony, the wedding party can use a private room for toasts and speeches, before re-joining their train for the return journey to Kidderminster during which a buffet will be served in the observation saloon for up to 23 guests.

Sleaford rail upgrade completed Rail passengers and road users in Metheringham are travelling over four improved level crossings and 19 miles of new signalling after engineers completed the latest phase of investment to modernise the Great Northern Great Eastern (GNGE) line between Peterborough and Doncaster via Lincoln. Phil Verster, route managing director for Network Rail, explained: ‘The GNGE line is an important route for both freight and passenger trains. Demand for rail services continues to grow and the upgrade of this line is an important project to help meet that increase. ‘During just ten days our engineers have installed modern signals which will help to allow for future expansion in services as well as improving reliability. At the same time the level crossings at Scopwick, Rowston, Blankney and Sleaford North have been upgraded with the latest technology.’ The new signalling system replaces 1930’s mechanical technology with modern electronic systems now controlled from Network Rail’s Lincoln Signalling Control Centre.

Jail for tube worker attacker A 33 year-old man was jailed for four months at Blackfriar’s Crown Court for punching a tube worker in the head at Oxford Circus station last August. Otaniyen Ekiomado from Balham, South London, assaulted an LU customer service assistant as he was attending to a passenger who fell in on the Victoria Line. The London Underground Workplace Violence Unit - a joint TfL and British Transport Police partnership to tackle abuse against TfL staff, helped to prosecute the attacker. Biggest fall in complaints at London Midland ORR data shows passenger complaints at London Midland fell by 73.3 per cent compared to the same period last year, with a reduction from 148.9 complaints per 100,000 passenger journeys to 39.7, which means the Toc has recorded the biggest fall in complaints out of all 19 UK-based train operating companies. Richard Brooks, London Midland’s commercial director said: ‘We have worked extremely hard to improve performance and reliability, as we know these are the two factors that drive customer satisfaction. The results demonstrate that we have turned a corner following the difficulties we faced in 2012, and I’m delighted that our customers are feeling that.’

Page 20 May 2014

This most recent phase of works saw the closure of signalboxes at Rowston, Scopwick, Sleaford South, Sleaford North and Blankney – although Blankney has been left in situ as the building has been listed by English Heritage. Blankney level crossing now includes a new footpath to allow passengers to access the southbound platform at Metheringham station from the car park. This path replaces an outdated crossing in the station which has been removed. Passengers are being advised to allow slightly more walking time for the new route. The work on the four level crossings was the largest number so far achieved in a single operation. Two level crossings were also completely closed during this phase of the project at Beevors and Rowston, further improving safety. The completion of this phase means that trains which are not calling at Sleaford are now able to bypass the town, reducing traffic and delays to level crossing users in the town centre.


May 2014 Page 21


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Derby Enterprise Growth Fund supports rail development project An innovative research and development project which could revolutionise tram systems worldwide has received a loan and grant support package from the £20 million Derby Enterprise Growth Fund (DEGF). Stored Energy Technology (SET), based in Litchurch Lane, Derby, has received a £114,000 grant and £344,700 loan support from the DEGF for its Wheelmotor Demonstrator Project, as well as winning an investment of £919,000 through the Radical Train competition, run by the rail industry’s Enabling Innovation Team. Supported by the government’s Regional Growth Fund and run by Derby City Council, DEGF aims to encourage growth and job creation in businesses in the city and surrounding area through a mix of loans and grants. The team from SET will be working in partnership with the Institute of Railway

Research at Huddersfield University to develop a prototype tram with advanced guidance systems utilising individual motors incorporated into the tram’s wheels rather than driving the wheels through the axle and transmission. Initial feasibility studies by the company show that this will significantly decrease track and wheel wear, improve energy efficiency, reduce noise and improve the vehicle’s handling control. SET project manager Neil Cooney explained: ‘After many years of planning, we now have the funding in place to forge ahead with the research and development programme to build a working prototype. Our steering group of rail industry experts are very excited about the technology and the potential for the rail sector across the world. We are committed to keeping manufacturing for the new system here in Derby which, we estimate, would create

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Page 22 May 2014

more than 40 additional jobs both at SET and neighbouring businesses who would handle fabrication and machining work.’ Derby City Council leader Paul Bayliss, who chairs the DEGF panel, which considers business applications, added: ‘This is an exciting project which could provide revolutionary applications in the light rail sector throughout the world – improving safety and efficiency. It further embeds Derby’s credentials as the UK’s number one high-tech city and will potentially create much needed engineering jobs both in the medium and longer-terms.’ For more information about job opportunities with SET, visit www.set.gb.com Applications for the Derby Enterprise Growth Fund continue to be accepted by Derby City Council. To find out more visit: www.derby.gov. uk/degf Tel: 01332 641628 Email: degf@derby.gov.uk


May 2014 Page 23


for latest news visit www.railpro.co.uk

Government confirms £2.7 billion deal to build new state-of-the-art trains Transport Secretary, Patrick McLoughlin and Agility Trains (with its main shareholders Hitachi and John Laing) have reached financial close for funding of phase two of the £5.7 billion Intercity Express Programme - 65 new Class 800 series trains being built for the East Coast Main Line to replace the ageing Class 125 and 225’s currently in service. Hitachi is delivering 866 electric and bi-mode carriages altogether for the Great Western and ECML. Toshiaki Higashihara, president & COO of Hitachi, said: ‘I am extremely pleased that a total of 866 Hitachi train cars will be running in the UK, which is the birthplace of railways. I would like to express my very sincere gratitude to all those involved, and particularly to the members of the Japanese and British governments who offered their strong support and invested great efforts in bringing this project to fruition.’   Alistair Dormer, Hitachi Rail global CEO said: ‘For Hitachi Rail, the announcement signals a new phase in the Intercity Express Programme. With all finance raised, our teams across the UK and in Japan, jointly with Agility Trains, can now fully focus on delivering all aspects of this programme.’

He continued: ‘In addition to the factory at Newton Aycliffe, work on the IEP is progressing in various areas. The interior design of the trains is at an advanced stage with final sign-off expected shortly. Three pre-series trains will be manufactured this year in Hitachi’s factory in Kasado, Japan, with arrival of the trains in the UK expected in the first half of 2015. Suppliers for the main bought-in systems on the trains have been selected, and a large number of British-based companies are directly bringing their products and expertise to the programme.’ RMT acting general secretary Mick Cash said: ‘While RMT welcomes any investment and upgrading of Britain’s rail services and fleet it is a bare-faced lie to claim that these trains will be built in the UK. They will in fact be built in Japan and shipped flat-packed to the North East where they will be bolted back together. ‘Any new jobs are welcome but if the trains had been wholly constructed in the UK we would have been looking at many thousands of skilled engineering posts right across the supply chain which would have helped secure the future of train-building in the nation that gave the railways to the world.’

Greater Anglia franchise extended The DfT has announced the extension of the Abellio Greater Anglia franchise to October 2016. The extension will deliver a £20 million improvement programme for passengers over a 27 month period. Abellio UK’s managing director, Dominic Booth said: ‘This deal delivers much needed and very welcome service improvements for passengers who have already experienced the limiting effects of one short-term franchise.’ Abellio Greater Anglia’s new managing director, Jamie Burles, added: ‘We are passionate about further increasing performance and customer service standards, to deliver a better service on a more consistent basis.’ Transport Secretary Patrick McLoughlin said: ‘The new agreement paves the way for the next franchise competition on the Greater Anglia network. It also helps meet the aims of the Norwich in Ninety Taskforce, a panel of experts and local stakeholders formed last year to focus on improving services on the Great Eastern Main Line and securing faster, more reliable journeys on the Greater Anglia network. ‘The government is also taking a significant step towards the removal of waste from the tracks, which sees the installation of controlled emission toilets on a huge proportion of the rolling stock fleet. This demonstrates the Department’s commitment Page 24 May 2014

£235 million European Investment Bank backing new ECML trains The European Investment Bank (IEB), a longterm lending institution of the EU owned by member states, has, as part of a consortium of international banks, agreed to finance the deployment of 65 new Hitachi Super Express trains to be used on the ECML. The EIB is financing the trains alongside Japan Bank for International Cooperation, Bank of Tokyo Mitsubishi UFJ, Development Bank of Japan (DBJ), HSBC, Lloyds, Mitsubishi Trust, Mizuho, Sumitomo Mitsui Banking Corporation (SMBC), Société Générale and Crédit Agricole.   Over the last five years the EIB has provided more than £4 billion for transport investment across the UK, including support for the Great Western Main Line within the Intercity Express Programme, Thameslink and Eurostar trains, the new London Overground and Crossrail links, Manchester Metrolink and new Liverpool and London Gateway ports.   The IEB makes long-term finance available ‘for sound investment in order to contribute towards EU policy goals’.

to improving the railway not just for the passengers that rely on it but also for those that work on and maintain it.’ Recent articles in the Dutch and UK press ‘implying an end’ to the Abellio’s European transport strategy are incorrect said the company, stating: ‘This is not and never has been the case’. Abellio submitted its bid in April for the new ScotRail franchise and awaits the outcome of existing bids for TSGN and Essex Thameside. ‘Going forward we will defend vigorously our existing contracts at Northern Rail and Abellio Greater Anglia, and continue to assess opportunities in the UK, Sweden and Germany.’ Abellio’s continued participation in the European market was agreed in the Netherlands on 28th March when the LongTerm Rail Agenda - a 15-year strategy proposed by the Dutch Ministry of Infrastructure and the Environment - was approved by the Dutch Cabinet.


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Infrarail ‘14

Welcome to the show Heidi Cotsworth, exhibition manager at Infrarail, explains the importance of this year’s event and why she believes rail managers will benefit

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his will be our tenth Infrarail and since the first biannual event took place 20 years ago it has built a strong reputation as a shop window for companies serving the rail infrastructure markets, and also more widely as a great meeting place for the whole industry. We believe the key to the show’s success is the opportunity it provides for firms to present new products and concepts – sometimes bringing in thinking from other sectors. With the industry facing great pressure to drive down costs without compromising safety or efficiency, taking advantage of product developments and innovations in technology is vitally important. This doesn’t just apply to bodies like Network Rail or managers and engineers; companies that provide services such as infrastructure maintenance also need to keep abreast of the latest market developments. Infrarail plays an important role in that. Sharing the hall at Earls Court will be The Civil Infrastructure & Technology Exhibition (CITE) 2014, which has much in common with the show; included in its line-up are 50 companies featuring equipment, products and services required for constructing and maintaining vital infrastructure. Something for everyone For the alternate years of Infrarail we host Railtex, the show which covers the broader rail market, including rolling stock and products and services to support train operations. Both exhibitions have evolved, reflecting the developments and changes in the industry. One of our most significant developments has been providing an increasing range of activities during our shows, ensuring everyone attending – exhibitor or visitor – gets good value. This year’s programme should certainly do that. Insight from the experts There will be keynote speakers each day setting the scene for the direction of the UK rail industry giving talks that we believe will attract a lot of interest. Speaking at the Page 26 May 2014

show will be: • Baroness Kramer – Minister of State for Transport • Simon Kirby – Network Rail’s managing director of infrastructure projects, who will soon move to HS2 • Clare Moriarty – director general rail group at the Department for Transport Industry seminars will run throughout the exhibition and will be presented by senior figures from Amey, Balfour Beatty Rail, Siemens Rail Automation and Transport for London, as well as speakers covering innovations by firms displaying at the show. Project Updates on major daily infrastructure programmes will be covered by managers from Network Rail, Transport for London and HS2. Visitors will also have opportunities to take part in a feature called The Platform – an interactive discussion forum on topical industry subjects. All seminars, speeches and updates are open to everyone attending the show, free of charge. Keynote Speakers Tuesday 20th May, 11.50am Baroness Kramer MP, Minister of State for Transport. Baroness Kramer MP, Minister of State for Transport, will open Infrarail 2014 and also deliver the keynote address. With the government’s unprecedented levels of investment in Britain’s railway network in recent years, the minister’s presentation will provide valuable insights. Wednesday 21st May, 10.30am Simon Kirby, managing director infrastructure projects, Network Rail Joining Network Rail in 2003, Simon Kirby is currently responsible for the delivery of large enhancement and renewal infrastructure projects and for leading the Infrastructure Projects business within Network Rail.

Thursday 22nd May, 10.30am Clare Moriarty, director general Rail Group, Department for Transport Clare Moriarty was appointed director general of the Rail Group at the Department for Transport in 2013. Clare’s main areas of responsibility are: • the government’s response to Sir Roy McNulty’s proposed recommendations and subsequent proposals for the reform of the rail industry • delivery of major rail investment projects, involving cross-industry leadership • ensuring rail passenger franchises deliver customer benefits and that financial and other associated risks are effectively managed • sponsorship of Directly Operated Rail and the British Transport Police. Networking opportunities We are aware of the importance of people in the industry being able to get together informally at events like Infrarail; our networking reception with drinks and canapés – that takes place on the show’s opening day – will provide this opportunity, as will the next evening’s Infrarail & CITE Awards dinner; marking the significant achievements made by exhibiting companies. Key information Venue: Earls Court Two, London Opening hours: Tuesday 20 May 2013 Wednesday 21 May 2013 Thursday 22 May 2013

10:00 - 17:00 10:00 - 17:00 10:00 - 16:00

Pre-register for free attendance Online registration to visit Infrarail free of charge is open until 19 May. Visit www.infrarail.com to complete the registration process. Pre-registering speeds up entry and avoids the £20 charge, payable for non-registered visitors. The website also contains the latest list of exhibitors and full details of the programme supporting activities.


May 2014 Page 27


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Infrarail ‘14

A selection of Infrarail exhibitors The Aluminium Lighting Company he Aluminium Lighting Company, while working with Dutch firm, Nedal, was the first business to introduce the extruded aluminium lighting columns into the UK – and is now the country’s leading supplier. It employs from within the local community, with ten percent of its workforce coming from apprentice schemes.

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ABB global power and automation technologies company. It employs 150,000 people and operates in around 100 countries. Zurich-based, it is the largest supplier of industrial motors, drives, generators and power grids in the world.

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Axis Communications xis offers network video solutions for professional installations featuring products and solutions that are based on innovative and open technical platforms. The company has employees in more than 40 countries and distributors in 70.

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CILT he Chartered Institute of Logistics and Transport is the independent professional body for individuals associated with logistics, supply chains and all transport, and has a presence in more than 30 countries around the world. This network of members and contacts can connect all CILT members wherever they are and constitutes the greatest

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Safeaid ‘We’re excited about exhibiting at Infrarail 2014 as we’ve been developing a lot of specialist rail products and can’t wait to share this with the industry. Due to the quality and quantity of attendees, Infrarail represents an excellent opportunity to display our innovation. We look forward to the feedback that will be gleaned so it can be put back into further developments.’ Isabelle Bowen, marketing coordinator

resource of professional expertise within the company’s specialist areas. Diamond Point International his industrial computing technology company has been established in the UK since 1983, servicing a mix of OEM’s and system integrators. Its engineering department integrates hardware and software products, offering total system solutions.

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DMS Technologies esigns, develops, manufactures and tests specialist sophisticated DC power systems for industrial and military applications. Its purpose-built 18,000 sq.ft. manufacturing and assembly facility in Romsey, Hampshire, features long run and small batch production lines, with a dedicated test and development section.

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Dura Composites global supplier of composite products for flooring and facades, selling through a global distribution network in Australasia, the Middle East, and also mainland Europe and the UK. It provides a wide range of blue-chip organisations with standard and bespoke project solutions. The company’s range includes floor walkway grating, through decking, cladding and hand railing to lift risers or trench covers.

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Emtelle communications company focused on two business sectors: blown fibre solutions and ducted network solutions. It has provided blown fibre solutions across the world, from Singapore to Australia, Sweden to Greece and Mexico to the USA. The company was recently chosen to connect 7,600 homes in the Netherlands and established the fibre optic network in Athens for the 2004 Olympic Games.

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Express Medicals stablished by directors Dr Dan Hegarty and John O’ Donnell in 1996. The company provides occupational health, screening and drugs and alcohol testing services across a variety of business and industry sectors. It has a two hour national specimen collection service and a range of other drug and alcohol technical services.

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Gioconda as a range of services on offer, including 3D modelling and HD videos that assist UK rail projects with route assessment and asset logging, signal sighting, and train driver briefing.

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MC Electronics ‘We feel that it’s vital to exhibit at Infrarail 2014, so that the end user can view our products and see the benefits that our safety equipment could bring, which cannot be done from websites and advertising.’ Ian Mathias, director Goldwing cable distributor of high-temperature, low-smoke fume and halogen-free cables to industrial, commercial and transport markets. From its own Suffolk distribution centre, the company can deliver its extensive range across Europe.

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Healthcare Connections n occupational health provider that specialises in employment medical programmes, preventative health schemes and drug and alcohol screening sample collection services. Its doctors, pharmacists and nurses are experienced practitioners and all are based, registered and insured within the UK.

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Hellermann Tyton upplies products for fastening, fixing, identifying and protecting cables and their connecting components. It has around 3,000 employees working on product development and pioneering innovations for cable management and the field of data and network technology.

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Henry Williams multi-skilled engineering business; formed in 1883 to manufacture control and signalling equipment for the rail network. Today the Darlingtonbased company has a 10,000 square metre site producing advanced forging and fabrication technologies, meeting the needs of a variety of market sectors.

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Instarmac he multi award-winning company specialises in manufacturing cement and bitumen-based products. Its products are produced in a modern automated facility and sold to contractors, distributors and stockists worldwide. Specialist materials are sold through its six brands: Ultracrete, Ultrascape, Ultra Tile, Ultra Floor, Wondertex and i-fix®.

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Infrarail ‘14

Janson Bridging (UK) wns the world’s largest stock of directly available, standard modular Euro Code designed bridges, pontoons and roll-on roll-off equipment. All products are designed and developed by in-house engineers and manufactured to Eurocode Standard and are available for permanent, temporary and emergency solutions.

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and all contract areas on the London Underground, West Coast Main Line and the Channel Tunnel Rail Link. The company was awarded Millennium Products status by the Design Council, as one of the top 1000 UK innovations from 1995-2000.

Kilfrost he global market leader in the supply of de and anti-icing products. It supplies the aviation and transportation industries and in 2011 launched the Speciality Fluids Division, producing heat transfer and industrial fluids for a wide range of applications. Kilfrost has offices in North East England, the Americas, and Asia operating in 76 countries across five continents.

MC Electronics anufactures railway safety solutions, its products are continuously developed – on occasion in conjunction with its customers – to ensure the correct product is manufactured to the specification.The Middlesex-based company has more than 35 years’ experience of designing, manufacturing and supplying railway safety solutions. Customers include Network Rail, London Underground and Docklands Light Railway.

Kwik-Step wik-Step Stairway – the modular access solution – was invented in 1997 and has patents in the UK, Europe, US and Hong Kong. Its installations include all regions of Network Rail, Irish Rail, Northern Ireland Railways

Miller Fabrications roduces a large variety of steelwork; from structural steel and architectural metalwork, to the finished sheen of stainless steel. The company has its own draughtsmen, fabricators and on-site operators in its 50,000 sq. ft. of workshop

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facilities and employs more than 100 people. Morris Line Engineering as designed and manufactured high voltage disconnectors and switches since 1976, today generating a multimillion pound turnover. Its equipment is used by electricity, oil and gas companies and rail electrification schemes throughout the UK and Ireland. It also exports extensively to the Middle East, Far East and Africa.

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ORing industrial networking global brand company focusing on innovation of industrial networking products. Its experienced industrialnetworking software and hardware engineers, have developed industrial grade media converters, ethernet switches, wireless routers and device servers.

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Park Signalling ffers detailed signalling system knowledge and services for signalling equipment on the railways, such as inhouse hardware and software design and build expertise.

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Infrarail ‘14

PMA UK as been developing, producing and selling top-quality cable protection systems since 1975. Its range of more than 6,500 products protects its customers in the railway and mechanical engineering applications worldwide. PMA products can also provide solutions for automation, building installations and other projects where power and data cables require dependable protection.

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Power Electrics ne of the largest independent diesel generator specialists in the UK, the company provides flexible power solutions through its four main divisions: Diesel Generator Hire, Sales, Service, and Parts. A comprehensive renewal programme providing ex-rental units for sale all-year-round ensures it always has a modern fleet of industrial generators.

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PROVERTHA ROVERTHA Connectors, Cables & Solutions develops and produces complete detailed solutions for connectors, plastic moulding and assembly of electromechanical components. It maintains high standards through its

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TS 16949 and DIN ISO 9001 certified quality management systems and, with production facilities in Hungary, can keep costs down. Rosehill Rail he only manufacturer of rubber rail crossing systems in the UK. Its level crossings are used by rail infrastructure companies and operators in the UK and overseas. The company’s crossing systems are available for any rail, sleeper, or gauge configuration, curves, maintenance depots, wash sheds, turnouts and for track access. Rowe Hankins specialist distributor and manufacturer of electro-magnetic components. Working with rolling stock builders, train operating companies, track owners and infrastructure contractors, Rowe Hankins provides on-train and trackside electro-mechanical equipment for safer and more efficient operations.

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Safeaid A provider of quality, specialised solutions for infrastructure, from safety clothing, personal protective equipment (PPE) and

DMS Technologies ‘The show is important to us as we do a significant amount of business within rail infrastructure. The event provides the opportunity to meet with existing customers as well as providing the environment to make new contacts, all under the one roof.’ David Burrows, sales director footwear, to signage. It provides detailed technical support across the product range and aims to respond to all customer enquiries within four hours. SCCS Survey uppliers of surveying equipment, with innovative solutions in monitoring, setting out, mapping, and survey equipment hire. It stocks basic and advanced survey accessories, from nails or spray paint, through to the robotic total stations and GPS.

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Infrarail ‘14

manufacture, installation, construction and site management. The business operates from a number of sites across the UK and includes engineers, architects, planners, project managers and project engineers.

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Telonic Instruments upplies the electronics industry, research establishments and universities with electrical equipment. Its product range includes: DC power supplies, high-voltage power supplies frequency converters, earth bond testers, RF Filters, diesel engine smoke meters and spectrum analysers.

Tata Steel Projects Offers a range of engineering services covering the entire lifecycle of a project; from consultancy, planning and design to

Unilite Unilite has grown into one of the world’s leading flashlight manufacturers and has 3,000 clients worldwide. Its new manufacturing complex now houses 1,650 employees and houses an in-house laboratory for rigorous performance and reliability tests under controlled environments.

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Socomec ocomec’s core business is the availability, control and safety of low voltage electrical networks. The company has a workforce of 3,100 people, with around 30 subsidiaries globally and production sites in Tunisia, India and China.

Page 34 May 2014

Morris Line ‘We’re really looking forward to hosting stand A01 at this year’s exhibition. It’s a great opportunity to exhibit the equipment that’s we’ve designed to meet our customers specific needs.’ Nigel Jones, UK & Ireland sales marketing and technical engineer Van Elle n the 30 years since Van Elle was founded it has grown to become the UK’s largest independent geotechnical, piling, foundation and ground stabilisation contractor. The company has five specialist divisions, represented by a network of regional offices across the UK and is the holder of Construction News’ Specialist Contractor of the Year award.

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e us at Come and se

Stand D31

Delivering Innovative and Reliable Solutions for the Rail Industry At Thomas & Betts we’re focused on products designed to address the issues facing today’s rail industry including quality, safety and regulatory challenges. From high performance electrical cable ties, conduits and fittings, through to electronic trackside protection and emergency lighting solutions, our expertise in innovative engineering and manufacturing meet the demands of this challenging industry.

Thomas & Betts • tel +44 (0)115 964 3820 • enquiryuk@tnb.com • www.tnb-europe.com Page 36 May 2014


Infrarail ‘14

The Infrarail & CITE Awards 2014 Wednesday 21st May Copthorne Tara Hotel, Kensington

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he Infrarail & CITE Awards will be hosted by The Copthorne Tara Hotel, Kensington, on 21st May 2014 from 18:30. Winners of each category will be presented with their awards at a special three-course dinner. From team building to entertaining your VIP contacts, the awards will provide a unique opportunity for those participating in Infrarail & CITE to come together to celebrate, network and enjoy the entertainment. The Awards have been designed to recognise excellence within the organisations that exhibit at Infrarail or CITE. The categories are: 1. Best New Track or Infrastructure product 2. Best New Signalling product 3. Best New Electrification product 4. Innovation in Safety 5. Innovation in Technology 6. Service Innovation 7. Excellence in Infrastructure 8. Newcomer 9. Judges Choice 10. Best Space only stand 12. Best Shell scheme stand Book now to guarantee a place. You don’t have to be shortlisted to enjoy this great night out, but don’t wait too long – places are strictly limited and last year’s Railtex Awards was a sell out. Due to the majority of guests coming directly from the exhibition, the dress code is business dress. If booking accommodation at the Copthorne Tara hotel, please be aware that demand will be high as the Chelsea Flower Show is taking place at the same time. Contact the hotel on 020 7937 7211. Visit www.infrarail.com to for more information on the awards. May 2014 Page 37


Business profile

Guided by experience, driven towards the future Emtelle’s blown fibre system enables new fibre installation technology for trackside systems and rail applications

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onsidering that fibre is used for critical information such as emergency phones, cameras and monitoring, it’s clear that the technology used to create such a system should allow easy installation, offer limitless bandwidth and be futureproof. Fibre – specifically blown –is the technology that best meets these criteria. So where does Emtelle fit into all this? It provides and develops end-to-end blown fibre solutions for the rail industry. The high-speed fibre solutions offered by the global technology company carry crucial data back and forth between remote locations and control centres, with the high-bandwidth solutions generating major benefits for rail operators, engineers and the travelling public.

The company is a global supplier of blown fibre solutions and in addition to manufacturing, offers assistance with designs, installation training and fibre blowing training to its customers globally. It has successfully completed some high-profile projects around the world, including: • Perth – Mandurah railway (Australia) • Perth Bunbury highway (Australia) • Kuala Lumpur monorail system (Malaysia) • Gotthard railway tunnel (Switzerland) What does Emtelle offer the rail industry? Over the last quarter-of-a-century Emtelle has developed from a typical developer and manufacturer into a full-

scale solutions provider. It can now offer complete passive network solutions for rail and other sectors, including Fibre-tothe-X (FttX), power and telemetry. Research – on track to success Travel and transportation involve huge amounts of people and huge amounts of investment. Understanding the workings of the industry is a complex task. By keeping up with developments in the transportation industry, Emtelle can focus on its clients’ needs – creating high-value solutions. Performance – high-level engineering As fibre networks for the rail industry typically demand consistent and highlevel network performance – downtime can be extremely problematic. Also, should a network require maintenance or upgrades, disruption should be minimal. With Emtelle’s technology, fibre is simply blown in and out of already established ducts. 1000 metres of fibre cable can be installed in 20 minutes, meaning network modifications can be done with ease, ensuring maximum uptime, enhanced efficiency and a high level of operational security. Value – getting more mileage from fibre In terms of investment costs; the company’s network solutions offer significant benefits in terms of reduction of the civil work, the skill level required and the ease of repair. ‘Fibre optic infrastructure supplied by Emtelle is currently being supplied for UK rail projects. The blown fibre products supplied are upgradeable and there are no distance limitations which you would see with a comparable copper network, saving on operating expenses

May 2014 Page 39


for the operator,’ said Colin Kirkpatrick, business development manager. Emtelle’s ITS solutions realise a speedy return on investment: • flexibility and scalability following the demand for services • reduced day-one capital expenses • lower operational expenses • direct underground and troughfriendly products

Emtelle – moving ahead With a dedicated staff and robust and easy to use products, the firm’s support services will ensure its solutions meet the clients’ needs precisely. In terms of financial savings; lower cost of ownership; higher return on investment; convenience; sustainability; flexibility and long-lasting, high-level performance; the blown fibre rail solutions help clients reach their goals

and people reach their destinations — as quickly, securely and cost-efficiently as possible. Tel: 07810 378854 Email: colink@emtelle.com Visit www.emtelle.com

The new Echalon Mk III Hinge The latest improvement on our bestselling raise and lower column

Pictures from Rail Stabling Yard Brighton. Thanks to Network Rail and Emico Ltd.

The new Echalon Mk III Hinge – the latest improvement on our bestselling raise and lower column • • • • • •

One person operation, brings the lantern to the operator Ideal for locations where maintenance vehicular access is an issue No specialist or bulky additional equipment required to operate Aluminium column and hinge - light and easy to install Low maintenance Attractive natural finish - can also be supplied powder coated, anodised, painted or in a unique anti-static coating.

 One person operation  Ideal for locations where maintenance vehicular access is an issue  Brings the lantern to the operator  Special coating to eliminate ‘static’ shocks to passers by  No specialist or bulky additional equipment required  Aluminium column and hinge - light and easy to install  Low risk for Working at Heights and Manual Handling  Low maintenance  Attractive natural finish – can also be supplied powder coated, anodised or in high gloss paint

For more information please visit our website: www.aluminium-lighting.com ALUMINIUM LIGHTING COMPANY sales@alulight.co.uk 01639 852502 Croeserw Industrial Estate, Eastern Avenue, Cymmer, Port Talbot, SA13 3PB

Come and see for yourself at InfraRail!

Pictures fro ALUMINIUM LIGHTING COMPANY Thanks to N  sales@alulight.co.uk  01639 852502 Croeserw Industrial Estate, Eastern Avenue, Cymmer, Port Talbot, May 2014 Page 41


See You at Infrarail

Stand E40 May 20-22

Socomec - LV Power Solutions For Railway Infrastructure New range of advanced low voltage electrical solutions designed to maximise the robustness and safety of the UK Rail and Mass Transportation network. High Performance Critical Power IP+ Rail - engineered to provide the very latest UPS technology for the most challenging rail operating environments.

Socomec’s specialist engineering team has the necessary trackside training and accreditations to install and support your equipment throughout its lifecycle. To benefit from Socomec’s expertise in LV electrical power for rail contact us at

Standby and Dual Power Supplies

rail.ups.uk@socomec.com

Automatic and Static Transfer Switches - enhancing power availability and simplifying your electrical architecture.

Speak to a member of our UPS team on +44 1285 86 33 00 or our Power and Control team on +44 1462 44 00 33.

LV AC and DC load-break switches

efficient...reliable... flexible...robust.

The most comprehensive range - protecting people and key assets.

Power Through Control Energy monitoring and management solutions measuring energy quality and efficiency.

Fuserbloc Fuse Combination Switches from 20 to 1250A

Countis / Diris Metering, Monitoring & Power Quality meters

Static Transfer Switches From 32 to 4000A

Socomec UPS Cirencester | +44 1285 86 33 00 | info.ups.uk@socomec.com Socomec PCS Hitchin | +44 1462 44 00 33 | info.scp.uk@socomec.com Socomec London | + 44 20 3427 5107 | rail.ups.uk@socomec.com

Page 42 May 2014

ATyS Automatic Transfer & Bypass switches from 40 to 3200A

Supplier ID 25176

Overhead Line Infrastructure (OLI) UPS IP+ Rail (OLI)


Business profile

Signalling innovation Park Signalling’s products and services extend the life of existing signalling equipment while improving performance and functionality. The company’s innovative ideas are highlighted in its award-winning VLS cab signalling system

V

irtual lineside signalling (VLS) provides lower-cost centralised signalling with affordable operational enhancements primarily suited to, but not exclusively for, secondary and rural lines. This is achieved by an innovative combination of existing techniques such as asset tracking, sensor fusion and image encryption, enabling it to make use of COTS (commercial off-the-shelf) equipment within a safety-related system. For example, train detection and ATP (automatic train protection) are replaced by RFID (radio frequency identification) tags and readers. This location subsystem can then also be used in conjunction with image encryption to replace line-side signals with cab signals based on in-cab displays and COTS mobile devices. By combining modern technologies in the way that it does, VLS offers the functionality of conventional signalling systems at a fraction of the cost associated with the supply and installation of conventional key components such as signals, cabling and power supplies. The large reduction in trackside infrastructure also decreases ongoing maintenance costs as fewer items of trackside equipment, cables and power supplies cut down the rate of inspections, repairs and cable thefts. Based on a cost breakdown for orthodox non-VLS systems, produced by

Franklin & Andrews (The Little Black Book 2004), it is estimated that, when employed, VLS would save somewhere in the region of £120,000 per kilometre in investment costs and £1,200 per kilometre annually on maintenance costs. Given that the UK railway alone has more than 2,000km of secondary and rural lines the cost-saving potential of VLS is significant at home and larger still in the export market. Flexible and resilient VLS’s independence from conventional powered, wired trackside infrastructure yields further benefits in terms of application flexibility and resilience. By enabling signalling block sections to be set up or modified more easily than is possible with existing systems, VLS can be applied in different ways. For example, better support for block restructuring can reduce the cost of increasing the traffic capacity of a line, either before or after the time it is refurbished. A more extreme version of this is the ability to rapidly support interim or degraded mode operation. Innovation award In March 2012 a joint, collaborative bid by PSL (Park Signalling Ltd) and Frazer-Nash won the inaugural RIA/ RSSB innovation competition. The resulting funding award from RSSB

enabled an independent safety analysis of VLS and allowed PSL to develop a novel central interlocking interface. The safety analysis work was split into three stages: proof of safety; train cab unit safety and interlocking interface design safety, each of which concluded that VLS could form a demonstrably safe signalling system. Site trials Following early trials of a prototype VLS system on a heritage railway line in the UK, VLS has since been demonstrated on Network Rail infrastructure. The RFID train location and wireless mobile communications systems, both of which are based on COTS equipment, have been successfully demonstrated at Network Rail’s RIDC Test Track and subsequently onboard in-service trains on the Yorkshire Wolds coastline. Avoiding obsolescence COTS technology and equipment has benefits including a greatly reduced enduser cost due to economies of scale in development and production. However, the shelf lives of such products may be compromised by an ongoing need for a variety of technology related updates. This doesn’t just apply to consumer grade equipment – even bespoke and military grade systems increasingly rely on the same underlying system components as everyone else. The risk isn’t just from

May 2014 Page 43


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Business profile

VLS could save > £120K per Km on investment costs Saved Costs per Km

Conventional Costs per Km

160,000

Cost (£/single track KM)

140,000

VLS would save in the region of £120,000 per kilometre in investment and £1,200 per kilometre annually in maintenance costs

120,000 100,000 80,000 60,000 40,000

Contractor’s Testing & Commissioning

Power Supplies

Cable Routes

Cable Routes

Control Centres

Equipment / Signals

Enabling Works

Contractor’s Design

Contractor’s Preliminaries

20,000

For e.g. 1/5th of the UK secondary & rural lines, For e.g. 1/5th ofcapital the UK secondary savings of: & rural lines, Saved Costs

Conventional Costs

capital savings of: Direct investment savings Direct investment savings Maintenance savings

£53.3m £53.3m £1.6m

Maintenance savings Reduced losses from theft Reduced losses from theft

£1.6m £1.4m £1.4m £56.3m

Total Total

£56.3m

For a typical line (50km) over a 5 year period, total savings For a typical line (50km) overof:a 5 year period, total savings of: Direct investment savings £3.5m Direct investment savings Maintenance savings Maintenance savings Reduced losses from theft Reduced losses from theft technological obsolescence either, threats from supply chain mergers and acquisitions, market competition, component shortages, shortening product lifecycles and even cyber-security may arise. Given the above context, a design objective of VLS from its inception has been to make system design choices that allow maximal use of COTS equipment but with minimal dependence upon

Total Total

£3.5m £290k £290k £140k £140k £3.93m £3.93m

it, both now and in the future. Two examples of this are train location and cab display. Rail is a form of guided transport whose vehicles are steered solely by the track they run over. Once a signalled route has been set and locked, the rail network with respect to a given train is linear and one-dimensional and thus entirely predictable as seen from the control centre. Any combination of train-

borne or trackside location sensor that reports back to the centre can ultimately only confirm - or not - that a train is following its intended path, irrespective of the location technology. This matters because it allows reports from multiple, and possibly dissimilar, location sensors to be combined within the bounds of an already expected path. Errors due to any one sensor become much easier to spot and exclude at run-time. Longer-term, this also provides a generic mechanism for incorporating future location sensors, such as integrated GPS+Inertial units. Onboard mobile data Data communications out to the train have until relatively recently been very limited, slow and expensive. This situation is now changing rapidly as both rail operators and their customers have come to expect and depend on onboard mobile data, accessed either directly from the mobile networks or indirectly via onboard Wi-Fi. As a result it is increasingly possible to send volumes of data out to the train, data that in the past would have been regarded as huge but today represents just a fraction of a typical web page. In the case of a cabsignal display this means that instead of sending a tiny amount of data out to the train – and relying on bespoke equipment to reliably convert it into a viewable display for the driver –instead it’s possible to just send an entire image out to the cab for subsequent display on COTS displays provided, as with VLS, it also incorporates mechanisms for enforcing location context and image expiry. The key point of both examples is that transferring safety functions from bespoke equipment to data-pattern comparisons reduces dependence upon implementation technology; this then facilitates future upgrades to further reduce cost or to avoid obsolescence. Tel. 0161 975 6161 Email: info@park-signalling.co.uk Visit: www.park-signalling.co.uk May 2014 Page 45


131years of experience in the rail industry... Henry Williams 1883 - 2014

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Suite 13, Ashford House, Beaufort Court, Sir Thomas Longley Road, Rochester, Kent ME2 4FA Email: john.vaines@dpie.com www.dpie.com Page 46 May 2014


Business profile

Setting the standard Manufacturing and supplying concrete products that are compatible with its competitors – but resulting in a smaller carbon footprint – Anderton has the answers for a range of railway projects

A

nderton Concrete Products is a UK company with more than 50 years’ experience of manufacturing and supplying pre-cast concrete products for the construction and railway industries. Fully supported by sales and technical teams, it’s accredited with full Network Rail approval status and Link-up and has successfully supplied to projects including: Crossrail, Thameslink and the West Coast Main Line upgrade. After achieving ISO 9001:2008 certification for its quality management

system, the north west-based company has achieved ISO 14001:2004 certification for the environmental management system at its Northwich site. Troughing systems The company manufactures a variety of products which are designed to comply with Network Rail standards, including the C1 range of troughing products (Certificate No. PA05/00318), which incorporate straight and t-shaped pieces and also transitions and curves. The latest addition to its range, the

Anderlite lightweight troughing system (Certificate No. PA05/05810), is up to 50 per cent cheaper than alternative lightweight systems – and with an identical product profile to the traditional product, provides a seamless transition from system to system. The system reduces the risk of manual handling with a reduction in weight versus standard concrete of up to 30 per cent. This reduction also offers transport savings of up to 20 per cent, lessening the carbon footprint for all industry partners. The portfolio is supplemented by the

May 2014 Page 47


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Business profile

Anderton Concrete also have a range of dry-laid retaining wall and soil reinforcement solutions available, all proven for use on applications across the UK. Continuing professional development seminars are offered by the experienced civil engineering team and offer a valuable insight in to some of the most up-to-date products in the construction industry – presented at your offices.

widest range of complimentary precast products available to the UK rail market, including: platform copings; oversailing blocks; drainage catchpits; signal bases; point rod rollers and many other ancillary products that are all used extensively throughout rail infrastructure. The company will also be launching two route security systems later this year: Ander-Clip and Ander-Fin are designed to prevent the unauthorised removal of trough lids, thus safeguarding all standard power and telecommunication systems.

