Page 1

MARCH 2018

Issue 240



Stations in 2018 Design - accessibility - customer focus - awards INTERVIEW Jo Johnson – minister for transport

TICKETING Ticketing in the new digital era

SURVEYING The difference between night and day

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Issue 240



Stations in 2018 Design - accessibility - customer focus - awards INTERVIEW Jo Johnson – minister for transport

TICKETING Ticketing in the new digital era


SURVEYING The difference between night and day


Rail Professional welcomes contributions in the form of articles, photographs or letters, preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to,

editor’s note


o ensure our industry survives and thrives in the modern world we must be able to guarantee its sustainability. However, both our economic and societal sustainability are constrained by environmental limitations. That’s why Jo Johnson’s announcement that the government aims to phase out all diesel engine trains by 2040 in a bid to cut pollution on the country’s railway network comes at a perfect time. We already know that trains are more environmentally friendly than other forms of transport so safeguarding this for the future is a great way to ensure our industry’s sustainability. The new minister of State for Transport’s announcement also highlighted Alstom’s efforts to bring in hydrogen trains. Developing new technologies in line with environmental concerns is a clear way to avoid jeopardizing rail’s economic and societal sustainability. For this issue I looked at the latest ticketing technology and discovered how different developments are all striving for societal sustainability to maintain their economic sustainability. In Scandinavia there are apparently thousands of people who are happy to have microchips which can store data, such as ID information or a ticket, implanted into their skin. Rail operators there have developed a way to scan these microchips to make purchasing and displaying a ticket easier for any potential customer who has one of these microchips. It might be a while until the population at large adopts this new technology, but trains that have the facility now will have ironed out all the kinks in time for when a critical mass of people demand it. Closer to home, train stations in East Anglia are able to accommodate passengers who prefer talking to someone to help them figure out how to buy their ticket by providing a video link to an employee whose job is just that. Taken together all these things, hydrogen trains, microchip tickets, virtual ticket agents, have a clear environmental and economic incentive. But if it makes the millions of people who ride the railways happier, then it has a societal benefit too. The fight for a more technological and ecofriendly world can be won by following this principle of sustainability but rail also has an opportunity to market itself as a laboratory for new ideas. The billions that are being spent, the millions that ride a train every day, and the thousands of associated services that complement the rail industry make for an ecosystem where these new ideas can be immediately tested with responses from a wide cross section of the public available. This issue also focusses on stations, we take a look at accessibility and the importance of making stations places that feel welcoming. Again, two areas important to wider society and another place where rail can play a leading role in sustainable development. Sam Sherwood-Hale Editor

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

Rail Professional





Network Rail’s Western route, Vital Northern Line Extension, Jo Johnson calls for diesel-only trains, West Midlands Combined Authority approves budget, New Night Overground services, Eurostar announces the launch of its new LondonAmsterdam service, Go-ahead for Cricklewood rail freight terminal boost, New landmark for Glasgow, End of the line for ‘leaves on the line’ now in sight, Rail Regulator sets out its intention, Brixton Tube station lifts to be replaced, Bridge upgrade in West Yorkshire, Totnes station footbridge replacement scheme

In the passenger seat


How do you rate your train journey? asks David Sidebottom

Delivering the goods


The Planning Scotland Bill is intended to produce a planning system for Scotland that balances the views of local communities and the natural environment says Chris MacRae

Laying down the law


Martin Fleetwood considers the debate about EU citizens’ right to work in the UK which has highlighted the obligations and rights of employers

High speed changes in rail


Experts predict that the rail sector will see 2.6 per cent growth year on year until at least 2020, with the market expected to be worth over £160 billion Viswanath Machiraju considers the challenges the industry must address

The Cheek of it...


Chris Cheek takes a look at the InterCity East Coast rail franchise bidding process and suggests that expecting long-term forecasts to be accurate is unrealistic

IRO News


News from the Institution of Railway Operators

Women in Rail


Adeline Ginn, general counsel at Angel Trains and Founder of Women in Rail tells us how the rail industry can make the most of National Apprenticeship Week

Rail high on the agenda


Roger Williams, chairman of the International Rail Catering Group (IRCG), attended the World Travel Catering & Onboard Services Expo (WTCE) and says operators have made major improvements to their onboard offerings

The impact of GDPR on the rail industry


Rail Professional

It is a startling thought when you consider that in less than 20 weeks, the General Data Protection Regulation (GDPR) is coming into force says Anna Hutton-North



I was delighted to take up this post at the Department for Transport, especially as the rail sector is so crucial to a strong economy

Jo Johnson, page 52

Ticketing embraces a smarter future


BemroseBooth Paragon (BBP) has announced that it will rebrand to Paragon ID as it marks a new and exciting era in its journey as a leading supplier to the mass transit sector

Ticketing in the digital railway era


Buzzwords around the industry these days include the Internet of Things, BIM and the digital railway, but how will this new technology impact ticketing?

The difference between night and day


Alasdair Kirkwood looks at why HDR (high dynamic range) camera technology is changing the way in which assets are surveyed in the rail sector

Seeking excellence in the rail business


Chris Jackson reflects on the importance of running railways as a business and the commercial imperative of focusing on market requirements

Rail Professional Interview

Business profiles



Sam Sherwood-Hale spoke to the new rail minister, Jo Johnson about balancing spending, Japanese investment and major projects on the horizon

The eye of the beholder


Stations have evolved into confused (and confusing) spaces that can feel anything other than customer-centric Dan Gordon and Jonathan Penton advocate bringing customer consideration back to station design

Stations: a sense of place and a place to be


Rail People Solutions; Axiomtek; Forbo Flooring Systems; Overhead Line Engineering; Relec Electronics; Staytite; Kaymac Marine and Civil Engineering; LED Eco Lights; Tidyco; Rock Fall; Nord-Lock; Wedge Group Galvanizing; Human Reliability Associates



Professor Clive Roberts; Matt Kent; Martin Eason; Paul McLaughlin; Paul Marchant; Kevin Thomas; John Chappell

The products and services that are at the passengers’ disposal are very different nowadays but there is no denying that these great spaces still occupy an important place in the nation’s travelling psyche says Lucy Prior

Making railway stations accessible


Setting aside the legal requirement to adhere to the Equality Act 2010, the question of lost revenue alone makes a compelling case to improve ease of access to stations says Joanne Turner

More awards for King’s Cross Station


Norrie Courts, stations director of Network Rail Property explains how the station that first opened in 1852 has been transformed in recent years

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Network Rail’s Western route reveals fiveyear multi-billion-pound plan to improve the railway and increase services in the Thames Valley and Oxfordshire

News in brief... Vital Northern Line Extension work means Bank branch trains will not stop at Kennington from May to September orthern line customers are advised that from Saturday May 26 until mid-September Bank branch trains will not stop at Kennington to allow four new customer passageways to be built as part of work on the Northern Line Extension. Once complete, the passageways will make it quicker and easier for customers to change between different branches of the Northern line at Kennington and will be essential for those using the new Northern Line Extension from Kennington to Battersea Power Station, which is due for completion in 2020. The extension, from Battersea to Kennington, via Nine Elms, will add further vital new capacity to the Capital’s transport network, bringing Battersea and surrounding areas to within 15 minutes of the City and the West End. It will also enable the regeneration of the Vauxhall, Nine Elms and Battersea areas, spurring economic growth by supporting around 25,000 new jobs and more

Network Rail’s Western route laid out its ambitious five-year plan to operate, maintain and renew the region’s railway over the five years to 2024. The Western plan will support the delivery of 140,000 new services each year for passengers, quicker journeys and new connections. The over £2 billion plan will drive economic growth, jobs and housing by delivering a better railway for the millions of people who rely on it. Mark Langman, Western route managing director, said: ‘Passengers journeys will be transformed from 2019 with 140,000 new services each year across the route, better connecting communities and driving economic growth.’ Passengers in the Thames Valley and Oxfordshire will benefit from this investment, particularly the £50 million of signalling improvements planned to reduce delays into and out of London Paddington. They will also benefit from brand new services and better connections when the new Elizabeth line fully opens in December 2019 with new services from Reading through London to the east. The plan sets out targets to improve the reliability of the railway’s assets (signals, points and track amongst others) by more than 11 per cent and thus reduce delays and deliver better train reliability for passengers and freight users. Mr Langman continued: ‘We recognise that as a public service we have to spend money wisely, make efficiencies where possible and plan better. Therefore, we have a plan within this period to deliver six per cent efficiencies that could result in savings of over £100 million. We will also continue to work day and night to keep our railway the safest in Europe. Our five-year plan includes measures to manage and reduce risks to passengers and railway users across the route, including investing around £70 million to improve safety at level crossings.’


Jo Johnson calls for diesel-only trains to be phased out as part of new vision to decarbonise the railway The new minister of State for Transport Jo Johnson gave a speech saying: ‘I would like to see us take all dieselonly trains off the track by 2040. ‘After all, we’re committed to ending sales of petrol and diesel cars by 2040. If we can achieve that, then why can’t the railway aspire to a similar objective?’ Johnson went on to say: ‘Bi-mode trains fitted with modern diesels – which we started introducing last autumn on the Great Western line and on the East Coast Main Line in 2018 – are less polluting than the trains they replaced. ‘And as battery technologies improve we

expect to see the diesel engines in bi-modes replaced altogether. ‘With batteries powering the train between the electrified sections of the network. Or maybe in the future we could see those batteries and diesel engines replaced with hydrogen units? ‘Alternative-fuel trains powered entirely by hydrogen are a prize on the horizon. I’d like to see hydrogen train trials on the UK’s railway as soon as possible. Hydrogen offers an affordable – and potentially much cleaner – alternative to diesel.’

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News in brief... than 20,000 new homes. In addition, the construction of the extension is boosting the UK economy and supporting around 1,000 jobs, including around 50 apprenticeships. The Victorian-era Bank branch platforms at Kennington are simply too narrow to enable Transport for London (TfL) to safely complete this essential work behind hoardings while keeping the platforms open. The continued modernisation of the Tube is a key part of the mayor’s Transport Strategy to make London a greener, more accessible place. The investment in improving public transport will help reduce reliance on the car and contribute to the mayor’s target of 80 per cent of journeys made by public transport, cycling or walking by 2041.


New Night Overground services to extend to north London and connect to Night Tube network Thousands more passengers will benefit from a more extensive Night Overground as services have been extended to Canonbury and Highbury & Islington stations. The new service will link the Overground to the Night Tube network at the Victoria line for the first time, making a big difference for those travelling in north and east London at night. The Night Overground has run on Friday and Saturday nights between Dalston Junction and New Cross Gate since December last year. So far more than 35,000 journeys have been made on the route, with customers benefitting from faster and easier journeys throughout the night. The successful start of the Night Overground follows the success of the Night Tube which saw more than nine million journeys, helped cut late night journey times by an average of 20 minutes, created more than 3,600 jobs and contributed more than £170 million to London’s economy in its first year. The mayor of London, Sadiq Khan, said: ‘Following our hugely successful launch of the Night Tube, I’m delighted that we will be able to extend the Night Overground service to help even more Londoners. This extension will connect the Night Overground to the Night Tube. These night-time services are providing a huge boost to our economy and a safe and reliable way for people to travel across the capital, helping all those working hard during the night or out enjoying everything the capital’s nightlife has to offer.’

West Midlands Combined Authority approves budget for 2018/19 ayor of the West Midlands Andy Street has welcomed approval by the West Midlands Combined Authority (WMCA) of its budget for the coming financial year. Members of the WMCA board


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News in brief... today (Friday February 9) gave their backing to the proposed figure of over £170 million for 2018/19 at its meeting in Birmingham Council House. The introduction of a precept to pay for the office of the mayor of the West Midlands and for schemes to tackle congestion has been deferred for a year. Following discussions between Mr Street and the WMCA board, an alternative funding package has been found for this financial year only. Mr Street said: ‘We have worked hard together to reach a financial agreement that does not affect spending and investment schemes. ‘The leaders felt that in the current financial climate a precept on the council taxpayer in this coming year was not right at this time and I have listened to that view. ‘I am delighted that we have now been able to agree a funding arrangement which both addresses those concerns and allows us all to continue to work on behalf of the West Midlands.’ Mayoral running costs of £823,000 will be covered by money from the Mayoral Capacity Fund – a scheme announced by the chancellor of the Exchequer last year as well as a contribution of £265,000 from

Eurostar announces the launch of its new London-Amsterdam service on April 4 2018 Eurostar has announced that its new direct route from London to Amsterdam will launch on Wednesday April 4. The launch of the London to Amsterdam service marks a historic milestone in the expansion of international high-speed rail travel, revolutionising the connection between these important destinations. For the first time, passengers will be able to travel from St Pancras in the heart of London direct to the Netherlands in just three hours. With over four million passengers travelling by air every year between London and Amsterdam, the market is the same size as the London to Paris market at the time of Eurostar’s launch of service in 1994. Over the last twenty-three years, the market for travel between London and Paris has more than doubled as customers increasingly choose high speed rail over plane. As the Netherlands grows in popularity as a key business and tourism hub, the potential for the new service and the overall market is significant. Nicolas Petrovic, chief executive, Eurostar, said: ‘The launch of our service to the Netherlands represents an exciting advance in cross-Channel travel and heralds a new era in international high-speed rail. With direct services from the UK to The Netherlands, France and Belgium, we are transforming the links between the UK and three of Europe’s top trading nations.’ After extensive preparation, a comprehensive programme of testing on the Dutch high-speed network and the building of Eurostar terminals in Amsterdam and Rotterdam, Eurostar’s new route to the Netherlands will start on April 4 2018 with oneway fares from £35.

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News in brief... the constituent authorities following a rebate granted them then returned to the WMCA in 2017/18. Deferral of the precept will not materially change the WMCA’s reported position on the planned investment of over £485 million into the investment programme for 2018/19 to 2020/21. Go-ahead for Cricklewood rail freight terminal boost for London Housing arnet Council has approved a modern rail freight terminal on existing rail lands at Cricklewood, North London to service the £4.5 billion Brent Cross housing regeneration. Almost 50 per cent of London’s aggregates are now moved by rail so rail freight is tried and tested in the capital with demand for more rail services. Each train into the Cricklewood terminal will remove up to 85 HGVs from London’s road network and can carry enough materials to build the equivalent of 30 houses. The facility has been designed to the latest standards in terms of noise amelioration, fencing, lighting and screening, with adaptations to the local road network, to minimise adverse impacts on its neighbours.


End of the line for ‘leaves on the line’ now in sight elays due to leaves on the line could become a thing of the past if the rail industry adopts double variable rate sanders on trains, according to the latest research

D Rail Professional

New landmark for Glasgow on track at Queen Street Engineers have begun demolishing Consort House as redundant buildings in front of Glasgow Queen Street make way for the new-look station Lightweight excavators, which have been craned over 30 metres onto the roof, have now begun the process of breaking up the building’s reinforced concrete and steel frame floor-by-floor. Progress also continues inside Queen Street, with work now underway to extend platform one. With the demolition of the former ticket office and staff accommodation block on platform two now complete, engineers are extending platform one by 50 metres. Over the coming months, undertrack drainage will be created and foundations for overhead power masts installed before 100 tonnes of ballast and 50 metres of new sleepers and rails are laid to create the longer space needed for four-car trains to use the platform. Alex Hynes, ScotRail Alliance managing director, said: ‘We are transforming Glasgow Queen Street and using a unique method to demolish these redundant buildings to create the space we need to construct a new landmark for Glasgow. ‘Extending platform one and increasing its capacity from three to four carriage trains is also an important step in our plan to introduce more electric trains to Queen Street. The station redevelopment, and the recently completed electrification of the main Edinburgh-Glasgow line, are all part of our plan to build the best railway Scotland has ever had – delivering longer, faster trains with more seats.’ When complete in 2020, the redeveloped Glasgow Queen Street station will offer customers an expanded concourse with more circulation space and improved customer facilities in a contemporary and distinctive building. The new station is being delivered as part of the Scottish government-funded EdinburghGlasgow Improvement Programme. Consort House and the adjoining Millennium Hotel extension need to be removed to make way for the new station frontage, concourse and entrances and new longer platforms being delivered as part of the station’s redevelopment.