Retaining wall solutions Stepoc is a direct alternative to shuttered concrete. The system combines the ease of blockwork with all the versatility of in-situ concrete, and yet is faster to apply than both, making it an ideal component for retaining walls, flood alleviation schemes, laterally-loaded panels, lift shafts and platform edges. Keystone is a system of modular retaining wall units for larger structures that require more aesthetic impact, it can be used in conjunction with a geogrid to provide tall walls or accommodate high surcharges. A great choice for railside, roadside and bridge locations, the system has the British Board of AgrĂŠment approval for roads and bridges (Certificate No. 04/R137) and is available with a comprehensive design support programme. Slope-Loc is used for similar applications to Keystone, as it can

also incorporate geogrid. This unique alternative to vertical retaining walls offers a sloped face finish, which is ideal for railway embankments. Anderton Concrete will be exhibiting at Infrarail 2014. Visit its stand, C31, to find out more. Tel: 01606 79436 Email: sales@andertonconcrete.co.uk Visit www.andertonconcrete.co.uk May 2014 Page 49


Rail Professional Mag May2014.pdf 1 4/16/2014 11:20:30 AM

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Morris Line Engineering

Manufacturers of High Voltage Disconnectors & Switches

Morris Line Engineering has the capacity to meet any electrical project or maintenance requirements you may have. Our business is based on satisfied customers and a reputation for high quality project support and we welcome the opportunity to discuss your project requirements in more detail. Link-up

empowered by Achilles

Qualified via Audit

Tel: +44 (0)1656 650680

Fax: +44 (0)1656 768209

Web: www.morrisline.co.uk

Morris Line Engineering, Main Avenue, Brackla Industrial Estate, Bridgend, CF31 2AG, United Kingdom Page 50 May 2014


Business profile

90 years of metal framing confidence In an increasingly demanding industry, why run the risk of specifying or fitting counterfeit, low-quality or unbranded metal framing products? Unistrut® uses certified, traceable steel which is safe and fit for purpose

I

t may look as though it’s possible to save a few pence per metre on upfront costs, but over time those few pence could end up costing far more when product performance ends up causing a failure or, even worse, compromising safety.

Celebrating its 90th anniversary, Unistrut® prides itself on the quality of its products today as much as it did in the 1920’s. Using only quality steels backed with certification, and testing all products to relevant British Standards, Unistrut® has the confidence in its systems,

performance to offer a 10-year warranty*. Understanding the provenance of materials is important, with this in mind the firm has clearly stamped a unique QBN code on all its products, which enables traceability of the steel back to the manufacturer and its production

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Business profile

The company’s products help support the infrastructure that’s vital to modern industry and its team of experts design and deliver projects that help keep industry functioning batch; giving the customer confidence it will perform as stated. All products are also stamped with ‘Unistrut®’, for easy identification. Bespoke solutions Engineering excellence is at the core of its business, and the company understands the challenges that modern projects create. Off-the-shelf solutions are often unable to answer all needs and requirements – especially when there are

specific location, timing, or environmental issues to consider. In these situations a bespoke solution can offer the flexibility and cost effectiveness needed to successfully deliver a project; Unistrut®’s ability to assess, design, build and provide ongoing lifetime support for its systems has proved invaluable on its major global projects. Working across a wide range of industries The company’s products help support the infrastructure that’s vital to modern industry and its team of experts design

and deliver projects that help keep industry functioning. It began developing and manufacturing products throughout the 1920’s, with the original Unistrut® metal framing system and over the years has added an extensive cable management range to its portfolio, including: cable ladder; cable tray; cable basket and steel trunking, available in a variety of finishes to suit application demands. *Terms and conditions apply to 10-year warranty, contact Unistrut for details. Tel: 01215 806300 Email: uksales@unistrut.com Visit www.unistrut.com

Visit us at Stand C12

Rail Infrastructure n n n n

Safety Solutions Information Systems Monitoring Station and Depot M&E Services

BRINGING BENEFITS TO THE UK RAILWAY; with a wealth of experience in Infrastructure, Transport and Building Services, we provide integrated solutions to infrastructure management and information systems.

The total solution provider www.imtech.uk.com E: rail@imtech.uk.com Page 52 May 2014

Innovative Occupational Health

As rail and construction industry experts, we adopt a holistic approach to our occupational health solutions, improving health and safety as well as employee wellbeing • Drug & Alcohol Testing • Medical Screening • Health Surveillance

• Medication Checking • Absence Management • Employee Wellbeing

Free health checks with our Occupational Health Nurse at Stand C12 www.healthcare-connections.com t: 08456 773002 e: sales@healthcare-connections.com

i @Healthcare247


Thomson Engineering Design Ltd Thomson Engineering’s range of over fifty standard products includes equipment for handling and replacing rail, sleepers, track panels, cable and signalling equipment. Latest products include our Instant Barrier System for access and walking route demarcation and Traxess - a unique on and off-tracking system for RRV’s up to 35 tonnes

As well as our wide range of catalogue products, Thomson Engineering Design provides a bespoke design and build service creating unique solutions to the unique challenges of the railway environment.67

From a fell rail brake which allows RRV’s to work safely on mountain lines to a radio controlled panel lifting system for a 90 tonne crane we can supply cost effective specialist solutions with full CE marking and ISO9001 quality assurance.

The Thomson Cable Handling Yoke eliminates double handling of cables to increase cable laying output. Models are available up to 15,000kg capacity.

Thomson Engineering Design Ltd

Bespoke sleeper changing grab for Signapore Mass Transit system.

Valley Road Cinderford Gloucestershire Tel: +44 (0) 1594 82 66 11 Fax: +44 (0) 1594 82 55 60 Email: sales@thomsondesignuk.com

www.thomsonrail.com


Business profile

The professional body for your profession With a huge range of resources in paper or digital format, the Chartered Institute of Logistics and Transport provides quick and easy access to important information – whatever the industry

T

he Chartered Institute of Logistics and Transport (CILT) aims to be the focus for professional excellence for the development of the most modern techniques in logistics and transport, and to encourage the adoption of policies that are both efficient and sustainable for transport, logistics and the supply chain. All members have access to its monthly journal Logistics and Transport Focus – available in print or via an App for smart phones and tablets – a publication which covers news items and features throughout all of the Institute’s eight professional sectors. It’s also possible to follow CILT on its popular Facebook,

Page 54 May 2014

LinkedIn and Twitter groups. A weekly sector specific e-mail is also distributed to all members containing the latest news and details of local, regional and national events. Ciltuk.org.uk is the hub for Institute information, policy documents and research, event booking, membership renewal and also amending personal information and mailing preferences. This ensures that records and information are as relevant and up-to-date as possible, for every individual. Here every step of the way CILT members have access to a confidential, highly qualified telephone

legal advice service operating 24 hours-aday, 365 days-a-year. The legal consultants providing the service are able to deal with any area of UK law and there is no limit to the number of calls that a member can make. CILT’s careers service is another valuable benefit, offering a dedicated coach to help with CV’s, job searches and interview preparation, and members’ internationally recognised post-nominals will demonstrate CILT’s experience to fellow professionals across the globe. It’s also possible to plan and record continuing professional development (CPD) progression using the easy-touse online system. Plus, if any CILT


May 2014 Page 55


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Business profile

access to the largest specialist collection of logistics, supply chain and transport information in the world. CILT provides 2,000 newspapers and magazines, from 100 countries and in 60 languages to choose from every day; 4500 global journals, with content covering all areas of business, including logistics,

CPD events are attended, this will automatically update the individual’s CPD plan. Logistics, transport and supply chain professionals work across a wide variety of disciplines and cover all transport modes. The Institute has more than 40 special interest forums operating across

all eight of its professional sectors, with no limits to member engagement. These include the recently launched Rail Freight Forum among the 15 other rail-specific groups. Facilitating more than 350 events annually, there really is something for everyone. Conferences and awards Members have access to a wealth of knowledge and information at CILT’s national events, such as the Annual Logistics Conference, Logistics Research Network Conference and the Annual Awards for Excellence. Entrants into the Annual Awards have professional

achievements recognised and profiles raised within the profession in the UK and all category winners are entitled to automatic entry to the European Gold Medal Awards event. Delegates can find events close to home or work with national, regional and group events convenient for everyone. CILT has a qualification suite covering every sector of the industry, available at levels 1-6. Along with these qualifications it offers a wide range of short courses that are aimed at developing skills and knowledge, often leading to improved career prospects. Members have instant, unlimited

transport and the supply chain; and a huge database of information on markets, industry profiles, director details, business news and sector forecasts. The John Williams library in Corby is at members’ disposal to view hard copies as well as to utilise the invaluable Knowledge Centre staff resource. Visit CILT at Infrarail 2014, stand E91, for further information or contact its dedicated membership department. Tel: 01536 740104 Email: membership@ciltuk.org.uk Visit www.ciltuk.org.uk

DON’T EXCEED YOUR POSSESSION TIME! FAST SETTING - 10-20 MINS 20N/MM2 COMPRESSIVE STRENGTH WITHIN 90 MINS CONTRACTOR FRIENDLY UNITS EASY TO MIX TIME SAVING t: 01827 871871 e: QC10F@instarmac.co.uk

H A PA S

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May 2014 Page 57


Business profile

A breakthrough in energy and cost savings ABB’s intelligent low-voltage circuit breaker Emax 2: from circuit breaker to power manager

A

BB, the power and automation technology group, will be at Infrarail 2014 on stand D31.

Huge environmental benefits Emax 2 is the first low-voltage circuit breaker with integrated energy management functions. Replacing traditional breakers with the Emax 2 can potentially achieve annual savings of 5.8 million megawatt-hours (MWh) –

Page 58 May 2014

equivalent to the electricity consumption of 1.4 million EU households per year. These energy savings would reduce CO2 emissions by four million tonnes per year, which is the same as the annual emissions from one million cars. By replacing traditional breakers with ABB’s new offering, a typical building installation can expect reduction in peak power of up to 15 per cent. The Emax 2 is ideally suited to

applications where protection and control of large amounts of energy are used in a low-voltage environment. Data centres as well as industrial and commercial buildings are all well-suited to the new switchgear. Keeping the lights on Central to its operation is a protection trip relay with an integrated power controller.


At Edinburgh Waverley Station our new bespoke lift installations are making better connections What can Stannah do for you?

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Escalators and Moving Walkways

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www.stannahlifts.co.uk May 2014 Page 59


Business profile

Circuit breakers provide an often untapped opportunity to achieve big energy savings, having been used to increase safety and protect electric circuits but now, for the first time, can be used to save energy too The power controller measures and evaluates energy consumption, managing the loads to maintain or reduce the peak power usage as determined by the user. This will also reduce the potential of blackouts, the root cause of which is often when the peak power demand exceeds supply capabilities. To manage energy, the Emax2 switches off the power to nonessential equipment, returning it as soon as acceptable power levels are reached. The built-in controller and software delivers intelligent decision making, by deciding when it’s appropriate to switch the power while maintaining the overall functionality and productivity of the connected equipment. The unit is equipped with a communication module that allows it to share vital consumption and system reliability data directly with smart grid and other protocols –including its own TCP/IP address. Having been used to increase safety and protect electric circuits, for the first time air circuit breakers (ACB) can also be used to make big energy savings – a previously untapped opportunity. The Emax 2 ACB’s provide the opportunity to achieve big energy savings; traditionally used to increase safety and Page 60 May 2014

protect electrical circuits they can now, for the first time, be used to save energy too. Huge end-user benefits Because air circuit breakers are all around us, the total energy saving potential is massive. It’s a good example of how smart technology can be used to significantly reduce wastage – and great news for the environment and end users, who can realise significant operational cost savings. Learn more about the Emax 2 at new.abb.com/emax2 With more than a century’s experience of providing equipment, systems and expertise to utilities and industries.

ABB provides a wide range of products, integrated solutions and expertise that ensure data centres operate with optimum reliability and efficiency, enabling utility and industry customers to improve performance while lowering environmental impact From AC and DC electric distribution systems, enterprise management and grid connections, ABB provides savings in installation, energy, space and maintenance. Customers include: data centre designers and developers, owners and operators, IT equipment manufacturers, and utilities. The ABB Group of companies operates in around 100 countries and employs about 150,000 people. Visit www.ABB.com


 

   DAC   

May 2014 Page 61


Business profile

Bespoke Access Solutions New innovations in GRP composite access covers from Fibrelite

A

t this year’s Infrarail, Fibrelite will showcase new innovations in lightweight composite access covers and modular trench covers in the Civil, Infrastructure & Technology hall, stand E15. From roads to ports, electricity generation to mobile and broadband technology and coverage, infrastructure projects for the UK are high on the agenda. Fibrelite’s technical experts will be on hand to demonstrate innovations including the recently launched F900 load rated trench cover - an industry first. David Holmes, technical director and head of product development, explained. ‘Having reconfigured the internal fibreglass architecture we can meet the permanent set and test load requirements of BS EN 124, Class F900, when tested in accordance with the Air BP test footprint.’ Holmes is a key speaker on Thursday 22nd May (1.10pm) at this year’s exhibition; the seminar programme is free for all visitors to attend. The theatre is located on the show floor in the CITE section. Welcome to the composites age A major global problem is ageing infrastructure; across the world, bridges, highways, rail networks, water lines and sewer systems are quickly deteriorating. One of the principal factors related to such deterioration of infrastructure, is corrosion. Glass reinforced plastic (GRP) products are now widely used for applications where corrosion can destroy underground infrastructure, primarily because of its inherent corrosion resistance. In many cases, it’s the only material that will handle a given service environment; and in other cases its resistance is combined with its lower unit cost to make it the most economical acceptable solution – when compared to high grade stainless steel, for example. GRP’s resistance to corrosion results from both the moulding technology and resin used in the laminate. There are various resin systems available today which provide long-term resistance to Page 62 May 2014

almost every chemical and temperature environment. Composite covers can allow utilities and other operators of underground infrastructure to improve the financial strength of their enterprises. Customised, coloured covers for identification In response to customer demand, Fibrelite now offers company logos and other brand markings on its covers. Any style logo or other marking can be permanently moulded into the upper surface of the cover in single or multiple colours. For additional brand or product identification, or to blend in with the colour or layout of a facility, the composite manufacturer can mould its covers in nearly any colour combination. By introducing the pigment directly into the resin system during the RTM moulding process, the colour is evenly and completely infused throughout the composite cover and will not fade or wear over time. Customers have utilised its moulded marking and colouring process to easily identify underground systems in a unique – and highly visible – way. The vibrant colours are also used to provide maintenance or emergency personnel

with accurate information of hazards or special conditions related to underground infrastructure. Safe manual handling With RIDDOR (Reporting or Injuries, Diseases and Dangerous Occurrences Regulations) statistics attributing more than half of injuries resulting in absence from work to manual handling, it’s already known that reducing hazards in this area is a priority for UK companies, as is innovation. Lightweight composite covers that provide safe and easy access and eliminate unsafe manual handling are replacing ageing concrete and cast iron manhole and trench covers worldwide. Designed for safe lifting and replacement The design of these lightweight covers incorporates up to two lifting points for specially designed lifting handles. These allow the operator to remove the cover without trapping fingers or bending over; maximising the safety of the lifting technique. The weight is kept close to the body preventing back injury; one of the main causes of absence from work and personal injury claims. Fibrelite’s composite covers are tested to BS EN 124 and are


Business profile

available with load ratings from A15 up to F900, depending on the application. The company has held accreditation since 1998 to both the ISO quality standard and British Standards Kitemark. Recent case studies: Pharmaceutical plant – supply of D400 trench covers for the construction of new trenches at a pharmaceutical plant in Cumbria Rail project – supply of GRP composite covers to large scale rail project Electricity substation – composite covers selected to renovate UK substation trenches Gas valve plant (phase 1) – super light duty trench covers, the lightweight alternative to heavy metal covers Sewerage treatment works – replacement of heavy duty cast iron manhole covers with lightweight composite alternative British Columbia-based energy company – supply covers and enclosures for GeoExchange Distribution System. To read the case studies in full, visit www.fibrelite.com Replacing steel and cast iron worldwide While not every application for access and trench covers currently requires a composite alternative, the challenges of a safer and ‘higher tech’ world is causing the designers of underground infrastructure to specify them. Highly engineered Fibrelite’s access covers are lightweight, durable and very strong. Every cover is manufactured. Fibrelite offers the best strength to weight ratio in the industry, allowing for maximum load bearing strength and durability while remaining lightweight and easy to handle. Come and visit stand E15 and find out just how lightweight Fibrelite covers are. www.cite-uk.com

Tel: 0 1756 799 773 Visit www.fibrelite.com May 2014 Page 63


Business profile

Rail professionals get a clean break With more than 3.5 million passengers every day, temperamental weather and the severe nature of the industry, it’s little wonder cleaning UK trains is so demanding. Fortunately, these worries can be left to Arrow Solutions

W

ith more than 45 years’ experience in supplying exterior and interior cleaning, maintenance and winter chemical solutions for the rail industry, Arrow Solutions works closely with its clients to provide tailored solutions based on individual challenges Eco-friendly cleaning One of the most common obstacles in the external washing of trains is finding products that are both environmentally

Page 64 May 2014

and user friendly, while powerful enough to remove oils, greases, dirt and grime from rolling stock exteriors. Arrow Solutions provides a specially formulated train cleaner called Ecowash Autoshine, which offers effective cleaning and also builds a water and soil-resistant finish. Importantly, from a presentation point of view, it enhances shine on dulling or new paint and vinyl coatings. It is most commonly used through automatic washing plants for train exteriors but is also suitable for manual cleaning, including on internal

fixtures, such as interior, floors, tables and other hard surfaces. Arrow Solutions’ commitment to best practice is further demonstrated by its accreditation to the ISO14001 and ISO18001 standards, which highlight the importance of environmental impact, as well as health and safety issues at every stage of the manufacturing process. The right balance Each of Arrow’s clients has specific requirements that the company addresses before offering its own, bespoke solution.


Speedy Rail Innovations for all of your hire and service requirements. Here to support you at every stage of your project. From a simple hire, through to a complete managed solution. Call 0845 076 3012 Email ses.controlcentre@speedyservices.com Visit speedyservices.com


Business profile

The chemical manufacturer understands that dirt, oil and rust stains are often very difficult to remove, and it works closely with its customers to find the right product and the perfect concentration to suit their needs The chemical manufacturer understands that dirt, oil and rust stains are often very difficult to remove, and it works closely with its customers to find the right product and the perfect concentration to suit their needs. For example, Oxalwash, is an exterior cleaner specially developed to remove difficult dirt, oil and rust in one application. It washes and restores train carriages and rolling stock, rinsing freely at the end of the washing process. For the heaviest deposits, Arrow Solutions offers its clients a thickened version of Oxalwash: its viscous Page 66 May 2014

preparation helps the product cling to surfaces, increasing contact time, which improves cleaning and removes iron deposits from paintwork. Like all Arrow Solutions train washing products it’s suitable for any metal and can be used on painted surfaces. Ongoing support The rail industry is regulated by strict – and constantly reformed – legislation; to help its clients that deal with such demanding challenges on a day-to-day basis, Arrow Solutions offers ongoing support from day one of the project. The Derbyshire-based company doesn’t just supply off the shelf washing chemicals for the rail sector – the company wants to make sure its customers have the correct product and are using it in the most economic and sustainable way possible. ‘We always make a conscious effort to create solutions that use the least amount of caustic chemicals possible, while also fulfilling the exact cleaning requirements of our clients,’ said sales manager, James Lomas. ‘We are happy to create bespoke solutions for each and every one of our customers. Logistic flexibility is one of our key strengths and continuous support

is available when dealing with local, national or environmental authorities. ‘Ultimately, we want to make sure everyone travelling on our railways has a positive and enjoyable experience.’ For further information contact James Lomas. Tel: 01283 221044 Email: james.lomas@arrowchem.com Visit www.arrowchem.com


May 2014 Page 67


Business profile

Getting the point across Clear, concise copy is vital to making your business understood overseas. So don’t leave it to chance

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nfrarail 2014 will be AST Language Services’ first rail industry exhibition, with the company presenting its full-service localisation and translation company. Started 18 years ago, the Nottinghambased firm supports companies in the rail, advanced engineering, aerospace and IT sectors with localisation of their technical and marketing content in any language. AST managing director, Andrew Schlich, visited Railtex 2011 and 2013 and, following various conversations with delegates, became convinced of the latent demand for high quality localisation services within the industry. With engineering and design companies needing ever more technical documentation to support and market products and services, exporters in the sector are increasingly challenged to communicate this information professionally and reliably in the languages of their target markets.

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Reacting to this demand, AST has tailored its offer to support companies who view high-quality localisation as an essential component of their international documentation management. Translation or localisation? Any organisation selling to a customer in another country needs to ensure its business communication matches relevant language and cultural norms. This process, known as localisation, adapts the way content is presented to suit the readers’ cultural expectations. With marketing texts, professional localisation can accurately convey the look and feel of the brand, maintaining brand integrity, but avoiding conflict with local customs. Similarly, human resource documents are not merely translated but are localised in line with local legislation, corporate guidelines and house style.

After all, an international expansion strategy or company restructuring could easily be undermined by insensitive internal communications. The following components are key to producing a successful localisation project – and show how AST can make the process of internationalising client communications simpler, more professional, and more costeffective: Rigorous selection of translators AST’s ISO9001 certified and EN15038 compliant processes mean that the company has approved sector-specialist translators whatever the language and deadline requirements, with experienced proofreaders to give the text the precision and professionalism to really focus the reader’s attention. Translation memory technology Client-facing documents produced periodically often contain sections which


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Page 70 May 2014


Business profile

stay the same and sections which need updating. Similarly company websites and technical data or manuals can contain identical paragraphs and sections: Translation Memory technology is used in this situation to identify duplicate text. The duplicates are logged and reused – leading to reduced turnaround times and resulting cost savings – with company wordings for products, processes, titles and descriptions translated consistently. Terminology management The key words used to describe a company’s products, services and processes support its brand and identity. This is equally true in foreign language communications. Unfortunately, once translated it is often easy to lose control of key terms, leading to uncertainty as to whether the translations are having the desired impact. AST’s terminology management

prevents this. Glossaries are maintained in multiple languages and client terminology is checked in each language by industry sector experts. As the glossary grows it can be reused with each new project, so client content is always on-message and brand integrity consistent. Calling rail suppliers from overseas... Overseas suppliers to the rail industry need to be sure that their marketing staff can write professional business English. The content needs to grab the readers’ attention, and encourage them to find out more. Staff at the company’s headquarters will likely not have sufficient business English writing skills to achieve the project’s objectives, and the company’s UK representatives may be too busy selling its product. AST’s BlueChip EnglishTM service is designed specifically for this purpose – to

Overseas suppliers to the rail industry need to be sure that marketing staff can write professional business English. The content needs to grab the readers’ attention, and encourage them to find out more translate and localise sales and marketing content into stylish business English. AST would like to invite Infrarail 2014 visitors to come and discuss translation and localisation at Stand F96. Tel: 0115 970 5633 Email: enquiries@astls.co.uk Visit www.astlanguage.com

May 2014 Page 71


Business profile

Bridging the gap The largest supplier of temporary bridges in the world, Janson Bridging has the resources to keep industry moving

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stablished in 1972, Janson Bridging has 20,000 tonnes of stock available for hire, with the ability to design and fabricate new stock for purchase or long-term rentals. International operations are conducted from Holland, with offices in Italy, Germany, Spain, France and a UK division based in Bedfordshire; which has Janson’s full range in stock. A variety of uses Temporary bridges are used for a number of reasons in different sectors. ‘They are utilised throughout the construction industry for a variety of reasons, sometimes because large amounts of traffic or people need to be taken over an existing route; at other times it’s

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because exceptionally heavy equipment, such as dumpers or a piling rig can’t cross an existing bridge,’ said Paul Hill, business development manager. ‘Alternatively it can simply be to gain access to a remote location, such as when we got involved with the relief operation after the tragic floods at Workington – where we built a temporary bridge while the permanent one was rebuilt’. Because of the range of projects and sectors it works on, Janson has a variety of bridges, including panel; developed from the Bailey Bridge concept that can traverse more than 80m with a single span, and also a range of beam/girder bridges ranging from 6m to 40m. ‘I like to think one of the things that differentiates us from other suppliers

is that our range of products does not mean that we simply offer the same solution for all situations. This allows us to understand the project a bit more and find the most suitable solution,’ said Hill. Footbridges An in-house team of engineers and designers, as well as full-time installation crews, are housed at Janson’s depot, ensuring projects are delivered efficiently and safely, and its long-established relationships with partners enables it to take on large scale or multiple projects. The company’s established history with rail is exemplified by recent projects including the temporary footbridge at Northampton Station. The bridge included a staircase compliant with


Business profile

current legislation, which accommodated lifts for disabled access and was encased with hoarding to prevent anything being discarded onto the overhead cables and tracks below. Its 3-span temporary Croydon footbridge has a total length of more than 120m, providing public access and incorporating service channels. It’s being used for access while the existing bridge is replaced with one that can allow heavier traffic and reduce congestion in the area. ‘Due to the short possession time available on this project, we had to preassemble the towers and the spans on site before lifting them into place in one day. It has a large central span and we had to utilise a 1000 tonne crane for the lift, which made for a spectacular lift operation,’ said Hill. Looking to the future With growing optimism in the construction sector, Janson Bridging is looking forward to a busy 2014 but feels the UK rail sector is of particular importance – due to upcoming contracts and frameworks potentially well-suited to its expertise. The CP5 frameworks; electrification routes; station/platform redevelopments;

overground sections of Crossrail; and HS2 are all likely to require temporary bridges, providing excellent opportunities for the future. The global company is keen to engage with contractors as early as possible regarding these and other projects.

Janson Bridging will be at Infrarail 2014 and is happy to arrange meetings or answer any queries you should have in advance. Tel: 01767 641 469 Email: info@jansonbridging.co.uk Visit www.jansonbridging.co.uk May 2014 Page 73


Business profile

Innovative steel solutions Miller Fabrications offers a truly comprehensive range of steel fabrication services to the UK rail industry; designing, fabricating and installing both structural steelwork and architectural metalwork

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ith Network Rail currently rolling out its Access for All scheme – a major programme to create stepfree access from entrance to platform, improving accessibility at stations nationwide – a vast number of stations across the UK require upgrading. Miller Fabrications has the expertise to meet these requirements and deliver complete Access for All stations; incorporating footbridges, staircases, lift shafts, walkways, ramps and canopies. Gravesend Christmas work Working for Spencer at Gravesend station over the Christmas period, Miller Fabrications installed three staircases, three lift shafts, one single span 25 metre bridge and an 85 metre architectural glass canopy in just 72 hours of track possession. Despite challenging weather conditions, with high winds preventing work for long periods, all steelwork was successfully and safely delivered on time. In-house design Operating in the rail sector requires an understanding of the specific needs of the rail environment, in particular the importance of keeping installation time and track possessions to a minimum. With its in-house design

single 25 metre span bridge, as opposed to two smaller span bridges – while still adhering to the client’s design brief for all connections to be non-visible. This resulted in a huge saving in the possession time required to install the structure, much to its client’s satisfaction.

team, Miller Fabrications is capable of helping its clients achieve the desired aesthetic finish to their structures, while providing designs that drastically reduce the possession periods required to install them. At Gravesend station, for example, the steel fabricators completely re-designed the clients original concept for the bridge, delivering a solution that allowed it to be fabricated and installed as one

A complete service Miller Fabrications’ ethos: to always deliver services directly, allows it to take charge of every aspect of quality control, ensuring its steelwork is finished to the highest standard. As such, it undertakes the painting, cladding and glazing of all its structures in-house, with the finished product arriving on-site as complete articles ready for installation. Miller Fabrications takes full responsibility for every aspect of the structure without subcontracting, an aspect of its work that has proven to be extremely valued by its clients. Trial erection The company is able to perform mock erections of all its structures in its dedicated Trial Erection Bay – one of only a few steel fabricators in the UK able to offer this vital service. Trial erections are the only way to be 100 per cent certain that structures are ready for first time fit on-site. The process highlights any potential issues, which can then be addressed immediately to successfully complete the structure in readiness for trouble-free installation. Its clients benefit from the certainty provided by the trial erections, as it eliminates the risk of costly on-site delays during possession periods. Production facilities The company has one of the largest and most advanced steel fabrication and architectural metalwork production plants in the UK, with more than 70,000 square feet of workshop facilities, incorporating advanced CNC metalwork machinery. Its purpose-built production plant comprises: • • • •

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a structural steel plating workshop a stainless steel workshop an architectural blacksmiths’ workshop a trail erection bay


Business profile

remaining respectful of the station’s historical significance. The canopy is a lattice design, stainless steel hollow section structure, 64 metres long by 7 metres wide. The fabrication and erection process was a complex task, requiring all the company’s expertise and knowledge to successfully complete the project on time and on budget. The canopy structure required an innovative solution due to the listed-building status of the Balmoral Hotel, which runs directly adjacent; the canopy was not allowed to touch the outside wall of the hotel at any point. Miller Fabrications surveyed the exact shapes and contours of the stonework, building the glass roof to follow these exact lines – finishing only millimetres short of the hotel without ever touching it. David Scott, the lead architect on the project from Capita Symonds, says: ‘The • an in-house drawing office • a shot-blast and paint facility • a heavy fabrications workshop. The company has more than 100 employees with vast experience of the rail environment, an aspect of its business that proves extremely desirable to its clients. Due to the size of its production facilities, Miller Fabrications is able to turn around any extra unforeseen secondary steelwork requirements onsite quickly and effectively – thus again ensuring track possession periods are kept to an absolute minimum. The scale and scope of its production facilities plant – from design, to fabrication, trial erections to shotblasting and painting – is unparalleled in the UK, giving the company unique placement within the rail infrastructure sector. Architectural metalwork Another aspect that sets Miller Fabrications apart is its ability to supply structural steel solutions and complex architectural metalwork, incorporating

stainless steel, glass and timber. The ability to fabricate both these distinct forms of steelwork is appealing to clients, as it allows all aspects of steel fabrication in a contract to be fulfilled by one supplier. Architectural metalwork involves aesthetically pleasing structures such as staircases, canopies, balconies, balustrades and handrails. 3D models of all the company’s architectural designs are built, allowing clients to visualise their structure before fabrication work begins. From initial design to the final dressing process, Miller Fabrications remains focused on the quality of the finish – from concealing joints and welds to perfectly polished stainless steel. This ensures the aesthetic quality of its work is as high as the structural integrity of its design. Waverly Steps canopy Working for Morgan Sindall at Waverly station Edinburgh, Miller Fabrications was responsible for the stainless steel structural glass canopy that has transformed the iconic steps, creating a sleek and modern entrance – while

Waverley Steps Canopy was an ambitious design that required a high degree of skill and expertise in order to fabricate and install it successfully. We had confidence in Miller Fabrications’ abilities from the moment we first had dealings with them and the finished canopy is testament to the quality of the architectural metalwork they produce.’ Setting a new standard With the ability to supply structural steel and architectural metalwork, a production plant that features trial erection bays, in-house design, and the ability to meet all cladding, glazing and painting requirements under one roof, Miller Fabrications is defining a new standard in steel fabrication for the rail industry. Miller Fabrications is exhibiting at Infrarail 2014, stand E10. Tel: 01698 373 770 Email: info@millerfabrications.com Visit www.millerfabrications.com May 2014 Page 75


Business profile

Client-led solutions From its four offices in key areas, Tata Steel Projects’ significant workforce and rail experience makes it a force to be reckoned with for a whole range of UK rail projects

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ata Steel Projects is an engineering and consultancy business with a £50 million turnover, 600 employees and a long history in the UK rail sector. Formed in 1995 from the LNE Regional Civil Engineering Office following the privatisation of British Rail, it was first known as CEDG, before being purchased by British Steel shortly after. Since then the business has gone through several name changes, including Corus Rail Consultancy and Corus Rail Infrastructure Services. After Tata Steel’s purchase of Corus in 2007, and the incorporation of two additional Tata Steel businesses, the business is now known as Tata Steel Projects (TSP). With offices in York, Birmingham, Manchester and Reading, TSP provides clients with high quality, innovative and responsive solutions across a range of sectors and disciplines. Services cover the entire project life cycle, from consultancy to design development; detailed design and engineering; to construction or installation; site management; and maintenance. TSP plays an important role in the design and operation of the UK rail network, providing expertise in railway operations and maintenance, railway systems, track, electrification and plant, bridges and infrastructure, architecture, building systems, geo-environmental engineering, level crossings design, modular construction, and other vital aspects of railway engineering. Unusually for an engineering consultant, it also holds a Principal Contractor’s Licence, fabricating and installing nearly 100 modular platforms and other rail structures in the UK and other countries. Prestigious projects Its portfolio of award-winning work includes the redevelopment of King’s Cross station (ICE Yorkshire & Humber Smeaton Award Winner 2012), Reading Station Redevelopment (ICE Yorkshire & Humber Smeaton Award Winner 2014) Page 76 May 2014

and several projects on the Thameslink Crossrail Programmes. TSP designed conservation and restoration works for the Grade I listed Lewis Cubitt station at Kings Cross, replacing the 1893 Handyside ‘Harry Potter’ footbridge and reglazing, relighting, and installing solar panels in

the station roof. Also designing the new platform 0 under the station’s Eastern Range buildings, reconstructing platforms 1 to 8, and modifying platforms 5 to 8, providing space for the new Departures concourse. The design for platform 0, integrating slab track and impact wall, allowed it to fit into a small space without


Morrison Rail Services provides comprehensive design, installation and commissioning of HV and LV power for projects within the rail market that covers a broad range of asset engineering services including:

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Substation Stations and depots Switchgear/plant HV cable laying, jointing and terminations • Protection and control systems • Power requirements for • Signalling • Points Heating • Lighting • DNO connections and networks

Contact us chris.ford@morrisonus.com www.morrisonus.com May 2014 Page 77


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Business profile

substantially affecting the surrounding historic buildings. The consultant has been involved in the Reading Station Area Redevelopment project since the GRIP 2 pre-feasiblity stage. UK’s largest Its multidisciplinary engineering team is responsible for the design, fabrication and installation of the 30 metre wide Vierendeel truss transfer deck – the largest pedestrian structure in the UK rail system – giving passengers access via lifts and escalators to all platforms. The company designed two structures providing station access from the north and south. Through Reading Borough Council, TSP worked closely with the station’s neighbours, adapting the design of the portals to accommodate their needs; for example, the existing north-south walkway was extended under the station and connected to the sunken plaza on the south side, providing pedestrian access to new developments

north of the station. In addition to rail consulting and engineering work, TSP also designs, fabricates and installs its own modular platforms; cost-effective structures that can be rapidly installed under the most challenging site conditions – meeting client needs for short possession times. TSP has installed nearly 100 modular platforms across the network since achieving principal contractor status including the following: • three 90m Crossrail platform extensions at Hayes & Harlington, West Drayton and Langley stations • a new 270m long platform on the fast lines at Peterborough station • two new 125m platforms plus waiting shelters, ramps and staircases at Energlyn and Churchill Parkway station • a new modular platform for Templecombe station, completing design and construction in just 16 weeks and thus significantly reducing Network Rail’s costs.

The company’s expertise in delivering projects and building relationships with clients was developed in the rail sector but can be applied to other industries, having diversified into other engineering design and construction sectors. In addition to modular platforms for the UK rail network, it also designs, fabricates and installs modular buildings and structures for other clients, including a security centre in Scunthorpe and ground mounted solar arrays. Over the past few years, the UK’s rail infrastructure has seen huge investment in maintenance, improvement and new projects; CP5 will see the highest level of investment in the network since the building of the railways. The firm is well placed to support this investment and is already involved in several well known projects, including the multi-party alliance developing a seven year, £500 million+ programme of electrification work. NR’s ambitions for improving the rail network and ORR’s support in funding such investment provides substantial opportunities for TSP’s rail business; from Crossrail’s investment forecast, other Transport for London projects and HS2, the rail industry will provide significant challenges and exciting projects for its staff. Youth on its side Tata Steel Projects aims to use its position as a key supplier to the UK rail industry to attract, support and develop apprentice and graduate engineers and managers. In supporting the rail sector it plans to build a sustainable legacy and capability in successful engineering projects, which it will continue to expand to other sectors. Tel: 01904 454600 Email: tatasteelprojects@tatasteel.com Visit www.tatasteelprojects.com May 2014 Page 79


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Business profile

Efficient - reliable - robust: advanced power solutions Integrated power specialist, Socomec, delivers advanced low voltage power solutions for railway infrastructure

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ocomec has developed a comprehensive range of low voltage electrical products, engineered to optimise the safety and performance of mass transportation infrastructures, incuding the unique demands of the rail sector. High performance critical power As a market leader in the development and manufacture of critical power systems, Socomec has designed equipment that represents the very latest in uninterruptible power supply (UPS) technology for the mass transportation sector. Andrew Wilkinson, regional managing director, commented: ‘Through market investigation and as part of our development work, we identified that the rail sector was not taking advantage of the latest critical power technology that is available in industrial and data centre applications. We therefore developed a system specifically for rail applications, using our industrial IP+ unit as a platform.’ Socomec’s IP+ Rail range has been engineered to provide the optimum energy efficiency for high performance critical power applications – guaranteeing network robustness in the most challenging operating environments. Housed in a compact, robust, steelframed enclosure, the system has IP31 or IP52 ingress protection as well as anti-corrosion tropicalised circuit boards: this system will operate in harsh environments where conductive dust or dripping water may be present. Furthermore, the electromagnetic disturbance immunity level is double that required by European standards. The IP+ Rail range is the first UPS system to attain a London Underground Product Registration Certificate No. 1492. The system is also available in a standard version for Network Rail ; this uses low smoke, zero halogen cables and coated PCB’s. Emergency lighting and communications systems are vital components in any rail infrastructure: the Socomec EMergency UPS range protects passengers and staff in the event

of a major power failure or incident, providing emergency lighting and guaranteeing the performance of other emergency systems. Completing the UPS range for the rail sector is the OLI equipment – delivering optimum energy availability taking inputs from both a 25kV for overhead lines as well as a 400V AC mains supply. In safe hands Socomec has a strong track record in the field of low voltage switching components and protection systems. Wilkinson continued: ‘We have taken switching and protection technology from across our business and adapted it to develop products which perfectly match the demanding requirements of the rail sector. Whether for system protection, guaranteed power availability or ongoing power metering, our Power Control and Safety business (PCS) has developed a range of low voltage switching components and protection systems designed to support vital rail applications.’ Socomec’s range of low Automatic and Static Transfer Switches will enhance power availability and simplify the electrical architecture.

Standby and Dual Power Supplies Statys and Atys – a range of manual and automatic transfer and bypass switches from 16 to 3200 Amp – provide vital support to emergency systems and signalling and guarantee alternate and standby power availability. Supplied by two independent sources, Statys provides redundant power to mission critical loads, increasing the power supply availability by selecting the best quality power supply and preventing fault propagation. With a simple infrastructure design, system installation, extension and maintenance is straightforward. The AtyS switching solution enables new automatic and refurbished facilities to comply with the latest safety standards: BS 9999: 2008 and BS 8519: 2010. Supplied as a complete, manufacturercertified, compact unit, AtyS integrates within the overall building management network to facilitate live monitoring of critical systems. Fuserbloc – a comprehensive range of high quality fuse combination systems from 20 to 1250 Amp – protects people and key assets by preventing overload and short circuit. The reliable operation of safety

May 2014 Page 81


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Business profile

systems including fire protection and controlled access is critical within the rail sector: Socomec’s range of comprehensive load-break switches, bypass and energy distribution solutions protect passengers and staff as well as key assets. Socomec Sirco switches make and break under load conditions and provide safety isolation for any low voltage circuit. This patented load-break switching technology has been developed to provide flexibility with control, circuit protection and the ultimate in safety performance, exceeding the requirements of the latest industry standards. Power through control The effective management of energy costs

starts with the accurate measurement and centralised monitoring of energy consumption. Socomec’s Countis and Diris energy monitoring solutions provide the ultimate control, improving both energy quality and efficiency by providing a realtime understanding of a site’s buildings and processes. Wilkinson explained: ‘At Socomec, we understand how important it is for our rail customers to retain control over their costs both in terms of cost management and allocation. For energy metering and quality management, Countis and Diris – single and three phase active energy meters, power measurement devices and network analysers – support sub-metering and sub-billing requirements when used in conjunction with Vertelis software. Countis and Diris measure, analyse and monitor network data at every level within the power infrastructure. Vertelis software then enables the provision of truly effective diagnostics. It’s a really intuitive solution that is easy to scale – accurate multi fluid consumption measurement, centralised data capture and analysis combined with clearly displayed results. Power parameters are monitored in real time – flagging anomalies vie email or SMS. Energy optimisation measures can be clearly identified and implemented, with significant cost savings of up to 30 per cent.’ With unprecedented numbers choosing to travel by rail, the ongoing performance of installed systems is vital. Socomec’s dedicated and rapid response critical power engineering team will ensure business continuity, optimising

efficiency and guaranteeing the safe performance of the Socomec systems. Wilkinson continued: ‘We understand the importance of maintaining vital equipment while also maintaining control of our customer’s facilities operating expenditure, and we can create a completely customised commissioning, inspection and maintenance (CIM) package for any system architecture. Our specialist engineering team has the necessary trackside training and accreditations to install and support equipment, throughout its lifecycle.’ Forefront of next generation technology As well as providing system optimisation support throughout the product lifecycle, Socomec is also at the forefront of next generation technology development for the rail sector. With significant investment in research and development, and innovation projects dedicated to the unique challenges faced by rail and mass transportation providers, the business is fast becoming the authority in this arena. Wilkinson explained: ‘Whether planning a new installation or retrospectively upgrading an existing facility, Socomec can develop a low voltage electrical solution for your precise requirements. The business’s highly experienced projects and engineering groups can work with your engineering team to optimise system performance and robustness – and to ensure your unique requirements are met through customised solutions where appropriate.’ Proven in the market, the latest Socomec UPS, emergency lighting and power, control and safety technology has already been successfully deployed as part of high profile projects including the King’s Cross station re-development, Metrolink, London Bridge and the LU Metropolitan Line. Tel: 01285 863 300 Email: rail.ups.uk@socomec.com Visit www.socomec.com May 2014 Page 83


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Business profile

Servicing and maintaining excellence Rowe Hankins produces, maintains and improves rail components that meet the industry’s ever-demanding requirements

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stablished in 1986 in Greater Manchester, Rowe Hankins (RHC) design, manufacture, engineer and distributes safetycritical components for the global rail market, including: non-intrusive current monitors, speed sensors, intelligent wheel flange lubrication and earth leakage detectors. With extensive in-house design, prototype and test facilities: high quality products and reliability are ensured. Electro-mechanical service centre In addition to manufacturing products, RHC has significant resources for the refurbishment and re-engineering of circuit breakers, contactors and other electro-mechanical devices within its Service Centre facility.

The centre’s team has decades of combined experience in repairing and maintaining electro-mechanical equipment; extending the life of vehicle components and reducing maintenance costs and time in the process. With the support of dedicated industry trained engineers, the Bury-based company is able to thoroughly understand product application and work to the high reliability requirements demanded by the rail industry. Whether looking for a standard repair, overhaul, testing or product improvement, its team is able to identify problems early with the customer and devise practical solutions to a schedule that minimises operational disruption while ensuring cost effectiveness.

The Service Centre is also able to generate condition and test reports prior to – and following – any work undertaken, as the unit is equipped with the latest specialised facilities to support effective working. This includes: wash plant and sand blasters for cleaning test equipment for measuring contact bounce timings; precision low-ohm meters for measuring contact resistance; insulation test equipment and contact force measurement equipment. RHC also has a Riker unit capable of calibrating and testing high-speed circuit breakers up to a rating of 5000A. Extending the product lifecycle Working to IRIS certified quality assurance processes and procedures,

May 2014 Page 85


PARTNERSHIPS BUILT UPON RELIABILITY AND INNOVATION

Infrarail Stand D60

At Tata Steel Projects we believe that the secret to developing rail solutions that address the demands of today and tomorrow lies in lasting relationships with our clients. One of the services we offer is based around our Modular Platform construction systems which will be displayed at Infrarail as part of ‘On-track with Tata Steel’. However over recent years we have developed more systems to compliment our range of services. The projects shown here are: • Main Image – Energlyn & Churchill Parkway; platforms installed using 7.32m units on unstable embankment to challenging timescales • Image 1 – Crossrail Platform Extensions; a mixture of modular platform system installed to 3 sites with Tata Steel Projects acting as Principal Contractor • Image 2 – Templecombe Station; a new 140m long standard modular platform designed, manufactured and installed in just 16 weeks with Tata Steel Projects acting as Principal Contractor

For more information on our rail design & construction services, please contact: T: +44 (0) 1904 454600 E: tatasteelprojects@tatasteel.com www.tatasteelprojects.com Page 86 May 2014


Business profile

acts as service agent for HaslerRail in the UK, with the Swiss company’s on train monitoring and recording systems (OTMR) overhauled, refurbished, repaired and updated by RHC’s team of OTMR technicians. Furthermore, the British company’s development has increased the memory and upgraded the software that extends the OTMR’s operational life, ensuring it works to the requirements demanded by modern signalling systems. the company offers a highly consistent, efficient and flexible service to keep rail fleets operating at peak performance. Evidence of this can be seen in the halflife rebuild of on-train relays, contactors and circuit breakers to restore and maintain original performance levels – securing substantial customer savings compared to the cost of installing and configuring new systems. Rowe Hankins is the service agent for Secheron and Knorr Bremse, providing UK rail and other industries with local support and service. Removing the need for equipment to be sent abroad for servicing and maintenance eliminates the

increased cost and extended turnaround that would inevitably follow, allowing the equipment’s prompt return to service. Rowe Hankins’ Service Centre Supervisor, Andy Ackerley explained: ‘The team often receives difficult and challenging repairs which need to be overhauled and returned quickly. We always ensure we work closely with the customer to find the best solution to get the components back up and running swiftly to the agreed standards.’ Trusted abroad Including the electro-mechanical products that RHC work on, it also

Infrarail 2014 The Rowe Hankins team will be available to discuss how it can assist in the effective management of rail fleet components at Infrarail 2014 - stand C42. More detailed information about the Service Centre and examples of the safety critical products that Rowe Hankins manufacture and distribute throughout the world will also be available.

Tel: 0161 765 3000 Email: sales@rowehankins.com Visit www.rowehankins.com

May 2014 Page 87


Railway Technology & Support for your Safety & Comfort

Albatros are specialists is the design, manufacture and maintenance of equipment for the railway industry. The UK and Ireland are supported by Albatros UK Limited for services ranging from Warranty Support and Spare Parts Supply, Maintenance, Repairs and Overhauls through to Reliability and Performance Improvements. Albatros UK’s core activities centre on the maintenance of all makes of train HVAC equipment both within its facilities in Milton Keynes and via mobile services at customers depots. Other services alongside this include the support for our complete product portfolio that includes Pressure Vent Modules, Refrigeration Modules, Underseat Heaters, Toilet Modules, Static Converters, Battery Chargers, PIS, CCTV and Energy Metering.

Repairs & Overhauls Product Improvement Reliability Growth Spares For information, please contact Peter Jablonski - Managing Director Albatros UK Limited. Unit 9 Garamonde Drive, Wymbush, Milton Keynes MK8 8DF. Tel: 01908 305740. Peter.jablonski@albatros-uk.co.uk


Business profile

Smart incident management Axis has the solutions for a much-improved standard of public transport security using real-time camera surveillance, explains Patrik Anderson

I

t’s a basic human need to feel safe and secure. It comes way before esteem or self-actualisation in the hierarchy of needs. However, we all perceive security differently. There are cultural and geographical differences in this perception and also a correlation to the actual level of security, based on the individual’s knowledge of the situation or on the sequence of events that have occurred historically. Surveillance is a tool that public transport uses to both manage the present security level, in terms of reducing incidents and crime, and also to address passengers’ fears concerning safety and security on its network. Used proactively in realtime, rather than merely recording the footage, camera surveillance is one option for security managers to consider when building a security system. Another option is how camera usage is communicated to staff and passengers. If people are aware of the benefits and the level of camera usage and incident reduction, then it has an impact on both deterring potential criminals and raising commuters’ perceived level of security. Prime time security In Sweden, Stockholm’s transit authority – Storstockholms Lokaltrafik (SL) – worked on a three-series documentary with TV channel, Kanal 5, allowing viewers to follow its own security team operators to see how it interacts with the people on the ground responding to incidents. Each episode documents how a number of different incidents are dealt

with by security operators, private security personnel and the emergency services; highlighting how modern network video cameras are at the centre of the response. In Spain, the Madrid bus transportation authority installed a real-time surveillance system capable of allowing camera footage to be viewed remotely from all its buses. The system’s details were then published in the capital’s newspapers and broadcast on its TV stations, so the public could understand the increased incidenthandling capacity and improvements to security for all of its passengers and staff. The main goal in any incident management system is to not overreact or underestimate any incident when it occurs, using the correct resources early on to reduce the number of incidents or avoid them entirely. An incident lifecycle The incident lifecycle can be characterised in six distinct steps: Detection > Prioritisation > Response > Re-prioritisation > Investigation > Follow-up Detection The phase when the incident is discovered. It can be discovered manually when, for example, a passenger reports it via phone to the security centre, or it can be done through automatic video analysis by a modern network system. Examples could include overcrowding on platforms, entry into a restricted area or entry onto the rail tracks. Other varieties of sensors will alert when an incident, such as fire and smoke alarms, access controls

and radar or other motion sensors are activated. Prioritisation Once the incident is detected, it needs to be defined in terms of its nature. This information is then prioritised against all other activities that response personnel are currently occupied with. By using high quality video, operators can make an informed assessment – in real-time – of the incident from a remote location and decide on the appropriate action. Response Once the incident is fully understood by the security operators, it can be classified to follow a protocol; a set of operating procedures that have been determined beforehand in order to defuse and minimise the situation. The security centre can continually use network video to monitor how the scene potentially escalates and develops. With modern cameras providing such crisp, clear HDTV-quality video, operators can not only recognise what is currently happening but can also clearly identify the individual(s) involved. It’s vital in a real-time situation to give a clear description of a perpetrator or someone in need of help – such as clothing, height or build – to allow the response to be quickly co-ordinated. With older technology this was not really possible in many situations. The handover between the security centre and response personnel can be made via radio, but network video also provides the ability to send live video streams to mobile devices wirelessly. Network video cameras are based on open standards and run on any IP-based network. Specifically, network video compressions, like H.264, make it easy to broadcast video streams from the scene over mobile networks into the response unit’s vehicles. Re-prioritisation Sometimes an initial response to an May 2014 Page 89


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As a specialist Civil Engineering Company, we operate within the rail sector holding a Principle Contractors Licence. Cairn Cross Civil Engineering offers high quality, economic services through a technically competent and well managed workforce where safety is the principle consideration. A successful portfolio of projects around the whole of the UK are testament to the engineering excellence which Cairn Cross Civil Engineering continues to acheive. We devote a high level of resource and effort to develop and maintain a full HSQE management system which ensures a structured and detailed approach to planning and management of all works from concept to completion.

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Business profile

incident is made with vague or limited information at hand. Sequences of events that have happened shortly before detection of the incident need to be reviewed and operators have to create a picture of the situation. In the scenario where a suspect leaves the scene before responders have arrived, a new priority or re-prioritisation needs to be established; network video is instrumental in keeping all parties informed Furthermore, live and recorded video from other nearby locations can be used to continue the search for people involved and help responders be in the right place. Key to any successful response is its speed – and network video also plays a central role in re-prioritising incidents. Investigation After the incident is dealt with, there usually follows a period of investigation where the facts are established and the sequence of actions reported to the authorities. Video evidence is key to this process, as it helps to show the actual scenario from many different angles, with image quality the same as the HDTV

with staff and security partners in order for them to discuss and learn from it. By working this way, both newer staff members and experienced personnel can work together to create a learning organisation.

broadcasts available at home. Positively identifying people and removing all doubt as to who did what and when is a vital benefit to any investigation process. Environments like stations and depots are especially critical because in low or very bright light traditional cameras have difficulties. Modern network cameras have the ability to enhance any available light to create a lighter picture, they can also expose the bright light and shadows independently so that all details become more visible. Axis Communications with its Lightfinder and WDR (Wide Dynamic Range) technologies is leading the market in this field. Follow-up The final phase is the follow-up and learning step. With this, video can be used to review real footage of incidents

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Proactive video To create a new level of security for public transport, centralised, real-time surveillance and the ability to coordinate response personnel is vital to minimising the impact of incidents and increase the perception of security. Network video has a clear role to play in all phases of modern incident management. In carefully applying intelligent video — where cameras analyse the video — security operators will also benefit from an additional detection mechanism to detect incidents early, thereby increasing their ability to respond to an incident successfully before it escalates out of control.

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Legal

Laying down the law Claudia Gerrard

A web of legalities Setting up a website involves so much more than letting your customers know about the latest ticketing offer, it can actually give rise to a host of legal problems warns Claudia Gerrard

A

s technology has developed, it is now the norm for organisations to set up a website. And the rail industry is no exception. After all, a good website acts as a showcase for your products and services. It can often be a cost-effective means of marketing and if you get enough ‘hits’, could result in significant business wins. Yet finalising the look and feel of a website is only one part of the process. Instead, setting up and using a website can be quite a complicated process. Websites, as with most internet usage, can give rise to a host of unforeseen problems. The process usually begins with the design and development of the website. Most organisations will need professional support and guidance with this. And that is where issues can arise. A good contract between you and the website designer is essential. This should cover basic principles such as the scope of the work being carried out and the timescales. Not to mention payment and key milestones to be achieved. A functional specification is always useful, so that you can outline what is required, in layman’s terms. Falling foul of laws Once the website is up and running, though, organisations might overlook how the website is accessed and used by visitors. Key considerations are protection of your information and ensuring that a visitor to your website does not make you fall foul of any laws. In that respect, there are a number of legal considerations when operating a website. Initially, there are a variety of laws that govern websites. These include the Electronic Commerce Regulations, Computer Misuse Act, Data Protection Act and the Distance Selling Regulations, Page 92 April 2014

to name but a few. Most organisations will have some awareness of those Acts. But there are other less well known laws affecting websites, such as the Trading Disclosure Regulations and the Copyright, Designs and Patents Act. These all have an impact on what you need to do in order to operate your website lawfully. As well, advertising on a website, particularly to consumers, needs to be handled carefully. The Advertising Standards Association is always keen to review websites and often upholds complaints for breach of its Codes of Conduct. So what if you get it wrong? Well, in addition to potential fines, there are other significant problems which you could face. For example, if your website use policies are not incorporated properly, a visitor would not be restricted in how they could use your website. Any disclaimers, intellectual property rights and limitations on liability would be ineffective. Your website could be exposed to significant abuse. And you would be powerless to prevent it.

Also, where your privacy policies have not been incorporated, a visitor would not be told how their data would be used, stored or disclosed. And, without giving them the right to opt out of marketing material, you could be in breach of data protection legislation and regulations on use of cookies. Selling or supplying goods and services online is also far from straightforward. You can’t simply rely on the website terms of use. If you do, you run the risk that a common law contract might apply to any sale or supply of goods or services. So, you lose the opportunity to limit your liability, or stipulate specific return conditions for goods sold online. Notoriously, the common law tends not to favour suppliers of goods and services. Combined with all that, if you do get it wrong, adverse publicity could cause immeasurable harm to your business. Ultimately, therefore, a website should be viewed as the outward face of a company and could form the initial contact with potential clients. As such, it is a valuable tool which should be protected at all times. And it must also comply with the law.


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Legal

Websites: top ten tips Website design and development 1. Scope out the agreement and agree timetable for the work Ensure that you have agreed what is to be developed. This includes the functional and performance specification which is required, the purpose of the website and any specific issues affecting your business. Delays in completing the work may have a knock-on effect on your organisation. Also ensure that the development company agrees project milestones and dates for completion of work. 2. Include detailed acceptance testing procedures It is important to state precisely how the website should look, feel and perform and allow yourself time to make sure the website does in fact meet your requirements. Allow adequate time for testing and redevelopment. Also consider linking payment to satisfactory completion of acceptance testing and achievement of milestones. 3. Protect your intellectual property rights Make sure that the IPR in the website will belong to your organisation. Consider in particular whether the development company will be able to use your design with other organisations. Your website might lose some of its impact if it looks like a lot of other websites. Terms of website use and acceptable use policies

4. Regulate the way in which your website is accessed Comprehensive policies should be included on your website governing how people can access your website. This should cover matters such as your liability, linking into third party websites, cookies and uploading material to your website. Ensure that all people accessing your website agree to the policies before being given access. 5. Also specify how your website should be used As well as general terms for accessing the website, specify what is acceptable use of your website. In particular, specify the prohibited uses of your website, such as for unlawful or fraudulent purposes. Privacy policy 6. Consider what information will be collected and stored The Data Protection Act 1998 requires personal data to be protected. If personal data is being collected and stored on your website, users need to be told this. You also need to be clear on whether the data will be stored outside the European Economic Area. And make sure the user is told about this on the website. 7. Consider use of the data and the user’s rights You must let the user know how you will use their data. They also need to be told whether and in what circumstances their data will be disclosed to a third party. Any website user has the right to ask you not to process their

data for marketing purposes. Make sure they have the opportunity to do so and that you comply with any request to opt out. Supplying goods and services online 8. Additional terms and conditions should be included on the website In addition to other website policies, you will need a proper contract if you sell or supply goods and services on line. Generally, in such circumstances, the contract will be made completely electronically. So comprehensive terms should be included online and not simply supplied when goods are dispatched or services are provided. 9. Include all key terms The electronic contract should include all the same terms as any other contract. Cover matters such as how the contract is formed, payment, termination, rights and obligations. Also consider delivery and return. If services are being supplied, or bespoke goods, ensure that there are detailed specifications and both parties know precisely what is being provided. 10. Special considerations for consumers In particular, distance selling regulations require that consumers are given the opportunity to cancel a contract made on line. However, in addition, the Unfair Contract Terms Act 1977 makes it unlawful to exclude certain rights when a contract is made with a consumer. The Act applies equally to contracts made on line.

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Opinion

In the passenger seat David Sidebottom

Every end is a new beginning

W

e enter the new financial year with new targets, fresh challenges and renewed hope. This year it has coincided with the start of the new five year Control Period and its promise of £38 billion of investment by Network Rail between 2014 and 2019. And we have seen the re-opening of the storm-damaged lines to Penzance and to Hastings. So has spring really sprung? Repairing the Penzance line at Dawlish showed the railway at its best - a massive, concerted engineering response to reopen the line. Let’s also acknowledge - and be enormously grateful for - the huge effort that went into keeping passengers moving throughout the country during the storms and floods. There are an awful lot of unsung heroes out there. But a shadow still lingers. The same week that Dawlish reopened, the Met Office published its report aptly called Too hot, too cold, too wet, too dry. After the wettest winter since 1766, it warned of an increase in the frequency of extreme weatherrelated events. A Dawlish-style response every year is simply not sustainable. So it is right that the government has launched a review to look at the resilience of the transport network. This will just look at floods and storms and will build upon the previous review into the impact of snow (carried out by David Quarmby in 2010). A main focus of the new review must be on preventative measures. As we have seen this year, at some point nature wins, so contingency planning is essential. The impact of the severe weather at Dawlish and its seriousness for the transport connections of south west of England reminded us of the potential consequences of the failure of part of the rail network, not only for the local economy but for disrupted passengers too. Beginning from a standing start We have to ask ourselves some fundamental questions. Is the network fit for purpose? Is there enough flexibility? Do we have enough alternative routes to keep services running when one line is blocked? And on the softer-side, how can we better use information and technology to lessen the impact on passengers during disruption? Performance issues cast another shadow. The new Control Period sets targets for punctuality and cancellations. So by 2019, 92.5 per cent of passenger trains will have to arrive on time with minimum targets being set for individual train companies. Delivering these in the face of continuing bad weather, the congestion caused by growing demand and the inevitable disruption that comes from upgrading and renewing the network will be a tough task. It gets even harder when beginning from a standing start. The failure to meet existing control period targets means that the industry is already playing catch-up with a potential Page 96 May 2014

fine – thought to be in the region of £70 million that could be levied by the Office of Rail Regulation - adding to the consequences. This is not some academic argument about regulatory incentives. Punctuality is at the core of the passenger experience and of how they perceive the railway. It is routinely at the top of the list when asking passengers to identify priorities for improvement. Our own National Rail Passenger Survey research shows that it has the single-biggest impact on passenger satisfaction. Conversely, the way that delays are managed is the biggest single driver of passenger dissatisfaction. Punctuality has the power to both delight and disappoint in equal measure. We simply can’t avoid the fact we need to invest in a resilient railway. And this must go hand in hand with the current planned investment under the new Control Period. But let’s put the winter shadows behind us and look forward to a positive spring with a renewed focus on a resilient rail network and the promised new investment. David Sidebottom is the acting chief executive of Passenger Focus.


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South East Area Abellio Greater Anglia driver simulator visit bellio Greater Anglia’s training manager, Stewart Belfield, gave an introduction to the company’s impressive Stratford Academy and the systems used for training drivers and periodic driver assessment. The importance of the simulators for practising driving in unusual, but probable, situations on the railway was clearly demonstrated. The route driven included freak weather conditions and everything from signal failures to cows on the line and bird strikes. The Stratford Academy allowed IRO members to experience its Class 315 and Class 170 simulators and the state-of-the-art Class 379.

Network Rail to deliver against these of new trains, drawing on the expertise Our Annual Lunch for Members and Guests will be held at objectives. of Japanese train builder Hitachi, The Mermaid, Puddle Dock, London. On Friday 19th April Everyone wants a better rail experienced with the Shinkansen ultra 2013 from Our is thetrains Rt. Hon. network but agreeing the midday. best time forguest speaker high speed in Japan and the 395 Simon Burns, Minister of State for Transport. enhancement work is never easy. For stock on HS1 in the UK. example, while August is traditionally New trains will be constructed seen as a quieterTickets time, the – LNW Route and £47.00 per head tested in County Durham at a experiences peak holiday passenger travel new facility being built at Newton Table of 10Chinese – £470.00 per table and freight flows of imported Aycliffe near Darlington, with UK and pricesin arecontainers inclusive of VAT @ 20%) European suppliers contracted to supply Christmas goods,(Ticket carried from Felixstowe to the north. The components. Acceptance testing will Download a booking at:running on test track at Melton, challenge is to make the best possible use form involve of the time available for enhancements, and on the ECML. www.railwayoperators.co.uk minimising the disruption to passenger Trains will be multiple units with Call: 01785 248113 and freight rail operators. some exploiting bi-modal traction Paul has introduced a planning process systems, enabling through working from which considers both the work for CP5 electrified to non-electrified routes with and the customers who will be affected. changeover between modes carried out Planning begins with a map of the route at line speed. One of the revolutionary on which all the planned enhancements features will be an on-board generator, for CP5 have been plotted. Enhancements allowing the maintenance of essential are grouped into Junction MPV Depot visit ‘bubbles’ based on hris Loder, head of business projects, an area of railway invited IRO members to visit one geography where a of the key bases of MPV operations, major enhancement Effingham Junction. The tour started project can be with the refurbished facilities provided identified. The for MPV operators delivering a clean, process then comfortable environment for the Your local IRO who Areaareruns all year examines theround. There are opportunities to see how others South West Trains drivers now events work, broaden your Works experience and add to your professional development. other CP5 work diagrammed on MPV operations. and traffic flows, are ongoing to the upgrade the five Visit website toroad findshed out more… www.railwayoperators.co.uk maximising the (formerly seven roads for Class 455’s and work which can be steam before that). done during a single There were three MPV units on the period of disruption depot during the visit, one of which was and avoiding digging being prepared for de-icing duties. The units have a dual role with track clearance up the same piece of railway twice in a during leaf fall and de-icing of the third control period. rail. Although these activities cannot be An industry carried out at the same time, the benefit access-planning tool is used to model the services if the overhead power was lost. of the units being able to undertake financial impact of different planning It could even provide sufficient power both activities is that it is easy to switch options on the different stakeholders to move a train to a place of safety for between the two. with the objective of identifying the most detraining passengers, removing the commercially efficient access strategy need for contract standby locomotives, North West Area and a clear understanding of the tradeand is expected to reduce passenger Integrated1planning of infrastructure 2 offs. Decisions made during the planning inconvenience considerably. enhancements with bubbles process and the reasons them A total of–122 new trains and 866 aul Sutherland, route planning South West Area: South for West Area:are Operations Experience Day resulting West in a plan to which newOctober carriages manager, LNW Route, Network Modernising the Western Route – Swindonrecorded October 2012 Somerset Railway, Minehead 2012will be introduced on all stakeholders can agree because they the GWML and ECML, delivering high Rail, provided a fascinating insight into understand the impact of the alternatives standards of comfort, reliability and a topic impacting everyone involved in on themselves and others. service. The trains will incorporate a rail operations. The rail industry needs a wide range of technical improvements cost-effective way to deliver the planned North East Area for a better customer experience and will enhancements in CP5 while minimising IEP (Intercity Express Programme) project ultimately provide circa eight million disruption to passengers and freight more seats per annum on ECML. customers. Planning with bubbles is on Colley, IEP project manager, gave A train service delivery contract by providing a way of doing so. an illustrated talk describing in detail Agility Trains will be introduced covering Network Rail’s strategic themes for the project which would significantly 27 years, which is a significant departure CP5 include the biggest investment improve the Great Western Main Line for both Toc’s. The new concept of train in the rail network since Victorian (GWML) and East Coast Main Line service provider being applied to this times, providing reliable timetables and (ECML) operations. Coinciding with the project will require a culture change, but increased customer focus. Paul showed electrification of the GWML to South is expected to reap considerable operator how an integrated approach to planning Wales and the re-signalling of both and passenger benefits. infrastructure enhancements helps routes, will be the introduction of a fleet

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Conferences Where it all comes together‌

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Page 100 May 2014

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IRO

13 June 2014: IRO conference - Operations Learning from 2013/14 Extreme Weather Venue: Charing Cross Hotel, London – all day Visit our website at www.railwayoperators.co.uk/ whats-on/ for further details on how to book, or contact the office on 03333 440523 Irish Area For information on Irish Area events contact Hilton Parr at i.chairman@railwayoperators.co.uk Scottish Area For further information on the IRO Scottish Area please contact Jim Douglas on 0141 354 5684 or email at s.events@railwayoperators.co.uk North East Area 20 May 2014: Level crossings – managing the risk A talk by Phil Graham, level crossing risk specialist 10 June 2014: Visit to a driving simulator Details of this event will be confirmed in due course 26 June 2014: Visit to Doncaster Power Signal Box. A visit to the Doncaster PSB on the East Coast Main Line followed by a social evening in Doncaster. 8 July 2014: Visit to Neville Hill Depot, Leeds 15 July 2014: Visit to the National Railway Museum, York. Join us on this visit to the National Railway Museum for an interactive experience of signalling through the years, hosted by Phil Graham. All speaker events are normally held (unless otherwise stated) at the East Coast Academy, Platform 9, York Station, 17:00 hrs for 17:30 hrs start. If you would like to attend any of these events or for further details please contact David

Monk-Steel at northeast@railwayoperators.co.uk North West Area 13 May 2014: Simulator visit and FTPE presentation An FTPE presentation on progress towards the HUB. Time: 17:45 hrs for 18:00 hrs start. Light refreshments will be available 25 June 2014: Level Crossing talk and site visit This event will take place in Stoke-on-Trent 26 July 2014: Family social event The North West and North Wales Area council are organising a trip to Liverpool. If you would like to attend any North West Area event, please contact Tricia Meade at nw.events@railwayoperators.co.uk For general membership enquires please contact Carl Phillips at nw.chairman@railwayoperators.co.uk Midlands Area 14 June 2014: Summer Family Day 2014 Join us on a visit to the Gloucester Warwickshire Railway, for a day exploring this thriving heritage railway. Known as the ‘Honeybourne Line’ the Gloucestershire Warwickshire Railway is an ideal day out for the family, with lots to do for young and old alike. Time 09:00 hrs to 16:00 hrs For information on Midlands Area events contact Julia Stanyard on 0121 345 3833 or email: midlands@railwayoperators.co.uk Events start at 17.30 for 17:45 South West Area For information on South West Area events

contact Martin Bonnington by email: sw.events@railwayoperators.co.uk South East Area 12 May 2014: Update on High Speed 2 Join us to hear more about the project and the effect it will have. Talk by Rupert Walker, head of High Speed Rail Development at Network Rail. Time 18:00 hrs to19:30 hrs. Contact: David Pinder at se.events@railwayoperators.co.uk 19 May 2014: Driver simulator visit Southern is offering IRO members an opportunity to visit its driver simulator. Places are strictly limited so you must book in advance. Time 16:00 hrs to 19:00 hrs. Contact: Rob Mawby at se.events@railwayoperators.co.uk 9 June 2014: Depot visit Find out more about how the Willesden TMD operates on a daily basis and the challenges it faces as LOROL increases its Class 378 trains from four carriages to five by April 2015. Time 16:00 hrs to19:00 hrs . Contact: Rob Mawby at se.events@railwayoperators.co.uk For further information on the IRO South East Area contact Jonathan Leithead at se.events@railwayoperators.co.uk Young Operators To register your interest in IRO Young Operators events, please contact Petr Mikyska at yo.events@railwayoperators.co.uk

More details of area events are listed on the website at www.railwayoperators.co.uk/whats-on

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One of the most inspiring companies in Britain A 'standout' UK business, as named by the Telegraph and identified by the London Stock Exchange as one of the top 1000 companies to inspire Britain www.telegraph.co.uk/finance/1000companies-inspire-britain/

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in Scotland, after successfully completing the £15m contract for phase three.

TI is a multi-discipline specialist UK Rail contractor providing innovative structural refurbishments and strengthening throughout the UK. Their in-house services include surface preparation and application of protective coatings, steelwork fabrication, repairs and strengthening and in order to bring efficiencies to every job TI utilise their own scaffolding divisions. News of the London Stock Exchange accolade arrived just as the specialist rail contractors were celebrating being awarded a three year, £22m contract for phase four of refurbishment works to the Tay Rail Bridge

It seems the 600 strong company, who have offices throughout the UK, are not just darlings of the National press but are also striking a chord closer to home near their HQ in Bolton, where they were recently crowned the 9th fastest growing business in Greater Manchester for 2014. TI offer market-leading technologies and unparalleled expertise on every project. Their commitment to adding value stretches across all aspects of their business and was recognised recently with the ‘Platinum Badger Award’ for works to the Royal Albert Bridge over the River Tamar. This award represents the ultimate recognition by Network Rail IP Western for demonstrating sustained excellence and raising industry standards in health, safety and environmental controls.