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Railway Engineering Conferences and Training in 2018

The 8th International Conference on Railway Engineering (ICRE)

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18 – 21 June 2018 Etc. Venues Victoria, London

ICRE 2018 is your chance to hear about the latest ideas and innovations within the core areas of railway engineering that have the potential to improve the way we build, manage and maintain our railways.

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The conference programme features two days of technical presentations from more than 30 leading railway innovators, ensuring you keep up to date with the latest advances in railway technology.

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Railway Earthing and Bonding Technical Seminar

September 2018 | London Railway Earthing and Bonding offers two days of high level insights into the fundamentals of railway earthing and electrical risk management whilst outlining the core design principles for the development of safe and reliable earthing-systems and procedures. Practical examples, case studies and insights into lessons learned will be provided by a host of expert speakers with experience of managing and developing earthing systems across the UK. Register your interest at:

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News in brief... by rail safety body RSSB. Sanders are routinely used on trains to reduce the impact of slippery rail head conditions, referred to as low adhesion. By blasting sand between the wheel and the rail, sanders improve the reliability and safety of train services. New research by RSSB proves that changing the approach to sanding by introducing double variable rate sanders, which automatically apply more sand when braking at higher speeds, dramatically reduces braking distances. RSSB undertook a three-month programme of track testing in collaboration with industry partners, at the Rail Innovation and Development Centre at Melton Mowbray using two new Class 387 trains loaned by Great Western Railway. GB rail services were delayed by over 350,000 minutes due to low adhesion conditions last year, causing delays to millions of passengers and freight services. Reliable braking in low adhesion conditions could deliver a significant reduction in industry and wider societal costs associated with poor rail adhesion, which are currently valued to exceed £300 million per year. Bridge upgrade as Great North Rail project continues in West Yorkshire he £900,000 upgrade will see the surface of the bridge removed to allow engineers from Network Rail to strengthen the beams of the structure. A new, waterproof covering will also be installed to the beams to protect them from future water damage and a new road surface will be laid.


More news at

Rail Professional

Rail Regulator sets out its intention to require rail companies to join a new rail ombudsman The Office of Rail and Road (ORR) has set out its intention to require all rail companies to participate in the rail ombudsman scheme currently being developed by the Rail Delivery Group in response to discussions led by the Department for Transport. ORR consulted last autumn on changes which needed to be made to the processes for handling rail complaints to ensure the smooth and effective introduction of the ombudsman scheme. The scheme is expected to begin later in 2018. ORR supports the work RDG has done in this area. They have made good progress with the rail companies on developing the scheme, which they expect will meet the high standards required by the Ombudsman Association and by legislation. By modifying the licences of rail operators so that they are required to participate in the ombudsman scheme it will not be up to rail companies to decide whether to join or to leave the scheme. ORR thinks this change is necessary to provide assurance for all passengers that their complaint will always have independent scrutiny if they want this. The future ombudsman will be free and independent, and able to make decisions which are binding on the rail company. It will also drive up standards across the industry. ORR will publish a further consultation in the spring on taking this forward. ORR deputy director of consumers, Stephanie Tobyn, commented on the decision: ‘Our surveys show that passengers are often dissatisfied with the way their complaints are handled, and this damages their trust in rail companies and the railway industry in general. ‘An ombudsman scheme will give passengers real certainty, consistency and clarity in how their complaints are handled; that is why we want every rail company to be required to join it.’

Brixton Tube station lifts to be replaced to improve reliability for customers Both lifts at Brixton Tube station will be replaced in order to improve their reliability, Transport for London (TfL) has confirmed. The modernisation work means that step-free access will be temporarily unavailable until August. The current lifts suffer from reliability problems. The new, modern lifts will be much more reliable and so will need to be maintained and repaired less frequently. They will also operate more quickly and therefore reduce journey times for customers using the station. Brixton Tube station has two lifts, one from the street to the ticket hall, and one from the ticket hall to the platform. Both lifts will be replaced at the same time in order to complete the crucial work as quickly as possible. The rest of the station, including the stairs and escalators, will not be affected by this work and will continue to operate as normal. Customers requiring step-free access are advised to use Vauxhall Tube station, which is accessible from street to train, and from there to use local bus services – routes 2 and 196 operate between Vauxhall and Brixton, with route N2 available during night time hours. Posters have been put up at Victoria line stations to inform customers of the change, and station announcements at local stations will also ensure that customers are aware. Changes have also been made to the TfL Journey Planner and website, and the real-time Twitter feeds are also sharing further information.

Caroline Sheridan, director of Renewals and Enhancements for London Underground, said: ‘The lifts at Brixton are currently unreliable and need to be improved. The new lifts will not only be more reliable, they’ll operate more quickly and make journeys more convenient for those who need step-free access. ‘We understand that this kind of work causes disruption and our staff will be doing all they can to help customers with accessibility needs throughout, while our engineers will work as hard as they can to complete the work as quickly as possible.’ Boosting the reliability of the lifts and making journeys through Brixton Tube station quicker will improve accessibility for customers in the area. The mayor is investing £200 million into accessibility and step-free access across the Tube network, the largest in the history of the Underground, in order to bring the total number of step-free stations to more than 100, more than 40 per cent of the network. The investment will help drive the mayor’s draft Transport Strategy, which aims to create a fairer, greener, healthier and more prosperous city by improving public transport and reducing reliance on car journeys.






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Dyer & Butler awarded £1.5 million design and build Totnes station footbridge replacement scheme Investment in the new bridge is part of Network Rail ‘Access for All’ initiative Step-free access to provide safer and easier use of station for all passengers. Dyer & Butler, a multi-disciplined engineering services specialist focused on transport infrastructure including airports, railways and highways, has been awarded a £1.5 million design and build scheme to provide a new footbridge at Totnes railway station. The project will be delivered by the Dyer & Butler rail engineering team on behalf of Network Rail as part of its ‘Access for All’ scheme, a programme managed by Network Rail and funded by the DfT, with the aim of improving accessibility at train stations. This includes installing lifts and ramps to make stations step-free and accessible to all passengers, including those with reduced mobility, children and heavy luggage. The work undertaken by Dyer & Butler will position Totnes as a step-free railway station offering accessible routes from entrance to platform, enabling all passengers to use the station safely and easily. Design work is already underway with works due to commence in March 2018. The new 26 metre span steel footbridge will sit between two eight-metre-high towers on either side of the station platforms. The bridge, steps and step landings will be constructed of steel, with walking surfaces coated with specialist non-slip waterproof surfacing. Once complete, each of the two towers will house a

hydraulic passenger access lift. Both towers will be clad with steel profile sheeting designed to replicate painted timber cladding to match existing station buildings. The new footbridge will be positioned away from two listed buildings located north of the station, with the existing footbridge demolished and removed once work to the new structure is completed. Dating back to 1847, the Victorian station at Totnes serves both the Great Western Railway and CrossCountry trains.





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In the passenger seat David Sidebottom

How do you rate your train journey? The results of Transport Focus’ latest National Rail Passenger Survey, capturing the satisfaction of over 27,000 passengers with their last journey, are out


etween September and November last year we were out and about at stations and on trains speaking to passengers across Great Britain to find out what they think of their train journey. Just a third of commuters are satisfied with the value for money of their train journey mainly due to continued weak performance. Overall 81 per cent of passengers nationally were satisfied with their journey. For commuters this is 73 per cent. Satisfaction with how well delays are handled is at 38 per cent overall (30 per cent for commuters). But what does this all really mean? For passengers, it’s all about performance – these value for money scores reflect patchy

Scotland’s passengers continue to score Scotrail’s recovery at 85 per cent overall satisfaction. Not so good in Wales where overall satisfaction with Arriva Trains Wales has dipped down as satisfaction with punctuality and reliability has dropped. Big hopes rest on Network Rail and the new operator taking over later this year

reliability. In London and the South East, Southern, Thameslink and Southeastern passengers have felt performance pick up. However, South Western Railway, TransPennine Express and Arriva Trains Wales passengers, among others, have been buffeted by poorer performance. Satisfaction with punctuality is up to 74 per cent. This figure drops to 65 per cent for commuters. It’s clear that train companies and Network Rail need to keep to their basic promises and deliver a relentless focus on day-to-day performance and better information during disruption. Performance on South Western Railway has struggled to recover since the major disruption which involved the upgrade at London Waterloo. Passenger satisfaction dropped to 75 per cent, and even further, to

64 per cent, for passengers travelling during the peak. Transport Focus recently called South Western Railway and Network Rail to a special board meeting to explain the poor performance, their approach to managing disruption and investment plans. With 13 per cent of Britain’s rail journeys mainly in and out of the busiest station, Waterloo, the performance of these services matter. Transport Focus will continue to press for improvement. Meanwhile, there are signs investment is paying off. Scores for the new Thameslink trains have increased – with overall satisfaction with the train up by 13 per cent. Passenger ratings for the new London Bridge station, only partially open during this survey period, have also climbed.



Looking at the results in further detail across the country a mixed picture emerges. Many train companies show steady satisfaction ratings – which is good. Normal, boring, ok service day after day is commuter heaven and a pragmatic aim. Good news from Southern, and Southeastern passengers – satisfaction with performance has improved and stabilised. While this is not yet good enough, it is heading in the right direction. Thameslink passengers have given much better scores for many factors and are really heading in the right direction. However, Transpennine Express passengers report the most crowding – again new, longer trains should ease this in time. Scotland’s passengers continue to score Scotrail’s recovery at 85 per cent overall satisfaction. Not so good in Wales where overall satisfaction with Arriva Trains Wales has dipped down as satisfaction with punctuality and reliability has dropped. Big hopes rest on Network Rail and the new operator taking over later this year. For the first time as a part of the survey we also asked train passengers about the reliability of internet access on their train journey. Passengers were asked to consider both the provision of onboard Wi-Fi and their ability to stay online using a mobile or tablet. The results of the research show the reliability of internet connections on trains

is still patchy. The overall satisfaction score across all operators in Britain was just 30 per cent, with more than half of passengers (56 per cent) describing themselves as ‘dissatisfied’ with the web connection on their journey. This was the second worst score out of all 38 satisfaction measurements. One of the benefits of rail travel is it allows you to do things in a way that driving or being on a plane doesn’t. For a train journey to be an attractive option

the internet connection must be reliable. It can be really frustrating when you get the connection and it drops out. Reliable internet is no longer a bonus, it’s become essential and an expectation. Rest assured the passenger voice is being heard loud and clear and governments and the rail industry get good, strong feedback which, in turns, drives improvements to services for passengers. David Sidebottom is passenger director at Transport Focus

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Delivering the goods


Chris MacRae

Remembering the interests of rail freight The Planning Scotland Bill is intended to produce a planning system for Scotland that balances the views of local communities and the natural environment


he proposals in the Bill are designed to create a sufficiently robust structure to maintain planning at a regional level following the ending of Strategic Development Plans. Further proposed changes in the Bill to the content and process for producing Local Development Plans are designed to achieve the aims of creating plans that are focussed on delivery, complement other local authority priorities and meet the needs of developers and communities. Simplified Development Zones are designed to balance the need to enable development with enough safeguards for community and environmental interests. An Infrastructure Levy is proposed as the best way to secure investment in new infrastructure from developers. The Bill is now undergoing scrutiny from the Scottish Parliament and the FTA has submitted both its own response and one on behalf of the Scotland Rail Freight Joint Board (SFJB). This group is run under the auspices of Network Rail Scotland Route and comprises freight companies and users in Scotland, the funder of railways in Scotland (Transport Scotland), Office of Rail & Road and Network Rail Scotland. The operation of the rail freight industry in Scotland would be improved by the creation of a focussed group to facilitate improved engagement, communication and collaboration with a view to: • improve productivity • allow focussed input from the freight industry into the development of railway; • promote rail freight • reduce costs • improve communication and relationships to the benefit of customers • provide a strategic and high-level overview of safety, performance and security • support Transport Scotland in the development of a Strategic Freight Network

for Scotland • support Transport Scotland in identifying areas for growth in rail freight in Scotland through a programme of research into commodities suitable for rail movement in Scotland. Planning and Freight The Scotland Freight Joint Board response to the Parliamentary call for evidence on the Planning Bill stresses that it is important that any review of a planning system takes account of the needs of freight movement and understands how it fits into and supports the supply chain and trading patterns of the nation. What freight needs is a planning system that: • has an ‘infrastructure first’ approach that puts a presumption in favour of infrastructure development to underpin and support economic growth • builds in statutory protection for industrial land use from encroachment by housing development and associated restrictions on hours or times of operation • noise and other environmental mitigation measures for these new residents need to be paid for by the residential developer, not the incumbent freight operator • protects currently unused brownfield sites for future freight use: a strategic list of these sites needs to be drawn up and protected. It is important that this is delivered so as to facilitate freight in supporting Scottish economic growth. Subsequent to the new Planning Act, which will set out key principles for planning and development as a whole, there will be an opportunity to strengthen detailed rail freight guidance in the next Scottish Planning Policy document to be produced by the Scottish government. SFJB looks forward to contributing to this and to the strategic National Planning Framework four process.

Connectivity and planning Scotland is a net exporter competing in European and global markets. A huge proportion of the goods leaving Scotland for non-UK destinations are moved by ships and aircraft which leave from England. The most significant airport for the Scottish supply chain is Heathrow, and the most significant ports are the English southern ports (Felixstowe, London Gateway, Southampton and Dover). It is important that the government understands this relationship and the trend in international shipping and aviation to hub out of key central locations in northern Europe. With Scotland geographically too far north to be a main shipping port of call, it is therefore reliant on quality road and rail links to these hubs. Improving Scotland’s international supply chain is not exclusively about airports and ports in Scotland. This is equally true of the need for high quality road and rail links cross border to link to these gateway ports and crucially, the Scottish terminal facilities that service them. While as a body dealing with freight transport it is not necessarily for us to comment on the detail of the mechanisms of the system, we can comment on the desired outputs from a freight perspective. Freight capital investment generally has a long payback period on investment, and while shorter for road freight (five to ten years) it can typically be ten years for railway infrastructure investment or wagons and up to thirty for locomotives. It is therefore essential that the planning system can accommodate these investment timescales and the planning review takes into account of the needs of freight. This will allow those shipping and transporting freight to make cost effective environmentally sound modal choices. Local planning concerns are, of course, important but should not prevent the development of much-needed nationally Rail Professional



significant infrastructure. This can be the case with many developments of importance to the supply chain in general, and road and rail freight in particular. Plans to develop road-rail freight interchanges or port developments are rarely popular locally; however, they bring huge national economic and environmental benefits. SFJB urges the government to balance the concerns of local residents with the need to develop national infrastructure of an international quality when considering changes to the planning system. Any review of the future role and function of Strategic Development Planning Authorities must address the national versus local issues outlined above in regard to freight spatial developments of terminals or facility connections to national or local networks. Issues such as existing freight facilities that are encroached upon by housing schemes and protecting currently unused railway or industrial land for freight purposes, for example, is required in order that specific freight considerations can be explored. The planning horizon needs to look at least ten years hence to account for capital investment pay-back periods in freight as described above. An ‘infrastructure first’ approach needs to be embedded with a presumption in favour of infrastructure development. This is particularly important in regard to issues with housing development that may encroach

railway land and operations. Experience of Section 106 agreements as a means of requiring and securing developer funding contributions has not proved to be a wholly satisfactory method of securing necessary road or rail freight infrastructure upgrades. This is because the money is not certain till certain trigger points are met in the developer permission and therefore the infrastructure investment comes second in the process rather than being the focus of a government funded investment. Section 106 is an inevitably legal process that is subject to contractual trigger points regarding traffic growth and when the infrastructure investment has to be paid for by the developer, as well as clauses that break the obligation if certain circumstances pertain. Experience of this with Felixstowe is cited in rail freight circles for example as evidence of this. Consideration also then needs to be given as to how to protect the developer’s investment in such infrastructure upgrades, so that their traffic gets to use the upgraded infrastructure that they have paid for, so for example rail freight paths are reserved for the developer’s traffic and not available to other freight users. Access Options designed to address this have never proven wholly satisfactory, because it cuts across the normal track access policy and reserves a ‘quantum’ of access for the party holding the option. It can therefore work against the overall efficient use of the network which is normally

available to all. The use of an Access Option for Crossrail on the lines out of Paddington proved contentious for freight for the reasons stated above. Scotland’s supply chains service its economy and help it compete in wider UK, European and global markets too. It is vital that planning policies in Scotland recognise this and support the work of the freight and logistics sector in its key role of delivering an efficient and competitive supply chain for Scotland that assists Scottish economic development and individual living standards. FTA will now take part in stakeholder engagement sessions as the Bill progresses through the parliamentary system. For more information about FTA membership and FTA’s rail freight policy work and membership of FTA Rail Freight Council contact Chris MacRae, head of Rail Freight. Tel: 01892 552355 Mobile: 07818 450353 Email: Freight Transport Association represents the transport interests of companies moving goods by rail, road, sea and air. Its members consign over 90 per cent of the freight moved by rail and over 70 per cent of sea and air freight. They also operate over 220,000 goods vehicles on road – almost half the UK fleet. The main UK rail freight operating companies belong to FTA as do the major global logistics service providers operating in the European and UK markets.

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Laying down the law


Martin Fleetwood

Employees without the right to work in the UK The debate about EU citizens’ right to work in the UK has highlighted the obligations and rights of employers who find that an employee does not have the right to work in the UK


ike a number of industries, the rail sector has benefited from a migrant workforce bringing a number of skills into infrastructure construction and maintenance as well as the day-to-day operation of rail services.

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An employer finding themselves inadvertently employing an individual who does not have the right to work in the UK risks a criminal penalty of up to five years in jail and an unlimited fine and/or a civil penalty of a fine of up to £20,000

Employers have a positive duty to prevent illegal working and need to check that a potential employee has the right to work in the UK prior to employment starting. In many cases the employee will have the right to work indefinitely, so no further checks are required. However, in some cases the employee will only have limited leave to work in the UK. Here, the employer has to undertake further checks to ensure that the individual retains the right to work in the UK. Remember that a right to work may be based on a relationship, rather than just a date set out in a visa, and the right to remain may be lost if that relationship breaks down. An employer finding themselves inadvertently employing an individual who does not have the right to work in the UK risks a criminal penalty of up to five years in jail and an unlimited fine and/or a civil penalty of a fine of up to £20,000. The employer clearly needs to terminate employment on finding out that the employee no longer has the right to work in the UK, but sometimes whether there is a right to work is not clear cut. Simply terminating the contract of employment would leave the employer potentially open to a claim for unfair dismissal. If the individual genuinely did not have the right to work in the UK, the employer could rely on illegality as the potentially fair

reason for the dismissal. However, if the individual did have the right, but was unable to provide the necessary proof, it would not be an illegal contract and the potentially fair reason for dismissal could not be relied upon. The employer would need to justify the dismissal as ‘some other substantial reason’ – the employer had reasonable grounds to believe that the employee did not have the right to work in the UK. In cases that have gone before the Employment Tribunal, the Tribunal has looked very closely at the actions of the employer and whether they have followed all of the relevant processes in carrying out the dismissal. Recommended process Employers should: • make best efforts to ensure they investigate an employee’s immigration status in good time before the expiry of any limited leave to remain • properly record an employee’s immigration status and mark relevant dates with appropriate flags and alerts • at least six weeks before the expiry date of the limited leave, check with the employee whether they intend to apply for a further visa (and provide support where necessary) • know which rules apply to any application Rail Professional



During the meeting the employee should be warned that dismissal could be a potential outcome. Depending on the employee’s situation and the timescales available, a decision to dismiss may be deferred to a later date to allow the employee to provide the relevant information regarding applications, etc • request that the employee confirms when the application has been submitted. If an application has not been submitted, a short timescale (five to seven days) should be provided for the individual to demonstrate that an application has been made, failing which a meeting should be arranged with the individual to discuss their continuing employment. During the meeting the employee should be warned that dismissal could be a potential outcome. Depending on the employee’s situation and the timescales available, a decision to dismiss may be deferred to a later date to allow the employee to provide the relevant information regarding applications, etc.

The employer has a 28-day grace period following the expiry of the right to work before becoming criminally liable for illegal working. Communication should continue with the employee during this period, but if they are unable to provide evidence of the right to work prior to the end of this period, the employer should take action to dismiss the employee. Steps to follow when dismissing The employer should hold a meeting with the employee immediately (either by phone or in person) to understand what steps have been taken to obtain the necessary right-towork documentation. They should also use the Employer Checking Service to provide confirmation of any outstanding application.

In the event of a negative response, hold a further meeting with the employee on the same day, during which the employee should be notified they are being dismissed. As there is the risk of an unfair dismissal claim in the event that the employee is not in fact working illegally – the application was made but had not yet been recorded on the Employer Checking Service – the employer should consider offering the employee a right of appeal. This would allow the employer to correct the decision in the light of new evidence. Extra protection could be provided by relevant employment contracts having a clause requiring employees to be able to demonstrate that they have the right to work in the UK. An employee failing to provide such evidence would be in fundamental breach of their contract, giving the employer the right to dismiss without notice. A clear robust process The key for employers is to have a robust process for checking right-to-work documentation at an early enough stage to avoid having to make last minute decisions on the termination of a contract of employment. Having to act with limited time to investigate creates a greater chance of an unfair dismissal claim being successful.

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High speed changes in rail Viswanath Machiraju, account director and strategy lead for Transportation Business at Cyient, looks at the challenges the industry must address


xperts predict that the rail sector will see 2.6 per cent growth year on year until at least 2020, with the market expected to be worth over £160 billion by this point. Rail is one of the few sectors currently enjoying sustainable growth. On a global scale, the increased investment in infrastructure that is being made by governments is driving much of the innovation in the industry. Given rail’s reputation as an energy efficient and time-saving form of transportation, not to mention costing upwards of 65 per cent less than shipping goods by air, it’s no surprise that so many are choosing to plough resource into making improvements to their networks. Distributed equally across rolling stock, signalling control, infrastructure,

and services segments, the growing traction across Europe and particularly the Asia Pacific region is also being driven by increasing demand for passenger rail services and the need to revitalise the freight sector. The campaign to offer a more usercentric experience, coupled with the need to reduce the carbon footprint and improve operational efficiencies, is encouraging the industry to adopt new technologies and processes. The outcome of which would be to optimise design, manufacturing and more importantly, rail operations. However, the chronic skills shortage is hindering rail’s ability to capitalise on these technologies. The lack of skills is a universally recognised issue. The next five to ten years will therefore be critical in delivering a flow of talent to manage railway

innovation and capability as the market continues to grow. An optimistic outlook for rail technology Indeed, the demand for more services is on the rise, particularly where overcrowding is an issue in cities like Tokyo, Beijing, Mumbai and London. The electrification of railways allows for faster, greener and more reliable services, which paves the way for new trains to be added to lines at a low cost and minimal disruption to services. The fuel costs of a diesel train are 47p per mile, compared to almost half the amount (26p) for electric trains. If we couple this with usage of concepts such as smart propulsion and regenerative braking, among others, the gains will be further compounded. The lowered footprint and savings in energy costs means that there are few reasons not to roll out further electrification of lines across a country’s railway services. In addition, a unified approach to electrification and signalling can reduce complications of train travel between different countries. The speed to market for new rail routes is still substantially different in certain regions, however. For example, in the UK, development of the HS2 phase two is expected to take around 20 years to complete. In contrast, the new Silk Road in China is seeing a speed to market that is five times faster than that of the HS2. Speed of development relies heavily on the investment being made, as well as the technology and talent pool being made available to manage the projects. As the sector looks to improve the experience and reliability of services, we must go further than electrification and digitalisation of the industry. The first wave of widespread digital investment was seen in 3D design and manufacturing to produce



by industry sectors such as automotive, aerospace and medical technology. In Germany, apprenticeship programmes offered by the likes of automotive company, Daimler AG, have helped the country’s car industry bring young people into the trade more effectively. There is scope for the railway industry to adopt best practices in the supply chain from the success that these industries have enjoyed.

components and products such as grab rails and door control systems, followed by drones to maintain railway tracks and mandated vehicles. Now we are testing and trying technologies such as driverless trains, the Internet of Things (IoT), artificial intelligence (AI), virtual reality/augmented reality (VR/AR) and machine learning. For example, VR engineering has already been used in the field of product design by engineers at Balfour Beatty Rail for planning and prototyping. And the technology behind autonomous vehicles – IoT and machine learning – are said to be making their way into rail, bringing the possibility of connected mobility to life. Planning, maintenance, passenger and traffic systems could all sit within a digitised and intelligent ecosystem that is able to adopt new technologies for the enhanced experience of passengers, and smoother functionality and maintenance of the railways. These are all expected to become reliant on data and real-time digital telecoms to efficiently manage supply-demand and costs thus driving a collaborative economy. Solving the skills shortage can fuel innovation Despite this wave of new technologies, the rail industry cannot take full advantage of them because it’s facing a significant skills shortage. This challenge beckons a more liberalised and globalised supply-chain approach by respective governments or infrastructure managers, to enable relevant skills, technologies and materials. Crucially, there is a need to build Rail Professional

up talent availability in niche skill sets for the development or renewal of rail infrastructure projects. This need could be met through initiatives such as tailored training programmes and increased activity amongst consortia and academia to bring more graduates and new talent into the industry. For example, this is already happening in Morocco where a joint venture between Moroccan National Railways (ONCF) and French National Railways (SNCF) has seen dedicated training provided to employees to build and operate a modern railway; a highspeed line between Casablanca and Tangiers, opening this year. With thousands of training days already completed, it demonstrates the importance of tailored programmes in a constantly modernising sector. It also reduces risk when executing projects because project workers are fully trained on what they need to do and how to manage the technology. While we see this approach happening in isolated pockets within the ecosystem, when layered with the huge demand across the globe, it is evident there is still a long way to go. Picking up the pace, along with liberalising the supply chain, is essential. This has been demonstrated in the past

Managing rail innovation for the future The global rail industry is aiming for rapid transformation and the speed at which it can make change is heavily dependent on both the technology to deliver the experience and the skills to manage and capitalise on it. Its success to date has been a result of the industry’s capability to adopt and enjoy the benefits of new innovations. The investment in graduate programmes and sponsoring school initiatives to attract new talent is essential to build a sustainable talent pool. However, the scale and speed of the projects across the globe will also warrant a seamless resource and knowledgesharing across skill bases of the world. Technology is having a profound impact on driving service efficiency, user experience and automation and subsequently, new talent must be introduced right across the industry to better manage this revolution. Indeed, growing government investment is a huge opportunity, demonstrating how far the industry still must go, and thus defining areas of attention required across the rail community.

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The Cheek of it... Chris Cheek

East Coast blues Chris Cheek takes a look at the InterCity East Coast rail franchise bidding process and suggests that expecting long-term forecasts to be accurate is unrealistic


inisters already know this, but still insist on blaming people for ‘getting their sums wrong’. The continuing woes of the InterCity East Coast (ICEC) rail franchise, which looks set to lose its third private sector franchisee in ten years as Virgin Trains East Coast appears to be bowing out, have prompted much political and media comment over the last few weeks, much of it ill-informed, prejudiced and just downright wrong. Very few members of the public understand how the rail franchising system works, and even fewer care: they are being told that the railways would cost less if they were re-nationalised, and that government would be able to stop unfair fare rises. Much of this perception comes from the fact that the public has become convinced that the private sector rail operators are making excessive profits by taking millions of pounds in subsidies from the government and persistently putting the fares up. Not one single statement in that last paragraph is true. Train operators are not making excessive profits – in fact most of them are barely making any money at all. Train operators do not receive millions of pounds in subsidies: in fact, across the industry as a whole, the government takes

substantially more money in premiums on the profitable routes than it pays out to the unprofitable ones in Wales, Scotland and the north of England. And finally, the public needs to understand that it is the government not the train operators which decides what services should be run, what rolling stock should be bought and how much commuter fares should rise by every year. It is also the government that owns the track, signalling and stations through its company Network Rail. It follows that bringing the train operations back into the public sector would make no difference at all to the cost of running and riding on trains. Having got that out of the way, let’s have a look at the Virgin Trains East Coast business. In 2016/17, the company had turnover of £820 million. The company carried a total of 22.4 million passengers, who between them travelled 5.5 billion passenger kilometres and paid £751.8 million in fares and catering and car parking fees. By the way, the number of passenger journeys was almost double the 11.9 million that the company carried at the time of privatisation in 1996/97. Other revenue such as commission earnings, cross-charging within the industry and rental income took total turnover up to £820 million.