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Opinion

Delivering the goods Chris MacRae

Limiting the damage The way the Office of Rail Regulation deals with reviewing freight track access charges needs to change to avoid future damaging concern about rail freight costs says Chris MacRae

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he just completed Periodic Review for Control Period 5 2014 – 2019 had a particularly unsettling effect upon the freight market in both its manner and outcomes. Unlike previous Periodic Reviews that saw track access charges for freight come down (with accompanying growth in rail freight volumes), this time they have gone up. While FTA and members are concerned that these increases will inevitably damage freight growth (and

could even lead to reverse modal shift), concern also focuses around the process itself that has led to this. Many in the industry, and crucially this includes shippers using rail freight – the ultimate customer of rail freight – argue that the process by which these increases have been consulted publicly upon has been as and possibly more damaging as the actual increases themselves. The process of the Periodic Review (PR13) started its current phase in March 2012 with ORR signalling (in

a public consultation) that it wanted to increase charges to reduce taxpayer support for rail overall and make freight ‘pay more of its shared network costs’, termed ‘freight avoidable costs’. So at the start of the process a fundamental change of policy was publicly heralded that caused significant unsettling in the market. Overall this has led to a marked denting of confidence in rail due to the uncertainty and drawn out nature of the process. Damage such as this is difficult to easily rectify. And ORR’s

May 2014 Page 103


Opinion

The decision not to proceed with a new freight specific charge for biomass (at this review) is welcome. However, concerns over continued pursuit of the principles set out in this Access Charges Review of targeting ‘inelastic’ markets and increasing freight costs at the next Periodic Review remain. ‘Conclusions’ on track access charges in January 2013 indicated the likelihood that charges would indeed increase. With facilities investment decisions based on a minimum of ten year pay back periods,

and locomotive and freight rolling stock investment based on asset lives of up to thirty years, change of access charging policy of this nature and on a five year basis casts doubt over the viability of these decisions. Concern earlier in 2013 focused on the fact that the variable track access charge (paid by all Foc’s) could increase by up to 23 per cent on current levels as per the ORR’s public consultation. The additional charges on Electricity Supply Industry (ESI) coal and iron ore (the ‘freight specific charge’), could have seen these sectors’ costs rise by an additional 15 per cent and 9 per cent respectively as well. While FTA welcomed the publication of the Draft Determination on 13th June as giving a degree of reassurance and certainty for this Control Period, this was a cautious welcome in that the proposed increases now to be implemented through the Final Determination were not as bad as could have been. It remains the case though that total freight charges will increase by 21 per cent over the control period, or 4 per cent per year. It is welcomed that charges for intermodal freight (now the biggest sector on rail and with the largest growth profile) will be kept in line with earlier determinations, but the

process of targeting certain sectors with increased charges (even if only in principle and with the implementation delayed and back-ended toward end CP5) represents a fundamental shift away from promoting rail freight and is worrying for market segments that may fear they would become deemed ‘captive’ and have higher charges applied. The decision not to proceed with a new freight specific charge for biomass (at this review) is welcome. However, concerns over continued pursuit of the principles set out in this Access Charges Review of targeting ‘inelastic’ markets and increasing freight costs at the next Periodic Review remain. The process clearly needs to change. There is an argument perhaps for a ten year Control Period rather than a five yearly one. With FTA working (at the behest of government) with retailers on load matching to assess current road based flows that can transfer potentially to rail as part of its Mode Shift Centre and Agenda for More railfreight, these changes in policy are counter-productive. FTA is inviting ORR to the next FTA Rail Freight Council and also to British Shippers’ Council to discuss these issues. Chris MacRae is manager – Rail Freight Policy at the Freight Transport Association

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May 2014 Page 105


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Opinion

The road to more rail freight usage Nick Radcliffe says a new Department for Energy and Climate Change directive will put pressure on the transport sector to cut emissions. Since there are minimal savings left to be made on road vehicles, alternatives will need to be sought

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he government’s decision to implement energy audits on all non-SME’s before 5 December 2015 will cause a headache for every company relying on road transport - regardless of their size. The Department for Energy and Climate Change says the new audits, which will be repeated every four years, must cover transport, buildings and industrial operations and be carried out in accordance with the EU Energy Efficiency Directive. The transport sector is listed as the second largest contributor to total UK carbon emissions, emitting some 120 million tonnes per year, or a quarter of the UK total, and will be a target for businesses looking to reduce their output. And not just large businesses directly audited, but also those in the supply chain. Much has been done to make road vehicles more fuel efficient through improved aerodynamics, improved engine efficiency and less resistant tyres. However, basic economic theory tells us that although further improvements can be made, each additional step yields a smaller benefit. Rail freight, however, helps considerably in reducing fuel consumption: metal wheels running on metal rails are near-frictionless. The result is to reduce fuel consumption per tonne mile by some 67 per cent. Heavier commodities such as coal and aggregates achieve even higher savings. Use of rail freight is a mode which is growing, but is still relatively unexplored with fewer than 10 per cent of freight tonne miles in UK being by rail. The new energy audits are intended to influence behaviour change by businesses and will be structured in a way that advice is given on energy consumption reduction. Such a scheme is already in place for UK companies quoted on the stock exchange and includes mandatory reporting in the annual directors’ report.

All sizes of company will be affected by this decision. Although the audit and reporting burden falls only on large companies, they outsource many aspects of their activities to others and so there will be a definite knock-on effect. It’s not the case that businesses need to be really large or to have a train load of freight to consider using rail. With intermodal freight consignments as small a load as a single 20 foot container can be taken. Slashing fuel consumption with rail With fuel use being squeezed and monitored more than ever before, it is time for companies to look to explore new ways of undertaking tasks and rail is a simple and effective method of slashing

fuel consumption. Many of FreightArranger’s larger companies are retailers and manufacturers who are dependent on purchasing services like transport along with products and components from an array of suppliers. So, for large companies to achieve energy savings, they have to push the initiative through the supply chain into mediumsized and small companies too. Of course, reducing energy consumption also means reducing costs, so participating companies can expect to obtain a long-running cost benefit, and one that it is likely to increase in value in the future. Nick Radcliffe is MD of FreightArranger Visit www.freightarranger.co.uk

May 2014 Page 107


Rail Professional Promotion

Problem timber fencing posts?

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cVeigh Parker finally has the answer, the new CLIPEX® fence solution McVeigh Parker landscape the future with the new Clipex® permanent quick clip steel post system. Clipex® posts are sensationally fast and lightweight, yet exceptionally strong and easy to install. They have a much longer service life - in most cases three to four times longer than traditional timber posts -and are surprisingly cost-effective. Huge savings in time, labour and plant can be achieved. Ever since Brussels banned the use of CCA chemical treatment, farmers, utility operators and landowners have been left doubting the new replacement’s effectiveness. Consumers are bombarded with so many options. What timber species Larch, Pine, Spruce, Chestnut? What guarantee if any - 10, 15, 25, 30 years? What is guaranteed - the treatment or the full post? What treatment specification - UC4, Sector 4? With what treatment - Alkaline copper quaternary (ACQ), Micronized, pressure creosoted, peeled chestnut? Then quarters, half’s, full round or sawn dimensions?

Page 108 May 2014

This has left many consumers and procurement buyers confused as to what to purchase and specify as they struggle to identify what offers the longest life and best return on investment. McVeigh Parker now has the answer in its Clipex® post solution There are so many advantages in using Clipex® for your next project, less ground disturbance, reduced distribution costs, reduced labour in both handling and erection, less reliant on heavier machinery resulting in less commercial outlay and ground compaction. When used with XTM fence® premium alu/zinc coated high tensile wire netting, fewer stakes and again reduced labour are required. Clipex® steel system has many advantages over traditional timber stakes. The posts are easier to handle and erect, the hot dip galvanized finish to BSEN 21461 provides a longer maintenance-free life. The grade 201 stainless steel rivets and simple dacromet clip system make erecting a fence a fifty per cent quicker operation. When used with XTM fence® premium wire netting a life in excess of 30 years

can easily be expected. The simple Y shaped design is fabricated from 450-grade high tensile steel with dissimilar metal components, which take boundary fencing to a new level and life expectancy. The three way pointed end and steel construction make driving in most soil types an easy operation, while the even parallel flanges give a stronger strength to weight ratio and superior holding in most ground conditions. All Clipex® posts have a strengthening ground level plate and below ground an anti lift device which not only holds the post down in undulating ground, it also deters opportunistic thieves. A 30 year guarantee is offered on all Clipex® posts solutions that use Clipex® Beefy posts and an alu/zinc coated stiff stay wire netting. Consider Clipex® for your future fencing projects, a real return on investment. Watch Clipex® in action by logging onto the McVeigh Parker web site at www.mcveighparker.co.uk Tel: 0845 1207755 Email: trade@mcveighparker.co.uk


RSSB

A site for new eyes RSSB has revamped its website, modernising its look and providing more engaging content explains Matthew Clements

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he new site is designed to provide a clearer picture of the portfolio of programmes and activities supported by RSSB. The industry body hopes the site will mark the first step in helping it be better understood within the rail sector and among stakeholders. The site also incorporates new features such as a Jargon Wiki, a bank of definitions of industry terms, abbreviations and acronyms which may be very familiar to people who have rail industry experience but less so to newcomers or people outside the rail sector. Site users can make their own suggestions for entries directly into the Wiki. There is also a ‘single sign-on’ feature which allows users seamless access to universally available documents from SPARK, the global rail knowledge sharing hub, via a single on-line registration at www.rssb.co.uk Fundamentally, the site is easier to search and navigate through a much better search engine, but also because it’s organised in a more logical way, with clear indications of what to click to get to what you’re looking for. Research showed that the site needed to cater for users who might be less familiar with RSSB or the rail industry, but also needed to lay out information in a way that would be recognisable and intuitive to more frequent visitors. The front page has a carousel of bitesize information which can be frequently updated as a way of indicating when new content or particular news or updates are live. RSSB wants to keep the site fresh and up-to-date, ensuring technical content remains accurate and relevant but also providing more regular news and updates to attract people to the site more frequently. What RSSB is all about It’s clear from viewing the site that it’s May 2014 Page 109


RSSB

designed to set out a clearer message about what RSSB is all about. The main menu options are to understand risk, guide standards, drive research, development and innovation, and improve industry performance, all in a range of services by the whole industry, for the whole industry, to deliver a better railway. It’s also easier to find out about the various groups and committees which RSSB looks after, and who is representing which industry constituency. Further development is planned, including creating a dedicated search engine for all RSSB’s digital publications, news sources and other types of document and content. An important part of the project has been to put the user in the middle of everything. Right from the start, a wide range of representatives (including people

both well-known and lesser known to RSSB) provided input, taking part in working groups and providing guinea pigs to test the new site. RSSB hopes that members and companies closely associated with the GB mainline rail industry will benefit from a much more efficient user experience with RSSB via the web. By making the site more attractive and engaging, champions and sponsors of projects and activities taking place under RSSB’s roof will be

able to point to a more interesting and useful digital profile. For visitors who may not be associated with rail at all and may not be regular customers, it’s hoped the site will be more helpful and provide a more obvious explanation of the way RSSB works and how the rail industry works through it, and signpost people to the right places to answer questions. Matthew Clements is industry communications manager, RSSB

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RAIL PROFESSIONAL INTERVIEW

Alistair Dormer ...to come in from Japan, which is a very mature market, you’d kind of think you’d landed on Mars Alistair Dormer, newly promoted global CEO for Hitachi Rail spoke to Lorna Slade about the move to London, HS2, future plans, the skills pipeline, and why his desk will stay in the middle of an open plan office

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s he was being led into the room by two communications executives, Dormer didn’t exactly look enthusiastic, but over the course of the interview came the realisation that the slightly dour expression belies his dry, witty, and essentially no-nonsense personality. To my comment that we’re the same age, Dormer responded by telling the story of how, before a recent appearance on Sky TV the make-up artist left him looking like an ‘extra from Kiss’. ‘The scary thing is that a year ago when we did Sky they just kind of went like this’ and he gestured with a brush-stroke across his face, ‘and that was fine. This time it took about ten minutes’. At the time of the interview, just as he was about to take on his promotion, Dormer seemed calm and confident. I put it to him that Lord Deighton’s trumpeting that Hitachi Rail’s decision to make London the headquarters of its global train business could ‘signal the start of a UK rail industry revival’ was heavy stuff was it not? Did he feel the pressure of that kind of comment? ‘I think there’s been a railway revival going on ever since privatisation. I mean Hitachi came here in 1999 to challenge for rolling stock deals and it took us six years to be successful. I joined in 2003, and since then we’ve won the Javelin deal, a few other smaller deals and now the IEP, so the UK is a major, major market for us.’ Aside from the obvious reasons why basing Hitachi’s Rail Systems HQ in the UK makes sense - the multi-billion pounds worth of contracts here and the £82 million new factory Dormer admits it’s a fairly unusual move for a Japanese firm. ‘The decision was made in Japan and one of the reasons is that we want to bring our decision making closer to customers. Most of them are in Asia but we’re very ambitious to expand not just in the UK but in Europe, Latin America and the Middle East. So it’s a significant step for a Japanese company to put its headquarters into Europe, and to have European leadership of the team. It’s a great compliment to the management we have here; we’ve been very successful in growing the business Page 112 April May 2014 2014

so the remit now is to accelerate that growth and take it even further. The railways are seen as a symbol of how we’ve gained international success, so to me it’s an entirely logical decision.’ What of comments that Hitachi Rail is still essentially Japan based and controlled ‘Not from April 1st it’s not’ said Dormer. I wondered what he likes about London? ‘I work here’ he replied, keeping a straight face while we all laughed. ‘London is one of the great financial centres and there are lots of companies that have links globally so you can make that supportive connection with them, and it wouldn’t be logical for us to put our HQ in Paris for example when most of our resources are going to be here.’ Best foot forward on HS2 The company has been working with HS2 Ltd for a couple of years now advising on the key interfaces between the train and infrastructure systems. Does Dormer think that puts Hitachi Rail at an advantage? ‘No, because HS2 Ltd has been consulting with all the major players to see what products and innovations


Interview

Further plans for UK Given the stated intent to ‘vigorously develop’ its business, no doubt Hitachi Rail has its eye on more contracts in the UK - the firm is bidding to make trains for Scotrail. ‘Yes we do’ admits Dormer. ‘I don’t want to go into specifics at this point but there is the electrification programme, and whenever you get a franchise change it stimulates competition for new stock versus cascaded lease stock; we’ve got relationships with all the major operating groups and we’re talking to them in terms of what their needs are. We’ve designed a - I hesitate to use the words ‘brand new’ because all of our designs are evolutionary - commuter offering which is on the market now, and we’re looking to offer that as franchises change. Obviously there might be a bit of a delay while we’re seeing direct awards before we get into the really big round of refranchising.’ So I put it to Dormer that the company’s timing has been good. ‘I hope so. It’s all part of our cunning plan.’ We all laughed and this time he allowed himself one. In Europe, Hitachi Rail has pre-qualified for two contracts in Germany, having failed in a previous attempt to enter the market, and will find out later this year whether it has been successful in a bid to provide train traffic control systems to Sweden’s rail network. Are there further plans? ‘Again I don’t want to go into specifics’ said Dormer. ‘We are bidding at the moment, and we’ve spoken to all the major players. They are positive about us not just from a rolling stock point of view but from a signalling and traffic management one, so it’s a big challenge and I don’t underestimate that. It took us five years to really understand the UK market and how it works. We opened our office in Berlin two years ago and we’re on that journey now.’

they have in terms of high speed. Clearly we’ve been building very high speed trains for 50 years - longer than anybody else - and Japan is an island of a similar size to Great Britain so they worry about the same issues, such as the environment, noise and the cost of actually putting the railway in. In Japan the tunnels are quite a lot smaller than in mainland Europe because there are so many of them, but there will be quite a number of tunnels for HS2 so our long experience has I think been helpful. However, I’m pretty sure the ITT will be allencompassing to attract as many bidders as possible, and it will be highly competitive. So yes, for sure we will be putting our best foot forward.’ Does he think HS2 will go ahead? ‘Yes I think it has to, and if you’re going to build a new line you might as well build it fast. But to me, speed is the secondary benefit to capacity. I think people regard HS2 as being a sort of stand-alone railway, it’s not, it’s an additional railway that will connect to the rest of the network.’ And suddenly we moved into a whole other raging debate - whether HS2 offers enough interconnectivity. ‘I think those kind of things will come through,’ said Dormer, ‘But for example we’ve seen in Ashford, our Javelin trains on HS1 have transformed people’s lives and the town has experienced an economic boon from that. Ebsfleet had huge plans that were put on ice during the recession, but now the chancellor has announced a new garden city there and he wouldn’t be doing that if it wasn’t a phenomenal railway.’ Speaking of HS1, I wondered what Dormer thought about it not being connected to HS2? ‘Em, that’s a complicated question,’ he said after some pause. ‘My personal view is that it would be better if it was. But then again I don’t live in Camden, and I’m not entirely sure of all of the complexities of planning around how you would get that line into St. Pancras. But the decision has been made that it goes into Euston and I think what is very important is that it’s a very quick transit time from Euston to St Pancras, I mean it’s not very far away, what is it 3-400 metres? But we need some innovation in that area I think.’

Go and do the same in Japan Hitachi rivals Bombardier and Siemens once lobbied against it being allowed access to the German market, arguing that the Japanese market was closed to foreign bidders. I wondered if he thought they were still disgruntled? Dormer gave a knowing smile. ‘I was in the European Union yesterday actually and that’s quite an interesting topic. It depends on how you look at it because if you use Hitachi as an example, in the UK the procurement methodology is completely different from Japan. We have multiple franchises, we’ve got Network Rail, the ORR, the DfT, independent notifiable bodies, ROSCO’s...and to come in from Japan, which is a very mature market, you’d kind of think you’d landed on Mars. So rather than sulking about it, we set up an office, we hired people, we invested a lot of time and effort with UK consultancies and then had the situation in 2003 when the customer said: ‘How do we know your technology is going to work over here, because our track’s not as good and our power supply’s not as stable?’ And rather than just say it’s all too difficult, we brought our traction equipment here and fitted it to an old BR train. We got our safety approvals from NR to prove our technology was compatible, reliable, and as fantastic as we said it was, and only then, after spending millions doing that, were we in a position where we could win a contract. So my advice to anybody who wants to go and do business in Japan is ‘Go and do the same’. Describing Japan’s rail market as ‘tough but good’, Dormer cited Thales’ contract to design a communications-based train control system for East Japan Railway’s Joban Local Line in the greater Tokyo area. ‘It’s the first non-Japanese company to win a major signalling deal in Japan, but no Japanese signalling company has ever won a deal in Europe. We intend to be the first.’ ‘You also have companies such as Knorr-Bremse that supply brake systems for the Shinkansen bullet trains,’ said the communications officer. ‘Yes, in fact we were looking at the list of European companies yesterday,’ agreed Dormer ‘and it’s massive, and in fact quite a high number of UK companies, which surprised me, have been very successful in Japan. So when you look at the number of suppliers Japan has from Europe, it’s probably in the 100’s. If you look at how April May 2014 Page 113


Interview

the new application, to be put through in June, will be successful. ‘It’s not unusual for a first bid to be turned down because it’s a new process. We ticked all the boxes but we had a lot of questions about the curriculum, and Sunderland University wanted to hire the headmaster first, which was a little bit chicken and egg. So we went back to the department and asked what it wants to see and hopefully we’ll be successful next time.’

many Japanese suppliers are in Europe, it’s probably Hitachi, and maybe Mitsubishi. People got excited after we won the IEP deal - and it is a huge deal - saying, you know, that it’s unbalanced. The reality is it’s not. The other interesting thing is that in Japan there’s the Rolling Stock Association of Japan, membership of which includes Thales and Siemens. We’re not in UNIFE. We’d like to be.’ Far from the days now of Hitachi’s former chief executive for Europe, Sir Stephen Gomersall’s strongly worded telegram to Robin Cook that Japanese firms were on the brink of pulling their factories and their money out of Britain unless they were given promises that we would join the euro, Dormer has made no secret of the fact that Hitachi Rail would prefer the UK to stay in the EU. ‘Look, there is a referendum and we’re not the electorate so we can’t know which way it’s going to go. What we’re on record as saying is that we would prefer the UK to stay within Europe, and if the UK decides to leave Europe, our message to the UK government would be that it’s very important we don’t have any tariffs or barriers between the UK and Europe, because we are investing in the UK not purely to win business here, we want to win business in Europe and therefore we don’t want to see our chances of that being damaged.’ Building in UK for Europe One of Dormer’s stated intentions is that he wants to build in the UK for the rest of Europe and the answer to that lies in the mists of time apparently. ‘15 years ago the UK needed a lot of investment so there were plenty of opportunities, and for a Japanese company operating in an English environment is much easier than in a Swedish one for example. The market was seen as very transparent and fair, so it’s been an evolution. Javelin was step one, and we wouldn’t have won the IEP if that wasn’t delivered on time, wasn’t exceptionally reliable, and customers weren’t delighted with it. The IEP will be no different and therefore we see growth coming off the back of that.’ As for building trains in the north east, Dormer sees it as a ‘Great idea. Because it’s an area that really needs economic stimulation and I think private sector jobs in the region is good news. The only question, asked by others and not necessarily ourselves, is, ‘Can we get the right skills?’ Personally I’m very confident we can. When we established our maintenance facility in Ashford back in 2008 we hired 100 people and had 100 per cent UK workforce. They’re great guys and we’ve had a very low turnover of staff, we’re a good employer, we treat people properly and fairly and we’ve got good management, so I’m absolutely confident we can do that in the north east. The factory is going to be there for 100 years, it’s not just for the IEP contract, so the challenge is how we’re going to encourage youngsters to take up engineering as an occupation.’ In fact Hitachi Rail’s initial application for a University Technical College at Newton Aycliffe was turned down by the Department for Education last year, but Dormer is confident

Fantastically talented youngsters Dormer believes the standard of UK apprentices is ‘Fantastic. But then again we’re literally choosing half a dozen a year from probably 150 applicants.’ Stressing that it’s his personal opinion rather than Hitachi’s, Dormer said the company will be taking many more apprentices than graduates, ‘And the really great guys of those we will sponsor to go to university because the £9,000 a year fees are quite heavy. It’s not that I’m criticising that but there will be some really talented kids who will look at a career with Hitachi at 18 rather than at 21, so we need to make sure we offer the right training and support to bring them in. We have some people at Ashford who are graduates but can’t get a job so they’ve joined our Apprentice scheme, which is slightly wrong when you think about it, but some of our best people started out as our early apprentices and they’ve grown and developed in the company and are the future leaders of the business.’ Talking about yourself Despite previously heading up Hitachi’s European Rail Division, the new global emphasis must be a big leap for Dormer? At that point, the change of emphasis led to a switch in personal pronouns. ‘Hmmm...well, you don’t like talking about yourself do you really, but yeah ok, I’ll have to get used to it won’t I. Obviously I’m absolutely delighted to be chosen and I think it’s a major, major, thing for Hitachi to have a European lead what is one of its major businesses. Having said that you know, I’ve worked here for 11 and a half years. It’s a great company and we’ve got some great people. We are actually quite multinational so it’s not as though it’s some kind of Japanese versus non-Japanese situation, it’s not, and we’re a very integrated team. It is a big challenge for me but I see this as a great thing for the UK and Europe because clearly I can influence, from a much stronger position, where our priorities are, where we should allocate resources, where our R&D should go, very much more towards the international field, so yes, I’m going to give it my best shot.’ What’s his management style? ‘You should ask my staff really’, and we all laughed. ‘Well I don’t have my own office.’ ‘No he doesn’t’ confirmed the communications lady conspiratorially. ‘My desk is right in the middle because I like to be very accessible and I like to know what’s going on.’ Will that continue? ‘Yep’. ‘I’ve worked in different companies and I think everybody develops their own style. What drives me is the energy of the people here; I like to give people a lot of freedom, I like them to try and express themselves and not be fearful of mistakes, because we’re very much a learning organisation. I like innovation, I like ideas, I like change, and to be constantly thinking about how we can do things better and differently. So that’s probably one of the reasons why I like to be in among people.’ How does alignment with his Japanese colleagues look for Dormer? He has obviously thrived in working with two very different cultures. ‘I think we share a common sense of direction, and there are some national characteristics that work well together. A lot of our Japanese engineers have a phenomenal attention to detail, and while their planning is absolutely rigorous their outlook is very much about evolution. On the UK side we kind of prefer a few disasters along the way and a few fires to fight because that gets us excited and we can run around and go fixing problems, and actually the Japanese trait of constant progression is something that we’re not quite as good at. So we tend to have some of our European guys May 2014 Page 115


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Interview

testing the processes to see if we can do things better, and the Japanese tweak and tweak rather than constantly shoot for the stars, so it’s quite a good blend.’ ‘But’ stressed Dormer, ‘I don’t want you to have the impression that we’re mostly staffed by Japanese. One of the core planks of our strategy is to localise, so the European leadership team is based in Europe, the Indian Leadership team in India and so on, because when you’re interacting with your customers you’d better understand their culture and practices.’ Does he travel a lot to meet these people? ‘I do yes because I think it’s important to get to know them and what they’re up to. ‘No surprises’ is one of my personal mantras, and I like to be aware of the direction we’re going in and why we’re making the right decisions.’

Hitachi’s Rail Systems business, which lies at the heart of its Social Innovation Business, is Japan’s only total railway systems integrator, comprising both a rolling stock systems business and a transport management and control systems business. In recent years, it has accelerated global business expansion as part of its growth strategy, receiving orders for the UK Intercity Express Programme (IEP) plus turnkey orders for equipment for an urban railway line construction project in Ho Chi Minh City, Vietnam. Hitachi’s decision to strengthen the management structure for global business expansion in its rail systems business was announced on 20th March. As part of that, Dormer, formerly executive chairman and chief executive officer of Hitachi Rail Europe, was promoted to the newly created position of global chief executive officer of the rail systems business, taking effect on April 1st. Dormer was also appointed as a corporate officer of Hitachi Ltd. Under Dormer, Kentaro Masai was appointed as global chief operating officer and Shinya Mitsudomi as global chief strategy officer. Their mission is to ‘oversee and vigorously develop and advance global strategies for the rail systems business’ says Hitachi.

No grubby secrets I wondered if Dormer had a private interest in trains? ‘No. I have no grubby secrets. I was in the Navy to begin with so I did the boats, then I worked in the aerospace industry for 12 years so I did the planes, now I’m on the trains. Maybe it’s cars next I’m not sure. No, what drives me is business. But you know I really get it, I understand why the rail industry attracts a lot of people who are really enthusiastic about trains. Clearly my knowledge of them is probably better than most and my wife sometimes takes the mickey if I know the particular number of a train, but there are some great people in the rail industry there really are. The enthusiasm is fantastic and it is a dynamic industry, however it can be a little bit slow for my personal taste and sometimes decisions take too long, but I’d

say compared to 12 years ago it’s improving and personally wild horses couldn’t drag me away at the moment, I think it’s a great place to be.’ With two daughters aged five and seven who ‘manage me quite well’ and a son of 14, Dormer is also trying ‘badly’ to learn the piano and plays football every Wednesday night when he’s in the UK. He cycles to and from his local station and then Paddington to Holborn. ‘It was my wife’s idea after the 7/7 bombings so I went to investigate bikes and now I’m a Brompton snob. When it comes to Boris bikes I’m like, ‘Get out of the way’. They’re great bikes from a brilliant, British, innovative company.’ Future of UK rail Does he think Network Rail is doing a good job? ‘Yes. There’s kind of a different atmosphere in there now; it’s obviously going into its devolution phase of more power to the routes rather than a central command and control. Inevitably you’ll get some bumps in the road as you make such a fundamental change but I hear good things about the new CEO. I think one of NR’s challenges at the moment is to make sure it doesn’t lose too much connection between its projects organisation and its route organisation because it has lost quite a few senior people recently to HS2. So it’s important that it gets the right people in and the right energy in.’ Unsurprisingly, Dormer believes the UK has a great future in rail. ‘But I think we can make the place a brighter one.’ Asked if there is anything he’d like to relay to Toc managers, he is quick and dry, ‘What do you mean by that? Any sales messages I want to get across! The key message is we’re open for business. Very much open for business.’ May 2014 Page 117


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Security

The route of the matter The British Transport Police Authority (BTPA) has unveiled plans for policing Britain’s railways which, it says, will deliver a service that gets to the ‘route’ of what matters most to the rail industry

T

he Authority, which oversees the work of the British Transport Police (BTP), sets the force’s local and national targets each year. This year the emphasis for the plans has shifted from area based, to line of route, a move which is expected to deliver more efficient and effective policing. BTPA and BTP spent much of last year carrying out in-depth consultations with those who own, operate, work or travel on the railways to understand what policing priorities mattered to them most. Adopting a ‘bottom up’ approach, it worked with those on the ground to ensure decisions taken at the top reflect policing priorities on specific routes and respond to the needs of the industry more widely. Millie Banerjee, chair of the British Transport Police Authority said: ‘We have set ourselves ambitious targets to meet by 2019 so it is important to build on the momentum of the successful work carried out over the last two years. ‘In delivering this year’s plans we took a three pronged attack. We spent time talking to the rail industry about what it wanted. We worked closely with those at the front end of rail service delivery to get the bottom of what they needed and

then we responded, looking at what we could do to help achieve the priorities, even restructuring the force to support delivery.’ The force restructure, which completed on 1st April, involved replacing the previous model of seven force areas with three divisions which cover all of Britain, each with an assistant chief constable with an operational overview. The restructure is expected to enhance relations with stakeholders, who now have a clear direct line of contact, deliver better value for money,

improve performance and visibility and facilitate better integration with the rail industry. Each division is made up of subdivisions (eight in total nationally) with corresponding local policing plans which will reflect policing needs on the ground. The 2014–15 National targets for the BTP are: • reduce crime by 4 per cent on last year’s figures • reduce police related delay by 6 per cent

May 2014 Page 119


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Security

• non-suspicious fatalities to be cleared in 90 minutes • average partial re-opening time to be no more than 45 minutes on four track lines • spend at least 60 per cent of budget on frontline resources • less than 7.3 days a year per employee off sick • achieve passenger confidence rating of at least 77.5 per cent BTPA, which celebrates its ten year anniversary in July, commended the force on successfully reducing crime on the railways year-on-year and on passenger confidence continuing to rise since the authority was set up in 2004. BTP carried out a number of successful operations last year (2013-14) including those that supported targets around reducing disruption on the railway lines, a key measure of the force’s performance. Operation Avert was set up in response to a spike in the number of fatalities over a four month period. The force stepped up patrols at 75 locations across the country and increased its work with local services to provide support for vulnerable people, to minimise trespass incidents and suicide attempts on the railway. The operation was highly successful, partly owing to the increased engagement activity with local services and train operators to support vulnerable people within hotspot areas - resulting in a reverse in the trend. Acting chief constable Paul Crowther, who will become chief later in the year said: ‘As a police force we are always looking at how we might better meet the needs of the industry and the travelling public. Last year, we piloted two approaches to fatalities and disruption to see how we might create a more effective response. By working with

stakeholders and targeting intervention at vulnerable people, with support from the appropriate health authorities, Operation Avert was very successful at reducing the number of fatalities. This new approach

and the impact on passengers. This approach has enabled BTP to continue to carry out its work with a reduced impact on services. The partial re-opening of lines, at key sections of the network, is now a target for 2014/15. ‘Throughout 2014/15, we will continue to look at ways in which we can evolve our approach to deliver the responsive, effective policing service passengers and the industry deserve.’ Savings go to frontline resources This year a six per cent reduction is expected in police-related disruption minutes. The Force has already started work on areas it believes will help it reach the target including identifying vandalism, trespass and crime hotspots. Banerjee explained: ‘We will be monitoring how the plans are received and the impact they have over the course of the year. To support the plans we have The National and Local plans feed into the authority’s wider strategic aims to: • help keep rail transport systems running • help make rail transport systems safer and more secure • deliver value for money through continuous  improvement • promote confidence in the use of rail transport systems. To view the plans visit www.btpa.police.uk

will continue in 2014/15. ‘In addition, we have looked at how we might reduce the impact fatalities have on delays on the network, while ensuring we can carry out our investigations sensitively. The partial re-openings of track, where possible, has successfully reduced delay minutes to the industry

also ensured that any savings the force made last year are ploughed back into frontline resources including investment in 200 more officers and new technology to ensure efficient and effective policing.’ She continued: ‘We also intend to do much more work around passengers, determining what factors build passenger confidence in the force and promote confidence in the use of rail transport systems.’ May 2014 Page 121


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Opinion

A need for space We are now in a position where the country’s national policy-makers have no proper long-term view of spatial planning and the transport requirements to support it, said Jim Steer in his CILT President’s Lecture

I

n presenting the lecture, outgoing president, Jim Steer, delivered a précis of the evolution of transport planning over the past 50 years. But far from being just an interesting history lesson, he set out a clear and strong case for Britain to adopt a new long-term transport plan, based around a National Spatial Plan, to provide a framework that enables transport plans to be developed, tested and continually updated. L. P. Hartley’s classic retrospective novel The Go-Between begins with that memorable opening line ‘The past is a foreign country: they do things differently there’. Steer, a transport planner of more than 45 years’ experience dipped back into planning history in order to develop and set down a challenge to the policy-makers and transport industry of today and the future. He began with the 1960’s – which in transport planning terms certainly sounded a very different place. He explained how the general planning consensus of that decade had cracked in the 1970’s and then shattered in the 1980’s. This, he said, had led to the vast changes made since to how transport is organised in the UK. What used to be almost entirely state-run – rail and bus

services, ports and cross-channel ferries, local and national bus services – is now following a process of deregulation, privatisation, flotation and various private finance schemes, almost entirely in private hands. This had contributed to a position where the role of ‘central planning’ and the contribution of transport planners had rapidly fallen out of favour. Steer said we are now in a position where the country’s national policy-makers have no proper long-term view of spatial planning and the transport requirements to support it. Many large development

projects such as Canary Wharf have been delivered despite rather than because of effective planning Realisation the big issues need addressing Steer outlined how the country is facing a series of long-term issues such as the combined and inter-related challenges of unprecedented population growth, the need for more housing, marked shifts in the balance of use of the various transport modes, rapidly-evolving technology, shifting work patterns, the striking impact of agglomeration in London and how best to ‘cluster’ communities around the limited space of the United Kingdom. Yet, he said, despite a third of transport planners losing their jobs in 2009-10 alone, there is now a realisation that these big issues need to be addressed, and there are some positive signs such as more research money at the DfT into transport appraisal, the Davies Commission looking at long-term aviation needs, and the fact that the rail industry can plan through five year time horizons. Steer argued that if the UK wants to reduce traffic congestion, develop a truly world-class private and public transport system, there is a ‘burning deck need’ for the UK to develop a National Spatial Plan that would ensure new development, housing and transport schemes, and that projects are planned, scoped, developed and delivered in a way that meets the direct needs of all stakeholders in private and public sectors as well as the local communities they serve. May 2014 Page 123


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Opinion

Looking to the future: did you know? • the UK has the largest population growth in Europe and is set to reach 85 million by 2079 • at least three major new commuter rail lines will be needed into London by 2100 • transport now accounts for 20 per cent of all capital spending. What Britain needs, said Steer, is a planning framework which meets the needs and realities of the 21st century. It should take a long-view over the next 30 to 50 years and a National Spatial Plan would help achieve this. This plan should include how best to use limited land space, where best to site communities and ensure that sustainability is an inherent factor in determining schemes and new projects. Everything interacts in transport The National Spatial Plan would, Steer argued, ensure that rather than taken in the current isolated way, decisions over whether to consider, approve, amend or reject new proposals would be much more clearer and more joined-up. He argued that we can’t have efficient project plans

if they are not joined up – and that in transport, everything interacts. The National Spatial Plan would inform and enable transport plans to: • respond to demographic and travel behaviour change • engage with developers and regenerators to ensure there is good economic return on capital investment in transport schemes • ensure projects are well-specified with efficiencies found • respond better to changing external demands – such as more severe weather extremes • ensure projects foster a sense of ‘place’ so that people thrive and feel the benefit of them. Said Steer: ‘We are past the era when planning was seen as the enemy of market growth… we need to regard transport as a system because of its interactions; but we also need to recognise it is part of a wider system – urban, rural, regional and national. ‘No longer should good planning be seen as inimical to the strong role that the private sector plays in urban renewal and a growing economy. Businesses need certainty, and clear and accessible plans that the private sector has had a role in

formulating come from plans at national, regional and city level.’ It was no coincidence, he said, that London was able to move ahead – the city’s Mayor is obliged to produce an annual spatial plan, something that other cities and large towns around the country need to do as well to complement the national plan. It was some compliment both to the topic and to Jim Steer, that more than 130 senior transport planners, decisionmakers from central government, agencies and well-known faces from transport organisations in the private and public sector attended the lecture and engaged in a lively discussion at a reception afterwards. Jim Steer is director of transport planning consultancy Steer Davies Gleave

Feature written by Edward Funnell

May 2014 Page 125


Page 126 May 2014


Workplace

Staff Welfare and the Chaplaincy Service Just like the fire brigade or the police, 95 per cent of people 95 per cent of the time don’t need a chaplain, but when they do, they’ll be glad they can call them, says William Johnston

S

taff welfare is increasingly recognised as an important part of any thriving and effective business. This can be seen in a couple of interesting bullet points of the Invitation to Tender (ITT) for the Thameslink, Southern & Great Northern Franchise (TSGN). It states (page 51 para 5.3.1) in bullet one: ‘support diversity, equality, health and well-being of the workforce’. The second bullet states ‘details of the proposed overall industrial relations strategy and resilience planning including how engagement with staff and staff representatives will be managed’. These may not seem like significant references to employee welfare, but this is the first time these have appeared in any such ITT. This shows that the Department for Transport is aware of the issues of welfare and stress that affect people, particularly during times of organisational change, and consequently it has in some small way sought to ensure that personal resilience is a built into the workforce from the start of the franchise. The National Rail Chaplaincy Service has been described as ‘cost-effective staff welfare’ but it should be noted that it is not a replacement for the normal chain of care provided by a company, rather a complementary service that can help reduce the levels of stress experienced by staff. As we know, stress is a feeling that affects our concentration and ability to perform efficiently in both our private and work lives. Personal resilience is the ability to control the emotional and physical effects of stress in order to prevent its impact from causing underperformance and social and physiological breakdown. The benefits of establishing a resilient workforce include enabling the company to be able to respond rapidly to internal and external pressures, while at the same time reducing costs linked to the loss of productivity through stress; reducing

costs while increasing performance is a priority of any responsible company. The National Rail Chaplaincy Service understands the need of the railway industry to focus on the psychological needs of the workforce and today there are railway chaplains covering England, Scotland and Wales. They engage with people of all levels and positions within the railway industry, helping them through a variety of issues and life situations, enhancing and complementing the chain of care provided by the individual Toc’s and bringing psychological first aid into the rail industry. It may be just a coffee and a chat, or supporting the family and colleagues of a rail worker fatally injured or in intensive care following a tragic accident. Whatever the situation, chaplains are there to help. Just like the fire brigade or the police are on call, 95 per cent of people 95 per cent of the time don’t need a chaplain, but when they need them they’ll be glad they can call them. Often until someone is in that five per cent category they don’t understand how a chaplain can ever help. Nevertheless, increasingly chaplains are being asked to help staff following

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serious incidents involving trespass and suicide and the trauma associated with such incidents. One chaplain and former train guard, Richard Cook likened it to a pyramid where the pinnacle is the person struck, with more and more people affected as the pyramid spreads out - train crew, emergency services, passengers, family etc. Recently when a couple witnessed a fatality in the North of England the chaplain in Euston, Steve Rowe, was called by a BTP police officer and asked to meet the train. He was not only able to offer support to the couple but also to the on-board staff.