Given all these huge sums of money floating about, it is perhaps appropriate to wonder how Stagecoach came to get it wrong. Not forgetting the government, which was also a party to the franchise agreement and therefore also responsible for the numbers – it takes two to tango

The company’s annual accounts showed that the cost of actually operating the services was £843 million, leaving a loss of £23 million – taking the accumulated losses on the balance sheet as of March 31 2017 to £107 million. Hence the problem which Stagecoach now faces: it promised the government that it would back the franchise to the tune of £165 million and has made provision for that amount of money. With the continuing failure of the business to deliver the levels of growth in revenue predicted at the time of the bid in the current financial year, the money has now run out. However, it is important to understand that the premium payable to government for the right to run the services reached £272 million in 2016/17. That’s more than a quarter of the company’s total revenue, and payment of that sum inflated the company’s operating costs by more than half. Without the premium, InterCity East Coast’s total pre-exceptional running costs were £575 million. Put it another way, every passenger that travelled on the East Coast route last year paid almost £26 to the government just for the right to ride on the trains. The government would argue, of course, that the premium contributes towards the cost of providing the infrastructure on which the ICEC trains run. Indeed, figures published by the Office of Rail and Road (ORR) for 2016/17 show that the government paid £256 million towards the costs of running the East Coast route. That puts the premium more into perspective, but it does suggest that the franchise is fully covering all its costs. Given all these huge sums of money floating about, it is perhaps appropriate to wonder how Stagecoach came to get it wrong. Not forgetting the government, which was also a party to the franchise agreement and therefore also responsible for the numbers – it takes two to tango. Rail Professional



It’s also worth wondering why this has now happened three times. We can look at this in relation to the 2016/17 figures. Assuming that Stagecoach and Virgin would have been content with the 3.1 per cent operating margin they earned in 2015/16, the company would have needed to earn revenue of £870 million – an increase of 6.1 per cent on the figure they actually achieved. If you split that over the three financial years in which they have operated the franchise, it suggests that the revenue forecast has fallen short by roughly two per cent a year. As somebody who spent twelve years of his life working on private finance initiative and rail franchise bids, I can tell you that on almost any of the projects on which I worked, we would have been delighted to get within two per cent of our forecast. Consider the situation facing the directors at Stagecoach and Virgin and their advisers when writing the ICEC bid in 2014. The forecast was not able to take account of the 2015 General Election result or the result of the EU Referendum vote a year later. The economic consequences of the latter have been particularly marked,

both in terms of inflation and depressed economic growth. We have also had the various terrorist incidents over the period, which has suppressed demand for travel, particularly for leisure purposes. And finally, of course, we are in the midst of massive social and economic change, reducing the demand for travel for commuting, for shopping purposes as business moves online, and forcing other changes to services such as banking, insurance and the law, all of which impact on demand for travel. In such circumstances, the idea that forecasters should be expected to make patronage and revenue forecasts with pinpoint accuracy for nine years hence is, frankly, ludicrous. And for the forecasters and their bosses then to be pilloried in Parliament and the media for ‘getting their sums wrong’ is little short of scandalous – though it sums up the level of political debate in this country at the moment. Where Stagecoach and Virgin are entitled to feel somewhat aggrieved is that the government was fully aware of this problem. Consider this statement, contained in paragraph 3.15.3 of the original Invitation

to Tender document for the franchise, issued in March 2014: ‘Given the length of the ICEC Franchise, and the strong likelihood of economic, social, budgetary and operational circumstances changing over a period of up to nine years and one period, the department believes it is likely to make variations to the Franchise Agreement during the Franchise Term.’ So, having gone into the agreement with that statement ringing in their ears, are the two parties not entitled to feel miffed at the way they are being treated? Is this not an exercise in political machismo so that Grayling and co. can look tough in the face of taunts from the Labour benches? Is it right that ICEC employees, passengers and shareholders should be subjected to yet another period of huge uncertainty just so that the secretary of State can look good in the House of Commons? It is far too easy for politicians to blame other people for their own shortcomings in public policymaking – and boy, are those shortcomings currently on display for everybody to see. We should not allow them to get away with it.

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IRO Annual Members’ Lunch 2013

Industry gathers at 2018 Golden Whistle Awards

Our Annual Lunch for Members and Guests will be held at The Mermaid, Puddle Dock, London. On Friday 19th April 2013 from midday. Our guest speaker is the Rt. Hon. Simon Burns, Minister of State for Transport.

Tickets – £47.00 per head Table of 10 – £470.00 per table (Ticket prices are inclusive of VAT @ 20%)

Members from across the rail industry gathered at the Marriott on Grosvenor Square in Download a booking form at: London on Friday 26th January 2018 for the 2018 Golden Whistle Awards


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ow in its ninth year, these awards are dedicated to people who work in or interface with railway operations. Designed to promote excellence and celebrate the best of railway operations, the Golden Whistle Awards are run by the Fourth Friday Club in association with Modern Railways and in conjunction with the Institution of Railway Operators. At the awards ceremony the best performing passenger and freight operators and Network Rail routes are celebrated. Tim’s experience of running the South Special awards are also given to teams Your local IRO Area runs events all year round. There are opportunities to see how others Western alliance revealed a huge amount and individuals who have gone above and work, broaden experience and add to your professional development. about the interaction between operators and beyond expectations in orderyour to deliver excellenceVisit in railway The the website find out more… Network Rail and the need to see the railway as a system. awards ceremony is preceded by a morning Tim concluded that it is key to build partnerships with staff and employees and Special awards are also that the Golden Whistles are a fantastic opportunity to celebrate those who focus on given to teams and the basics of railway operation. For the first time, the awards for the best individuals who have performing passenger operators used a new conference enabling railway operators gone above and beyond right-time measure which looks at arrivals to discuss industry developments and to at every station en-route, not just a train’s promote the sharing of best practice and expectations in order to destination. improvement of railway operations. Most of the awards are based on industry deliver excellence in railway The awards were hosted by Dick Fearn, data, which is analysed by the IRO South formerly CEO, Irish Rail and Fellow of the operations. The awards East Area council members. IRO. This year’s key note speaker was Tim 1 2 The IRO is proud to join operators Shoveller, Managing Director, UK Rail, ceremony is preceded by a each year for this event and would like to Stagecoach and IRO board member. Tim congratulate told the audience ofSouth nearlyWest 300Area: professionals South West Area: Operations Experience Day all – those who were nominated morning conference enabling andOctober this year’s across that the Railway, railway Minehead Modernising the Western Route – Swindon from October 2012the industry, West Somerset 2012winners. Golden Whistle awards are for best performance and Silver needs to go back to basics and concentrate railway operators to discuss for most improved: on core competencies. industry developments and Highlighting that the railway has much Operational Performance – Long distance to be proud of, with an excellent safety to promote the sharing Gold – East Midlands Trains record and massive investment in a range Silver – Greater Anglia of projects across the country, Tim stressed of best practice and the importance of people to the success of Operational Performance – London & operating railways. improvement of railway South East Technology is important, but it is no operations Gold – c2c substitute for human influence.

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Silver – Govia Thameslink Railway Operational Performance – Regional Gold – East Midlands Trains Silver – Arriva Trains Wales Operational Performance – Freight (based on the Arrivals to Fifteen (A2F) measure) Gold – Direct Rail Services Silver – Freightliner Heavy Haul Operational Performance – Passenger or freight operator delay minutes on self Gold – CrossCountry Silver – Govia Thameslink Railway Operational Performance – Network Rail Route (based on fewest delay minutes to operators) Gold – Scotland Silver – South East London Underground Line Performance (both awards based on improvement in the Lost Customer Hours (LCH) measure) Gold – Circle & Hammersmith Silver – Metropolitan Iarnród Éireann Performance – Right Time by route (both awards based on improvement) Gold – Westport Silver – Cork

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Iarnród Éireann Performance – route delay minutes (both awards based on reduction in delay minutes) Gold – Heuston Commuter Silver – Waterford Outstanding Operations – Team or Individual These awards are decided by a panel of judges from the Institution of Railway Operators. Rather than separate awards for teams or individuals, this year there was one combined shortlist. Gold – Waterloo Upgrade Team, South Western Railway Silver – Old Oak Common Depot Team, Great Western Railway Highly Commended – Newman Luke, Operation Vienna, Revenue Control, London Underground/Transport for London; Tommy Puncheon, Head of Control, c2c; Joint Performance Team, Southeastern and Network Rail. Special Award Angela Hern, Head of Trains & Stations (Central Region), Northern The special award is presented at the discretion of the judges to an operator or operating team who has gone above and beyond the call of duty and deserves special recognition for an outstanding act. This year’s award went to Northern’s Angela Hern, who was the driving force behind the

recovery of Manchester Victoria station after the devastating terrorist attack on 22 May 2017. Glen Merryman, Chairman of the IRO’s South East Area, said: ‘The 2018 Golden Whistles threw up some surprising winners. All those who won have had their own challenges and have turned around their performance to end up deserved winners. The move to ‘On Time’ measurement shows Modern Railways and the Institution of Railway Operators commitment to operating excellence.’ The IRO would like to thank the speakers who shared their valuable knowledge and expertise during the morning conference, as well as Modern Railways and the Fourth Friday Club for organising another fantastic event. The Institution would also like to extend its thanks to Tracsis for their continued sponsorship of the event. The success of the Golden Whistle awards also depends heavily on the work of the IRO South East Area council in working through a vast amount of industry data and on devising a way of ranking statistics which reflects the size of each reporting company and the importance of each section of the data. So, our special thanks go to Glen Merryman and the rest of the IRO South East Area council for collating data and for judging the nominations for the special awards.

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National Apprenticeship Week 2018 Adeline Ginn, general counsel at Angel Trains and founder of Women in Rail tells us how the rail industry can make the most of National Apprenticeship Week


his year marks the 11th anniversary of National Apprenticeship Week, an important government initiative that allows businesses to harness

With a diverse array of events and activities ranging from Job Fairs to Apprenticeship Awards Ceremonies, Job Swaps and School Assemblies, National Apprenticeship Week provides a wide-reaching platform to engage with burgeoning young talent

the power of young people to help UK industries flourish. Running from March 5 to 9, this yearâ&#x20AC;&#x2122;s National Apprenticeship Week will focus on how apprenticeships work. Celebrating the impact of these schemes on the individual, the employer, the community and the economy. The UK government is set to host hundreds of events and activities up and down the country, showcasing the outstanding abilities of current apprentices as well as offering help, advice and encouragement for those looking to apply for apprenticeship programmes in the future. Furthermore, employers that are interested in capitalising on the pool of talent that is leaving UK schools each year can get advice on how best to advance on the job training programmes and speak to other businesses about the successes and lessons learnt from their own apprenticeship schemes. Engaging young people in rail With a diverse array of events and activities ranging from Job Fairs to Apprenticeship Awards Ceremonies, Job Swaps and School Assemblies, National Apprenticeship Week provides a wide-reaching platform to engage with burgeoning young talent.

Women in Rail is set to throw its full support behind the week, using our evergrowing social media presence to champion events across the country. Our regional network will go into overdrive, ensuring that events relevant to the rail industry are promoted across our platforms and that employers and potential employees are both well informed about how they can get involved. We urge all of our partners to follow suit and make sure the rail industry makes a big impact on National Apprenticeship Week 2018! Apprenticeships are a vital instrument for attracting bright young talent to any sector. At Women in Rail we are committed to developing this emerging talent and we want to see more girls becoming engaged with the rail industry from school leaving age. With a bounty of apprenticeships available from the likes of Network Rail and Crossrail, there is a huge amount of opportunity for young people in this sector. However, it is sadly often not the first choice for young females. Our own research has shown that there is a huge disparity in the levels of females that are attracted into the rail sector, with just 16 per cent of roles being filled by women. We are committed to redressing Rail Professional



that balance, ensuring that the rail industry can enjoy the diverse range of talents and skill sets that are provided by having a modern work force which is more reflective of the general population. The key to generating a true gender balance is developing an interest in the sector for both males and females early on. Coinciding with efforts, orchestrated by organisations such as Women in Rail, to encourage more girls to study STEM subjects at school, the provision of real world job opportunities through apprenticeship schemes makes the rail industry abundantly more attractive to the next generation. NAW provides a spectacular opportunity for the rail industry to champion the exciting schemes that are available for all young people. The UK rail sector is an extremely important part of the UK’s national infrastructure and is currently receiving high levels of investment and attention. It is a growing, exciting and creative industry that we want to see more young women become passionate about. We will be offering our full support

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Rail high on the agenda at this year’s WTCE According to the sixth UNIFE World Rail Market study, the global rail market hit a new peak close to £142 billion euros in 2015 and is forecast to reach £164 billion by 2021


sia Pacific and Western Europe are the biggest regional markets, accounting for a combined 58 per cent of the world market while in Britain alone, 1.73 billion train journeys were made from 2016 to 2017, representing an increase of 14 million (0.8 per cent) from 2015 to 2016. Experts predict that urban transport will demonstrate the most significant growth rates, however, regional and longdistance travel figures will also remain strong. Megatrends like population growth and increasing urbanisation will fuel this demand, along with changing consumer mobility preferences driven by environmental and safety concerns, meaning rail travel is expected to soar in popularity in coming years. Rail operators have made major improvements to their onboard offerings in recent years, making this mode of transport significantly more attractive to passengers than in the past. Not only are trains becoming more reliable, cost-efficient and eco-friendly than ever before, but they also represent a simpler and more comfortable option than in days gone by. Improvements to the passenger experience – particularly in terms of catering and access to onboard services such as WiFi – across the majority of rail operators, mean more often than not, passengers are actively choosing to travel by train rather than any other type of transport. This represents a major shift in consumer mindset compared with a few years ago, when the rail industry appeared to be in slow decline. So how have rail operators turned the situation around? While a huge amount has been done to improve the image of the rail sector as a whole, one area that has undergone a huge transformation in recent years is onboard catering – across both short and long distance journeys. But with so much choice when it comes to food and drink options, how can rail operators ensure they are delivering exactly what passengers want? Last year, Roger Williams, chairman of the International Rail Catering Group (IRCG), attended the World Travel Catering

& Onboard Services Expo (WTCE) in Hamburg to meet with current and potential members, discuss and promote the importance of rail catering for the passenger experience, as well as showcase the association’s services and increase industry engagement. Here he answers questions about how the event has helped both the association and its members, what’s new in rail catering and services and what we can expect to see at the show in April. How has business progressed in the past 12 months? Rail passenger growth across Europe is on the rise, as more customers appreciate the ease of train travel from city centre to city centre compared to other transport modes. Rail companies have benefited from this growth and are now seeing the clear correlation between great onboard service and sustained improvements in customer satisfaction ratings. This is especially important for franchisee


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Increased use of social media while travelling is impacting how operators receive feedback on passenger satisfaction and is helping harvest big data about behaviour patterns and preferences. The focus on developing environmentally sustainable innovation is also important to both the rail industry and its customers. Across the world, new high-speed railways and train investment is relentless, helping rail win an increased share of middle and short haul volumes. Meanwhile, feedback from rail passengers demonstrates there is a significant opportunity to provide catering that sets rail apart from other styles of travel. This means that to succeed, product suppliers really must understand the needs of the sector and work to provide the solutions that will help caterers and operators continue to grow in todayâ&#x20AC;&#x2122;s competitive environment. The IRCG will be returning to the Hamburg Messe for the World Travel Catering and Onboard Services Expo (WTCE) this April. How important is it for the IRCG to use such opportunities to network with the wider travel industry? The IRCG is the international networking body for railway companies and independent hospitality, catering and service providers. We are always seeking to widen membership and improve industry engagement, rail companies, as they are under pressure to get good customer ratings to retain and grow their franchises. With the help of IRCGâ&#x20AC;&#x2122;s members, these specialist onboard and catering services are being delivered with greater consistency and quality. What do you see as future catering and hospitality trends impacting the travel industry, specifically to rail? Demand is increasing for a combination of best-selling branded products with local provenance, as well as the endorsement of celebrity chefs, to attract customers and underline the quality of the offer to make it more dynamic.


| Q&A

Martin’s All-Day Menu for Virgin East Coast. This session will be introduced by RG’s CEO Beat Ehlers. Each company will provide a unique insight into their rail catering offering and how they have gone about developing specific food and branded service offers.

especially in the discussion around why catering and hospitality services are so important to increasing rail customer satisfaction and loyalty. Our attendance at WTCE in 2017 provided a further platform for communicating this message across a broad spectrum of suppliers, clients and innovators. Our strategy is to expand our presence at trade exhibitions and we believe that WTCE is a great fit for our industry sector. It is an important showcase for the latest innovations in services, products, technology and equipment in the travel catering and hospitality industry all under one roof. As such it attracts a wide variety of visitors from the industry with whom we can engage, and this in turn helps build on our client, supplier and service partner relationships.

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What will the IRCG be showcasing at the show? The IRCG’s appearance at WTCE 2018 is part of an ongoing programme of member activities which has been chosen to maximise engagement with our industry and promote the benefits of rail catering as a customer attraction. This includes building on the important relationships with product and equipment suppliers who are present and exhibiting at WTCE, and to help them understand and meet the needs of supplying the travel industry. We invite all our members to attend and many will join us from across Europe, Africa and the USA. While at the show, we invite product manufacturers and service providers who are established in the rail catering and hospitality market to apply for membership, the details of which will be available from our stand (2C30) which will be our main point of contact at the show where visitors can meet members and discuss business and explore opportunities. What current or future trends, specific to the rail industry, can visitors learn about? Two companies which are members of IRCG will also be presenting at the Taste of Travel Theatre at WTCE 2018. Firstly, Jan Valeš and Martin Janura of JLV, one of Europe’s oldest catering companies together with Miroslav Kubec, president of the Association of Chefs of the Czech Republic and creator of seasonal menus for Czech Railways, will present the award-winning gastronomy offered to train passengers across Central Europe, complete with menu sampling using the Retigo combi oven, specifically modified for railway catering. This will be followed by a presentation by RG, the UK’s leading rail catering specialist, with Jenny Greenhaulgh, RG’s executive chef, who will reveal the secrets of James

Leading rail operators confirmed to attend WTCE In 2017, WTCE welcomed senior delegates from leading rail operators including Amtrak, Czech Railways, East Midlands Trains and Virgin Trains, as well as rail caterers. This year, thanks to a host of expanded features, the event is hoping to attract even more with attendees from Eurostar, OBB (Austrian Federal Railways), RG, DB, DSB, Railrest and Restaurail already confirmed to attend. A designated Rail Trail, made up of companies with a specific interest in the onboard rail sector, will lead interested operators to these specific businesses, including Kaelis On Board Services, BestPartner Food, En Route International, The Bake Factory and August Lundh, a Swedish supplier offering high-quality galley and catering equipment designed for the travel catering industry. Elsewhere, the popular New Exhibitor Villages will be revamped and expanded, with four zones dedicated to first-time exhibitors. These areas introduce rail operators to companies, among others, that have never before been showcased at the event. Also giving airtime to brand new products will be the WTCE What’s New Onboard that will feature products and innovations launched to the market in the past 12 months or less. Networking will also play a key role at the show, with the WTCE Business Meeting Hub providing a dedicated place for attendees to hold meetings with key clients. VIP rail attendees will have priority booking for the new hub which is located in Hall A2 and offers the perfect place to do business at the show. Also aiding relationship building is the improved My Event tool, which allows attendees to plan ahead of the show in April by flagging key exhibitors to visit or Taste of Travel sessions to attend. Both visitors and exhibitors can explore a full list of participating companies and attendees, to establish contact and pre-arrange meetings to improve efficiency and maximise time spent at the show in Hamburg. WTCE remains the number one event for buyers from the world’s international, regional and rail operators, as well as airlines, cruise and coach companies. It also offers a unique platform to see the newest products and innovations, benefit from expert insight and advice and network with peers. For more information or to register to attend, visit

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The impact of GDPR on the rail industry It is a startling thought when you consider that in less than 20 weeks, the General Data Protection Regulation (GDPR) is coming into force


his update on the 1998 Data Protection Act is a robust piece of legislation that covers 11 chapters, 99 articles and 173 recitals. Every organisation within the UK and Europe will need to be compliant with the new data regulations by May 25 2018, yet estimates show that less than half of organisations consider themselves fully prepared. The important thing to note for the rail industry though is that GDPR can neither be ignored nor simply assigned to an administrator. Achieving and maintaining GDPR compliance is a business challenge and should not be seen as just an IT or data protection challenge. It is about the way an individual organisation approaches its data protection obligations, and that post May 25 this must be by adopting an approach that is privacy by design and default. There is a compelling business reason why GDPR should be seen as a business issue; the financial implications are far more onerous than before. The potential financial penalties for non-compliance are fairly substantial, up to £17.75 million or four per cent of annual turnover, whichever is larger. This means that making sure your business is compliant with the new regulations around data collection, collation and storage is essential.

There is a compelling business reason why GDPR should be seen as a business issue; the financial implications are far more onerous than before. The potential financial penalties for non-compliance are fairly substantial, up to £17.75 million or four per cent of annual turnover, whichever is larger.

What does this mean for a rail organisation The rail industry spans such a wide range of organisations, from train operating companies, to Network Rail; from the infrastructure supply chain to digital providers. The wide variance in companies means that there is no ‘one-size-fits-all’ approach. Each organisation needs to have a tailored approach that takes into account their data approach and practices. To be able to carry this out it is recommended that five key steps are undertaken; these are: • assess your current approach and practice – identify how GDPR will impact what you are currently doing • develop and design – identify how to address areas of noncompliance and build into an implementation plan • capture your new processes – show how the technical and operational measures have been put in place • embed the culture – adopt the new GDPR compliant ways of working across the company • monitor the performance – regularly measure how the company is working to ensure GDPR compliance. What does GDPR cover The special category data is broadly similar to the concept of



sensitive personal data under the 1998 Act. However, it now includes genetic data and some biometric data. Personal data relating to criminal offences and convictions are now included under Article ten. However special category data includes: • race • politics • trade union membership • health • sex life • ethnic origin • religion • genetics • biometrics (where used for ID purposes) • sexual orientation. Who needs to be involved The new GDPR regulations are not simply how you use IT to collect and record data. Far from it; it includes any data, whether electronic or printed, across the organisation and is seen as the responsibility of everyone. This means the assessment of the data held by the organisation (in the first of the five steps) needs to include every department who handles data. Typically, the main areas involved are: Marketing: where information is collected and held on targets, clients and prospects from across all the traditional and digital marketing channels. HR: where employment related information is held for current employees, past employees and potential employees. Payroll: where personal financial information is held on employees. Finance: where personal information is held on individual customers. However, this is not exhaustive, there are other areas which may collect and record information such as customer service, operations and research. One of the main changes is that each company needs to have a data protection officer appointed as the point of contact for data queries and ensuring data compliance.

• • • •

data accuracy limiting storage integrity and confidentiality accountability.

In addition, marketing will need to ensure the company has a compliant privacy notice, aligned requests for data with a legitimate interest and opt-in messages when requesting information. HR will need to ensure that employees (whether current, past or potential) are both held and destroyed at the appropriate time. For example, CVs sent in should not be kept ad infinitum; HR will need to provide clarification of data held to support references and suitable timeframes; and demonstrate how printed documents such as copies of driving licences are securely held. The GDPR changes signal a significant shift in the current data protection act and is a fairly complex area. However, it is a move towards best practice approaches and procedures which ensure that data around an individual is treated with respect and value. For those organisations within the rail industry not dealing directly with end customers or passengers it will be a relatively straight-forward exercise to review how current data is held, processed and destroyed. It will be those directly involved with interactions and transactions for passengers, customers and the general public who will find becoming GDPR compliant a larger exercise in identifying and securing the personal data they hold on individuals. Regardless of whether your organisation is B2B or B2C though every business within the rail industry has a requirement to be compliant with the new GDPR regulations by May 25 2018. The outcome should be that the rail industry is operating so that there is privacy by design and default in all of its data transactions. Anna Hutton-North is director at Sabre Associates CMS Rail advert.qxp_Layout 1 18/11/2016 12:37 Page 1


Where potential breaches may occur It is important that the company demonstrates it has introduced compliant processes and that security systems are in place to keep the data safe from external interrogation or interference, however often a breach is from either a disgruntled or past employee. Building in safeguards to protect the company from this is paramount. What you have to consider It is still legal to collect and hold personal data, if there is a valid reason to do so; in fact companies are legally obliged to hold certain information for at least six years. From May 25 any data provided must be informed, unambiguous and freely given. This also means that any new purpose of using data requires additional explicit, informed, and unambiguous consent, and that consent can be revoked at any time. Information collected from an individual must be: • freely given with consent • informed • unambiguous • held for a reason • only used for the purpose stated on collection • removed when no longer removed. Some of the key changes are around marketing and business development. From May 25 the organisation’s marketing will need to ensure that any information collected or held has: • lawful, fair, and transparent processing • explicit limited purpose • full consent • minimising data Rail Professional

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By the end of the year, we will see the first newbuild Northern trains running in the North West, and new-build TransPennine Express trains running from Liverpool to Scarborough and Newcastle. It’s also a big year for the Great Western modernisation programme

Jo Johnson

Sam Sherwood-Hale spoke to the new rail minister, Jo Johnson about balancing spending, Japanese investment and major projects on the horizon


o Johnson has been the member of parliament for Orpington since 2010. He was made minister of state for transport on January 9 this year. What was your reaction to being made minister of state for transport? I was delighted to take up this post at the Department for Transport, especially as the rail sector is so crucial to a strong economy. It is an exciting time to be here – we are investing in the biggest modernisation programme of our railways since Victorian times so that passengers have faster, more comfortable trains and better journeys. It is also great to be at the DfT during the government’s Year of Engineering campaign. UK expertise in rail is world-renowned and our engineers are valued all over the world. I believe that should be celebrated and we must do everything we can to inspire the next generation of engineers to keep the UK at the forefront of industry. What would you see as a successful end to 2018 in terms of the major projects across the United Kingdom? This year is incredibly important for major rail projects in the UK, with a number of schemes that will benefit people all over the country. The Great North Rail Project will see vital improvements which will mean faster and more frequent services in the

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engineering work complete and ready for more frequent and faster services to start running from early 2019. In London, we will see the introduction of new Thameslink and Elizabeth Line services. When the Elizabeth Line opens at the end of this year, passengers will have new direct links from Paddington to Canary Wharf and Abbey Wood as well as a new interchange at Farringdon, getting them on to an expanded Thameslink network which will take them both north and south of the capital. So, there is a lot going on which shows 2018 is set to be a very important and successful year when it comes to major rail projects. We spoke to Network Rail’s CEO Mark Carne in last month’s issue of the magazine, the subject of devolution came up. Wales Devolution is already underway, but Transport for the North is just getting started. How do you envision the North changing under the Strategic Transport Plan? As a government we’re committed to the Northern Powerhouse, and it is right that the region’s towns and cities have more say over transport investment. The establishment of Transport for the North as the UK’s first ever sub-national transport body is proof of that commitment. But we’re also delivering unprecedented investment in better transport across the North. Between 2015 and 2020, the government will have spent more than £13

billion – but it’s also vital that the region has the power to set out an ambitious vision over the next 30 years. The publication of the draft Strategic Transport Plan is an important step. From April 1, TfN will have unprecedented access to influence central government decision-making and the body will work with councils and elected mayors to build a long-term vision for transport across the region. This will give them the certainty and confidence to drive forward innovative new projects such as Smart Ticketing in the North, for which we have allocated £150 million in funding, and Northern Powerhouse Rail. The statutory strategic plan TfN produces will have to be formally

considered by the Government when we make funding decisions. What do we expect to see with regards to Smart Ticketing this year? I’m really excited by the opportunities around Smart Ticketing, and I want it to be universal, consistent and practical. We’re on track to complete the Smart Ticketing on National Rail programme by the end of the year, which will mean most passengers can travel without a paper ticket – using a bar code, a smart card, or in some cases, their phone, to travel. This puts us in a really strong position to work with industry on how we can use emerging technology to better match passenger travel patterns. Rail Professional

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Last year East Japan Railway and Japanese company Mitsui won the West Midlands Franchise. Do you hope to see more companies from Asia becoming involved in the country’s railways? We know that UK expertise in rail is worldleading, and we have a flourishing railway sector in this country, which is why it is great that we have interest from firms all over the world. Private sector partners, both foreign and British, provide expertise and knowledge to continue building a better railway. The companies that are awarded franchises are given them through open competitions because they offer the best deal for passengers and taxpayers in the UK. How do you plan to balance spending on the North with the rest of the country? Firstly, I want to highlight the significant commitments this government has already made. We have set in motion the Northern Powerhouse, we have established Transport for the North – and provided £60 million to develop a comprehensive vision for Northern transport and drive those projects forward. But we will also make sure that transport spending is balanced and focused on where it is most needed. The Treasury published some analysis in December that shows that

central government transport investment spending per person in the North is now higher than in the South – £1,039 compared with £1,029. As I mentioned previously, we are investing in infrastructure projects nationwide to make sure our modernisation programme is a success. For example, the billions of pounds we are spending on the Great Western Rail Line will improve more than 100 million rail journeys each year, stimulating economic growth from London through the Thames Valley, to the West Country and to South Wales.

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The eye of the beholder Dan Gordon, creative director and Jonathan Penton, founder of Office Twelve advocate bringing customer consideration back to station design


ost stations have evolved into confused (and confusing) spaces that can feel anything other than customer-centric. To arrive at a station is all too often on a par with turning up at a taxi rank – it’s functional, it will get you from A to B, but it’s a far cry from virtually every other brand experience that a consumer would expect in the 21st century. For example, retailers go to great lengths to own their space – with grids, zones, areas designed to make the customer feel special. Airlines do the same, bringing their personality and making their mark. ‘This is our brand. This is who we are, and we value you as a customer.’ As customer journey specialists, it’s our role to take a step back from the functionality of station refurbishment and view it in terms of designing the human

experience. What do people want to actually see, hear, feel and touch as they walk through and spend time here? How can we make their journey more frictionless? This is an area where the rail industry has fallen behind in recent years, unlike airlines which have been on top of their branded spaces for a long time. There has been a certain complacency. Stations don’t usually have to compete as some have multiple operators running through them, so they seem to neglect that they too should have a brand personality. One of the biggest challenges of station refurbishment across the UK rail network is the historical legacy of old stations and dated infrastructure. Over past decades, stations got into the habit of bolting-on and refreshing, often in direct reaction to rapidly-changing demands and without the

benefit of a broader master plan. The customer experience can be left weaker each time a station bolts something on. For instance, across the network we often find lounges located in a room that isn’t used. The space feels like an afterthought, as though nobody has considered where it should be positioned or how it should work. And although the location may have been dictated by the station’s infrastructure, it’s a

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common customer let down. The whole station network suffers from wild fluctuations in terms of both scale and infrastructure from station to station. This results in probably one of the most erratic consumer experiences any brand can be faced with. A well designed customer journey takes on these challenges and brings a sense of cohesion to the entire estate. Leading the way Travel is stressful. People experience feelings of panic when waiting for a train. This sense of anxiety is elevated when they’re in an unfamiliar station, taking a journey outside of their normal routine. Station refurbishments raise these stress points to a whole new dimension. That and the three words guaranteed to strike dread into the heart of every rail passenger: replacement bus service. Creating a positive customer journey requires a very sensitive set of skills. Train service replacements, bus service replacements, people don’t want to feel lost and confused. As customer journey designers, there is a certain touch and feel that we can build into public spaces which is very subtle, yet highly effective. Branding, graphic communication style, we design and develop a tone of voice and visual language. People feel looked after without even realising it, showing them the respect they deserve and not just treating them as bodies on seats. Rail Professional

The transition from old to new during refurbishment creates a flashpoint for consumers. The disruption to their journey and to the daily routine of the regular passenger presents a huge challenge. Reputations can be made or broken depending on how the customer journey is planned and implemented during the refurb. Wayfinding during disruption is very different to permanent signage. It requires a calming tone of voice and close handholding,

where the design walks them through every moment of their journey, drip feeding information at the right point and the right time. It takes into account all the touch points where people might get lost and confused, directing them clearly, removing anxiety by forward planning. Creating the right journey and environment makes customers feel loved and cared for – don’t worry, we’ll make sure you get your train.