Day-to-day the chaplains help people with a range of issues and uncertainties, and just having someone to talk to can make all the difference. Life’s difficulties often cause crisis and confusion and can have a detrimental effect on health and well-being. People do not readily compartmentalise their lives, and so the old phrase ‘don’t bring your problems to work’ is ineffective as an imperative, and neglects the value of the whole person. May 2014 Page 127


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‘Often people fail to realise the valuable resource the industry has in its National Rail Chaplaincy Service.’ Problems at home can and do affect people in different ways; one person may cope well with marriage breakdown while another disintegrates emotionally. Regardless of an individual’s beliefs or lifestyle, the railway chaplains seek to engage with people on a personal level, building trusting relationships with individuals, although it takes time to build confidence when people are hurting. ‘We cannot prevent brokenhearts but, for railway passengers and employees alike, we try to be there to help to pick up the pieces.’ Although chaplains enter the workplace with a personal theological basis it should be noted that faith and meaning, person and community, values and beliefs, spirituality and religion are areas of life which are very important to all of us, regardless of whether we come from a particular faith tradition or none at all. Chaplains place importance on the value of the whole human person, and support the creation of community with openness and respect. Chaplaincy is concerned with helping to provide opportunities where questions raised by life can be explored individually with a chaplain, or with others regardless of faith or lifestyle, as this is a basic pastoral concern. Workplace stress is a concern for any organisation that recognises employees as their most valuable resource. Professional chaplains are accomplished at evoking self-understanding and vision, bringing light into the darkness and despair of life that some people experience. Spiritual and pastoral care contributes to a healthy

organisational culture. Chaplains cross organisational boundaries and serve as integral members of the chain of care provided by companies for their staff. This not only helps staff to cope with the stresses of modern life, but empowers them to recognise the meaning and value of their work in new ways, and acts as a filter and release for stress and emotional conflicts within the individual. Chaplains have accompanied people to family courts and sat and waited while decisions are made behind closed doors, as well as signposting to agencies and services. Another aspect of chaplaincy that is often overlooked is the fact that although integrated with the industry, their independence allows chaplains to cross company boundaries, and they can pull together different companies to engage with social actions. Part of the insurance policy Often people fail to realise the valuable resource the industry has in its National

Rail Chaplaincy Service. Chris Gibb, when he was chief operations officer for Virgin Trains, said he considered the National Rail Chaplaincy Service as part of the company’s insurance policy. Much of what the chaplains do is personal and confidential. It may involve just being a sounding board for someone to talk things over with, but with such a small team they can and do accomplish a lot. The chairman of the Railway Mission, the key provider of chaplains for the National Rail Chaplaincy Service, said: ‘I am regularly impressed at the personal commitment of our chaplains to give practical and meaningful help to rail staff in difficult times. In an increasingly impersonal age, their human touch and real concern make a positive impact for many individuals.’ The Rev William (Liam) Johnston is executive director of The Railway Mission, Rugby Railway Station, Rugby CV21 3LA Visit www.railwaymission Visit www.nrcs-uk.org.uk May 2014 Page 129


What’s the difference between night and day? Nothing. I can get excellent colour images even in the dark. That’s because Axis network cameras are fitted with Lightfinder technology. They’re so sensitive to light, I can get clear colour images even in very low light conditions – and that makes identifying people, vehicles and objects easier, at any time. As operations manager for a railway company, it’s a huge step forward. To learn more about Lightfinder, image usability and the surveillance solution that’s right for you, visit www.axis.com/transportation

Page 130 May 2014


Security

The threat is real Peter Armstrong outlines five of the top security issues facing the rail sector, and why addressing them matters more than ever

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ritain’s rail network is a central part of the UK’s critical national infrastructure (CNI). Any compromise to the systems in the organisations supporting the rail network would have a significant impact upon public confidence in the rail system and an associated and substantial economic impact. With criminal activity moving away from traditional crimes and into the world of the Internet, even the biggest organisations are not immune and need to adequately prepare for the event of an attack – a fact acknowledged in the Strategic Defence and Security Review (SDSR), which in 2010 identified terrorism and cyber security as the highest priority of threats (Tier 1) to the UK’s CNI. In addition to potential attacks from external sources, rail companies also face threats to their systems and data from within – protecting confidentiality, integrity and availability of their assets/

data has to be paramount and what’s more this needs to protect data at rest, in transit and in use. A belligerent, rogue agent or terrorist wishing to hack into a signalling system could cause exactly the same damage as an employee who is allowed to input incorrect data. Both activities could cause major disruption and potential loss of life. The pressing need to protect British infrastructure against the cyber threat has led to the proliferation of a number of standards and guidelines to help strengthen an organisation’s security posture. However, working through these documents can be a daunting prospect for companies that may not have appropriately qualified and trained employees. Making sense of confusion Cyber crime can be very confusing. It comes in a multitude of different threats, risks and vulnerabilities, and could affect virtually anyone in an organisation. In addition, the geographical spread of the

A summary of the main frameworks, standards and best practice guides all British rail companies should follow: Centre for Protection of National Infrastructure (CPNI) Gives guidance and information on how station designs can help enhance security. Security Policy Framework (SPF) Defines the standards, best practice guidelines and approaches that are mandated to protect UK government assets (people, information and infrastructure). National Technical authority for Information Assurance (CESG) CESG has 35 good practice guides on Technical security and how a secure Information Communications Systems (ICS) can provide support to the business. Transport Security Policy Framework (TRANSEC) This framework is responsible for developing and enforcing the security standards required of transport operators. ISO/IEC 27001:2005 Information Security Management System (ISMS) Although not mandated in the Rail sector, ISO/ IEC 27001:2005 does follow best practices and as such could be adopted in conjunction with CESG GPG’s, ensuring that baselines in ISMS security is achieved.

rail network and the use of legacy systems means that different locations are likely to have different risks they will need to identify and reduce. For example, a train station in a country village using a legacy IT system might have a different security requirement to a newer station using more automated systems. What is clear is that irrespective of the sophistication of the station systems, both have internet -enabled cameras that are vulnerable and can disrupt operations if exploited. As a result, there is not a ‘one size fits all’ way to combat the cyber threat but there will be some common themes. Before an effective security strategy can be implemented, companies need to understand and work their way through the plethora of frameworks, standards and best practices out there. As a rule, standards are mandatory and must be followed, while frameworks are intended to serve as a support or guide. Best practice should be used as a baseline. The most important thing here is that a compliance regime in itself is not an answer. Organisations need to understand, against the relevant threat profile, what good-enough needs to look like when set against the controls in the compliance regime. The key here is that understanding the effectiveness of outcomes by implementing a control is what matters, not the control itself. Hence in a low threat environment we may expect to patch networks within days; whereas for our most sensitive network we might seek to apply a patch within hours. May 2014 Page 131


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Security

Knowledge is power Understanding the threat profile and the description of effective outcomes are vital starting points and while standards and frameworks are clearly fundamental, an organisation would not be in a position to identify and address its main risks without a security risk assessment (SRA). A quality SRA will be able to identify the vulnerabilities and risks and highlight these to management. Only then will management be able to take the right control measures using a cost benefit analysis approach, to either mitigate or

Outlined below are five of the top security issues facing the rail sector, along with recommendations for how senior managers can address each. 1. Inexperience in completing a comprehensive SRA This is essential to ensure all critical assets, vulnerabilities and threats are identified – if in-house experience in this area is lacking, working with a consultant with prior experience of dealing with SRA’s in the CNI space will ensure this is done to the highest possible standard.

3. Lack of a physical boundary (perimeter control) Due to the geographical spread of the rail network, securing its entire perimeter would be inherently difficult and costly. To address the issue of trying to protect the network from physical intrusion, a layered approach to security should be adopted which should work hand in hand with the SRA. Where there is a need for added security, compensating control measures should be adopted. This could be the implementation of CCTV, intrusion detection systems, fences, access controls (site and buildings) and security guards. Trying to mitigate all risk is challenging, but adding these compensating control measures will reduce overall risk to acceptable levels. 4. Vulnerabilities of malware on critical systems Malware can come in many different forms, for example viruses, worms, Trojan horses, or logic bombs. If unguarded, these could cause catastrophic consequences on the rail network particularly to the Supervisory Control and Data Acquisition (SCADA) systems at the heart of it. Effective management of malware comes in the form of anti-virus software, firewalls, intrusion detection systems, patch management (updating anti-virus software), system separation and personnel training.

accept the risk. If done properly – with long-term goals in mind – it will not only reduce risk, but also ensure public confidence in the service. Ultimately, management is responsible for the overall implementation and oversight of any security strategy planning. Clear guidance should be given from senior management at the start of any project, which is then cascaded down to local level to implement. In a distributed system, more governance at the local level is required. This in turn means more leadership and better training are required. Those companies that do not have the budget, experience or time to address many of the problems should work closely with an outside cyber security agency that provides advice and guidance. Why does all this matter in rail at this time? Simple, we have entered the era that sees much of the technology behind railway signalling and signalling communications evolving away from point-to-point connections to Internet Protocol connections.

Particular attention should be paid to critical systems (signalling and safety systems), protection of wireless networks, access controls (physical and logical), and physical security (perimeter and building), ensuring that any vulnerabilities in these areas are addressed. From the output of the SRA all high level risks should be highlighted to management. 2. Standardisation of security in the rail network Frameworks, standards and guidelines are vital to ensure the UK’s rail network as a whole is operated safely. However, different parts of the network require different security measures. Frameworks should be used to set a foundation and guidance issued to local management to conduct their own assessments on the geographical nature of their locations. For example, what might be a vulnerability in one location might not be in another. Once the SRA is conducted, it is vital that a standard approach is implemented across the network.

5. Vulnerabilities in the supply chain At a time where P&L pressure is leading organisations to outsource more and more engineering services to third parties, the remote access to equipment that allows the third party supplier to monitor and preventatively maintain equipment massively increases the potential vulnerabilities. Boards need to be aware of the nature of these vulnerabilities and the surety expectations they need to place upon their supply chain. If a CCTV camera is installed in a station by the lowest cost supplier and not configured to prevent alteration of firewall protocols then that installation is vulnerable and provides access to other systems that can lead to disruption or worse. The threat facing the UK’s rail system is real, and it is here to stay. It is up to rail companies, security specialists, consultants and government to join forces to tighten the defences. By implementing a holistic approach that centres around continuous policy evaluation and adaptation, organisations can mitigate the risks in networks from the latest evolution of vulnerabilities and attack vectors – ensuring the rail system continues to stay one step ahead of the threat. Peter Armstrong is director of Cyber Security, Thales UK . Visit www.thalesgroup.com May 2014 Page 133


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DILAX Systems UK Limited. Unit 3, Calico House, Plantation Wharf, LONDON SW11 3TN Tel: +44 207 223 8822 Email: nigel.fountain@dilax.com Web: www.dilax.co.uk Page 134 May 2014


Security

A strong cabinet CCTV, station policing and asset surveillance play an important role in rail security. But the industry should not overlook the contribution of trackside engineering to network protection says Michael Miles

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hrough investment and a committed culture of crime prevention, surveillance and policing, the UK rail industry has a strong track record in

security. In common with other transport sectors, the industry must remain alert to the upper scale of security threat from terrorism and extortion. But more prevalent day-to-day risks of theft, vandalism, sabotage and criminal damage can also have a serious impact on public safety, network services and rail user experience.

to deal with a suspect bag in a busy station will inevitably hamper normal operations. So too could the vandalism of a signalling cabinet out in the wilds of the countryside or alongside an inner city route, with its capillary effect of disruption to services. There are thousands of lineside location cabinets, typically made of steel or GRP, housing the nerve system of route management and safety, from power cables and signalling to electronic and TPWS equipment. Many contain intelligent technology monitored and managed by powerful

Programme (NRSP) provides both mandatory and best practice security standards for train operators, Network Rail and others directly involved in railway security. But there is no universal bar or specific standard for physical security such as cabinets. A set standard for cabinets Thinking again about the thousands of cabinets protecting miles of trackside services, it leaves the potential for varying product quality and integrity where a consistent performance standard might be expected. Uncertified It certainly leaves the door open for uncertified products that may not be ideally suited to purpose. Typically, the gauge of steel and fabrication quality may not provide the required structural resilience under attack. The system of corrosion protection may not be adequate enough to assure long-term integrity. Critically, they offer no test or measurement of security performance to indicate if they meet the risk assessment, the foundation to cost-effective security specification. Competent risk assessment will optimise the product strictly to the

Implementation of station CCTV, ontrain CCTV and growing deployment of Rail Community Officers are certainly helping the British Transport Police to make the rail network far less attractive to criminals. However, the need for security does not stop at the end of the platform. Many miles of track, essential rail infrastructure and unmanned stops lie between, all inextricably linked with the safety and operational continuity of the national rail network. Procedures

control systems and telecommunications but are not themselves harnessed to a similarly integrated system of surveillance. Instead, it is their physical strength and engineering integrity that we rely on to resist criminal attack or sabotage. Given that the performance of these seemingly utilitarian products is so critical, how do train operators and infrastructure managers go about selecting appropriate protection? The National Railways Security May 2014 Page 135


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Security

security need. It avoids the unnecessary costs of over-specification, or, conversely, avoids leaving weak links in security from under-specification. The site risk assessment will take into account any history of vandalism or trespass, the proximity to urban centres, and the perceived risk of more extreme interventions such as terrorist attack, extortion or criminal sabotage. The assessment will also consider the cabinet’s potential as a target for criminals, for instance, for metal content in cabling – or the actual cabinet itself. The greater the assessed risk, the greater the physical defence required. This is where a competent regime of third party certification becomes vital. It will test and validate the performance of a security product in relation to these different levels of risk. LPCB (Loss Prevention Certification Board) third party approval has clear strengths for sectors, like rail, responsible for the physical resilience of critical national infrastructure. LPCB approves security products to the rigorous criteria of LPS1175, a performance test that originated in the UK insurance industry to provide a robust and reliable benchmark of security to help evaluate their insurance risk. Products are awarded a security rating according to a hierarchy of risk scenarios based on different attack tools and duration of attack, updated in line with Home Office guidance. Being based on performance testing that tracks national edicts on security risk, LPCB as a certification standard gives scope to respond to the changing needs of critical security sectors like rail. It supports a culture of performanceassured yet adaptable physical security

allowing scope for innovation and value engineering. This offers opportunity for solutions to adapt to operational, cost, and health and safety criteria, for example, in a way that would not be possible in adopting security equipment conforming to a design type. Also significant, LPCB approval is not based on a one-off type test. It involves regular audits to ensure units coming off the production line continue to comply with the prevailing test standard and any revisions. Approved products must also be made to a quality management system providing documented assurance of the consistency of materials and fabrication vital to the reproducibility of structural performance.

Opportunity Programmes of new infrastructure, renewal or security upgrades provide the opportunity to install cabinets tested and certified to a dependable level of physical performance. LPS1175 is increasingly being specified by rail engineers, including LPCB approved location cases typically to security rating three and four. Security engineering that meets a world class performance standard like LPS1175 assures not just physical resistance to attack. In using premium materials for structural integrity, it provides the basis for longer, low maintenance service life. It is a product proposition that provides a very solid and predictable foundation when it comes to forecasting and fulfilling whole life costs. For example, Technocover uses cold forming techniques in the fabrication of its LPCB approved UltraSecure location apparatus cases. It also post-galvanizes products, applying a long life zinc coating after manufacture to ensure continuous corrosion-proofing of the cabinet. These set an upper bar for durability over and above what is required to meet the security certification test, for ultimate confidence in product performance and longevity. Resilience engineering Cabinet renewal can be far more than a simple exercise to install new hardware. In matching rigorously designed structural solutions with a tested performance to meet assessed security risks, it can make a significant contribution to the ‘resilience engineering’ being promoted by the Rail Technical Strategy (RTS). Under the wing of the industry’s FutureRailway team, the RTS, among other things, promotes new techniques and technologies with a current emphasis on reliability. Reliable assets mean fewer delays for customers, less unplanned maintenance and lower costs. It is easy to view location cabinets as isolated boxes, limited to the weatherproofing of lineside services and defending against the rare incident of tampering or vandalism. But they represent a huge number of cogs, even though tiny, in a big wheel and play an important role in rail asset reliability. The same goes for other security equipment in unmanned or unmonitored areas, such as doors and window bars to relay rooms, security enclosures and REB’s. Their performance fulfils not just a primary function of security. It also reflects in operational continuity, service reliability and passenger experience as part of the bigger picture of engineering resilience. Michael Miles is managing director of Technocover, incorporating TechnoRail. Visit www.technocover.co.uk May 2014 Page 137


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Our IMAGINE platform is not just a standalone PIS solution where you may add multiple options of your choice, it is effectively ffectively supported ff by a strong, customizable, aftersales concept InMotion ensuring optimum up-time and life time cost, by maximizing availability of spares and service with proven products of high reliability. FOCON stands today as a market leading solution provider whose core capabilities are integrated solutions consisting of total project management, software programming and software-friendly hardware. Our new platforms are IP-based and include options such as infotainment, CCTV, and disruption messaging. As a member of Luminator Technology Group, and IRIS and ISO certified we offer ffer proven ff

processes and global presence for the rolling stock market. We cover solutions from LRV (Light Rail Vehicles) over Commuter and Regional trains, Metros and Undergrounds to High-speed trains. We offer ffer an excellent choice for those seeking ff solutions for the future, solutions that may be scaled up going forward and which may be run with a highly competitive level of life time cost. Our choice is well-liked by our extensive reference list of both leading train operators and train builders. Let us challenge you with our smart solution – you can’t IMAGINE all the possibilities that open to you. www.focon.com

FOCON Electronic Systems ApS | Damvang 2, DK-6400 Sønderborg, Denmark Page 138 May 2014


Security

Trainspotting in the cloud Able to reach places other CCTV systems can’t and bridge the anlague to digital divide, Cloudview is an effective solution to many of the surveillance issues faced by the rail industry says James Wickes

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hen it comes to security, the rail sector faces numerous challenges. Not least the need to keep watch over a large distributed network of stations, offices, and stockyards together with crossings, gantries and other remote, often unattended, locations. Analogue CCTV has long been the only answer, albeit limited in what it can do and expensive to both install and run, especially where cameras need to be located miles from the nearest monitoring centre. One solution is to switch from analogue to digital IP-based CCTV able to make use of the latest wireless networking technology to better handle remote sites. However, migration from analogue to IP is far from trivial and requires a significant investment in replacement cameras plus a whole new monitoring infrastructure and associated operator training. Deployment has therefore been patchy, resulting in a mixed population of incompatible analogue and digital IP systems, with a lack of standards across different IP products further adding to the problems. Fortunately, there is a better way of addressing the challenges faced by the rail industry and others, and that’s to

connect surveillance cameras to a hosted surveillance platform in the cloud. Cloudview is the first of a new breed of video-surveillance-as-a-service (VSaaS) solutions that not only enables CCTV to reach places other technologies can’t, but to bridge the technological divide between analogue and digital IP systems. Cloudview provides rail companies with a solution that addresses their security issues without the need for capital expenditure – a simple and cost-effective upgrade rather than a completely new and expensive deployment. Minimal disruption A unique advantage of Cloudview is its ability to work with both analogue and digital IP1P cameras and, just as importantly, do so without impacting existing local monitoring and recording arrangements. All that’s needed is a tiny box - the Cloudview Visual Network Adapter (VNA) - connected to each camera to be monitored. For analogue cameras this is done using a BNC connector, with power picked up from the existing 12 volt camera supply. An Ethernet port is also built in to cope with IP cameras and to connect to the web, but that’s not all. For remote and otherwise inaccessible

locations, a USB port enables a WiFi or Mobile 3G dongle to be added to get truly wireless connectivity. To work with PIR and other sensors the VNA also has a traditional connector block, complete with output connectors to, for example, remotely controlled security gates and barriers. There’s even a MicroSD slot to take a memory card for so-called edge recording, enabling the Cloudview VNA to store footage locally should the link to the network fail or be vandalised. Fitted in minutes Small enough to fit inside most weatherproof housings, the VNA comes pre-configured and can be installed in minutes with very little training required. Moreover, it starts working as soon as it’s powered on, digitising and sampling the video from the attached camera before forwarding it on to surveillance software in the cloud. And that’s where the really big benefit of Cloudview lies, with no need to invest in additional hardware such as network video recorders, banks of displays or custom monitoring tools. These can still be deployed if required, otherwise all you really need is a browser to manage the way footage is collected and remotely view both recordings and live video feeds. More than that, Cloudview can be accessed from any laptop, tablet or smartphone, from anywhere with Internet access and without the need for complex VPN security because Cloudview using bank-level SSL security to encrypt all communication between the VNA and its servers. Recordings can also be encrypted and an optional digital watermark applied for legal verification plus it’s possible to redact (blank out) areas to prevent sensitive locations, for example, being videoed. A control centre in the cloud Cloudview effectively gives you your own highly secure CCTV control centre in the cloud, ready and willing to start work straight away. Moreover, it’s incredibly easy to use with the same interface regardless of installation size, based around a simple dashboard display listing all the available cameras and their status. May 2014 Page 139


Customer Driven Rail Solutions

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RS Railways B.V., headquartered in Rotterdam is one of the leading private railway companies in Europe. Founded as an intermodal Operator back in 1994 for maritime volumes, ERS Railways diversified in the meanwhile into a maritime and continental operator/traction provider and delivers customer driven railway solutions throughout Europe.

Sustainability is key to our business Now and in future ERS Railways runs its long distance trains only based on electric long haul locomotives.In 2010, ERS Railways joined EcoTransIT in order to have access to a trusted source of information about emissions produced respectively saved.ERS Railways is authorized to issue certified reports on the amount of CO2 and other emissions saved. Reducing noise emissions by 50%? We are aiming to achieve it. On the noise reduction side ERS Railways together with our partners started a project introducing low noise brake systems. After the conversion to so called LL – brake blocks the wagons produce 10 decibels less (a halving of the perceived sound by local residents) on 30% of our trains running through the Rhine Valley. We plan to continue such kind of projects and are pro – actively searching for such kind of improvements, says Frank Schuhholz, Managing Director of ERS Railways. A wide range of rail solutions ERS Railways provides daily connections to and from several terminals in The Netherlands, Germany, Poland, The Czech Republic, Switzerland, Austria and Italy. ERS Railways also provides domestic rail services. Please visit our website www.ersrail.com and find out what we can do for you, by making use of our route planner. Contact details of our Sales departments Germany: +49 The Netherlands: +31 Poland: +48 Czech Republic: +42

(0)40 (0)10 (0)22 0(72)

7566 87303 4942838 266 8273 295 60 00

www.ersrail.com


Security

You can, if needed, record continuously but that would require huge amounts of storage and human eyes to look out for suspicious activity. To minimise those overheads, therefore, scheduling tools are provided to limit capture to particular times of the day with, as a failsafe, the option to trigger recordings in response to specific events such as a perimeter sensor being activated or motion being detected. Another plus is the ability of the Cloudview VNA to screen the incoming video feed for motion independent of any technology built into the camera itself. Tools to both set the area to be monitored and the sensitivity level are also available along with a separate schedule to tell Cloudview when and how to issue alerts (either by SMS or email) in response to trigger events. Plus, to minimise false alarms, there’s a ‘double-knock’ option to only issue alerts in response to both motion and an external trigger. It’s also very intuitive. Footage in the form of video clips simply arrives in the Cloudview inbox, much like incoming emails, where they can be viewed, filed and archived as required. Added to which it’s possible to open a live camera feed to, for example, verify an alarm from a separate detector or just check what’s going on.

Better by design The ideal surveillance solution for remote and unattended sites like those found in the rail industry, Cloudview can be deployed standalone; alongside existing CCTV systems - analogue and IP; and to add video verification to intruder alarms without the need for a full CCTV deployment. Affordable and nondisruptive, it’s scalable, convenient, quick

to install and easy to operate, adding a whole new dimension to the concept of video surveillance. Or, if you prefer, a whole new way of trainspotting in the cloud. James Wickes is CEO of Cloudview

Visit www.cloudview.co

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Security

The key to security Jon Burke looks at patent protection and the importance of key control within the rail sector, and how new technology can aid safety and security

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here are many facets to security within the rail industry, including securing numerous applications along the track such as crossings, access gates and signaling boxes. Thus a range of solutions is required such as padlocks and cylinders. But with systems like these comes the issue of key control. An effective master key system can go some way to ensuring safe access control, but what happens if a key is lost or stolen? Control is the key Older master key systems that feature mechanical solutions are often very susceptible to unauthorised duplication, as they are not covered by any kind of patent protection. Just one lost key can cost tens of thousands of pounds upwards to re-key the system. In order to protect against vandalism and keep rail staff and passengers safe, only selected personnel should be allowed

Page 142 May 2014

to access certain areas. However the inflexible nature of traditional mechanical master key systems can mean they fail to meet the evolving requirements within the rail industry. For example, a rail worker may need to gain immediate access to an area that contains crucial equipment, but it may be located in a space they would normally not have permission to enter. Subsequently this could cause delays in rectifying any issues that have occurred, meaning delays to passengers. By installing a new patent protected master key system, greater control can be gained and tiered access can be implemented across a large number of sites. This will mean each person will only need one key, but that key will allow access to all the points they are authorised to enter.

As well as offering a more convenient solution, patent protected master key systems ensure that there is a high level of security in place, as locksmiths cannot duplicate patent protected keys without special permissions. Advanced electronics Alternatively, electro-mechanical systems that utilise web-based technology - such as Abloy’s CLIQ Remote - can offer an even more versatile solution. These types of systems integrate a mechanical master key system with electronics in order to provide greater control over access permissions.


Security

Keys and cylinders are embedded with tiny data encryption technology, including a unique identification code that cannot be altered or duplicated. Authorising who can access what areas using which keys can then be controlled via the web-based software, meaning alterations can be made swiftly and easily via an updater device. Access grants can be given or withheld for certain times too, and variable permissions can also be granted for personnel accessing remote or secure locations on an ad hoc basis. Padlock provisions Both patent protected and electromechanical master key systems can feature padlocks if required. The addition of padlocks can extend an access control solution to areas in which a door cylinder cannot be installed, for example on a gate. There are a number of different padlock designs, each offering a different level of security suitable for various types of application, including open, closed, and long shackle designs. Traditional open shackle padlocks are the most widely used, whereas closed shackle padlocks offer additional protection against devices such as bolt cutters and saws. Long shackle padlocks

are ideal for applications where space is an issue. So by combining either a patent protected or electro-mechanical master key system with padlocks if required, rail companies can ensure staff can gain access to their permitted areas, while

ON THE RIGHT TRACK

maintaining a high level of security, therefore keeping passengers safe and services running smoothly. Jon Burke is marketing manager of Abloy UK

Email: marketing@abloy.co.uk Visit www.abloy.co.uk

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Page 144 May 2014

your global specialist


Security

One for the team The rail network remains a highly attractive target for extremists seeking to publicise a cause, and for criminals seeking an easy profit says Stephen Boyd. But a lot can be done.

H

ow hard is it to drive out of an infrastructure construction site adjacent to a station with £50,000 worth of Network Rail copper cable in an NDS container? Not very, if the site is unguarded, unchecked by security staff overnight, has no CCTV, and has gates secured with no more than a padlock and chain. How hard is it to disrupt the network by dumping construction materials and equipment left trackside onto the running rails? Not very, if the contractor responsible has no trained security staff or high profile deterrent patrols concentrating on likely trouble spots. How hard is it to gain access to network-critical infrastructure such as control rooms and equipment? Not very, if the confident intruder (wearing PPE!) follows closely behind an authorised individual before the barrier/door closes. How hard is it for an individual with personal links to an extremist organisation to obtain a job as a security guard at a managed station? Not very, if the security contractor concerned does not carry out basic open-source vetting checks. The rail network remains a highly attractive target for extremists seeking to publicise a cause, and for criminals seeking an easy profit. By its very nature the network is inherently vulnerable – wide public access, high profile, with easily targeted critical assets, and with an enormous mileage to be covered by any security plan. A great deal of effort, and considerable resources, go into making the railway as safe and secure as possible. But, as with the currently enviable safety record, all of this effort can be rendered useless if basic precautions are not understood and practised. At best, the result is loss of valuable equipment and inevitable network

disruption. At worst, the potential is there for a repeat of the 7/7 bombings. All of the above instances are genuine cases, which are easily repeated across the network. Pictured are some typical examples – cable troughing at the end of a platform which ended up on the track; insecure gates; and otherwise excellent and expensive security fencing fastened with a plastic tie that can be cut with household scissors. So what can be done? Quite a lot, in fact. The key is recognising that security is not exclusively the preserve of security professionals. Security is as much a management and team responsibility as safety, with which it is closely linked. And, as with the

reduction of SPAD’s (signals passed at danger), improving MTIN (miles per technical incident number), and reducing delay minutes, it requires a process of continual improvement to be embedded in the culture of Network Rail, Toc’ s and contractors. Achieving this requires action in three interlocking spheres: 1. Infrastructure contractors need to be incentivised corporately to ensure security is factored into their project planning from the start. The cost is minimal given the scale of most projects on the railway, and is far outweighed by the potential benefits in reducing disruption to both the project and more broadly to the network when, for example, materials end up on the track. Furthermore, experience has shown that security is both more effective and costs less when it is factored in from the start of a project rather than being imposed on an already developed plan. This aspect needs to be recognised within bid evaluation and contractual KPI’s. 2. The security industry needs to up its game The days of the less-thanminimum-wage security guard sitting in his cabin or vehicle reading the paper are very definitely numbered. The Security Industry Authority (SIA) is taking steps to professionalise the industry, with mandatory licensing of security guards after relevant training – much like the PTS (personal track safety) system on the railway. Individuals should be vetted as part of the process, licenses must be displayed and can be easily checked, and the Authority is moving towards licensing providers and their processes as well as individuals. As of 6 April 2015, it will be a legal requirement for relevant businesses to hold an SIA Business Licence. May 2014 Page 145


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Security

Security is not some esoteric art form but a basic function, the effectiveness of which can be measured The HOT Protocol as used by Network Rail H - Has the item been Hidden? Has any attempt been made to conceal it from view or place it where accidental discovery is unlikely? Innocent items are not usually hidden deliberately. Explosive devices, because of the consequences of the device being found before it functions, are not usually left in the open. Have items been concealed deliberately for use later? (e.g. spray cans/stencils for tagging or graffiti; tools or equipment for removal later) O - Is the item Obviously suspicious? Does it look like a bomb (can any wiring, circuitry, power supply be seen, is there something that may be an incendiary or explosive device attached to it?) Has it been found after a suspicious event? High visibility / PPE equipment left at or near to the rail network or items stacked against fencing should not be discounted due to what could be hidden or concealed within or beneath. Does it look like it belongs in its surroundings? T - Is the item Typical of what you might reasonably expect to find in the given location? For example lost property is often found in locations where people congregate or wait before moving to a new location. T – The final T can also relate to the Threat level, specific to the Rail Network. Is there national or local intelligence to support an increase in vigilance? The Threat may not relate specifically to national or international extremist activity but could simply be in relation to a spate of theft/damage/ youth annoyance related incidents.

But the most professional security provision can be nullified at a stroke by a well-meaning individual who, for example, leaves an access point insecure for convenience or fails to challenge someone because they are wearing PPE (personal protective equipment). 3. Raise the security awareness of all staff This is not unduly difficult given the high calibre of personnel employed on the railway. A simple security module, relevant to the role, is not difficult to incorporate into routine CPD (continuing professional development). A good starting point could be the HOT Protocol (hidden, obvious, typical/threat), the foundation of basic awareness throughout the security industry. The Network Rail version is set out below. Network Rail has engaged Armour Intelligence (AI) to assist with raising security standards. AI does not provide security guards, so is not in competition with any of the contractors. The company checks that security contractors and their employees are providing a professional and effective service by interviewing and checking staff and observing and monitoring performance, including watching what happens in the early hours of the morning. It reports its findings - good and bad - to both Network Rail and contractor management. Armour Intelligence provides this service as agents of Network Rail, initially in London as a result of concerns about security contractors in the run up to the Olympics, and now networkwide. Problems identified include poor communication skills (both poor radio procedure and basic English), licensing issues, and poor patrol skills: failing to patrol at all failing to check locks failing to check specific areas failing to check or challenge unauthorised personnel • poor observation skills • failing to understand HOT protocol.

is not some esoteric art form, but a basic function, the effectiveness of which can be measured and is therefore amenable to a process of continuous improvement. The operators have their Golden Whistles and the maintainers their Golden Spanners as evidence of quality and improvement. Golden Shields anyone?

So far, so bad. But what is reassuring is that in almost all cases when it reports a problem, contractor management tends to react decisively and effectively, introducing more effective supervision, re-training where appropriate, or replacing staff. Standards rise as a result. This leads me to conclude that security

Stephen Boyd is chief operating officer for Armour Intelligence (AI), contracted to provide security assurance to Network Rail (operational security and continuity planning). Email: stephen.boyd@armourintelligence.com Visit www.armourintelligence.com The views expressed in this feature are personal to Stephen Boyd

• • • •

May 2014 Page 147


Opinion

Get connected with LARTS Rapid Rail Michael and Peter Buckley describe the work of ITSL, a group of independent engineers and other professionals dedicated to improving transport connectivity around London

I

magine making a train journey via London. You’d probably rather not – currently such a journey involves carting suitcases from one central London terminal to another. But what if there was another way – if you could take a train towards London and be able to quickly and conveniently transfer onto another railway line without even entering the capital? This is the dream of a group of independent engineers, Interlinking Transit Solutions Ltd (ITSL), some of whom worked on Skytrain in Vancouver and who have been designing an elevated light transit system following the curves

Page 148 May 2014

and gradients of the M25 to connect to railway lines where they cross the M25. The project, called the London Air Rail Transit System (or LARTS Rapid Rail), has evolved both to take account of concerns about lack of capacity, connectivity and resilience of London’s airports, railways and roads and discussions with representatives of many organisations including of airports, airlines, railway companies, DfT, TfL, the Mayor’s office, local government, Chambers of Commerce, multidisciplinary engineering consultancies, project managers, City solicitors and accountants.

Use of motorways as a light rapid transit corridor Many existing railway or Underground stations are very close to the M25 (e.g. Byfleet and New Haw, Iver, Kings Langley, Waltham Cross or Epping) while others, (e.g. Staines, Potters Bar, Brentwood or Upminster) would need a short spur line, (and local negotiation) to connect with them. Because the roads also radiate out of/into London, they too create opportunities for park and ride LARTS stations to reduce car journeys on the M25 or into London. A light rapid transit system remaining within the confines


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Opinion

To limit motorway disruption, pre-fabricated twin-track guideway sections would be erected at night on piers. These vary in height according to the need to balance visual intrusion against avoiding of existing obstacles of the motorway in effect adds a railway line that improves capacity, resilience and connectivity for Network Rail. Using this ‘brown’ land also reduces the need to use the hard shoulder for traffic or widen the motorway in future. We estimate that LARTS will have the environmental benefit of removing about 10,000 vehicles/day on the M25. To limit motorway disruption, prefabricated twin-track guideway sections would be erected at night on piers. These vary in height according to the need to balance visual intrusion against avoiding of existing obstacles. Generally the guideway would be quite low to pass under bridges. No houses would be demolished - a major factor in planning, delivering and budgeting the project. Depending on the local situation, LARTS Rapid Rail stations would generally use the elevated construction method to sit over an existing platform. Passengers can make quick transfers between the train and the rapid transit system using a lift or escalator. Page 150 May 2014

Rail connections for airports The Davies Airports Commission has identified an urgent need for rail access to Heathrow from the south, as has Surrey CC, which is not connected by rail to Heathrow. The Commission also raised the hope of a rail connection between Heathrow and Gatwick through existing junctions. It is perhaps not surprising that the ‘industry’ has naturally focused on heavy rail options, motorway widening, and airport developments that still regard the car as the most likely form of transport. LARTS challenges those orthodox views with a system that can accommodate first class passengers as well airport workers, plus baggage, mail and freight. The first stage of LARTS would be from Terminal 5 to Staines where a shuttle service would meet every train arriving at Staines, as at Paris Orly, so providing Heathrow with a peak service to Waterloo of eight trains per hour. We estimate the cost at £400 million. LARTS can provide the rail connection to Gatwick by extending around the M25 and down the M23. It offers quicker total journey times than heavy rail because the route is shorter along the motorways and passenger walking times are less due to the ability of the system to get right up to the airport terminals. With a line capacity for 10 trains/hr per direction, frequent LARTS Express non-stopping services running on steel wheels at 125kph would take 31 minutes between T5 and Gatwick South. The cost is estimated at about £4 billion using an average figure of £31 million per kilometre. In extending south of Heathrow, LARTS would be able to have a station at Byfleet and New Haw (Brooklands) to pick up the South West Trains mainline. The same concept can be applied to

Luton airport by constructing a spur up the M1, and passengers could also be delivered to Stansted trains at Waltham Cross station. Connections for Heathrow Hub or Crossrail can also be made. Extending north of Heathrow would make connections to the Great Western line at Iver, the West Coast Main Line at Kings Langley, and the East Coast mainline at Potters Bar. Avoiding central London not only reduces congestion there, but saves time – Birmingham to Heathrow via LARTS at Kings Langley would save 48 minutes. Passenger numbers The Airtrack scheme was forecast to attract about 3.5 million passengers per year. The Airports Commission indicates that inter-airport ridership will be marginal. We estimate it will be about four million passengers per year, which is too low to justify a dedicated heavy rail scheme, let alone a high speed one. However, LARTS can work with these numbers because it will add passengers from the hubs that are created at existing railway stations and motorway junctions, and it can operate 24 hours a day. LARTS will help to meet the target of 50 per cent of passengers travelling to airports by public transport. Airport users particularly need public transport 24 hours a day otherwise they use their car. Unlike heavy rail, LARTS is particularly useful for airport staff working early or late, as well as for freight and Royal Mail for which there will be dedicated waggons. We estimate that three quarters of the 12,600 airport employees living in Surrey may consider LARTS because the total journey time will be more predictable, shorter and cheaper than taking the car all the way into the remote staff car parks. Based on platform and terminus


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May 2014 Page 151


Opinion

capacities, LARTS can move about 14,000 passengers per hour. We believe this number is roughly the equivalent to a lane of the M25, which should allay fears about restricting further widening of the M25. Globally tested resilience Resilience is important for all modes of transport but too often vehicles are stuck on the M25, trains are delayed, and planes sometimes cannot land at their destination. LARTS uses technology and systems that are designed to guard against snow, monsoon rains, flooding, winds, track intrusion, cable theft, and system disruptions. In Vancouver, New York, Beijing, Kuala Lumpur, Dubai and Seoul, system reliability is better than one fault in 12 million journeys and punctuality 98 per cent or better. Flights that have to be diverted for weather or operational reasons could use another London airport and quickly repatriate crew, passengers and baggage to the original destination using LARTS without having to reposition the aircraft or take buses, which might also be affected. Heathrow to Gatwick in 31 minutes The Davies Airports Commission received two other proposals for an orbital railway connecting the airports – one

ITSL is a small group of independent engineers and other professionals dedicated to improving transport connectivity around London and ‘LARTS RapidRail’ is ITSL’s European registered trade mark. Its work for the past six years has concentrated on a low environmental impact solution to London’s aviation capacity issue and railway connectivity. Members of the group have previous experience with the planning and building of an elevated light rail system similar to the one it is proposing. The group also has experience of M25 construction, bridge design, building design, airport and airline operation, railway operation and automation systems. For this project, the group has received help in modelling the operation of the proposed light rail system from one of the world’s largest designer and manufacturer of transportation systems.

an underground high-speed railway, the other a MAGLEV system. Neither could take the opportunity to integrate with existing railways, so limiting passenger numbers and making them additionally very expensive. Davies dismisses the orbital concept in the words: ‘This option does not deliver the

additional capacity that will be required in the future as set out in the assessment of need. Obtaining an acceptable transfer time between airports with some of the concepts presented here would be difficult. The option would entail significant cost. Local environmental costs of the infrastructure are not quantified but there is likely to be significant additional impact.’ With the Commission’s main focus on aviation capacity, it seems not to have noticed that LARTS RapidRail can make a Heathrow/Gatwick connection in 31 minutes; provide the surface access of great connectivity that any airport expansion will require; make the airports more accessible by rail for many more people within or far beyond the M25; reduce vehicle CO2 emissions and congestion on the highways and on central London infrastructure. Nor will LARTS be as significant in cost as many other options that will be needed for surface access connections, and it should attract private finance. Michael Buckley is an architect and design director of Interlinking Transit Solutions. Peter Buckley is an airline captain, and managing director of Interlinking Transit Solutions. Tel: +44 (0)7801 636177 pete.buckley@interlinkingtransitsolutions.co.uk

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Geotechnical

Rocking all over the west Joint BAM Nuttall and BAM Ritchies projects overcame many challenges recently, and this was the first time rock bolts have been installed along a solid rock railway cutting while trains were running ALO explains David Gibson

O

ver many years, weathering of the rock faces has taken place, so to ensure future resilience, a comprehensive solution involving rock bolts and a tensioned mesh facing system was installed above the Swansea District Line by a joint BAM Nuttall and BAM Ritchies team on behalf of Network Rail, to designs prepared by Tony Gee and Partners. Pentwyn Farm Cutting The rock cutting adjacent to Pentwyn Farm near Skewen, was designated as having a risk of failure on both the Up and Down sides of the cutting by the Network Rail Earthworks Examiner. As a result Network Rail secured funding for a stabilisation project. The design of the stabilisation works featured a carefully placed grid of rock bolts and a high tensile mesh tensioned onto the face. This system ensured that not only were potentially loose blocks of rock prevented from falling to the track but the active support produced prevented their movement in the first place. This meant that Network Rail achieved a long-term and durable solution that will be maintenance free and avoids

the need to bleed bulges in the mesh that could encroach into the kinetic envelope on the passing trains, since any material is prevented from moving in the first place. To ensure the sufficiency of this solution, the bolt positions in the design were initially set out using annotated photographs and fine-tuned (within maximum designated spacings) in response to actual circumstances found on site, so as to eliminate tenting effects on the mesh and to maximise the physical support of the face blocks from the mesh. The bolts themselves also secure any rock blocks that require immediate stabilisation. While one rock bolt specification has been produced and site specific items, e.g. number and positioning of bolts were shown on the design drawings for the section of cutting being remediated, as the work progressed the designer could reduce or increase either or both the free length or overall length depending on the drillers’ logs and suitability testing. The mesh/rock bolt design was based upon relevant Network Rail standards and proprietary mesh system standard details. The final design location and spacing of bolts was decided following de-vegetation and inspection. By agreement between the client,

designer and contractor, Geobrugg’s high tensile TECCO mesh was adopted with rock bolts comprising Dywidag’s GEWI high tensile threaded bar. During drilling, care was being taken to ensure that any of the potentially detached rock was not shattered. Drilling was done by excavator and road rail plant mounted drill rigs along with rope supported Terrapin rigs depending upon access and reach. The face height was up to 25 metres high and steep. Rock conditions were hard abrasive consistent coal measures that feature in the locality. It was anticipated that some 823 No. rock bolts would be needed at Pentwyn Farm cutting using 25mm diameter GEWI bars grouted into 100mm holes three metres long on the face and 40mm diameter GEWI bars grouted into 125mm holes five metres long on the crest which were also used to anchor both the operatives and rope supported drill rigs. The TECCO mesh is standard G65/3, which is manufactured in Switzerland using specially corrosion protected 3mm high tensile wire in a 65mm diamond aperture interlocking mesh. This mesh was tensioned on to the face when the rockbolt head plates were torqued up but the design also called for horizontal May 2014 Page 155


Geotechnical

cables on every row of bolts. Vertical cables were also required every 10 metres each side along the cutting length. Some 10,732 square metres was required. Work took place both in possessions and during normal train operations, which included about four trains per day. Every weekend was worked. Up to three road/rail units were deployed, giving good outputs for the bolting of the areas that they could reach. The Pentwyn Farm Cutting Stabilisation was completed at the end of April. Llangyfelach Cutting Llangyfelach Cutting is at the eastern approach to Llangyfelach Tunnel, near Morriston having been designated as having a risk of failure by Network Rail’s Earthworks Examiner. As a result this second scheme was run concurrent to the work at Pentwyn Farm Cutting, although it started a bit later. Stabilisation works for Network Rail using a TGP design were undertaken, also by a BAM Nuttall/ BAM Ritchies team on the combined WAL7 & 11 (Up and Down) lines between 3m 77ch – 4m 05ch on both sides of the cutting, on the approach to the tunnel between a road bridge and the tunnel portal. Initially vegetation was cleared, a tactile inspection carried out and a topographical survey completed. As a result the type of remediation was agreed to be very similar to that adopted for Pentwyn Farm Cutting. Vegetation removal also included mature trees close to the crest of the cutting. Again, the design was based upon the robust standard Network Rail active meshing and rock bolting details. Annotated photographs and topographical survey were used to present the design solution in each area. The rock bolt design was reliant on suitability testing done in advance of the permanent

works and acceptance testing on 10 per cent of the working bolts. Drilling on the upper sections was used as a guide to determine the depth of soil overlying the rock, which in turn was used to fine tune the construction design. Construction methods, materials and personnel were all similar to that of Pentwyn Farm. In total 604 rock bolts were installed securing approximately 4400 square metres of high tensile mesh. The work was completed at the end of April. Working seamlessly Both schemes were delivered for Network

Rail very much as a team effort with the joint BAM Nuttall and BAM Ritchies civil engineering and geotechnical skills working seamlessly together, combined with a flexible Tony Gee design that took the actual ground conditions and topography into account while being true to Network Rail’s standard guidance for rock face stabilisation using high tensile meshes. Project Engineer Ian Bannerman said: ‘This was the first time I had been so far west into Wales and the weather certainly lived up to its reputation. Nevertheless we made good progress and it’s really pleasing that we have completed our third and fourth cutting stabilisation schemes for Network Rail in Wales and the West in the past few months.’ He added: ‘I have the utmost respect for the workforce who worked lots of weekends, on steep hard rock cutting slopes and in some pretty awful weather conditions.’ Site Agent Jonathan Bryant added: ‘BAM Nuttall and BAM Ritchies worked in unison and overcame many challenges to deliver these projects. Foremost of which is the fact that this was the first time rock bolts have been installed along a solid rock railway cutting while trains were running ALO (adjacent line open) without firstly installing a dedicated catch net for falling debris. This was achieved through the adaption of the drilling rigs to incorporate a small catch net and BAM Nuttall’s tireless efforts to assure the buy in of the Network Rail management team.’ David Gibson is BAM Ritchies’ business development manager Email: david.gibson@bamritchies.co.uk

Page 156 May 2014


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The contract sets service level guarantees, based around availability, that underpin Babcock’s performance in managing RFS’s HME. The service also offers the supply of additional services and the management and procurement of ground engaging tools and tyres. In delivering the contract, Babcock will transfer across to its team a small number of RFS employees who are critical to service delivery. Jim Flatman, RFS business manager said: ‘In partnering with Babcock, we can concentrate on what we do best, delivering a premier service in loading

including a special M12 range and cable assemblies/ harnesses, according to customers’ requirements. In addition, it develops and produces complete customer solutions connectors, plastic moulding/over moulding and assembly of electromechanical components. It guarantees high standards through its TS 16949 and DIN ISO 9001 certified quality management systems. Products are produced in-house at its Hungary manufacturing facilities, passing on cost savings to the customer. The five key markets for the component manufacturer are: industrial automation, automotive, transport technology, aeronautics and renewable energy.

and unloading railway wagons and waterborne vessels, leaving them to support us with their asset management expertise.’ Babcock currently manages around 30,000 vehicles and more than 176,000 equipment stock lines globally, including a five-year HME fleet management contract with Aggregate Industries and a ten-year contract to manage Lafarge’s fleets within the UK, US and Canada. The company will be exhibiting its specialist asset management capability at Hillhead 2014, stand P50, in the main pavilion and will be showing its new mining and construction mobile maintenance units on the ramp. Visit www.babcockinternational.com

Safe transfers In rail technology, networks are exposed to extreme influences, such as interfering radiations, vibrations or mechanical strains. The safe transfer of signals, power and data still has to be ensured and Provertha specialises in the development and manufacture of high quality components, ensuring the highest physical stability in rail networks.

machined contacts with ‘snap in’ colour coded contact holder • machined contacts with G2 gold plating giving 200 mating cycles • compact metal housing achieving 360° EMI/RFI and IP67 rating • temperature range -20°C to +70°C.

See the company’s products At Infrarail the company will be showing its range of M12 A and D code- 4, 5 and 8 pin Field assembly, crimp contact & flange technology.

All products are fully tested for: • vibration & shock test acc. to EN 61373 : 1999 • mixed flowing gas test acc. to IEC 60068-2-60 method d • climatic sequence and mechanical life time test acc. to IEC 61076-2-101

Its main features include: • compact space saving design - overall Ø15mm • quick and reliable field assembly using crimp

See Provertha at Infrarail, on stand B67. Tel: +49 7231 774-0 Email: service@provertha.com Visit www.provertha.com

May 2014 Page 159


High Performance Lighting Solutions For The Transport Industry Urbis Schreder has provided high performance lighting solutions since 1977 and is now one of the UK’s largest manufacturers of outdoor lighting products. We introduced the revolutionary ZX1 ‘SealSafe’ lantern back in the early 80s, a ground breaking technology still used on some of the UK’s busiest railway platforms. Our drive for innovation has led us to pioneer extremely cost efficient LED luminaires which substantially lower your energy costs yet will continue to provide high performance photometry.

www.urbis-schreder.com

Tel: 01256 354446


London Midland utilising missing child alerts ondon Midland is using Infotec’s passenger information displays to deliver missing child information on its trains. Known as amber alerts, the Toc felt this was an important feature that fits its strategy for improved community and customer engagement. Electronic display specialist, Infotec, has added this potentially life-saving functionality to its Advanced Information Management (AIM) system, with text and images able to be rapidly uploaded to any connected TFT display screen at any connected station. The updated system now enables operators to see in real time with a daily email alert on the health of its estate; in the past it was only possible to get a snapshot of what was on display, and only upon request. Around 800 displays on the London Midland network are now being monitored in real time as a result. Despite Infotec building up the display estate over a ten-year period, both the display and firmware have been designed to be compatible with older versions, making any upgrades time and costefficient; meaning the new functionality is potentially available to any AIM system displays across the country. Commenting on AIM’s latest features, Infotec software engineer Neil Simpson, said: ‘We listened to our clients and responded to what they said they needed from a passenger information system. These latest features offer exceptional functionality and means a first class, accurate and responsive service can be provided.’ Visit www.infotec.co.uk

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Electromagnetic shakeup est and certification group, TRaC Global, is expanding its service to the aerospace, defence and rail industries. Unveiling the LDS V984 electromagnetic shaker at its Warwick testing facility, the trials will replicate the harsher environmental conditions that products might encounter when in operation in their respective fields. Warwick is one of only two independent testing houses in the UK to offer a large vibration system to check for shock and vibration. Guided slip table and guided head expander make it ideally suited for testing products with a large footprint, high centre of gravity and off-set loads, such as: aircraft actuation systems; mobile powergeneration systems; in-flight refuelling equipment; aircraft motor drive systems; satellite subsystems; and motorway signage. Mark Heaven, TRaC CEO, explained: ‘This new investment means the UK

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aerospace, defence and rail industries will experience greater availability, improved test capability and lead times for testing larger pieces of equipment and vital parts. ‘TRaC has made this investment to support increasing demand from bluechip aerospace clients to ensure its equipment meets the numerous national and international quality and safety standards for both commercial and military use.’ Visit www.tracglobal.com Cable Detection is Link-up approved he company is now a fully registered supplier on Achilles Link-up, the UK rail industry registration and pre-qualification scheme. The majority of Cable Detection’s EZiSYSTEM cable avoidance products have been Network Rail approved for a number of years. Abigail Horton, marketing manager for Cable Detection said: ‘Being registered as a supplier on the Link-up scheme was the next obvious step to improving the relationship we have with customers in the rail industry. ‘Link-up provides us with an opportunity to showcase our capabilities and products to buyers in the rail industry. It also makes the qualification process easier for our customers and prospects because all of the company information they need to make a buying decision is at their fingertips.’ Visit www.cabledetection.co.uk

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Lanes Group in health and safety award double anes Group, the UK’s largest supplier of underground pipeline and utility services, has won two national awards at the same time as developing a picture-based guide that it says is ‘transforming the way it sets workplace standards and trains staff’. The company won the Health & Safety Excellence award at the Construction News Specialist Awards 2014. Shortly after,

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it achieved the RoSPA Gold Award for occupational health and safety for the fifth year in a row. Lanes Group’s new Essential Standards, a comprehensive workplace guide to health and safety plus other key elements of its business, including customer service and operational procedures, featured strongly in submissions for both awards. A core element of Essential Standards is a series of illustrations that show operational teams how work sites should be set up and activities carried out. The illustrations are supported by easy-tofollow process maps. Together, they are used by operational teams as a day-to-day reference guide and for staff induction and training. Technical director Andy Brierley said: ‘We are now determined that all our clients and our staff will benefit from Essential Standards. We’re rolling it out across the company, starting with the rail division, which is launching a digital version in this summer.’ Visit www.lanesfordrains.co.uk Half a century for Arbil Rail ith a 50 year history in the engineering and fabrication of specialist lifting, handling and hydraulic equipment for the rail sector – Arbil Rail is waving the flag to showcase the strength and importance of British engineering. UK manufacturing is on the up but Arbil Rail has been operating successfully since 1963, fabricating a host of products including hydraulic jacks, mechanical lifting and maintenance tools, lifting and spreader beams, A-frames, gantries as well as bespoke fabrications and general lifting accessories. The company engineers all of its

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Official Shirt Sponsor Sussex Sharks

Jointing Technologies is a specialist electrical distributor supplying a full range of power cable and accessories into the rail industry for substations, feeders & signalling power projects. We have an extensive knowledge of the U.K. rail industry supplying PADS & LU approved products from market leading manufacturers TE Connectivity, 3M, Prysmian, Pfisterer, Cooper Power Systems, Unipart Rail & Furse. The Jointing Technologies product range includes ... l

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www.jointingtech.co.uk T: 01483 747747 (Woking) T: 01543 450555 (Norton Canes) T: 01454 322555 (Bristol)


products at its 25,000 sq ft² factory in the heart of the Black Country, manufacturing large and lengthy bespoke fabrications such as lifting beams and gantries, while a number of individual workshops produce smaller fabrications and components. Arbil is an original equipment manufacturer and its Zwicky™ ‘obstructionless’ range of hydraulic track jacks is receiving growing demand for domestic and export use; with bulk orders from the UK and European passenger and freight rail networks. Brian Timmington, Arbil engineering manager, said: ‘We always stock enough component parts to build in excess of 100 Zwicky™ jacks at a moment’s notice and have in excess of 10 engineers who specialise in its production, so we are able to turn these products around quickly.’ Visit www.arbil.co.uk WSP wins level crossing closure contract he company has been appointed by Network Rail to undertake a feasibility study to consider potential options for closing level crossings on the East Coast Main Line between London and Peterborough. WSP will identify feasible solutions for closing the crossings, undertaking the environmental impact assessments and preparing initial scheme option designs for the proposals. Working with Cambridgeshire County Council, Peterborough City Council and Central Bedfordshire Council, the company will run a programme of public consultations to enable local residents to help shape the potential solutions as well as gain insight into local needs and existing travel behaviour.

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Head of rail systems at WSP, Chris Lawrence said: ‘This is a very important programme of works that has the potential to significantly and permanently improve operations of not just the railway, but the highways too. ‘The challenge for us is to find alternative solutions that adequately respond to local needs while also considering the surroundings, landscape, environment and property impacts so that the railways and roads continue to

operate smoothly.’ Phil Verster, route managing director for Network Rail said: ‘Level crossings are a hangover from the past; they cause delays to trains, pedestrians and road users and are expensive to maintain and renew.’ WSP also recently announced a new head of rail, Julie Carrier, to oversee the growth of the business. Carrier is based in WSP’s Leeds office and is aiming to double the business revenue over the next two years. Visit www.wspgroup.com NG Bailey achieves BS 11000 ndependent engineering, IT and facilities services business, NG Bailey, has been recognised for its work in the rail sector after achieving certification to BS 11000, collaborative business relationships, from BSI, the business standards company. Mike Darlington, managing director of the Engineering division, said: ‘This achievement means we can confidently bid for collaborative contracts, which a number of our major clients and stakeholders have advised are the way forward as they provide the opportunity to reduce costs and lead times. Carla Whyte, performance management specialist at BSI said: ‘Achieving certification to BS 11000 demonstrates NG Bailey’s commitment to building a collaborative culture within the business, providing customers with the confidence that their partnerships are beneficial to all involved.’ NG Bailey’s reputation in the rail sector is continuing to grow. This accreditation is further testament to its standing as a leading player in this field, after last year being recognised as Network Rail’s Supplier of the Year for 2013. Visit www.ngbailey.com

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Parsons Brinckerhoff is Industry System Integrator for Great Western Route modernisation he global engineering consultant has been awarded the Industry System Integrator contract for the Great Western Route Modernisation Programme. The £7.5 billion programme, due to complete in 2019, will improve services across the Great Western Main Line network, enhancing passenger experience and providing more seats and better stations.   The Industry System Integrator team

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will work with infrastructure, operational and rolling stock technical specialists to assure the successful delivery of the programme. The scope to be delivered by Parsons Brinckerhoff covers a full suite of system integration activities drawing on programme management and systems engineering techniques. The joint team will act as a focal point for integrating engineering, operation and franchise solutions to meet government and industry requirements and assure delivery of expected outputs.   Darren Reed, head of rail UK/Europe for Parsons Brinckerhoff, said: ‘We are delighted to be selected by Network Rail to tackle one of the greatest systems integration challenges on the UK rail network today. Having delivered complex rail systems integration on programmes such as Thameslink and Northern Hub, we bring our experience and innovative practices to support the transformation of the Great Western railway.’ Visit www.pbworld.com Nottingham business holds world’s largest rail forum ore than 20 representatives from across the rail industry met in Nottingham recently for the Derby & Derbyshire Rail Forum (DDRF). Local company The TEW Group welcomed members of the world’s largest cluster of rail-related businesses and also showcased its work in the rail sector. DDRF represents more than 100 businesses across the East Midlands, employing over 25,000 people and contributing £2.6 billion to the local economy. Mike Spencer, managing director, The TEW Group, said: ‘We have served the rail sector for many years through our group and individual operating companies, including TEW Plus and TEW Control & Display. ‘Hosting representatives from across the sector is a great opportunity to broaden awareness of our work and services, as well as a great way to mark the

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Dedicated lines of communication If the smooth operation of a rail network is your goal reliable communication is key to staying on track. Telecom Products

Telephone companies throughout the world use Hosiden Besson test equipment. Handset Type 46 A rugged and versatile Handset that can be customised to suit all applications.

Transmission Products

Expertise in OEM Exchange-based transmission equipment allows us to offer design and manufacturing packages for Broadband, Video, and Audio Transmission equipment. The line powered high output Bedlam Loud TonecallerTM has been designed for installation in large



offices



or



 trackside environments.

Fire & Security

A complete range of sounders designed to meet all the latest regulations including EN54-3. The IS28 Mk4 (Atex Approved) is the industry standard for sounders used in hazardous environments. Intrinsically Safe Intrinsicly safe versions are available.

Hosiden Besson Making industry standard equipment since 1950

www.hbl.co.uk Page 164 May 2014

Agent

Contact Damon Cadman: damon.cadman@hbl.co.uk for more information T: +44 (0)1332 258823


New energy saving technology piloted by South West Trains-Network Rail Alliance he Alliance has started the trial of a new energy saving transmission for its diesel fleet which is aimed at reducing energy consumption by a further 10 per cent. The pilot, which is set to run for six to eight months, will involve the installation of fuel saving gearbox technology on one Class 158 train. It is thought that the new technology will dramatically reduce the amount of fuel lost when the train is operating at low speed. The Alliance has worked closely with Porterbrook, Vossloh Kiepe UK and ZF, to investigate and develop the fuel saving technology for South West Trains’ Class 158 units. Previous research showed that the existing hydrodynamic transmission system, while reliable and robust, was inefficient when trains are operating at low speeds. By substituting the existing hydrodynamic transmission with a modern automatic transmission, with five distinct gear ratios, the fuel losses within the transmission at lower speeds are dramatically reduced.  As a result, the transmission efficiency becomes greater than 90 per cent across the whole vehicle speed range, leading to predicted fuel saving of more than 10 per cent. Two of the new ZF transmissions are currently in passenger service with South West Trains and are fitted under unit 158885. The trial allows accurate fuel efficiency data to be gathered by monitoring the modified unit against an un-modified unit on the same diagrams and stopping patterns. Visit www.southwesttrains.co.uk

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business’s centenary anniversary.’ Delegates attended presentations by each of The TEW Group’s operating companies, including a demonstration of LIDAR level crossing technology. TEW Plus has recently won a tender to design, install and commission around 100 Bridge Strike CCTV Monitoring Systems, one of which was showcased on the day. TEW’s Driver Only Operation system was also previewed, demonstrating the company’s technology that allows oneman operated passenger trains drivers to see the whole train to make sure that all the doors are safe for departure. The newest member of The TEW Group, Netpractise, demonstrated its OIS (operator information system) solution for Network Rail, which was a major element in the London Olympic 2012 transport demand management strategy and is now installed in more than 450 locations. www.tewgroup.co.uk and www.tewgroup100.co.uk

Recent New Members of the Rail Alliance as at end March 2014 Flotec Industrial Manufacturer and supplier of hoses, providing leak-free solutions to coolant and turbo applications using EDPM and silicone hoses with uniquely designed clamping methods. www.floteconline.com Aegis Engineering Systems An independent engineering consultancy formed in 1997. AEGIS is ISO9001:2008 and Link Up accredited with numerous product codes, including safety management system review. It has also been accredited by Network Rail as an Independent Safety Assessor since 2002. www.aegisengineering.co.uk IA Technology Specialist technologies company based in Herefordshire, operating in a wide range of military, civilian and commercial markets. Designing, prototyping and manufacturing electronic solutions to exacting standards for some of the world’s most challenging environments. It’s accredited to handle protectively marked material. www.iatechnology.co.uk

Learn how the new EMC Directive 2014/30/EU affects you

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he New EMC Directive 2014/30/EU has recently been published in the Official Journal of the European Union (OJEU). The new provisions will be enforced on 20th August 2016 with no transition period; instead all member states have to enact the new legislation into national law by 19th April 2016. The new provisions have an effect not just on manufacturers but also authorised representatives, importers and distributors in the EU. York EMC Services (YES) is set to run workshops on the EMC Directive and Technical Documentation to help companies fully prepare for 2014/30/EU. The company has a proven track record in the provision of regulatory compliance training courses and workshops for the railway and engineering community over the last 25 years. Its lecturers are all specialists in their field and include YES’s consulting engineers, test engineers from YES’s UKAS accredited test laboratories and staff from the University of York Electronics Department. Visit www.yorkemc.co.uk May 2014 Page 165


UNIMAT 09-4x4/4S DYNAMIC

08-4X4/4S-RT

09-3X

AFM 2000-RT

Distinct by innovation Our Joint Venture business SB Rail operates the most advanced fleet of on track machines in the UK and has a proven record of introducing the latest innovations and technology. Our latest fleet addition, the 09-4x4/4S DYNAMIC offers the highest output universal tamping and stabilising capability available in the UK.

Swietelsky Bauges.m.b.H. Klein NeusiedlerstraĂ&#x;e 27 2401 Fischamend, Austria. +43 (2230) 80270

www.swietelsky.com Page 166 May 2014

Swietelsky Construction Company Ltd 7 Clairmont Gardens Glasgow, G3 7LW. +44 (0) 141 353 1915

Swietelsky Construction Company Ltd Holybrook House, 63 Castle Street, Reading, Berkshire, RG1 7SN, United Kingdom. +44 (0) 118 950 3380


Business profile

Strong shoulders In addition to its globally-known rail welding products, Thermit Welding (GB) offers a range of track products and services - one of which is TRACKBOND ballast bonding

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hermit Welding (GB) is changing; it is examining every aspect of its operation with the aim of providing clients with the products and services that are needed to provide a world-class rail transportation system. The company’s passion for providing its clients with innovative products and services proves that the path chosen by its founder, Dr. Hans Goldschmidt, has had the long-lasting beneficial effect that he originally envisaged, reaching right up to the present day. In addition to its globally known rail welding products, the company offers a diverse range of track products and services; one of which is the TRACKBOND ballast bonding stablisation technique, which has provided the solution to preventing future ballast loss during heavy storms and extreme sea and weather conditions. Originally developed to stabilise track ballast in Egypt, the technique was first used by Thermit in 1997 to stabilise 100 metres of the shoulder of the down cess along the colonnade at Dawlish (essentially the seaward facing shoulder). This was later extended to run from the tunnel portal further down the line to the refreshment shack which is situated at the beginning of the colonnade and,

apart from the odd repair following renewals or other work, the shoulder has stayed intact, with engineers from Thermit making regular visits during their holidays to check on the shoulder’s condition. Following the February storms, it was found that the shoulder - apart from one

or two spots where the wall itself was severely damaged - was intact, and this led to thoughts of using the technique to secure and stabilise the ballast once the track had been renewed. Network Rail, charged with the herculean task of putting the line back together in a very tight timeframe, was May 2014 Page 167


The world is complex. Your decisions don’t have to be.

Transport safety? Automating critical decisions to eliminate human errors

Passenger satisfaction? Offering real time information and ensuring security

Seamless journeys? Unique fare systems for all transport modes

Revenue protection? Operational efficiency? Ensuring optimised network management with minimal investment

Innovative solutions to collect revenues

Transportation networks around the world are becoming more crowded, more congested and more complex to manage. The ability to run these networks smoothly and efficiently is crucial to economic growth and quality of life. We design, develop and deliver equipment, systems and services that enhance the safety and operational efficiency of ground transportation infrastructure and improve passenger experience worldwide: signalling, communication, supervision, revenue collection and toll road management systems. We combine them into what we call the Critical Decision Chain. It enables network managers and decision-makers to master complexity in critical scenarios and make timely decisions that deliver the best outcomes. To find out more about our Transportation solutions, scan the QR code or visit thalesgroup.com Page 168 May 2014

Network capacity? Improving flow with automated signalling for optimal train frequency


Business profile

able to allow Thermit’s team to access the track and install the bonding materials across both roads, including the four foots, while leaving areas to allow the track to be tamped. When first applied, the bonding materials leave the stone with a shiny, wet-look appearance prompting considerable interest from the local populace and visitors to Dawlish who enquired what it was and what it does. The team found themselves explaining the intricacies of ballast stabilisation, drainage and its other capabilities, giving them a tremendous amount of pride in being able to say that they and Thermit were working with Network Rail to help restore the connection.

Used all over the world Thermit Welding’s development of the TRACKBOND Ballast Bonding technique has led to the system being used all over the world, from maintaining platform track clearances in Japan; North Sea facing embankments in the Netherlands; and stabilising steep embankments, tight radius curves and points in Germany. As a progressive company concerned with providing cutting-edge products for the UK’s 21st century rail system, Thermit has been developing a family of products which includes the track monitoring system, TRACKSAFEMONITOR Remote. This allows remote monitoring of track that may be prone to movement due to subsidence. The system can be

solar powered and allows the engineer responsible to maintain a close watching brief on the area. When coupled with the work that the TRACKSAFERELEASE system can do in providing stress-free temperature measurements, the track engineer can be sure of producing accurate data in support of maintaining the track to the highest specifications. Tel: 01708 522626 Email: info@thermitwelding.co.uk Visit www.thermit-welding.com May 2014 Page 169


Enhancing the rail passenger experience

We take pride in our ability to continually create innovative products which can add value to station build & modernisation programmes. Our project support network is well suited to the design and construction of rail infrastructure whether mainline, underground or tram. St George Internal Concrete Flooring

PC40 Combined Coping Tactile Unit • Developed using innovative dual pour concrete technology, creating a single combined unit

• Negates requirement for steel preparation works under platform

• Developed using a distinctive mix of aggregates, offered in a smooth ground finish

• Single unit offers improved speed and ease of installation and reduced costs

• UK sourced and manufactured available in 3 colours

• Precision engineered to offer tighter tolerances for ease of installation • No secondary processing on site, offering improved site health & safety and reduced costs

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For more information visit: www.marshalls.co.uk/commercial/rail-landscapes

Watch how we transformed Corby station and Liverpool Lime Street Station. Page 170 May 2014

Link-up ID 24394


Business profile

Signal Boxes: on track for

sustainable conservation? Listing is one way of drawing attention to the plight of the signal box, but ultimately it is imaginative reuse and funding support which will save them, says Heather Jermy

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ignal boxes are the latest in a line of building types which have become redundant, leaving questions with regards to their sustainable conservation and possible reuse. Comparable to obsolete structures such as water towers and military installations, they were built for function and aesthetic design was considered secondary. Additionally, they are often situated in remote or potentially dangerous locations adjacent to rail lines. These characteristics mean that although the structures are of historic and industrial interest, a creative approach to their understanding and redevelopment is necessary. Signal boxes and their decline Signal platforms were introduced in the 1840’s and by the 1940’s there were more than 10,000 signal boxes in the UK. Many of these were decommissioned in recent years and there are fewer than 500 mechanical signal boxes still in use according to Network Rail. With so many redundant signal boxes in need of repair, and given the complications associated with their location and design, signal boxes could present one of the toughest conservation

challenges of the early 21st century. The obvious challenge is their trackside location, but finding a use for a building that may have high speed trains passing at regular intervals is no easy feat. Their small size also makes it difficult to find a viable new use. Further to this is their heritage significance; is it possible to retain, or even enhance the heritage significance of structures which are so

inherently linked to the development of railways if they are reused? Is there potential for large-scale regeneration, or will it become a rare occurrence presented through the likes of Kevin McCloud or George Clarke? One of the most important steps before considering reuse is determining what makes these structures significant. Based on historic research and their association with particular rail lines, events or locations, it is possible to build a better understanding of their heritage value and the potential for change based on this significance. Importance could be associated with the architectural design, the mechanical equipment they hold, their trackside context or their contribution to the setting in the landscape. Once this significance is understood, it is possible to understand how these structures might be changed without losing sight of what makes them important. Protection and funding Listing is one way of protecting heritage significance, though it is unlikely that all signal boxes could be listed. As part of the National Heritage Protection Plan, one of the measures pertaining to Transport and Communications was to produce a report identifying the most significant May 2014 Page 171


Bogie Changing System

Railcar Lifting Jacks

RAIL DEPOT AND WORKSHOP EQUIPMENT • Railcar Lifting Jacks • Bogie Changing Systems • Bogie Test Machines • Under Car Handling • Maintenance Machines • Workshop Equipment

Shunting Vehicles

Davy Industrial Park Prince of Wales Road Sheffield S9 4EX

info@mechan.co.uk www.mechan.co.uk +44 (0)114 257 0563

Haze Batteries manufacture a complete range of 2 volt, 6 volt,12volt batteries in both AGM and Gel filled technology. Our batteries come with a 10 to 12 year design life supplied from our warehouse in the UK.