The cultural trend towards ‘pop-ups’ has encouraged vibrant, creative use of temporary spaces. One-off experiences, creating moments of surprise and delight, can rebalance the negative impact of a disrupted journey and restore consumer confidence. Temporary lounges, information points, shareable moments and social media links, customers won’t think twice about tweeting a bad experience. They will also share a good one.

Workplace environment These same considerations should be given to the other daily users of the station who are also often the most overlooked – the staff. Staff welfare is paramount to the success of any operation. They are the ambassadors who play a huge part in reputational value. Showing the same consideration to staff through well-designed welfare spaces – mess rooms, toilets, break-out spaces – all aligned with the same tone of voice and visual


personality, reaps huge benefits in terms of happiness and effectiveness. It’s the people who make the difference. People tend to measure an experience not by the good things that happened, but strangely enough by the bad. So, with careful consideration for all touch points, designing out the bumpy ones can make a huge difference to every journey Based in the UK and Amsterdam, Office Twelve is a multi-award winning design agency working with leading brands including Nike, Virgin Trains and Procter & Gamble.

Temporary first class lounge for Virgin Trains at Liverpool Lime Street station As part of the huge renovation of Liverpool Lime Street station, Office Twelve designed a temporary first class lounge and customer information point for Virgin Trains. The space feels anything but transitional with beautiful, high-quality fixtures and fittings and an eclectic mix of bespoke and off-the-shelf furniture and lighting. Lively pops of colour, quirky details and feel-good flourishes retain Virgin’s unmistakable brand hallmarks and legendary customer experience while the station undergoes major transformation. ‘The whole concept was designed to create a really lovely branded space for Virgin Trains first class passengers while the disruption is going on’ says Dan Gordon, creative director at Office Twelve. ‘Feedback from customers has been excellent. Great coffee, wonderful service, happy passengers.’

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Stations: a sense of place and a place to be A few weeks ago, I dropped a colleague off at Doncaster train station and the memories of my university days came flooding back


n those days the station represented the start or end of my journey between home and university in Bristol. I hadn’t appreciated at the time just how important the station had become to me. Similarly, when I was a little kid I used to love the strong, sandstone buildings of Mexborough train station. My grandparents were friends with the station manager who lived in the station house and I cannot describe the feeling of anticipation when talking through the cashier’s window and buying our tickets. Stations and the products and services that are at the passengers’ disposal are much different nowadays but there is no denying that these great spaces still occupy an important place in the nation’s travelling psyche. St Pancras for example, is a truly iconic space and is as familiar to me as my homecity station. It is not simply a point along my journey, but a destination in its own right. As has become the case with many of our larger stations, be they retail experiences, or places to admire their architectural beauty or simply a place to mingle and observe. Function and design Within each of our stations there lies a rich tapestry of design that can respond to complex functional purposes whilst providing a space that feels safe and inviting and easy to use. This is one example of where the rail supply chain truly meets the end-user’s gaze and touch. Chesterfield station, like many others, features way-finding boards that can inform passengers with more than visual reference. These maps, designed and manufactured by Steel Line feature raised detail, clear colour-coding and text in standard and braille font. Extending the notion of sensitive design Steel Line also provides

thoughtfully designed seating. As Colin Campbell, the director of Steel Line explains: ‘Our seats and benches are ergonomically designed taking account of lumbar support and comfort for hamstrings and quadriceps. You can see particularly on the side elevation of our Metro seat the curvatures built in to the backrest and seat pan. The front edges of all seats are raised to prevent slippage. We are all for improving the passenger experience for travelling passengers. It’s not just about price it’s about comfort and design.’

that fit for function also means rugged and damage-proof whilst still appealing aesthetically so as not to create a barrier to the intended user. Nicole Ireland, UK sales manager for GAITronics, explains how their rugged voice-

Safety and comfort Considerate design unfortunately does not simply need to respond to a passenger’s needs. Increasingly designers have to ensure Rail Professional



hub. It is a place at which the rail supply chain really can demonstrate a prowess in serving the needs of the passenger. The RSSB’s capability delivery plan demands more human-centred design and greater personalisation of the passenger experience whilst the live TOC17 call seeks solutions that can assist in tackling crowding in stations and improving of passenger information. The passenger really does sit at the centre of the sector’s ambitions for improvement and as the station (and train) is the touch-point for the public we must continue to remind ourselves of passenger needs.

over telephone designs provide complete accessibility. ‘A single press of a button can put you in touch with the right person to help, which offers passengers additional reassurance at stations. Our Analogue, GSM and VoIPSIP Help-Points are designed to be easy to see and to use, and to be always available. Braille, large palm-operable buttons, and integral induction loop are standard features to ensure all passengers are included. Other passenger benefits such as CCTV or lighting can be linked through the phone’s relays to

work with the help point to make a safer space for passengers.’ If Britain really does run on rails, we should all recognise that we have to make our spaces accessible and understandable to all. This is but one great example of how we as a supplier community can help our fellow passengers. The purpose of this article is not to plug our members, but to opine on the importance of the station. Not merely a point along your journey, the station is also a hub, be that a community or commercial

Recently Nusrat Ghani, the HS2 minister, responded to the contract awards for the first four HS2 stations by stating that: ‘passengers on our world-class railway will experience modern and accessible stations, with designs that are both innovative and in keeping with their surroundings.’ I am confident that with the right engagements that HS2 can deliver on this aim, but how can a station be innovative whilst being in keeping with its surroundings? In my opinion this transcends pure product design. Stations need to meet a community vernacular. Paul Webster, operations manager for Acorp summarises it thus: ‘Every railway station has a unique role to play and not just at the point passengers access the railway network. Many such as Wickham Market, Yatton, Nuneaton or Irlam have also become places where the local community has reconnected to its railway station developing cafes for people with learning difficulties, art venues and shared meeting spaces. These hubs provide a vital space for the local community and enhance the travelling experience for passengers.’ Stations really can help us, the rail industry, connect with our true customers and the wider community. We will be running a vehicle design event out of the National Transport Design Centre in June, followed by a stations design event in July. With a number of speakers already confirmed do make sure you subscribe to Rail Alliance emails via if you would like to be involved. And remember: #BeMorePassenger.

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Making railway stations accessible Joanne Turner, head of marketing at passenger journey specialist Tensator® takes a look at how railway stations could be made more accessible to all


aking a journey by rail is not as straightforward for some passengers as it is for others. For people with mobility challenges, those who are visually impaired or elderly, or have pushchairs or bulky luggage in tow, a railway station can prove incredibly difficult to navigate. It’s alarming to think that in this day and age, in some circumstances, accessibility issues within railway stations may even cause some individuals to pursue alternative methods of travel. Setting aside the legal requirement to adhere to the Equality Act 2010, the question of lost revenue alone makes a compelling case to improve ease of access to stations, with the disposable income of the disabled population in the UK, or so-called

Setting aside the legal requirement to adhere to the Equality Act 2010, the question of lost revenue alone makes a compelling case to improve ease of access to stations, with the disposable income of the disabled population in the UK, or so-called ‘purple pound’, estimated to be worth over £249 billion to the economy

‘purple pound’, estimated to be worth over £249 billion to the economy. Furthermore, for the first time in 2016, the over 50s demographic spent more than their younger counterparts, contributing £119 billion to the economy. Add to these figures the spending power of families, and there are some rather convincing economic reasons to ensure that the in-station experience for these groups is carefully considered to ensure it is as easy to navigate and hassle free as possible. An easy entrance If the first impression that customers with mobility issues, pushchairs and heavy luggage have is that the station is difficult to access, this alone may be enough to put them off even attempting to travel by rail.

While most access routes to station entrances will have dropped kerbs, it is worth double checking this, and also bearing in mind in case of any circumstances which may change the route by which customers access the station, such as police incidents or traffic diversions. If there are steps leading up to the entrance, consider installing a gentle slope instead of, or in addition to, these dropped kerbs. Any steps that are present throughout the station and at its entrance should incorporate highlighted anti-slip nosings, to make them more easily recognised by people who are visually impaired, together with dual-height handrails for safer stair use. Many stations have already put these measures in place but may have only done so at one entry point to the station. Whilst Rail Professional



base. A trial by service users at a disabled charity found that wheelchair and white cane users found it much easier to negotiate than conventional systems.

this may tick a box, it is not necessarily best practice to ensure a ‘customer first’ approach to accessibility. Some passengers who require these measures may consistently approach the station via a different entry point from that which has actually been adapted, and it may be extremely challenging for them to navigate the station to the most accessible entry point. It is therefore much better to consider accessibility at all entry points. If this is not possible, ensure that effective signage is installed to highlight accessible entry points and how to find them.

Purchasing tickets In the drive for efficiency and cost cutting, different stations across the country are now steering customers towards self-service ticket machines. While many travellers welcome these, particularly where time savings are evident, for some passengers this may not be an appropriate option. A study conducted by card payment provider Worldpay found that while two thirds of passengers aged between 21 and 34 years old are happy to use a self-service machine, nearly three-quarters of ‘baby boomers’ (those around 55-70 years old) preferred to interact with a member of staff when completing a purchase. For elderly or disabled people, particularly those with dementia or autism Rail Professional

for example, self-service machines can be an overwhelming experience, especially if there is no support available from a member of staff. It can be particularly stressful for these customers if they are also perceived by other customers to be taking a long time and causing a queue behind them. Manned ticket kiosks also require careful accessibility planning. For example, installing dual-height windows will ensure easier use by all passengers regardless of age or ability. Improved queue management Queues within a station are often unavoidable, especially at peak times. Having effective measures in place to deal with high levels of footfall, taking into account the needs of all passengers, is therefore paramount. For the comfort of more vulnerable passengers, stations may consider installing a slow lane – a scheme first showcased last January at a branch of retail giant Tesco in Forres, developed in association with Alzheimer Scotland – where there is no pressure to complete transactions swiftly. Another option is to use a ticketing system that provides a queue position, an allotted time and an estimated wait time. This would also allow customers who find it hard to spend extended periods on their feet, to wait while sitting down. In areas where queuing is a regular occurrence, the challenge can be to ensure passenger safely without compromising accessibility. To help meet these requirements, we have developed a new low-profile universal base for Tensabarrier®. With the lowest leading edge on the market measuring just a few millimetres high, the design enables wheelchairs and pushchairs to pass over the base more easily, and reduces the likelihood of trips and falls, including for those who are visually impaired or use a mobility aid. The new design can be used with any barrier that is compatible with the universal

Protect against hazards In environments like railway stations, it is inevitable that hazards such as broken floor tiles, spillages or escalators and stairs undergoing repair will occur and it is of course imperative that these are dealt with quickly and effectively. It is important to ensure that in dealing with these issues, a new hazard or obstacle is not inadvertently created for people with disabilities. Cordoning an area off must be done with appropriate equipment to ensure that the cordon itself does not become an obstruction for people with sight issues or large crowds. The Tensabarrier® system, for example, is already widely used in transport hubs to cordon off areas that are potentially unsafe for employees or members of the public. Deployed with the new low-profile bases, they could provide the ideal mobilityfriendly solution. Dedicated facilities Reviewing current station facilities to assess their suitability for all of your customers may highlight some potential areas for improvement. As standard, railway stations should offer accessible toilets for those with disabilities, as well as considering family toilets with baby changing facilities and accommodating passengers with bulky luggage. Accessible seating should be available at regular points throughout the station, as well as hearing loops - systems that help passengers wearing hearing aids to pick up sound more clearly - included around waiting areas. Help points that are designed for ease of use by all passengers, including wheelchair users, should be installed at appropriate points in the station, not forgetting within car parks near to blue badge holder spaces. Many stations have wheelchairs and platform-to-train ramps for customers’ use within the station, and offer an assistance service, which can be booked in advance. Accessible to all All businesses have a duty of care towards their customers but approaching these responsibilities from a customer-first perspective can pay dividends. Ensuring stations are easy to navigate for all users, regardless of mobility, vulnerability or other potential accessibility challenges, removes potential barriers, both physical and mental, opening up the possibility of rail travel to all. For more information about Tensator®, visit, call 01908 684600 or email

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More awards for King’s Cross Station Norrie Courts, stations director of Network Rail Property explains how the station that first opened in 1852 has been transformed in recent years


ver the last ten years the renovation of King’s Cross Station and the surrounding area has been nothing short of miraculous. The station was previously a tired unattractive building surrounded by a neglected local environment that was well known for all the wrong reasons. Following many different parties working together and a lot of hard work, King’s Cross is a vibrant attractive customer environment that has also become a destination in its own right for bars, restaurants, galleries, pop-ups and of course Harry Potter. Recently scooping two honours at the London Planning Awards, the £550 million redevelopment project delivered by Network

Rail in partnership with John McAslan & Partners, Arup and Vinci has been the catalyst for one of the largest regeneration schemes in Europe, which has attracted £2.2 billion of private investment into the local area. It is a shining example of how investment in the nation’s railway stations can act as a catalyst for development and regeneration in surrounding areas. The transformation In many respects, the story of King’s Cross runs in parallel to Britain’s own fortunes over the last century and a half. Almost immediately after it opened in the Victorian era, King’s Cross became an important hub for travel and trade.

Situated on the northern cusp of what is now central London, the station benefitted from commerce in a city and country that was rapidly expanding and becoming heavily industrialised. Britain’s wonderful Victorian railway stations acted as both a catalyst for growth in trade and a symbolic emblem of the country’s economic strength. Following the devastation of two wars and industrial decline, the railway system struggled to compete with the rise of new, alternative forms of transport such as the car. King’s Cross was no exception and in the late 1980s and early 1990s, the area was neglected and rundown, infamous for being quite a rough area that you wanted to pass through as quickly as possible.