Tel: +44 (0)1536 205952 Sales@hazebatteryuk.com www.hazebatteryuk.com

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Times House, Bravingtons Walk, Regent Quarter London N1 9AW. Tel: +44 (0) 7042 9961 david.hiscock@rmf.co.uk www.rmf.co.uk


Business profile

remaining examples. From the findings, English Heritage selected 53 signal boxes for assessment for designation and 48 were successfully listed in 2013. Listing is one way of drawing attention to the plight of the signal box, but ultimately it is imaginative reuse and funding support which will save them. Some examples have committed groups and individuals fundraising or applying for funding to preserve or convert them for public use. However, there are a limited number of grants suited to these buildings’ types and there are many boxes already at risk which could be lost before emergency funding is secured. Future preservation is in reuse The future of remaining signal boxes is questionable and there is a risk that many could easily be lost without protection or sustainable reuse. For signal boxes to be preserved with

all their fixtures and fittings, the only likely use for them would be in a museum setting. With enough support, perhaps one day we could see the creation of a ‘Weald and Downland’ type of museum dedicated to railway architecture. Even so, it is difficult to imagine a situation where even a portion of redundant signal boxes could be retained as cultural sites. The most practicable solution for the sheer number of these structures is generating imaginative and sympathetic reuses. For this, as previously discussed, a full understanding of their significance and the potential impact of change is essential. This is achievable through documentation such as Heritage Assessments which can inform proposals. Assessing of the impact of proposed changes and how this will affect heritage value is important to this process. Collectively, signal boxes are indicative of changes in the railway systems and each box is reflective of its locality and the commissioning railway company. By retaining them, they will stand to represent glories of the past and by reusing them, they will remain a functional part of the railway landscape.

Heather Jermy is associate and heritage consultant, Purcell

Tel: 0207 397 7171 Email: transport@purcelluk.com Visit: www.purcelluk.com

Purcell is an award-winning architectural practice with regional studios covering the UK and a growing presence in Asia Pacific. Its start-to-finish service ensures timely and cost-effective project delivery while ensuring that buildings, structures and sites are financially viable for future use. Services include funding and planning advice, heritage consultancy, building conservation expertise, interior and architectural design. Its teams have the local knowledge, transport sector expertise and architectural vision to handle projects of all sizes. May 2014 Page 173


Business profile

Crossing the competition Rosehill Rail is the only manufacturer of rubber rail crossing systems in the UK and is working with an increasing number of new partners globally to develop new markets

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anufactured to suit all types of configurations and bespoke situations (including bullhead and tram rails), the crossings can be supplied in different grades depending on their end use. These include heavy and light road, track access, pedestrian and agricultural crossings. All crossing types are in daily use and have approval in many countries including the UK. There are two major types of crossing systems, neither of which are fixed directly to the sleeper. 1. The Rosehill Baseplated system: ideal for shorter crossings and for cutting into turnouts and tight bends that can be found

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in tram and city rail systems, something few others can accomplish. The company’s close working relationship with Level Crossing Installations Ltd and its experienced and skilled staff working to high standards, delivers installations and tailored cut-tofit solutions in a professional and safe manner. 2. The Premium Rodded system: universally suitable for all crossing situations but especially suited to long crossings at an acute angle to the road. As with the baseplated system, individual panels can be removed for inspection or maintenance without the entire crossing having to be dismantled.

Both systems are quick and simple to install, as demonstrated by the initial installation for the Rodded System’s Network Rail trial, which can be viewed on the Rosehill website (www.rosehillrail. com) where all the timings are logged. Every panel is marked when moulded so that it can be clearly identified with the crossing grade, rail type, sleeper type, fastener and year of manufacture. This makes it easy to check on site that the panels meet the required specifications. Rosehill anti-trespass panels are another innovative product. Available for the past 10 years and in three versions, they are becoming increasingly popular worldwide. The improved design (approved by Network Rail last year) incorporates more


Business profile

diverse mouldings making them both a physical and visual deterrent for people or animals straying onto the track, or into prohibited areas. Rosehill Rail’s traffic calming products complement its rail crossings and are very effective at slowing the speed of vehicular traffic in and around depots, distribution centres and terminals. The company’s product range is proven and Rosehill is working with an increasing number of new partners around the world to develop new markets. This will not only lead to Rosehill Rail crossings being seen more widely in use, but it will also help railway administrations and others to achieve savings over existing monopolistic sourcing, by introducing more competition into the market place. Future rail exhibitions where Rosehill Rail will be present are: Infrarail (UK), Rail Live (UK), UK Light Rail Conference (UK), InnoTrans (Germany), Transport Security Expo (UK) and various others. Rosehill Rail looks forward to welcoming new and existing customers to its stand at these and other major rail events. Tel:01422 839 456 Email: peter.anderson@rosehillrail.com Visit www.rosehillrail.com May 2014 Page 175


Business profile

Wheels keep turning Cairn Cross Civil Engineering has grown to a medium-sized business with around 90 per cent of its turnover coming from rail-related activities

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he founders and directors have spent their careers in the civil engineering disciplines and established Cairn Cross with the business objectives of providing high quality, economic services through a technically competent and well-managed workforce where safety is the principal consideration. Cairn Cross has grown to a medium sized business with around 90 per cent of its turnover from rail-related activities,

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including a significant proportion of work on the controlled infrastructure working within the rigorous demands of engineering possessions. To be able to undertake this range of activity, Cairn Cross has devoted a high level of resource and effort to developing and maintaining an effective governance framework which includes a comprehensive HSQE management control and reporting system. In a broad summary the HSQE system ensures a

structured and detailed approach to the planning and management of all works together with regular, routine reporting of progress to plan, and action on any issues arising. The process also ensures the on-going training and development of all levels of staff. There is also an appraisal system that applies to all staff to ensure that Cairn Cross maintains an appropriately qualified and a well-motivated team. All of Cairn Cross’s operational


Business profile

staff are appropriately qualified in the Sentinel system and all the requirements relating to competence, training and medical standards are strictly applied. The company is qualified to undertake rail activities via the Proof audit scheme and Principal Contractors licence. Continuous improvement Cairn Cross has a very strong commitment to continuous improvement and all HSQE systems are regularly reviewed, the outcome is reviewed by the board of directors and improvements are implemented where appropriate. The development to date of Cairn Cross has reflected the director’s careful approach to planning and their primary objective of delivering a high quality service to clients. This business’s growth will continue through understanding and supporting its clients’ strategic objectives, managing and delivering projects on time, to safety, health, environmental and quality standards. Cairn Cross will continue to invest in business development, maintaining the highest level of commitment to training and the introduction of innovative ideas and processes that will add to the quality of rail works. Tel: 0113 284 2415 Email: info@cairncross.uk.com Visit www. cairncross.uk.com

Cairn Cross Civil Engineering has announced the successful early completion of the new Craigentinny Wheel Lathe The company was appointed by Network Rail to replace the existing life expired wheel lathe with a new Hegenscheidt CNC wheel lathe. The scheme involved removal of the old Lathe, demolition of the concrete foundations and significant re-modelling of the structure within the existing building. The new Lathe pit is 8.3 metres long, 7 metres wide and 4 metres deep. A new section of concrete floor was required within the building spanning 50 metres. The scheme was handed back to the operator (East Coast) six weeks ahead of schedule. The new Hegenscheidt wheel lathe is designed to lift, measure and machine a wheelset. The suitability covers the re-profiling of wheelset; partial re-profiling of wheelsets; machining of the inner and outer wheel face; re-profiling of individual wheels and machining of axle and/or wheel mounted brake discs. Craig Bagnall, site manager for Cairn Cross Civil Engineering said: ‘The access to the site was challenging given the existing infrastructure, but with the cooperation of both the client and the stakeholders we were able to safely and effective deliver this complex scheme with no accidents and ahead of programme.’ Cairn Cross Civil Engineering has developed a portfolio of successful new wheel lathe installations across the country. It is testament to the obvious knowledge, experience and innovation of the project team that this enhancement to the rail infrastructure was successfully delivered.

May 2014 Page 177


Business profile

Engineering the skills pipeline The new undergraduate railway engineering degree programmes at the University of Birmingham – meeting future demand for skilled railway engineers

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nvestment in railway networks is expanding globally: from very-highspeed passenger lines in Europe and Asia to new heavy-haul freight lines in the Americas, Africa, and Australia. In Britain, major projects such as network electrification, Crossrail 1, the Borders Railway, the Northern Line Extension in London and High Speed 2 are underway. In just a few years, new high-performance rolling stock, operating on an improved and expanded network, will impact the way people travel and cargo is moved.

Page 178 May 2014

Railway projects are characterised by high levels of investment, extended implementation times and long life cycles, requiring inputs from large teams of highly competent specialist engineers for many years into the future. However, casting your eyes around many railway engineering organisations, you will easily spot the significant proportion of experienced, well-established staff who are due to retire within the next decade. As a direct consequence of this imminent loss of human resource and the high

levels of investment, there is an everincreasing demand for graduate railway engineers for the foreseeable future: civil, electrical and mechanical engineers with railway expertise who can develop, design, construct, and operate the new infrastructure, rolling stock and network. A distinguished tradition The University of Birmingham has a distinguished tradition in educating young people in the disciplines of civil and electrical engineering. It is also


Business profile

home to the world-leading Birmingham Centre for Railway Research and Education. Traditionally, the centre’s academic team has focused its efforts on postgraduate education, offering a wealth of PhD research opportunities and the highly popular MSc in Railway Systems Engineering and Integration. Very soon though, the University’s College of Engineering and Physical Sciences will welcome its first undergraduate students onto programmes that include a specialisation in railway engineering. From September 2014, Bachelor of Engineering and Master of Engineering programmes are offered in Civil & Railway Engineering and Electrical & Railway Engineering, providing students with a fully accredited pathway in their chosen engineering discipline, while placing an increasing emphasis on railway systems as the programmes progress. Students will develop a thorough understanding of the railway industry, appreciating in particular its interdisciplinary nature and how the engineering disciplines need to work together to create a system that meets the needs of the users and the operators. The railway industry has committed itself to contribute guest lecturers and summer or year-long placements as well as industry sponsorship for students. Given the inputs from an advisory board made up of representatives from major rail industry companies, these degrees are highly relevant to a modernising industry that continues to grow year-on-year. Continuous learning Unique in current UK higher education, these new undergraduate programmes enable students to embark on a career in the rail industry, while still

gaining the knowledge, knowhow and thorough understanding of their chosen engineering discipline that is necessary to become a chartered engineer, after some years of professional experience. Companies supportive of this new educational initiative may become

involved as sponsors of undergraduate students, as placement hosts or by suggesting dissertation project topics. Also welcomed are guest lecturers, industrial visits and the contribution of case studies that enrich the students’ classroom learning. More information For more information check out the course details at www.birmingham.ac.uk/ railway-engineering-courses and choose UCAS course code 52H7 (BEng Civil & Railway Engineering), 581H (MEng Civil & Railway Engineering), 71H9 (BEng Electrical & Railway Engineering) or 52H1 (MEng Electrical & Railway Engineering).

For undergraduate admissions enquiries, you may also contact us on uga-civeng@ bham.ac.uk, or uga-eece@bham.ac.uk. Please get in touch with Andy Packham, head of development for BCRRE, for information on how to sponsor students or to offer industrial placements. He can be contacted at a.j.packham@bham.ac.uk. May 2014 Page 179


Business profile

Polycarbonate - the new glass? If polycarbonate had been invented before glass, then it would probably be today’s glazing material of choice

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n its solid form polycarbonate looks like glass and is a safe product that offers many benefits for modernday glazing applications. This sustainable and long-lasting material lets the light through, is less than half the weight of glass and is virtually unbreakable. Polycarbonate offers the best of both worlds; architecturally it can really add to a building’s design, and it also provides practical advantages, such as: • no danger of breakage during transit, installation or use due to its inherent strength; making it a safer material

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during installation and when in-situ • virtually maintenance-free. polycarbonate retains its properties at high and low temperatures – meaning no cracking • in refurbishment projects lightweight polycarbonate reduces strain on the building’s fabric, helping to extends its life • compliance with regulations. Its non-fragile Multi-Link-Panel uses polycarbonate glazing which makes significant contributions towards complying with directives for working at height.

Time costs... Installation time costs money and possession times are usually very restricted. The modular Twinfix MultiLink-Panel has a unique fixing method, meaning installation takes less than a third of the time of a traditional split bar glazing system. It helps make the most of limited possession – and with panels built and glazed off-site it means fewer expensive site mistakes. You can choose from multiwall and glass-clear grades, or a Georgian wired effect polycarbonate that passes heritage requirements. The aluminium framework


Business profile

can be powder coated to match colour schemes and both the aluminium and polycarbonate are recyclable at the end of their long lifespan. Safety first... With safety a main concern on any building site it’s imperative that specifiers do their best to ensure that items fitted and used at height are as safe as possible — especially rooflights. According to the HSE: ‘Falls through fragile roofs and fragile roof lights cause death and serious injury. They account for almost a fifth of all the fatal accidents which result from a fall from height in the construction industry.’ Use of the Multi-Link-Panel – that conforms to the ACR[M]001:2011 drop test – goes a long way towards achieving a higher level of safety, both to people working near to rooflights, and those who gain unofficial roof access. In recent years, Network Rail asked Twinfix to design an access hatch for use within the Multi-Link-Panels specified on many of its station canopies. The key to the hatch is that it is in-line with the rooflight glazing – making it ideal for heritage areas. Having been installed it now enables staff to safely clean glazed roofs and gutters from below. Heritage matters... In the past, polycarbonate was deemed

unsuitable for use in older, more traditional stations; nowadays it is widely recognised as an advanced building material that is appropriate for use on older buildings. Twinfix’s Georgian wired-effect polycarbonate makes a great modern-day replacement for damaged Georgian wired glass. Polycarbonate glazing is widely used across Europe in stadia and railway stations, it has evident money saving

advantages but also architectural merit. For a material that is easy to handle, install and unlikely to break in-situ, polycarbonate offers great longevity. With design life of products so important nowadays, polycarbonate is a key building material in the rail industry. Tel: 01925 811311 Email: enquiries@twinfix.co.uk Visit www.twinfix.co.uk May 2014 Page 181


CONTAIN • PROTECT • SECURE

LPCB Security Rated Steel and GRP Enclosures and Doorsets Tested to LPS 1175 SR2 and SR3 and SR4 Please refer to Red Book Live for full listings

Page 182 May 2014

Morgan Marine Ltd Llandybie, Ammanford, Carms SA18 3GY Telephone: 01269 850437 sales@morgan-marine.com www.morgan-marine.com


Business profile

1865...

… Abraham Lincoln assassinated … the Gold Rush … American Civil War … birth of Rudyard Kipling That year also witnessed the formation of Midland Railway Enginemen and Firemen’s Life Assurance and Permanent Incapacitation Fund under the patronage of the Midland Railway Board of Directors

A

t that time there was no welfare state and the railway companies, as private enterprises, offered little or no financial support to their employees and dependents at times of loss or distress. The situation provided the basis for the Society’s formation which began life in the Locomotive Department at Saltley, Birmingham. The railway industry at the time was dominated by the ‘big four’, the Midland, the London, the Scottish and the Western companies. Its initial aim was to provide

financial support to members and their families in the event of death or permanent incapacity from carrying out their duties. These were the first days of what became the Railway Enginemen’s Assurance Society we have today. Friendly societies have been around for hundreds of years and may even have their origins dating back to Roman times. They grew from the simple premise that if a group of people contributed to a mutual fund then they could receive benefits at a time of need. The early meetings were

often held as a social gathering when the subscriptions would be paid. Over the years there have been friendly societies for most professions, vocations and trades as well as those focusing on a particular product type. Many have been available to the wider public. Quite a number were set up specifically to serve the railway industry but today the Railway Enginemen’s Assurance Society is the only one that remains open to new members, and it is still growing as it approaches its 150th anniversary.

May 2014 Page 183


Welcome to the Abellio Way The ability to move freely, safely and with ease is a precondition for a successful society. This has always been and will remain the role of public transport within communities. At Abellio we believe our responsibility to passengers extends beyond their journey on our trains and buses, so our services are focused on a single objective: delivering the full door-to-door journey requirements of our passengers. This is the Abellio Way: Beyond a-to-b. Across the Abellio group, we operate rail, bus and tram services in England, Germany and the Netherlands, and every day over 12,500 of our people ensure that 1.4m passengers reach their destinations safely. Without the diligence and commitment of our people who consistently deliver our core values on a daily basis, we would not have the reputation we do for customer service and partnership working. We take great care, therefore, to invest in them as ambassadors for Abellio. Our way, the Abellio Way, focuses on talent management and international best practice programmes, which allow our people the freedom to achieve their full potential. Page 184 May 2014

And we don’t just encourage excellence, we reward it with our annual Abellio Achievement Awards. Open to employees of all levels, the awards recognise and celebrate outstanding performance in six categories: Excellence, Bringing the Abellio Values to Life, Innovator of the Year, Leader of the Year, Team of the Year, and Employee of the Year. Our culture, our values, our commitment to customer needs and our dedication to creating world class partnerships represent the very essence of Abellio; it differentiates us in the world of public transport. It is the Abellio Way.

the way

Beyond a-to-b


Business profile

From those humble beginnings it now operates out of offices in Washwood Heath Road, Birmingham, not far from its original home, and close to the proposed maintenance hub for HS2. With a small team of seven professionals it manages funds approaching £30 million supporting the 17,000 policies of its 4,500 members. As a mutual society it is owned by its members so there are no shareholders to take any of the profits or returns generated by the investments. Oversight is exercised by a management committee who mostly work within the railway industry. Its role is to ensure that the needs of members remain at the forefront and that the Society meets its regulatory requirements. With many committee members being based in the workplace they are ideally situated to receive feedback from the very people they represent. All welcome Although originally set up exclusively for footplate crew, over the years membership availability has been widened to take in not just train crew but also anyone employed by the operating companies and the service companies. The majority of members are from the train operating companies but increasingly there has been a take up of products by those employed

within the track maintenance contractors and engineering works. The Society offers a range of products to provide the means to build up a valuable tax-free lump sum. These are available to any railway employee, their spouse or partner, and their children. All plans run for a minimum of 10 years but can be tailored to suit individual requirements so can be arranged to fit in with longer fixed terms or retirement. With premiums starting at only £5 per week these friendly society endowment assurance policies have a guaranteed sum assured to which bonuses can be added each year and become payable at maturity. As the policies also include life cover the guaranteed sum assured is payable in the event of an earlier death. Range of plans There is a Saver Plan available to all adult members, including spouses and partners. This allows savings for the long-term, perhaps towards a deposit on a house, special holiday, new car or for a lump sum to put aside for a rainy day. The Children’s Saver Plan allows members to plan for their children’s futures. These policies also run for a minimum 10 years but can be arranged to mature on a child’s 16th, 18th 21st or 25th birthday. These options are useful for parents looking to

provide towards their children’s further education, their first car, maybe the wedding or just as a lump sum for them. Making up the range is the Saver and Disability Plan available only to those holding safety critical (track safety) certification. In addition to the benefits of the Saver Plan it provides cover in the unfortunate event of being permanently removed from duties as a result of permanent medical restriction. A big plus of the Society is that it is able to collect premiums through payroll deductions. It has arrangements in place with the majority of train operating companies and main contractors. In situations where the facility is not available premiums can be collected by bank direct debit. The Society has depot introducers in more than 70 locations throughout the country with additional support provided by a small team of area representatives available to provide information in the workplace. More details online More detailed information on the Society’s products, locations and teams can also be found on its website at www.enginemens. co.uk or by telephoning its offices on 0800 328 9140. You can write to it at Railway Enginemen’s Assurance Society Ltd, 727 Washwood Heath Road, Birmingham, B8 2LE Email: apps@enginemens.co.uk

May 2014 Page 185


Design, supply, install, maintenance, test and commissioning for HV & LV electrical assets for the rail industry Design, supply, install, maintenance,

test and commissioning for HV & LV electrical assets for the rail industry With our comprehensive expertise, our personal commitment, and many years of experience, we can implement solutions, based on proven results. Services delivered by HVMS include: • Substation Design and Build • HV/LV/DC Cable Installation, Jointing and Termination • Test and Commissioning • Transformer Rectifier Installation • AC/DC Switchgear Installation • Decommissioning and Disposal of Electrical Assets • Track Monitoring and Safety Systems Installation • ETE & OLE Benefits of using HVMS: • In-house knowledge of Electrical Rail Systems • In-house Team of Experienced Level A, CRE & CRM Engineers • In-house Design Capabilities • In-house Testing and Commissioning Service • In-house Cable Jointers Services • In-house SSOW & Possession Planning

HVMS offer tailored, reliable electrification and traction solutions for substations on the rail infrastructure.

www.hvms.co.uk

With our comprehensive expertise, our personal commitment, and many years of experience, we can implement solutions, based on proven results. Services delivered by HVMS include:

Benefits of using HVMS:

Substation Design and Build

HV/LV/DC Cable Installation, Jointing and Termination

In-house Team of Experienced Level A, CRE & CRM Engineers

Test and Commissioning

In-house Design Capabilities

In-house knowledge of Electrical Rail Systems

HVMS offer tailored, reliable electrification • In-house Testing and Commissioning Service • In-house Cable Jointers Services and traction solutions for substations Decommissioning and Disposal of Electrical Assets • In-house SSOW & Possession Planning onandthe Track Monitoring Safety rail Systems infrastructure. Installation

ETE & OLE

• • •

Transformer Rectifier Installation

AC/DC Switchgear Installation

www.hvms.co.uk

With our comprehensive expertise, our personal commitment, and many years of experience, we can implement solutions, based on proven results. Services delivered by HVMS include:

Benefits of using HVMS:

Substation Design and Build

HV/LV/DC Cable Installation, Jointing and Termination

In-house Team of Experienced Level A, CRE & CRM Engineers

Test and Commissioning

In-house Design Capabilities In-house Testing and Commissioning Service

In-house knowledge of Electrical Rail Systems

Transformer Rectifier Installation

AC/DC Switchgear Installation

In-house Cable Jointers Services

Decommissioning and Disposal of Electrical Assets

In-house SSOW & Possession Planning

Track Monitoring and Safety Systems Installation

ETE & OLE

www.hvms.co.uk

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Business profile

The consultant of choice Ranked number one in Engineering News-Record’s global Top 500 Design Firms list in mass transit and rail for 13 consecutive years, AECOM is delivering frameworks for economic growth and moving people and freight faster, safer and more sustainably around the world

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panning every continent, its global portfolio is expansive and impressive: the current Second Avenue Subway project in Manhattan, the Gautrain Rapid Rail Link in South Africa, consortium-lead on a federal report into the implementation of a high speed rail network along Australia’s east coast, Hong Kong‘s High-Speed Rail Terminus project and Etihad Rail’s 1,200-km network in the Middle East.

This global expertise is now making its mark on the UK rail industry with AECOM recognised as one of the UK’s fastest-growing rail businesses. The fully multi-disciplinary rail team, headed up by Dan Rodgers, has in-depth expertise in all aspects of rail funding, costing, design, planning and management. The team of 250 draws on the company’s global expertise and provides end-toend solutions from strategic planning and advisory services at the earliest

inception of a programme through to commissioning of operational systems, and into operational improvements and asset management. Appointed head of Rail last year, Rodgers has operational responsibility for AECOM’s UK and Ireland rail sector. A civil engineer by background, he has extensive design management experience gained through delivering some of the UK’s largest rail infrastructure projects in the last decade. He has executive

May 2014 Page 187


18912-Arrow Advert 130x183mm_Layout 1 18/03/2014 14:48 Page 1

From washing trains every night to keeping the network running through winter, Arrow has been providing operational solutions to the rail industry for over 45 years.

CLEANING • DE-ICING • MAINTENANCE

Contact us today on +44 (0)1283 221044 or visit www.arrowchem.com to find out how our market leading products can reduce downtime and increase reliability.

Page 188 May 2014


Business profile

responsibility for the management and delivery of AECOM’s significant responsibilities on HS2, Crossrail and Network Rail’s Northern Hub. Network Rail has recently doubled the level of commissions AECOM currently carries out under the Civils Examination Framework Agreement when appointing the practice to its Civil Assessments Framework Agreement. For the next five years, the team will be working on bridge inspections and assessments on four routes, continuing its 15-year involvement in rail structures assessments. This comes on the back of delivering more than 5,000 Level 0

Structures Assessments in 21 months to assist Network Rail comply with the Office of Rail Regulation’s requirements to gain a better understanding of the structures assets on the network. Crossrail, the largest addition to the London transit system in half a century, has recently powered its way to the halfway mark. As lead partner in the joint venture Transcend, the team is leveraging its global programme management experience to help Crossrail fulfil its goal of delivering the overall programme on time, within budget and to the highest standard. Under the HS2 Professional Services Framework, AECOM is providing engineering support for the Birmingham to Manchester route and supporting the consultation process to demonstrate the true value and efficiency of HS2. The scope of AECOM’s activity on the project has recently been extended to include further work packages in other geographies. Innovation is a driving principle as demonstrated on the NINIS framework. The team is deploying cutting-edge high definition scanning technology to survey

assets across the country, and Network Rail’s engineers are using AECOM’s Point Cloud datasets as a virtual environment to design the infrastructure of the future. Top consultant in UK rail Looking forward, Rodgers aims to secure AECOM’s place as the premier rail business in the UK and Ireland. The team’s goals are bold: to be recognised as

the consultant of choice by both Network Rail and Transport for London; to reach the number one position in alliancing and in station design and to be recognised as the top consultant in the UK rail market. Rodgers relishes these challenges and is confident that he and his team will realise these ambitions through a keen focus on quality of service and deliverables. Contact Dan Rodgers Tel: +44 (0)161 601 1700 Email: dan.rogers@aecom.com Visit www.aecom.com May 2014 Page 189


{y}our SAFETY NET... Your company is serious about health and safety. They subscribe to CIRAS because it is part of their safety strategy. They want your health and safety concern raised and resolved. Your best first action is to report it internally. Use all available channels. However if you need to speak with someone independent confidentially, call CIRAS.

...AT ThE ENd oF ThE liNE 0800 4 101 101

Freephone Freepost CIRAS Text 07507 285887

Remote monitoring that ensures you remain entirely informed Our sensor, camera and software systems present realtime information to warn of condition changes such as waterlevels, ground saturation and slope movement To talk to a rail consultant call +44 (0) 1825 765044 email nick.slater@itmsoil.com www.itmsoil.com

precisely measured instrumentation and monitoring

RailPro_.5_page_Apr2014.indd Page 190 May 2014

1

13/03/2014 14:42


Business profile

Taking it up a level Lighting company makes inroads into the rail sector with backing from a major contractor

T

he Aluminium Lighting Company’s latest version of its best selling Echalon Hinge has been used at a major installation at the Brighton Rail Yard. The site’s contractor, Emico, wanted to install the Port Talbot firm’s columns on platforms and around the site because it is the ideal solution to the problems of installing and maintaining luminaires in limited space. Emico’s Matt Cunningham said: ‘Our specialist installation team found these columns really easy to work with. They are light enough to carry into position and the hinge mechanism is very simple to operate, so we could fit the lanterns quickly and get the columns up with a minimum of fuss.’

Longlasting For the site – in a DC railway siding with touch potentials an issue and different supply systems in close proximity – it was requested that the columns would require an Abcite coating. The finish would minimise any exposed contact points on the column, thus reducing the risk for depot operatives. Usually aluminium columns are supplied in a brushed natural state, as there is no need for any corrosion protection, although they are available in high gloss and other finishes. The new Echalon Mk. III hinge retains all the previous popular and reliable benefits: One person operation The unit’s safe and quick solo operation

reduces time and labour costs Safety The unit’s low risk solution overcomes issues with working high up or manual handling because it brings the luminaire down to the operator Powder coated spring The spring works as the operator balances the weight of the column and luminaire; making controlled lowering and raising of the column easier No specialist or bulky additional equipment required The column is supplied with a simple spanner for its anti-tamper bolts; with

May 2014 Page 191


Page 192 May 2014


Business profile

a M24 spanner the only other item required Self contained unit No removable parts Light and easy to install Constructed from aluminium, the column and hinge make transporting to locations with limited vehicle access easier Long life and low maintenance The hinged column has a design life of fifty years, with no paint required. Aluminium immediately builds up a layer of aluminium oxide when exposed to air, a hard natural barrier that delays corrosive activity; the natural protection is self healing, i.e. if the metal is scratched, the protective layer grows back. ‌while also improving on previous versions: Stronger Designed mainly for export markets, ALC has greatly increased the unit’s capacity; in physical load tests the new unit supported the equivalent of two Minis Simpler to operate By undoing just five bolts the hinge can be quickly lowered and ready, its new design minimises the risk of damaging the hinge if used or installed incorrectly Better looking The unit has smoother lines and laseretched doors. ALC is not stopping with the Mk III and continues to improve its products: its recently developed prototype has a camera support pole, with the company working on a bigger and stronger hinge to enable its use on taller columns, bearing larger weights. Tel: 01639 852502 Email: sales@alulight.co.uk Visit www.aluminium-lighting.com

May 2014 Page 193


GoinG the Distance... the thermit® smartwelD innovation Project a new GrouP of ProDucts to ensure hiGher welD quality

We also provide a diverse range of specialised products and services: » Single Use Crucible in regular use by Network Rail and now approved by London Underground » Training, installation and inspection » Repair and re-surfacing of worn rails » Track measurement and performance monitoring » Rail grinding – corrugation and wear » Ballast stabilisation by gluing.

For more information contact: info@thermitwelding.co.uk alternatively call us on 01708 522626

www.thermit-welding.com

Page 194 May 2014


Business profile

Making tracks With investment in rail infrastructure continuing to prosper, Hyder is well placed to capitalise on many key projects across the UK

H

yder Consulting is a multinational design and engineering consultancy, working with clients across the rail, highways, energy and utilities sectors. It’s one of the world’s longestestablished consultancies, creating designs across the globe. Current UK rail projects include Crossrail’s Whitechapel station and Victoria Dock Portal; London Bridge station, in collaboration with Costain, WSP and Network Rail; Manchester’s Victoria station; Thameslink depots and

numerous other capacity enhancement schemes and electrification and signalling projects. The company is also involved in major railway and metro schemes in the Middle East and Australia. Mac Alghita, managing director for the rail division, has a focused strategy of meeting clients’ needs and gaining an understanding of their challenges and objectives in order to deliver innovative and practical engineering solutions. ‘Our aim is to be consultant of choice to our rail clients’, said Alghita.

A design engineer with 25 years’ experience, including a number of years as project director on several significant multi-disciplinary rail schemes, Alghita is aware of the importance a client places on technical excellence and getting it right first time. Alghita has developed the rail business over time keeping these principles in mind, strengthening the team’s capability in traditional disciplines, such as civil engineering, structures, MEP and track, while responding to market demands

May 2014 Page 195


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email: sales@psvwypers.com email: sales@psvwypers.com www.psvwypers.com www.psvwypers.com


Business profile

‘A key highlight for Hyder this year has been achieving BS11000 accreditation for Collaborative Working Relationships. It speaks volumes about the company’s commitment to working with clients and partners’ by developing signalling, overhead line equipment and electrification expertise. As a result, Hyder has secured electrification commissions in Scotland and will be working with two contractors on a number of packages on the National Electrification Programme. Being in the right place Alghita added: ‘Hyder has the capacity and resources to respond quickly to client demands and new contracts. We also recognise that we are stronger when we have teams in key geographic

locations. Over the past few years we have increased our presence by growing multidisciplinary teams across the UK in the South, from our London and Guildford offices; the West and Wales, served from Cardiff, Bristol and Plymouth; Central, served from Warrington, Birmingham and Derby; and the North and Scotland, served from York and Glasgow. ‘A key highlight for Hyder this year has been achieving BS11000 accreditation for Collaborative Working Relationships. It speaks volumes about the company’s commitment to working with clients

and partners. Our aim is not to be just a supplier; it’s to function as one team in order to deliver outstanding engineering design that meets individual client’s needs and expectations. This level of trust is not won overnight – it’s developed and proven over time.’ Great teamwork Evidence of Hyder’s collaborative working style is demonstrated by the projects with which it’s been involved or has secured with leading contractors, such as Costain, on Crossrail’s Paddington New Yard and Vinci on Crossrail’s West London stations. Hyder continues to work on prestigious UK projects, such as Crossrail Central and Waterloo station and is increasing its London Underground and Network Rail workload through significant multi-disciplinary frameworks, providing the opportunity for a secure future. Despite intense competition in the rail sector, Hyder’s combined passion for technical excellence and collaborative working practices – two key differentiators – help keep clients returning. Tel: 020 3014 9000 Email: mac.alghita@hyderconsulting.com Visit www.hyderconsulting.com May 2014 Page 197


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© Pristine Condition Ltd 2014 Page 198 May 2014


Business profile

Always on guard TfL’s solution to protecting passengers and employees on the East London Rail Line was provided by Kee Safety

F

ollowing TfL’s government backed rail and tube network upgrade, Kee Safety supplied guard railing systems for a recent project; running four kilometres between Shoreditch and Dalston stations. Project contractor Carillion specified tubular Kee Klamp® fittings to provide a safety barrier for passengers and employees working on elevated viaduct and railway bridges. Industry approval Suresh Patel, senior quantity surveyor for Carillion said: ‘Not only were the products high quality, but Kee Safety supported this with great customer service by visiting the site and providing detailed designs of the installation and fixings. Kee Klamp® fittings are extremely easy to install, a factor that was hugely beneficial for us on this project. Our client is delighted with the end result as it fully meets their initial brief.’ One size fits all Kee Klamp® components are versatile and suitable for use in a variety of areas where tubular structures or barriers are required. The off-the-shelf range is one of the largest on the market, providing

fittings for all applications. All fittings are available with a combination of protective coatings, applied to achieve a longer life and better resistance to corrosion. This is vital for structures in areas which may be prone to extreme

weather or rust, and also structures in places that are difficult to access and work on. The components can be installed using a standard hex key, with each fitting incorporating an integral set screw to lock the respective fitting safely and securely onto the tube. Not only does this method create a strong, stable and safe guard-rail structure, it also eliminates the need for time-consuming welding or specialist skills. Kee Safety provides customer service to support its Kee Klamp® range, with technical advice, project drawing and an installation service available. Tel: 01384 632 188 Email: sales@keesafety.com Visit www.keesafety.co.uk May 2014 Page 199


Solution Providers Rail projects include: Over Head Line Electrification Re-Signalling Civil Engineering Aspin Substructure Solutions include: OLEMI Piles Piling: Open, Bore and Driven Sheet Piling Steel Pins Platforms Track Bed Toolbox Geotechnical and Earthworks Site and Ground Investigation Superstructure: Design, build and construct: Signal gantry supply and erection Cantilever structures

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With: • SITE INSPECTION – before job commences to identify hazards, etc. • PURPOSE BUILT RRV JET VACTOR Quick on/off tracking 3,500 CuM/min. airmover for quickly emptying catchpits 1,500 psi high pressure water pump provides continuous flow for flushing drains etc. 8500 gallon water tank means less top-ups (if any) during the shift 4 tonne capacity detritus tank • MACHINES LOW-LOADED TO SITE on one vehicle saving transport costs • FULLY TRAINED 3 MAN TEAM – complete with maintenance fitter ensuring no breakdowns or loss of time • ASSET CONDITION REPORTS – including site drawings and photographs

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Business profile

Safe as houses As manufacturers of security housings to the industry’s big names, Morgan Marine knows all there is to know about keeping trackside components safe. Sue Paton explains the changes in security requirements since the business was established in 1965

‘T

he rail industry and the security measures that are now required are unrecognisable to even just a few years ago. Security considerations are unprecedented and we are constantly looking for ways to enhance the resilience levels of our products to deal with the evolving security threats that the industry faces,’ said commercial director, Paton. Staying ahead of the game As the only supplier capable of manufacturing housings, such as switchgear enclosures, plant rooms and instrumentation kiosks in glass reinforced

polymer (GRP) and steel, Morgan made a decision several years ago to invest heavily in research and development to ensure it stays ahead of industry requirements and foresees security standards amendments before its clients require them. The South Wales-based firm and its sister company, PSF Wales, spent a year focusing on in-house design, R&D using its own testing processes, developing a range of Loss Prevention Certification Board certified security products, which are designed to protect critical infrastructure against terrorist and vandal attacks. 