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Network Rail is in the process of agreeing a Heritage Partnership Agreement with Camden and Historic England, which is a first for an asset of this nature. This will provide the necessary framework to both understand the heritage significance of the station and maintain and improve this world class transport hub This image of King’s Cross was not helped by having two unattractive dilapidated railway stations right at its heart. Plans to regenerate the area had been under consideration for many years. The real catalyst for change came in 1996 when it was decided to move the Channel Tunnel Rail Link from Waterloo International to St Pancras station. This decision provided the kick start required to get serious about King’s Cross station. The enhancement became even more important when Britain started a campaign to host the 2012 Olympics. After a decade of planning, actual infrastructure works began in 2007 and the development commenced in full by late 2008. The transformation of King’s Cross was completion just before the 2012 London Olympics. Showing what could be achieved at a Grade I listed Victorian station via well thought out plans, investment and careful delivery marked a real turning point for the fortunes of Britain’s railway stations. Re-energising the heritage of King’s Cross The heritage of King’s Cross is an integral part of its value as a station and restoring and preserving this formed a huge part of Network Rail’s ambition. However, first and foremost King’s Cross needs to operate safely and securely every day of the week as a railway station. It has to cope with all the operational requirements accommodating existing, and predicted future customer numbers, whilst also meeting their 21st century expectations. While the station retains its iconic Victorian features, including its picturesque arched station roof, King’s Cross is now sleek and modern contemporary building Rail Professional

blending the past and the present. The beautiful Victorian frontage at the front of the station is now visible thanks to the removal of the dull single storey structure that was added in the 1970s. A brand new concourse is located on the western side of the station providing a modern and airy space that has transformed the customer experience. The roof’s crisscross design has become iconic, and the project’s designers worked in painstaking detail to ensure the new development would not interfere with or detract from the core Grade I building. Ensuring the Grade I listed building is maintained in impeccable condition has been a key priority for us. Innovative

techniques and regimes have been created to maintain the building in a manner appropriate for one of the busiest stations in the country, and in the context of the Heritage Asset. Network Rail is in the process of agreeing a Heritage Partnership Agreement with Camden and Historic England, which is a first for an asset of this nature. This will provide the necessary framework to both understand the heritage significance of the station and maintain and improve this world class transport hub. Placemaking and meeting customer demands At Network Rail we set ourselves the goal of making unique places extraordinary and as such the development of the brownfield land


around King’s Cross was a key consideration from day one of the project, taking its inspiration from the Mayor of London’s ‘London Plan’. However, the key to stimulating commercial regeneration in the wider area lay in the redevelopment of the station itself – acting as an unlocker, not a blocker. Helped by a huge increase in the volume of passengers travelling through the station and the local area regeneration, the revamped station is now a new place and destination in King’s Cross that not only meets the demands of passengers but also attracts a wide range of non-travelling customers. Both groups want and expect a diverse array of high-quality retail and dining options, not just because it’s convenient, but because consumers increasingly view

Helped by a huge increase in the volume of passengers travelling through the station and the local area regeneration, the revamped station is now a new place and destination in King’s Cross that not only meets the demands of passengers but also attracts a wide range of nontravelling customers

stations as places for more than just catching a train, using them for sit-down meals, shopping and socialising. King’s Cross now epitomises everything that people want from a transport hub and more. This is supported by customer satisfaction surveys now at 96 per cent. With brands including Giraffe, TM Lewin and The Harry Potter Shop, Network Rail has worked hard to perfect the retail and dining offer that surprises and delights station visitors. The station is also now complemented by the new King’s Cross Square which is home to an independent food market, pop-up events and public art. It is interesting to note 34 per cent of people visiting the station go there with no intention to travel with retail highlighted as a key attraction. The revamp of the station has played an instrumental role in the masterplan for placemaking and driving the wider development of the surrounding area, in particular the railway lands to the north. As a result of the project, 67 acres of brownfield land has been developed into office space, already occupied by companies such as Google, Universal Music and Havas, as well as 2,000 new homes and over 30,000 square feet of retail floor space, providing a much-needed facility for locals and passengers alike. There’s even a University in this new part of the city, with leading art school Central Saint Martins now occupying the restored granary building fronting on to the attractive and popular Regents Canal. Addressing the capacity crunch As well as creating a great place for people to live, work and play, the redevelopment of King’s Cross has provided much-needed capacity and relieved crowding at the busy transport hub. This factor was crucial in 2012 for the London Olympics, even more so now given that passenger numbers are growing by six per cent each year and are forecast to double in the next 25 years.


The brand new western concourse provides rail passengers three-and-a-half times more space than the 1970s concourse it replaced, easier access to platforms via longer gate lines and greater retail choice with over 30,000 square feet of space. These changes were integral to managing rising passenger numbers, whilst also ensuring the safe running of the station and creating a comfortable experience for station customers. Delivering tangible results King’s Cross was an important turning point for Britain’s railway stations. As well as being a symbol of our confidence and ambitions in the future of the railways, its regeneration has served as the template for plans to put other stations – most recently London Bridge – at the heart of UK cities and make them destinations within their own right. The results speak for themselves. The redevelopment of King’s Cross has helped to attract £2.2 billion of private investment into the local area resulting in over 2,000 new homes being constructed. Most recently, internet giants Google has agreed plans to make King’s Cross the home of its new £1 billion London HQ. The 870,000 square feet building demonstrates how the area has gone from ageing and forgotten, to exciting and forward-looking. The investment initially in St Pancras and thereafter in King’s Cross to deliver shows how major station investment can act as the catalyst to regeneration in surrounding areas. It highlights the potential for the public and private sector to work together to transform stations which then unlock other development. Station investment whether big or small can help ensure stations are fit for the future, transform the customer experience and in turn bring prosperity to local areas creating jobs, housing and economic growth. Rail Professional


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Ticketing embraces a smarter future BemroseBooth Paragon (BBP) has announced that it will rebrand to Paragon ID as it marks a new and exciting era in its journey as a leading supplier to the mass transit sector


he change supports the business as it prepares for a future that will become increasingly synonymous with smart technologies. BBP has been part of the Paragon ID division of Paragon Group since 2010. Implementing these changes, which have been planned for some time and align with the company’s longer-term strategy, brings synergy across the business and its sites which are located throughout the UK, Europe and USA. As a respected brand and supplier of hundreds of millions of magnetic tickets, which are used across every rail station in the UK, the company will take this opportunity to share its extensive range of products, while supplementing this with an unrivalled knowledge and experience of the sector. As one of few organisations that can manufacture ITSO accredited products, the company is working with train operating companies as they start to implement the shift from paper-based products to RFID or contactless cards. Paperless future With government announcements making it clear that all train passengers should have the choice to go to paperless, transport operators are taking the opportunity to put the necessary processes in place that will support change, calling upon experts

– including Paragon ID – to facilitate the updates. Sales and Marketing director for Paragon ID, Richard Farmer, comments: ‘Whilst hundreds of millions of magnetic stripe tickets are still being supplied, and remain the conduit for collection of the vast majority of UK rail fare revenue, this is going to change. ‘We know that over time, as UK rail operators seek to implement Chris Grayling’s vision to move to smarter ticketing technology giving all passengers the choice to travel without a paper ticket, it will impact on our sector and our business. ‘We have years of experience when it comes to ticketing for the mass transit sector. As well as manufacturing the products we can offer advice and guidance

for our customers to ensure that there is no disruption for passengers as they move from one format to another. ‘Ultimately the move to smart products should make travel more efficient. As a leading supplier to the market we are able to support our customers becoming their preferred partner and adding further value that goes beyond the products we manufacture.’ Smart cards As just one example, Paragon ID is working with a train and bus operator to implement an ITSO smart card issuing solution for its bus operation and is designing an at-station ITSO card-dispensing kiosk, which will enable passengers to purchase and receive ITSO cards instantly, removing the often Rail Professional



frustrating delay between order and delivery of the product. Working on projects that manage the transition has allowed Paragon ID to realise its own vision of helping rail operators to replace every magnetic stripe season

ticket supplied by the company with smart alternatives that deliver better efficiencies for the operator and passenger. As the demand for smart solutions increases, UK rail operators will also need more choice and value when it comes to ITSO card bureau services. Paragon ID’s recent investment in Burall InfoSmart, the ITSO accredited card bureau, will support this requirement by further extending its market leading expertise and capability. Burall InfoSmart, which has also rebranded to Paragon ID, provides card services that cover everything from the manufacture, supply and personalised fulfilment of ITSO travel cards and multiapplication campus cards, through to high Rail Professional

quality membership cards and the advanced systems to manage them. The business recently secured a contract to supply the ITSO card bureau services for the Tripper smart card, which operates within the Glasgow SmartZone. The Tripper smart card makes it easier for bus customers to hop on and off any bus within the zone, operated by First, McGills, Stagecoach, Whitelaws and Glasgow City Bus. Further reiterating its position, Paragon ID has secured a two-year extension of its contract with Rail Delivery Group (RDG) worth £14 million to the business. As well as extending the contract, the organisation was also named as one of the preferred transition partners for smart ticketing. RDG and Paragon ID will be working closely together in the spirit of cooperation to expedite the transition from traditional magnetic stripe paper tickets to smart ticketing in both paper and plastic formats, in line with the directive of the Department for Transport and the parliamentary undersecretary of state for Rail. This cooperation means that Paragon ID will make its smart ticketing knowledge and ITSO manufacturing and fulfilment expertise available to RDG and Tocs for the purpose of achieving increased usage of smart ticketing across the UK rail network. As part of the agreement RDG will approve Paragon ID as a preferred supplier for smart ticketing. Paragon ID will continue to supply all tickets for RDG to 2020. In addition to the extended ticket contract, the company will also provide marketing material distribution and print management services for RDG and associated rail operating companies. Furthermore, Paragon ID has also secured a two-year extension of a contract with RDG, worth approximately £100,000 per annum,

for the storage and distribution of national rail cards. Richard Farmer adds: ‘As an evolving and innovative business, we want our customers to know that we supply a full range of products and services to the rail and bus industry. This includes warehouse and distribution facilities, along with data management, tracking and reporting. ‘As customer behaviours change, and people rely more on contactless, we are proactively approaching our clients to consider changing their products so that they can be used in the future as the way that passengers access transport continues to evolve.’ A global solution As the transport world prepares to embrace smart ticketing technology, Paragon ID is perfectly placed to build its own smart future; drawing on its proud UK rail heritage and its knowledge as a smart ticket and card supplier across the globe. This places the business in the unique position of introducing smart ticketing whilst expertly managing the gradual decline of the magnetic tickets that the UK rail network depends upon today. Paragon ID employs over 600 people across seven manufacturing sites in the UK, France, Romania and United States and has annual sales of £97 million, while Paragon Group employs over 5,000 people worldwide, from 150 locations, across 15 countries and reports a turnover of £569 million. As well as being the sole supplier of rail ticketing to UK train operators, Paragon ID is a trusted supplier to many major transit networks in Europe, United States and Australia. The company delivers products to more than 100 cities, across 30 countries, including New York, Cairo, Paris, Los Angeles, Johannesburg, Zagreb, Warsaw, Oslo, Sydney, Riga and Istanbul. Outside of transport and smart cities, the division also has a strong and diverse offering in the e-ID and traceability and brand protection sectors. Using the latest technologies such as RFID and NFC, Paragon ID provides labels and tags to worldwide clients in diverse markets including manufacturing, logistics, retail, pharma and gaming. Tel: 07802 472414 Email: Visit:

Go mobile with ITSO All the benefits of the trusted national smart ticketing standard on the mobile phone • Trust and security that comes with ITSO smart ticketing • Compatible with existing ITSO infrastructure • Capable of integrating with operator’s existing retail components • ITSO centrally-managed Transit Hub enabling secure mobile ticket fulfilment • ITSO enabled interoperability –multi-modal and multi-operator. Improve your passenger experience today!




Working alongside our concrete blocks, we also stock Heras fence panels. These measure 3.5m wide x 2.0m tall, and weigh 16kg. Itâ&#x20AC;&#x2122;s a flexible system, providing security around your entire site, or just entrance and exits. The concrete barriers used within the system are crash rated to 70mph. Heras fencing can have net hoarding attached for reduced dust and debris in working areas, so ideal for road closures, railways, shopping centres and high risk pedestrian areaâ&#x20AC;&#x2122;s. Unique to MSM, we recommend you utilise our anti-tamper brackets. These fit between the fence grid, and bolts directly onto the concrete blocks, for added security and protection. We offer a full service including delivery and installation.

MSM Hire operates 24 hours a day, 7 days a week. Our dedicated sales team will help to select the right cost effective solution for you. We will be with you every step of the way from the initial quotation through the installation and throughout your hire. Customer relations are at the forefront in everything that we do, which is why so many customers keep coming back to us. We strive to supply our customers with the best products whilst ensuring that the costs stay low.

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Ticketing in the digital railway era Buzzwords around the industry these days include the Internet of Things, BIM and the digital railway but how will this new technology impact ticketing?


t’s not often that developments in our industry make their way into mainstream news but as technology and specifically digital technology, becomes a much more prevalent part of our lives it’s inevitable that the latest advancements in rail will draw interest from other parts of society. Under the skin Last Summer, Sweden’s state-owned train operator, SJ Rail, began offering a ticketing service to 200 of its commuters who had biometric microchips implanted into their hands. That number has the potential to grow as thousands of people in Sweden, mostly those who work in the tech industry, currently have these microchip implants. The system is relatively simple, if a commuter already has the implant they can load their ticket onto it and a ticket agent scans the microchip as they would a regular ticket. The technology is actually pretty similar to the microchips used in pet collars and whilst the thought of implanting something directly under the skin may seem creepy alongside all the security concerns – adapting to this new technology is important if rail is to keep up. This doesn’t have to mean adopting science fiction style visions for the future of transport. If anything, the goal of new technology is not just to provide a more convenient and efficient way of doing things but also to provide as many choices to the customer as possible. As the smartphone is so ubiquitous amongst the general population it makes sense for rail operators to provide apps for passengers enabling them to check timetables and online ticketing services. Physical tickets are still the most popular method for actually getting onto a train, however. Loading a QR code onto your phone and holding it up to a scanner or trying to Rail Professional

Developing, building and maintaining railway Infrastructure since 1989

Delivering international projects of both OLE and Track infrastructure in complex and challenging conditions, Neopul creates and implements the procedures to always work within the highest Technical and Health and Safety standards.



and microphone. Together with software and application updates, it’s connected to a central in-house call centre, staffed by 13 Greater Anglia ticket sellers in Essex, which operates 24 hours a day, seven days a week. For anyone who needs help using the ticket machine, or is unsure of which ticket to buy, they can now simply press the ViTA button on the machine to be connected to a call centre agent. A two-way audio connection will be established so that the customer and ticket agent can talk. The ticket agent can then give advice and information, or if required, can remotely control the machine on behalf of the customer (with the exception of the card payment screen). Greater Anglia’s initial pilot phase of the machines was carried out from September 8 to October 29 2017, and received over 8,000 calls, 250 per day on average. 30 per cent of these came from London Liverpool Street station. There will now be a 12-week testing phase as the service beds in across all Greater Anglia’s ticket machines. Andrew Goodrum, Greater Anglia’s customer service director commented: ‘We know that customers sometimes feel apprehensive about buying tickets from a machine as they are unsure of how it works, or which is the best ticket for their journey, so being able to connect straight to a friendly voice who can help will really improve the service we offer. ‘We hope it will result in ticket machines being used more, helping to reduce queuing time at ticket offices and offering customers a better level of customer service, enabling them to buy with ease and confidence.’ Jessica U, customer account manager at Scheidt & Bachmann UK added: ‘We are delighted that FareGo ViTA is a success. Our show your e-ticket to a ticket agent, only to realise you’ve swiped left to the photo you just took of your coffee, isn’t what we felt was promised with the advent of digital ticketing. So, if you’re too squeamish to have a microchip implanted into your hand and you find fiddling around with your phone too stressful with a queue behind you – what does the future of railway ticketing hold for you? Virtual ticket agents Rail passengers in East Anglia who have a query while using a ticket machine can now press a button which will put them straight through to a real person who can help them buy tickets and find the best fares. Greater Anglia is the first train operator in England to roll out Scheidt & Bachmann’s FareGo ViTA virtual ticket agents across all its existing ticket machines, so that passengers can connect to a real person – via an audio link – who can offer help whilst they buy their train tickets. 196 Scheidt & Bachmann ticket machines at stations across the Greater Anglia network have been upgraded with a speaker Rail Professional



other areas where consumers have already shown their willingness to adapt and which the rail industry can take heart from.