Industry collaboration Morgan Marine has been contracted to work alongside Babcock on the Network Rail Telecommunications (NRT) flagship technology programme, FTNx — designed to establish new-generation IP and optical networks across the UK, supporting Network Rail’s commitment to delivering a more efficient rail industry, via the introduction of new technology. The programme will transform the current voice and data network infrastructure into a state-of-the-art network that meets the requirements of the operational railway and NRT’s corporate customers. Speaking of its work alongside the

May 2014 Page 201


MIKE WORBY SURVEY CONSULTANCY

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Our Services include:Dual Frequency GPS Topographic Surveys Engineering Surveys and Setting Out Track and Structural Monitoring 3d Modelling and Design Measured Building Surveys 3d Laser Scanning Boundary Matters Expert Witness Reports Geospatial Consultancy

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Business profile

security housing manufacturer, Babcock’s John Forrest said: ‘We found them to be extremely cooperative, proactive and highly flexible in meeting NRT’s requirements. Babcock has established a firm and collaborative business relationship with Morgan Marine, which has realised project benefits in an efficient and professional manner.’ Increased levels of efficiency The project is the first major move to the internationally-recognised LPCB security rated enclosure, offering additional benefits over the standard test’s security rating; including the enhanced insulation value, making the enclosures efficient when against hot or cold temperatures. And being an NICEIC certified electrical contractor, the company is qualified to offer a more complete service. The enclosure is pre-wired and other equipment is pre-fitted at its 11-acre, purpose built factory, before being moved directly to the site, minimising the number of contractors and work hours on it. Made-to-measure solutions The company has provided GRP housings to London Underground and the Channel

Tunnel – a project which involved AC/ DC equipment layout housings and a large bespoke gas governor building for use at St Pancras. The company has also worked alongside London Overground Rail Operations to design CCTV cabinets installed at stations throughout London. Paton continued: ‘Morgan Marine prides itself on the range of additions that it offers customers to ensure they have a product that is custom made for their purpose. Our sister company took the security market by storm by offering the first insulated construction. The double-skin construction provides an exceptionally high insulation value, making the enclosures energy efficient and helping to reduce carbon footprint while meeting stringent security requirements.   ‘We have been successful in testing GRP to Security Rating 4 and are currently undergoing BRE certification for it. We also offer a number of LPCB security rated ventilation options and, for sensitive planning applications, we can offer stone, brick and timber effect to aesthetically blend with the item’s intended environment.’   The company has full in-house engineering, both mechanical and

Babcock’s John Forrest said: ‘We found them to be extremely cooperative, proactive and highly flexible in meeting NRT’s requirements’ electrical, at its 120,000 sq ft. factory and also offers extensive sales support and experienced site teams and logistical crews to ensure an efficient service from enquiry right through to installation. Tel: 01269 850437 Email: sales@morgan-marine.com Visit: www.morgan-marine.com May 2014 Page 203


The 08.45 from Bradgate

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For an exceptional service everyday We are experienced at engineering railway equipment containers and switchgear modules that meet demanding specifications. Choose Bradgate for a quality and service you can rely on. • Custom-designed railway modules and acoustic containers • Relocatable Equipment Buildings (REBs) • Control instrument and switchgear modules • Fully-compliant with BR1615D and National Rail specifications

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T: 01509 508678


Business profile

Ballyclare goes from strength to strength The prominent safety clothes manufacturer uses cutting-edge fabrics and up-to-theminute IT; providing trusted equipment around-the-clock

W

ith more than twentyfive years’ experience in the design, manufacture and distribution of personal protective equipment (PPE) and workwear for the rail industry, Ballyclare is one of the sector’s biggest. Its list of clients, past and present, include: Network Rail, Carillion, Bombardier, EWS, First Engineering, Tube Lines and London Underground. Despite the company’s heritage stretching back decades, Ballyclare only became known in its present form 12 months ago; when David Ross, the entrepreneur who co-founded Carphone Warehouse, bought the business.

construction and aggregates industries. The cross-fertilisation of ideas and technologies across different sectors is key to new product development. Comfortably exceeding standards Central to the equipment it offers the rail sector is a commitment to providing the end user with garments that deliver optimum safety, complete comfort,

maximum visibility, absolute protection and total performance at all times. Working in close partnership with quality fabric suppliers, it produces garments that are not only fit for purpose but also surpass legislative requirements without compromising on comfort and fit. Its range of compliant rail PPE includes: hivis workwear; GORE-TEX® foul weather gear; flame retardant garments; and

Sustained growth In the past year it has continued to grow; the purchase of the Lion firefighter business in January 2014 from LHD Group signalled the company’s intention to remain a major force in the development and supply of PPE. In the fire sector alone, the company protects more than 20,000 UK firefighters. The amalgamation of Lion’s existing facilities added two more care and maintenance centres, in Uxbridge and Livingston, to Ballyclare’s existing operations in Stockport and Barnsley, providing further resources to service major contracts across all its core markets. With a wide range of skills and expertise at its disposal, its growing business provides customers with access to high standards of service nationwide. Ross recently purchased Simon Jersey, the corporate wear manufacturer, further extending the business’ resources to an even wider network. Sharing ideas, innovations and best practice in textile design and production, Simon Jersey’s support has added a new dimension to Ballyclare’s potential contribution to the rail sector – particularly for the supply of staff uniforms. The rail industry will benefit from the protective clothing company’s expertise as leading suppliers to the fire and rescue services, the military and police, utility companies, motor technicians and businesses in the road May 2014 Page 205


Business profile

WINDSTOPPER® underwear. From next-to-skin underwear through to second layer workwear and outer layer waterproofs, Ballyclare’s PPE meets or exceeds the relevant European standards. All hi-vis garments supplied to the rail industry are GO/RT compliant and Achilles Link-Up approved. Safety is paramount for those working trackside and the company invests heavily in pushing the boundaries of innovative design and product testing. Operating in a high-risk environment, workers have to tolerate a variety of harsh weather conditions, so it’s imperative that all workers can rely on their garments to maintain visibility in all levels of light, as well as keeping them dry, warm and comfortable. Constantly improving Key to the success of the company’s long-standing customer relationships is its strong design capability and a history of developing and trialling new garments to meet a specific need, rather than supplying a standard, off-the-shelf, product range. For example, the design team is currently working on highperformance technical clothing that can protect against hazards like electrical arcing and extreme temperatures. Ballyclare is also focused on offering excellent levels of service, lead times and delivery turnaround alongside its development of new products and services. The business has the resources to deliver a fully managed service option; this is a turnkey solution that improves safety, especially in markets like the rail sector, which are heavily regulated by health and safety legislation. It can also manage the complete process of testing, sizing, fitting and supplying personnel with the correct garments – servicing them and taking care of the item’s laundry throughout its life. Ballyclare’s UK-wide stock holding facilities ensure everything is supplied quickly; with a rapid response, 24/7 emergency hotline service, if required. The company has managed major contracts for rail companies and the emergency services that involve in excess of 18,000 staff garments. Computer says yes Key to the delivery of a fully managed service is state-

of-the-art IT. The company’s advanced paperless system can integrate seamlessly with the customer’s own enterprise, resource and planning systems. It comprises a number of different modules that come together to provide a comprehensive management, control and reporting tool. The sophisticated technology maintains all the wearer’s information required to run a contract with full track and trace capability, including integration with other supply chain partners. This unique system uses the latest barcode technology to ensure every single item of PPE is closely monitored – from top to toe. Meaning

that full garment history is accurately maintained and readily available. The provision of detailed analysis of PPE maintenance allows customers to accurately forecast its needs and budget accordingly. The ability to manufacture its own garments means Ballyclare can maintain rigorous quality controls throughout the whole process. When combined with high standards of care, the operational lifespan of garments can be extended even further, increasing the return on investment and delivering efficiency savings for its customers. Looking to the future, Ballyclare is confident it has the people, expertise, resources and customer relationships to continue to expand its business throughout the UK. It’s currently working on an exciting new range of clothing designs for the rail sector that will meet the requirements of this everchanging market for many years to come. Tel: 0844 493 2805 Email info@ballyclarelimited.com Visit www.ballyclarelimited.com May 2014 Page 207


Business profile

Getting a grip With a growing demand for 10/18 grade Traction Sand, Western Minerals spotted a gap in the market and filled it

W

estern Minerals has been providing specialist sands and minerals since 1998, supplying more than 52,000 tonnes of various grades of sand and minerals since it began trading. Predominantly serving the UK water industry, the company is able to certify all products that are supplied through its in-house laboratory. Being a quality assured ISO 9001:2008 company; it understands the importance of consistency in both the quality of products and the services it provides, whether that be potable water treatment for the water industry; traction for trains for the rail industry; or for industrial customers that require the highest quality silica sands and minerals for its products. All products sold have been selected from the best sources and are regularly tested and audited to maintain a high-quality yet affordable product.

Reacting to the market As part of the company’s growth objective, it has been ‘dipping its feet’ into new markets – one of these being the rail industry. It became apparent that due to increased orders over the past 12 months there has been a shortage of 10/18 Traction Sand stocks in this country. The strategy for its sustainability is ensuring that significant volumes of 10/18 Traction Sand is available 24/7 in the new distribution facility in Swansea. Typically, customers look for the means to minimise or mitigate manual handling and this has led to a redesign in the packaging of Traction Sand. Western Carbons are able to supply it in 25kg bags and even as small as 12.5kg, which drastically reduces the waste that customers experience when filling sand

that it’s widely used by train operators including Heritage Railways. The material is a natural product that is formed by the glacial process of scouring and rolling silica-based stone, making it a spherical and uniform shape,

hoppers on trains. Both sizes are kept in stock and it can all be delivered within 48 hours of placing an order. The company works closely with its customers to understand and match its requirements, demonstrated by the ongoing development of a long and thin 5kg bag, reducing waste even further. Providing safety across the network Traction Sand is used to prevent trains from slipping on the rails during braking; with a mix of dry, free flowing sand in a variety of grain sizes directed between the train wheels and rails to provide increased traction. The material is so effective in facilitating track safety

more like tiny pebbles than the angular shards of stone and shell that beach sand is comprised of. The 10/18 grade equates to the sieve sizes, using meshes consisting of 10 and 18 wires per inch, which may make it easier to visualise the range of grain sizes than if the grade was described as 0.851.70mm Traction Sand. All technical support; detailed guidance; and assistance with the preparation of specification and use of products are available through the sales offices. A free technical service is also available. Tel: 01792 586 892 Email: sales@westernminerals.co.uk Visit: www. westernminerals.co.uk May 2014 Page 209


The Consultancy Service for Rail Professionals Xanta is recognised as a leading provider of expertise and assistance to the UK rail industry across tube, tram, light/urban and heavy rail. Our reputation is founded on being second to none in areas of technical excellence, proven ability, and assured delivery. Our specialisms include; • Strategic Advice • Incident Investigation • Proven Ability • Performance Management • Value for Money • Systems Engineering • Interim Management We know the challenges faced in running a modern railway. Visit our website www.xantarail.com for more information and client testimonials.

Xanta Limited 1st Floor 130 Fleet Street London EC4A 2BH Tel: +44 (0)20 7583 4500 Email: enquiries@xantarail.com Page 210 May 2014

www.xantarail.com


Business profile

Holdsworth name change signals new beginning Fabric specialist’s decision to adopt the name of parent company, Camira, was made to reflect the company’s wider-ranging product capabilities

T

his year brings about a new stage in the evolution of transportation textiles for Holdsworth, as it fully aligns itself with Camira, the award-winning group that acquired it in 2007. Designed to echo the company’s more extensive product capabilities, encompassing not

only moquette fabrics for seating, but high performance upholstery flat cloths and textile ancillary trims. The switch to Camira is also part of a global brand building initiative, as the company seeks to strengthen its position as the natural choice for fabric solutions in the worldwide interiors marketplace

– building on its hallmark characteristics of manufacturing excellence, innovation and sustainability. Steeped in history Holdsworth started out in 1822 in Halifax, the UK’s textile heartland, weaving the original wool moquettes

May 2014 Page 211


Safety & reliability Approved by rail operators worldwide

Welding Alloys offers a vast range of welding refurbishment solutions, machines and equipment for Railways & Light Rail by applying almost half a century of expertise and innovation in wear resistant alloys delivering longer service and optimised performance. Trust Welding Alloys for extending component life and reducing track maintenance costs. WA offers the following rail refurbishment products & services: • GCR Machine (with D3-Touch™ technology) • Stockrail & Switchblades • Rail Heads and Ends • Gauge Corners SAFETY • Tamping Tines RELIABILITY • Rail Crossings

APPROVED BY RAIL COMPANIES GLOBALLY

www.welding-alloys.com info.uk@welding-alloys.com Page 212 May 2014

ACTING GLOBAL WELDING LOCAL


Business profile

A raft of environmental initiatives supports its manufacturing processes including: waste reduction, comprehensive waste streaming for re-use and recycling, energy management and intelligent lighting systems, and natural borehole water for dyeing and finishing

manufacturer British Furtex Fabrics in 2003. As a result of the integration of the transport textile business, Camira now designs and manufactures eight million metres of fabric a year, sold in 80 countries worldwide. They are used in a wide range of commercial interiors, such as healthcare, education and of course mass passenger transport on trains, underground and tramways. The company’s iconic design fabrics are used by millions of rail passengers across the world on a daily basis. From London Underground, Thameslink and First Great Western in the UK to Swiss, Czech, Israeli and Korean rail, the Moscow AeroExpress, urban metro systems in Paris and as far afield as Seoul and Los Angeles.

for railway carriage interiors, followed by buses and coaches. After six generations in the Holdsworth family, the business was sold in 2005 for real estate development of its historic mill complex. Two years later its assets and family name were acquired by UK textile manufacturer, Camira – the company that had also obtained transport fabric

Tightly-woven team Camira’s in-house design team works closely with design houses and rail operators to create the most appropriate solution, not only in terms of colour and appearance but also in relation to meeting specific technical requirements; most notably flammability performance. This capability spans plush moquette, wire

woven moquette, high endurance flatcloths for seats, as well as ancillary fabrics used for other interior decoration such as wall sides and luggage racks. Numerous standard fabrics are supplied on an exstock basis, while made-to-order fabrics are available to agreed lead times. Camira is an independent UK textile company with four manufacturing facilities in England and a mainland manufacturing plant in Lithuania - a total of over 500,000 square feet. It has offices and showrooms in Europe, North America, Australia and China and a global network of sales representatives, agents and distributors. The company carries out the entire production process from wool spinning and yarn dyeing; warping; winding; weaving and finishing; through to specialist cutting and sewing services. This ensures full control of production, providing outstanding service and excellent quality. Green credentials The company’s policy for environmental sustainability is ratified by being the current holder of the prestigious Queen’s Award for Sustainable Development. It is also accredited to the international May 2014 Page 213


Seeable create interactive 2D & 3D visualisations to view on mobile, tablet and pc. They are tailored to your health & safety, training and engineering needs.

info@seeable.co.uk M +44 (0)7970 702 083 T +44 (0)8700 34 2222 seeable.com @makeitSEEABLE

To find your way to the best signage solution come to Wood & Wood Signs Page 214 May 2014

TM


Business profile

intelligent lighting systems and natural environmental management standard borehole water for dyeing and finishing. ISO 14001. A raft of environmental The design team constantly strives to initiatives supports its manufacturing improve the environmental performance processes, including: waste reduction, comprehensive waste streaming for re-use of its fabrics by using high wool content, and recycling, energy 25/4/12 management andPage 1 renewable fibres and cotton backings. TE_forgetrack_dis 14:21

It constantly develops its products to make lighter-weight moquettes and flat woven fabrics, in addition to closed loop polyester incorporating recycled polyester yarn from selvedge waste and yarn remnants. Camira celebrates its 40th anniversary in 2014; a relatively young company with roots as far back as 1822. Andrew Schofield, group sales and marketing director, said: ‘The change from Holdsworth to Camira is a natural progression as we position ourselves as a global textile brand with a single name and a strong cohesive identity. It’s very much business as usual and our customers can look forward to ongoing first-class service and quality innovation. ‘The transition will gather momentum throughout the course of 2014 right through to InnoTrans in September. Customers will be kept informed of the changeover during the coming months, and a new website is scheduled to launch in the summer.’ Contact Ian Burn. Tel: 01924 490591 Email: ian.burn@camirafabrics.com Visit www.camirafabrics.com

absolutely powerful

MTM Power DC/DC Converters The strength of big industrial facilities, the dynamic of fast vehicles, the power of heavy structural engineering require strong, rugged components. Even and especially the power supply plays a major role. MTM Power DC/DC converters have an exceptionally high power density while requiring only little space. Due to their high efficiency the converters are extremely powerful and strong.

For full details ring Linda on 01992 500900 or email training@forgetrack.co.uk

www.mtm-power.com info@mtm-power.com May 2014 Page 215 Anzeige_88x130_Rail_Professional_May_2014.indd 1

27.03.2014 15:04:33


Business profile

Paving the way A McKie is well-versed in the maintenance and renewal of civil and building assets on Network Rail’s infrastructure, particularly when it comes to new builds and platform refurbishment

A

McKie Building & Engineering Services is a supplier of specialist subcontract services and quality construction solutions to the civil, building and rail engineering sectors in the UK. Established in 1997, it has developed a strong reputation in the engineering and rail sectors as a business with a professional and client-focused approach while maintaining a firm commitment to health, safety, quality and the environment. McKie’s commitment to quality is exhibited by it operating an integrated management system, accredited to BS EN ISO 9001:2000, BS EN ISO 14001:2004 and OHSAS 18001:2007. The company has been an Achilles Link-Up supplier for more than a decade, holding an Investors in People standard and also a continued CHAS accreditation. Inspired by its vision to be the best provider of its services, the company’s success is attributed not only to the efforts of the senior managers but also to the continual business investment. It sets great store in the quality and experience of its skilled workforce, with all experienced in the maintenance and renewal of civil and building assets on Network Rail managed infrastructure and all holding a PTS and a CSCS accreditation as a minimum. Site Supervisors hold the five-day CITB Site Management Safety Training Scheme certification as standard. The Ayreshire-based firm has a wellestablished management team that is professionally qualified and experienced in multi-project management on NR infrastructure. It has proven experience in planning, programming, managing and administering projects under both Rule of the Route (RotR), as well as disruptive possession opportunities. Civil, rail and building expertise Senior managers are supported by a dedicated administrative, operations, possession planning and procurement team that has equal understanding and experience of civil, rail and building projects. The company operates a responsive management structure, with short lines of communication between sites and senior managers. This close link has been of fundamental importance Page 216 May 2014

in providing an efficient service when operating multiple projects concurrently. The quality of its workmanship and finished product is testament to this approach and its employees take pride in their high standard of work and are equally proud of their safety record. The growing business also has

extensive experience in the refurbishment and reconstruction works of station platforms, with dedicated teams assigned to delivery of these projects. The full refurbishment of the platforms involves the removal and reconstruction of all platform components, including the copers, tactile paving, oversail blocks,


Business profile

possession, to carry out signal disconnections and complete the proposed replacement at each location, it was concluded there was insufficient time to carry out the work indicated in the original work scope. IP Scotland & SNE, with proposed contractor A McKie Building and Engineering Services, set out to revisit the work scope, assessing each signal post structure with the intention of finding a solution to carry out the proposed repairs within working parameters and timescales. After review, an agreement was made to replace the ladders and handrail components and any other components that had been severely corroded and needed replacing, with a new protective coating applied to all steel components of the signal structure. The revised work scope removed the need for disconnection of the signals during the works. The aim of the project was to carry out effective steel repairs and refurbish existing signal post structures, with little or no interface, with signalling and telecoms. The 78 no. signal post structures listed within the work scope for repair were within 4 no. interlocking areas on the Ayrshire lines: Ayr, Kilwinning, Hunterson and Glengarnock. This had a geographical spread over approximately 50 linear miles of track.

surface drainage, rebuilding of platform riser walls and re-surfacing. All works are carried out under RotR possessions, with all platforms being returned to full service and fit for passengers at the end of every shift. Refurbishments that A McKie has successfully delivered include Insch, Alloa, Stirling, Invergowrie, Port Glasgow, Kennishead, Woodhall, and Greenock. Other civil and rail engineering works successfully delivered on NR’s managed infrastructure include: station platform refurbishments and improvements; viaduct refurbishments; lineside fencing renewals; pedestrian access stairs; walkway improvements; installation of road rail access points; drainage

works; scour protection; preventative maintenance and repairs to tunnel linings; culvert refurbishments; and the refurbishment of signal post structures. North of the border A refurbishment project recently delivered for NR IP Scotland and SNE involved refurbishing, repairing and replacing the structural elements of 78 no. signal post structures, extending their lifespan. The original work-scope included full removal and replacement of all signal structure components, inclusive to application of new protective coating to all elements. After an assessment of the available timescales within the normal RoTR

Overcoming challenges Some of the challenges faced for the planned application of the protective coating when working in the operational railway environment were reduced working timescales and changeable weather conditions. Applying the protective coating is subject to weather conditions and is most suited to spring and summer months. Fortunately the favourable weather conditions allowed the project to take place throughout the winter. The project’s objectives were fulfilled completely within programme and budget. It brought benefits to the client by enhancing the longevity of signal post structure lifespan, with no additional cost arising from signalling interface and disconnections. The work has also enhanced the safety features on these signal structures in respect to ladder access and handrails. A further improvement has been provided by the introduction of an anti-slip GRP tread, placed over the existing signal post platform floor, which provides secure underfoot conditions when working at height.

Tel: 01294 279 586 Email: info@amckiebuilders.com Visit www.amckiebuilders.com May 2014 Page 217


www.chela.co.uk

Eurowash ISR Thick

INDUSTRY LEADING EXTERIOR MANUAL IRON-STAIN & BRAKE DUST REMOVER

Designed to quickly and safely remove the most ingrained iron staining and brake-dust, Eurowash ISR Thick provides unbeatable performance. Widely used throughout the UK Rail Industry, Eurowash ISR Thick has been evaluated by Scientifics and will increase ambience scores and clean-perception by quickly and efficiently removing all exterior staining whilst leaving a gloss finish to paint, vinyl and glass surfaces

Industry leading ∞ Removes ingrained soiling ∞ Scientifics evaluated ∞ Non hazardous Non-hazardous

For further information or to arrange a trial…

For further information about Chela products and services please contact Tony Philippou – UK Sales & Marketing Director – m: +44 (0) 777 137 2904 e: tony.philippou@chela.co.uk Chela Ltd. 68 Bilton Way, Brimsdown, Enfield EN3 7NH t:+44 (0)20 8805 2150 f: +44 (0)20 8443 1868 e: sales@chela.co.uk

Page 218 May 2014


Business profile

Giving businesses direction

Looking for help bidding for contracts? Executive Compass has the experience and workforce to get your business noticed

F

ormed in 2009, Executive Compass® is a leading UK independent bid management and bid writing company. Managing director, Neil Capstick, has more than 15 years’ experience, with involvment in over 1,100 bid writing, training and bid management projects. With a background working in rail spanning back to the days of British Rail, Capstick has led a variety of successful rail tender submissions with a diverse range of project values and bid management complexities. Executive Compass® is certified to ISO 9001:2008 for PQQ, bid and tender writing and management and training. The company is also a member of APMP, the Chartered Management Institute and the Institute of Consulting. Wide range of experience Within the procurement landscape, rail covers an incredibly wide range of contracts including track replacements, civil engineering, rolling stock, components, PPE, facilities management, and there are hundreds of rail contracts released every year. Executive Compass® has worked on a number of large rail projects for the London Underground, Crossrail and Network Rail. Notable works include completing a bid for a major technical engineering project for Crossrail on behalf of an overseas company bidding into the UK – the project was managed remotely and led by the managing director and the Compass team. The bid was incredibly complex, requiring the studying and summarising of highly detailed technical specifications, which were collated, improved and submitted. The successful bid was the beginning of

a long-standing relationship with the firm. In January this year a civil engineering company required assistance with a nationwide contract. Again, this was an extremely complex tender that took more than two months to complete, working very closely with the relevant technical heads of the company. It was submitted on time and the client was extremely happy with the finished product. Compass has experience across a number of rail categories including civil engineering, specialist machinery, manpower, mechanical and electrical equipment and general rail services. How does bid management work? Bid management takes the entire bid process off the client’s hands, either through the external completion of the specific document, or through working with the internal bid team. In most cases it can be completed remotely via telephone interviews with the relevant technical heads, however, some larger bids require working at the client’s premises for extended periods. When working on site the bid manager will oversee the writing and collating of each section, ensuring the highest standards throughout the submission. Companies benefit from the experience gained from hundreds of previous submissions, and the knowledge of how to make a company stand out and leverage their key differentiators, even if they think they don’t have any.

When submitting a bid without the help of bid-writing professionals, many companies simply answer the question and struggle to produce innovations and added value. Another mistake is underestimating the level of detail and not submitting an evidence-based tender. Unsupported claims and management rhetoric do not win tenders. Narrative must be specific, detailed and supported by evidence. Whether it’s statistics or persuasive case studies, evidence is key and many companies submit weak documentation as they do not fully understand the key to unlocking the tender is not bluster and hyperbole but tightly-written text, which highlights your firm’s capabilities to the evaluator. Over the years the team has worked on a variety of high-profile bids, with a range of contract values. All team members are experienced in delivering high calibre bids and the company’s quality assurance procedures means work is guaranteed to be of the highest standard. Case study An established company located in the Midlands recently had a tender to submit to Network Rail. It recognised that writing a winning bid is not the same as simply submitting one. Needing to provide sufficient resource in terms of staff and time, it retained bid management services to support it. Prior to release of the documents a strategic analysis was undertaken in order May 2014 Page 219


Signalling the way forward

OSL RAIL

OSL Rail is a world-class railway engineering company specialising in the delivery of signalling and multi-discipline remodelling projects.

• Signalling design, Signalling Data Preparation

We price ourselves on our highly experienced, competent and professional people; and our track record of working collaboratively with our clients to increased delivery certainty and value for money.

• Overhead Line Equipment Design and Engineering

• SWTH, SMTH and Principles Testing

• Electrification and Power Design and Engineering • Civil/Structural Design and Engineering

Whilst built on traditional values, OSL Rail embraces the latest thinking and technology. Our company has an established range of agile, client focused processes, tools and systems that demonstrably help to minimise inefficiencies and reduce project delivery timescales and costs.

For further info, please contact: Tel: +44(0)1793 600 793 Fax: +44(0)8701 236 249 Email: enquiries@osl-rail.co.uk Web: www.oslglobal.co.uk

Page 220 May 2014

• Mechanical/Electrical Design Engineering • Environmental Design • Project Management and Planning

OSL Rail

Unit 1.3, Alexander House 19 Fleming Way, Swindon Wiltshire SN1 2NG

052061


Business profile

to identify both win themes and potential information, evidence and resource requirements in advance of the bid being issued. Bid managers and writers were assigned and aided by the organisation’s own staff. Standardised material was then created, such as organisational charts, CV’s, case studies and business continuity and mobilisation plans which would form the evidence sections of the tender. The documents required amendments for the actual submission, but with the knowledge that completing them before release meant that around 60 per cent of the work was undertaken in advance of evidence. This approach ultimately saved time, ensuring quality but significantly reducing the workload of the bid team during the crucial writing period. Once the bid was issued, a full specification analysis and pricing model was undertaken, with each section assigned an owner to manage the process. Working closely with the team at its premises, a distinct workflow process was established comprised of writing and review processes. Templates were then created to be given to each member of the bid team, and the importance of these when working on large bids cannot be over-emphasised. Templates which include font, margin

size, and all formatting built-in, save a lot of time when editing and combining the various sections. A robust framework, including a writing guide, was established which ensured consistency for language, style and bid theme. In addition to writing and managing, workshops were run for each bid which enabled the bid team to gain a thorough understanding of the requirements. A week after the bid was completed and submitted, a meeting was arranged to discuss what worked well, what didn’t, and any issues relating to teamwork and communication throughout the bid. This review process highlighted what would be done differently in order to improve on subsequent submissions. The bid was announced as successful and two months later, a meeting was arranged to review the feedback received from the evaluator – good and not so good – so the information could be used to inform and strengthen future bids. Future plans NR is set to be categorised as a public sector organisation, which could potentially affect the way its bid process works. This will require a new approach to bidding that many firms will not have previously experienced. As professional bid

writers Executive Compass® is expert in public and private sector bidding, and can help organisations wishing to bid to the rail industry. Companies looking to bid to NR will require a strategic bid-ready service, which will prepare them in advance for the contracts which they intend to bid for. This saves time and improves the overall quality of each submission by highlighting gaps within their existing processes, creating robust processes and systems which will help them to win more projects and contracts. With a number of very large rail contracts expected on the horizon, Executive Compass® will look to continue providing a dedicated professional resource, specialising in assisting suppliers in the rail industry with a range of services. Services include: • strategic bid support • bid-ready services, including gap analysis and bid preparation • PQQ and tender writing • bid management. Tel: 0800 612 5563 Email: info@executivecompass.co.uk Visit www.executivecompass.co.uk

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May 2014 Page 221


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APCOA PARKING Working to ensure your business stays on track...

APCOA has a demonstrable track record of consistently delivering successful operational, commercial, analytical and innovative solutions for car park portfolio development, management and security. This has been recognised by Train Operating Companies and Rail Infrastructure owners alike and has led to APCOA PARKING Rail Services being the preferred partner for rail and train operators in the UK. If you would like to know more about how APCOA PARKING can support you in enhancing the customer experience and satisfaction whilst at the same time driving revenues please contact us at:-

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People News

New chief constable for British Transport Police The chairman of the British Transport Police Authority, Millie Banerjee, has announced that deputy chief constable Paul Crowther OBE has been appointed as the next chief constable of the British Transport Police. Crowther has been acting chief constable since January while current chief constable Andy Trotter OBE QPM, has been leading the Strategic Command Course at the College of Policing. Crowther will take over from Trotter later this year. Crowther joined BTP in 1980 and is the first ‘home grown’ officer to be selected for the post of chief constable in more than 50 years. He has been the national police lead for the Metal Theft Task Force, for which he received his OBE, as well as suicide prevention and CCTV. The Authority paid tribute to Trotter who has had a distinguished career of 45 years in the police service and was chief constable of BTP for five years. Crowther’s appointment coincides with the launch of this year’s national Policing Plans 1 April which are the annual Force targets set by the Authority for policing Britain’s railways (see page 119). Changes at Go-Ahead Southern MD Chris Burchell has announced he will be leaving the company to take up the role of MD UK Trains for Arriva. Burchell will continue in the role for the coming months and Go-Ahead has started the process to recruit his successor. David Brown, Go-Ahead chief executive, said: ‘Chris has made a fantastic contribution and we are sorry to see him leave. We are now focusing on the future of Southern as we eagerly await the outcome of the TSGN franchise competition.’ Go-Ahead has appointed Enrique Fernandez as IT and strategic director and Jeremy Marshall as procurement

Dr Francis Paonessa joins Network Rail Paonessa, curently managing director UK, Bombardier Transportation, will join the company as managing director, infrastructure projects, this summer. He will replace Simon Kirby, who leaves Network Rail in June to take up the role of chief executive at HS2 Ltd. Mark Carne, Network Rail chief executive, said: ‘Francis brings with him significant leadership experience from the rail industry, including a strong focus on both workforce and passenger safety.’

director. Fernandez joined GoAhead in 2012 as strategy and programme director. His new remit will be to oversee all IT infrastructure and software development as well as leading future strategy programmes for the group. Marshall joined Go-Ahead in 2006 from Southeastern and will be responsible for the contracts and supply chains across all Go-Ahead’s subsidiary companies. Both roles report to group finance director, Keith Down. May 2014 Page 223


Professional Head – Track Milton Keynes c.£100,000 plus excellent benefits and relocation package considered Join us at a critical time in our history and you could be a major influence on the future technical direction of the entire British railway network. With extensive and impressive track experience and background, your challenge will be to provide technical and safety leadership, as well as own the company’s Asset Management Policy in this discipline, in order to support our business objectives. You’ll lead and mentor technicians and engineers across the business, whom will see you as a real authority. You’ll be defining engineering assurance criteria, developing and delivering risk and process assessments and representing us on engineering issues with external stakeholders – all and more are elements of this heavyweight technical leadership role. When it comes to the technical, you have the know-how to stand up and challenge, change and develop. A Chartered Engineer or close to obtaining Chartered status, we’ll also be looking for the communication skills it takes to deal effectively with leading figures, including senior technical individuals. You’re used to leading virtual multi-discipline teams too, ideally in a matrix environment, and have a sound understanding of asset management strategies. Above all though, it’s your impressive leadership skills that will show us you’re ready to take centre stage at a time of huge technical change. If you wish to have a confidential conversation about the role, please contact Mark Uz, Resourcing Business Partner, on 07824 411 862 or mark.uz@networkrail.co.uk To apply, please visit www.networkrail.co.uk/careers quoting ‘IRC812737’.

@NetworkRailJOBS /NetworkRailJobs

Network Rail welcomes applications from a diverse range of candidates regardless of background, disability or gender and is committed to creating a workforce as diverse as the communities we serve.

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/company/network-rail


Home to a world-class workforce DB Schenker Rail (UK) is a leading rail freight operator and part of the global DB Group. We believe in delivering on our promises when it comes to quality and service, and we are searching for like-minded people to join our growing team.

We have a number of exciting opportunities available now including: Groundstaff, qualified Train Drivers, Production Managers, Account Managers and Strategic Project Management. If you are looking for a rewarding career and want to join in our success, send your CV to: recruitment.team@dbschenker.com and to find out more about DB Schenker Rail UK and the vacancies available, visit: www.rail.dbschenker.co.uk

May 2014 Page 225


ata

www.ata-recruitment.co.uk

LOOKING FOR YOUR NEXT JOB IN THE RAIL INDUSTRY? ATA Recruitment specialise in recruiting maintenance, operational and commercial staff covering all sectors of the rail industry including: • • • • •

Traction & Rolling Stock Civil Engineering Signalling P Way OHLE

What are you waiting for? Get in touch. civils@ata-recruitment.co.uk 0333 0112 046


Recruitment Performance Analyst - Engineering (0627) Location: Milford House, Swindon Job Type : Permanent Category: Engineering The Head of Engineering seeks a highly motivated and committed individual to lead the management and analysis of Fleet Engineering Safety and Performance data for all First Great Western (FGW) fleets. The role is responsible for ensuring that the safety and reliability performance of all the FGW fleets is measured, recorded, analysed and presented. The successful applicant will have/be:• • • • • • •

A proven T&RS engineering technical background Minimum requirement of a qualified technician in railway T&RS maintenance and repair having served a recognised engineering apprenticeship or qualified to NVQ level 3 in engineering competencies, or an engineering degree and/or having completed the APEDS scheme Strong interpersonal skills and self-directed, but also able to effectively work with teams at HQ and within depots to identify performance improvements Ability to gather data and carry out root cause analysis of failure and defect modes Effective verbal, written and IT skills. Particular emphasis on use of advanced excel skills Knowledge of rail industry maintenance regimes and T&RS systems A flexible approach and ability to work varied shifts and/or out of hours attendance. The post holder must also be prepared to work away from home location for short periods of time

The post is responsible for: • • • • •

Developing systems of performance reporting that maximise the value of this data in driving fleet improvements Acting as the engineering HQ interface for the reporting and monitoring of all safety related defects and fleet reliability data across all fleets, ensuring that safety related information is made available and subsequently collated, analysed, and presented Preparation and submission of reports to external parties regarding the performance of FGW fleets Maintaining relevant databases supporting FGW fleet management activities Representing FGW at relevant industry groups

Closing date 5th May 2014. Apply online at: www.firstgroup-jobs.com/vacancy/653/description

ENGINEERING DIRECTOR BIRMINGHAM | £ATTRACTIVE REMUNERATION PACKAGE Vossloh Kiepe UK was formed by the German based Vossloh AG group acquisition of Transys Projects Ltd in mid-2012. The business is a leader in railway rolling stock engineering, enhancement and systems integration and provides high quality turnkey project and consultancy services to maximise vehicle utilisation and performance. With excellent rail engineering, production and project management skills; Vossloh Kiepe UK operates from design and engineering offices in Birmingham and from a range of project facilities to suit vehicle and fleet locations. Vossloh AG is an MDAX-listed global player in rail technology markets with 5,000 employees generating over £1 billion in sales. Vossloh manufactured rail vehicles are supplied to the UK market, complementing the Vossloh Kiepe UK activities. The requirement is for an Engineering Director to join the leadership team of Vossloh Kiepe UK taking full responsibility for all engineering functions, reporting to the Managing Director.

“An outstanding opportunity in a subsidiary of a strong, multinational engineering group” The role will include managing a permanent team of around 20 people, providing technical leadership across the business and representing it from an engineering point of view to customers, suppliers and third parties, as appropriate. The engineering function supports a wide range of projects with design, structural, mechanical and electrical engineering input and also contributes to tendering processes. Managing resources and developing staff and teams are key duties together with close liaison with other senior colleagues across the business and key contacts elsewhere. Candidates should have professional engineering qualifications to Chartered Engineer level and have worked in the rail sector or possibly other similar

project oriented, complex capital equipment sectors involving maintenance, upgrade and refurbishment activities. Experience of working with changing industry standards, approvals processes and legislative requirements will provide a base from which to provide leadership in areas of engineering development and innovation. The business wishes to grow its’ engineering offering and candidates should have the ability to develop the existing function and its’ capabilities to suit. Candidates should be living, or prepared to live, within regular commuting distance of Birmingham and a relocation package can be arranged if required. A fully expensed company car and other benefits will be available as part of the remuneration package.

Please forward your cv and covering letter to enquiries@rgsexecutive.co.uk or call Rod Shaw on 0115 959 9687 with any particular queries.


Influencing your energy strategies with integrated solutions UK Power Networks Services is a leading provider of electrical infrastructure with significant experience of working on high profile transport projects such as High Speed 1, High Speed 2 and Crossrail. UK Power Networks Services: • Consistently delivers results on the most challenging projects • Can undertake the total requirements of any strategic infrastructure project • Has access to a wealth of international experience in providing finance solutions

Contact us by visiting: www.ukpowernetworksservices.co.uk

Consulting

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