goal was to offer our customers a simple product to improve customer support at unattended stations and reduce queues at busier stations; not just for new machines but also for the existing fleet. We are proud to work with Greater Anglia to provide this customer benefit.’ Voting with their feet The two stories above revolve around very different technologies but also a very different customer base. Two questions stand out: 1. How many people will realistically get an implant to make travel slightly easier? 2. How many people prefer using physical tickets and feel comfortable with someone at the station to help them? When a new technology gets foisted on a population it usually becomes obvious

whether it is popular or not as the free market allows for customers to vote with their feet and take their business elsewhere. Typically, somewhere that still does things the way they’re used to and so feels comfortable. The Internet of Things is constantly mocked on social media and not just because in its current state it often fails to live up to expectations but also because of attempts by misguided companies to insert it into things like lightbulbs and door handles that clearly don’t need it. Even something as revolutionary as facial recognition is still seen as a gimmick by many consumers and even when the technology is perfected, it appears that most wouldn’t want to use it. Bringing ticketing into the digital world is essential but should investment be made in technology that feels like it will be popular just because it’s futuristic? There are

Contactless payments There are more contactless cards in the UK than there are people and they account for a third of all card purchases according to British Retail Consortium. The spending limit for a single transaction is only £30, making it perfect for ticket purchases but also for most other day-to-day expenditures – which is why they’re so popular. Testament to this can be found in a case study in Scotland where contactless payments on Edinburgh Trams’ services reached 50 per cent of all ticket vending machine transactions just two weeks after being made available to customers. In December 2017, the operator asked its technology partner Parkeon Transportation to upgrade the 51 Galexio Plus terminals on the tram network to accept contactless debit and credit cards, along with Apple Pay and Android Pay, to meet the evolving needs of its customers. Lea Harrison, Edinburgh Trams managing director, said customers were increasingly comfortable with using contactless technology in coffee shops and retail outlets, so introducing the payment on trams tapped into consumer demand. He said: ‘We’ve seen a rapid take-up of these payment options – all customers need to do is select their ticket and touch a contactless target with their card or mobile device for a quicker, smoother purchase. This is also leading to quicker transaction times at the terminals.’ Reducing dwell times at machines is a key objective for the operator to help keep pace with growing demand for its services, with latest figures showing a 19 per cent yearon-year increase in journeys in 2017 to 6.6 million. A new timetable was launched at the beginning of last year to increase capacity, improve frequency and reduce journey times, with trams running from every three minutes and connecting Edinburgh’s airport with the city centre in under 36 minutes. Parkeon project manager Andrew Wilson said: ‘Given the growing demand for Edinburgh Trams’ services, it’s important that ticketing technology not only enhances the customer experience but also contributes to operational efficiency. In this case, we can see an immediate enthusiasm for contactless payments, which in turn is leading to quicker transactions and shorter queues at ticket machines.’ Conclusion Whatever new ticketing technology comes to prominence over the next few years, the rail industry is well placed as a testing ground for new ideas but it also has a responsibility to ensure passengers actually want the changes that are coming. Rail Professional

Efficient railway engineering Turnkey signalling. Wabtec Control Systems has successfully delivered a number of Turnkey signalling projects. Wabtec Control Systems have the capacity to undertake signalling work at every stage of a project, from feasibility studies to detailed design to certification, testing and commissioning in the UK and beyond.

Signalling consultancy in mainline, metro and light rail. Wabtec Control Systems have a diverse team of Signalling experts who have expertise and knowledge in different systems. Ranging from legacy UK signalling to the latest technology.

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Signalling project engineering and project management. Wabtec Control Systems has proven experience in the delivery of project management and project engineering services on behalf of major railway organisations across the globe.


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MIKE WORBY SURVEY CONSULTANCY Chartered Land and Engineering Surveyors and Geospatial Consultants measuring , modelling and mapping the Railway Environment

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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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Kilborn Consulting Limited is an independent railway engineering consultancy and design business. We specialise in the design of railway signalling and telecommunication systems for the UK and Ireland railway infrastructure. Our core services cover technical advice, consultancy services, feasibility studies and concept, outline (AiP) and detailed design (AfC) of both signalling and telecommunication systems. We can provide all Signal Sighting activities and signalling risk assessments, including SORA and Suitable and Sufficient Risk Assessments for Level Crossings. We also provide EMC and E&B studies to complement our core services. We very much look forward to working with you.

Contact:- Michael Worby Mob :- +44(0)7767 456196 tel/fax:- +44(0)1707 333677 Email :- Website:-

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The difference between night and day Here, Alasdair Kirkwood, commercial director at L&M Survey Services, looks at why HDR (high dynamic range) camera technology is changing the way in which assets are surveyed in the rail sector


DR images contain pixels that offer a revolution in terms of the range and quality of colours and brightness levels, compared to existing survey equipment. As such, the transition to HDR technology in the surveying sector represents step change in visual asset management capabilities and usability in the same way that the transition from filmbased imagery to digital imaging created. Having ‘better pixels’ using HDR greatly improves the overall quality of visual surveys with their ability to reproduce realworld appearance and, literally, change night to day – HDR is capable of capturing images even in low or no light conditions, creating images that are brighter and contain real time light information. As a result, we think that HDR is a key technology that will transform health and safety, efficiency and digital asset management in the rail and other sectors.

Advances in HDR imaging have come directly from the CGI industry, with over 600 cameras already in service worldwide, with Spheron-VR seen as one of the technology leaders. HDR imaging is also used for crime scene documentation, an area that has been well proven

HDR imaging Advances in HDR imaging have come directly from the CGI industry, with over 600 cameras already in service worldwide, with Spheron-VR seen as one of the technology leaders. HDR imaging is also used for crime scene documentation, an area that has been well proven. This pedigree is one the reasons why use of HDR technology is gaining impetus in the rail sector, helped by the fact it can manipulate and store all colours and brightness levels visible to the human eye and beyond, resulting in a greater level of detail and clarity. One of the main issues with traditional low dynamic range (LDR) imaging in terms of rail surveys is that you almost always need extra light sources which limit colour range, constrain luminance and narrow contrast banding, which is exacerbated by issues taking multiple images processing and then storing all these.

Traditional LDR image capture technology therefore has the potential to result in losses of information because the images do not reflect the capabilities of the human eye. This makes LDR – the vast majority of cameras currently used in the rail sector – a limiting factor in survey image capture, processing, storage, and display of data. Conversely, surveys completed using the latest HDR technology avoid these issues by imposing pixel precision that represent all the brightness and colour information for every single pixel. The benefit of this is that it enables the capture of images that are not possible with traditional imaging technology. For instance, it avoids the loss of colour vision in dim conditions, which is a significant improvement on current imaging technologies. The result is real-world images that are brighter and more colourful than traditional methods and which present much higher Rail Professional



levels of contrast between different objects. Transferring benefits to rail HDR SceneCam cameras and content management software can be used for a wide variety of roles in the rail surveying sector including dilapidation and inspection services, VR content capturing, 3D from photogrammetry, site familiarisation and documentation. The technology provides a very cost effective and efficient solution for general onsite scene documentation as well as simplifying onsite communication details by linking high quality pixel visualization technology to real business asset data. This has the ability to significantly improve onsite awareness as well as aiding the proficiency of users. The latest HDR camera and software is also able to interpret, analyse and report on locations, sites or assets. For instance, new workflows have already delivered benefits for our rail clients in terms of an ability to react, discuss and improve site communications and reduce the need for continuous costly onsite visits. These kinds of platforms build consensus with colleagues about a location and facilitates effective collaborative decision making, allowing users to virtually visit sites plus exchange and distribute information instantly all via their desktops. Plus, being able to map the site as a

Spheron case study – Rail tunnel

In July 2017, L&M was asked to complete an inspection survey of a working railway tunnel in the East Midlands. The Spheron SceneCam solution was chosen as the best tool for the job as its unique combination of a 32-bit High Dynamic Range (HDR) ‘SceneCam’ camera and its battery powered ‘ScanLight’ lighting system would be able to capture all the detail present despite the complete darkness. A two-person team, using three HDR cameras, were deployed and completed the survey of the approximately 1,000-metre-long tunnel over three nights. Image-pairs were recorded every ten metres at chainages that had been marked out with survey chalk and referenced to a milemarker, located just outside the tunnel. Three image locations were captured simultaneously, and the cameras then moved on to the next three locations. The SceneCam images were supplemented with additional images captured using a standard frame digital camera. The images captured the whole tunnel environment and the standard frame camera captured sub-surface details like the insides of catch-pit chambers and inside the covered cable-housing. The SceneCam camera captures a single, continuous image around a full 360 degrees in the horizontal and 300 degrees in the vertical, using a slit aperture and a fish-eye lens. No stitching of images was required. The camera captures 26 F-stops simultaneously. In daylight this would capture all the lighting conditions present, allowing the viewer to look into the darkest shadow yet still remaining detail in the brightest areas. On this occasion it allows the viewer to brighten the data from dark conditions to a detailed, vibrant data-set. Once the fieldwork was complete the processing began and all the processing can be carried out on site, the images requires no ‘cloud-processing’ so all data is retained by the operator. The spherical images were imported directly into Spheron’s own SceneCenter software. This software is used to prepare the deliverable for the project – a complete visual tour of the tunnel. The spherical data set was added to by importing the additional images and then PDF drainage reports of the catch pits and other reports too, all of which can be viewed within the software. Once complete the report allows the viewer to navigate through the tunnel in a similar way to street-view. The viewer can increase the brightness, zoom in, open reports and also – uniquely – measure dimensions straight from the images (possible due to the capture of stereo-pairs on the same location). All this amounts to a new form of deliverable that simply could not have been captured or presented using any other means.

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360° full colour tour with the ability to take dimensions from anyone’s desktop means more efficient use of time and reduced schedule on site. This can improve productivity by around 20 per cent, equivalent to adding an extra day’s work for each person – a significant saving for any business! Images and information that can be used at every stage of the project lifecycle form feasibility and planning, safety and risk assessment, tender information, project management and the essential handover documentation. So, we can see that being able to interpret, analyse and report on sites or buildings remotely dramatically improves business efficiency whilst reducing costs by avoiding continuous onsite visits. It achieves this through remote virtual location access, whilst the collaboration tool between multiple users provides a shared communication platform. Authorised personnel are able to explore a scene remotely via an online database portal. An added feature of the system is its ability to provide a collaborative environment for users to maintain the integrity of all visual assets and their associated information. The SceneCam software enables users to access both locally and or via an online database portal, providing virtual site access 24/7 from anywhere in the world. There are important health and safety


benefits too. For example, HDR camera and software technology enables our surveyors and clients’ personnel and their project partners to familiarise themselves with the site access points and track conditions from the safety of their desks, before they try to find, park and access in the middle of the night. Capturing HDR images about a specific location means training and inductions can be carried out before personnel arrive on site. With around 80 per cent of reportable incidents occurring at access points – which are often steep and require access during darkness – HDR imagery allows appropriate action to be taken in advance to minimise the risk. These intelligent solutions for virtual site access will make a step change in safety akin to when hi-viz workwear was first introduced. In terms of asset management, HDR establishes a visually based central database storage facility for all recorded digital asset & facility information. This encompasses documenting and communicating aspects for many applications such as restricted access visuals, condition survey assessments, maintenance reports, asset care, fire risk assessments and insurance inspections. In addition, training, dilapidation and inspection

services, VR content capturing, 3D from photogrammetry, site familiarisation, site security and asset audit reports, plus many others can all be carried out using the HDR technology. Once the visual assets are recorded and stored in the technologies SQL database, they can then be made available for use and reuse by defined groups of people, including inside authorised personnel who have regular site access or by external contractors and other such persons outside of an organisation. All access permitted users are able to navigate around such a database via an intuitive 3D graphical interface. Summary The ability of HDR to make a step change in rail surveying effectiveness has resulted in us investing £1.2 million in 22 SpheronVR SceneCam cameras and SceneCenter 2.0 content management software. The investment provides our clients with game changing ‘night to day’ visual mapping services. Our initial decision to invest in SpheronVR technology came largely from the benefits we immediately saw in reducing risk for our own staff on site. We view this technology, particularly in our primary area of expertise, rail surveying, as the biggest


single contribution to rail staff safety since the invention of hi-vis: it allows our survey teams, our clients and their partners to visit the sites, familiarise themselves with the site access points and track conditions from their desks, reducing risks and saving time on site. Clients are constantly asking for more site information as they realise that it saves time and money at every stage of the project. HDR technology has the ability to meet this need and it has already become a valued addition to our normal topographic survey deliverables, 2D, 3D drawings and Revit Models. Any documentation can be attached to the spherical images, from survey data and drawings, as-built information, reports, safety notes or handover documentation. All in a simple to use interface that anyone can use without having a CAD licence or specialist software from wherever they sit. The transition from LDR to HDR technology in the surveying sector will represent a revolutionary step in the same way that the transition from black and white to colour imaging provided in the last century. To find out more about this latest investment by L&M Survey Services, visit: www. or call: 01563 533368.

Tel 01200 429870 For all your equipment needs!


For almost 100 years Furrer+Frey have been developing electrification solutions for light rail, trams and metros around the world. Furrer+Frey are experts in: ÈÈSystem development and design ÈÈFeasibility studies ÈÈCost effective solutions to complex urban areas As well as being pioneers of electrification, Furrer+Frey are also experts in discontinuous electrification to provide catenary free sections in historic city centres and charging technologies for battery vehicles.




Invictus Resource Ltd offer a variety of engineering services to the railway industry specialising in Overhead Line Electrification.

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

The company is dedicated to the provision of services to a broad spectrum of industry clientele providing a multitude of skilled staff to the rail industry. They maintain a comprehensive database of fully trained and experienced personnel that enables a dedicated recruitment team to quickly and efficiently identify suitably qualified personnel for your operation matching your specific needs, regardless of the level of seniority or whether the role is operational or office based. Invictus Resource Ltd specialise in the following disciplines operating throughout the UK rail and construction markets: • • • • •

Overhead Line Staff (Isolations / Construction) Civil Engineering Safety Critical Staff Permanent Way Engineering HV Cable Jointers

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

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

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



JSP : keeping rail workers warm this winter Hats off to JSP and Network Rail for worker winter-warmth solution


ost people will have heard the oft-repeated claim that we lose 40-50 per cent of our body heat through our heads. While it turns out this isn’t strictly true (as determined by a series of experiments in 2006, apparently!) it certainly has been proven that having a cold head cools down the rest of the body, and that covering the head reduces heat loss caused by temperature difference between the skin and the environment. In addition, wearing a hat provides protection from the cooling effects of wind and rain – much more important factors, when it comes to outdoor working.

This time of year can be cold and uncomfortable for those working in the likes of construction, highways, utilities, agriculture and rail. The majority of workers in these industries spend a lot of time outdoors, usually while wearing a hard hat. While these will protect the wearers’ heads from impact, they provide little in the way of warmth. Traditionally, these industries have banned the wearing of hats and hoodies under hard hats, because they interfere with the effectiveness of the helmet and can be downright dangerous, if they get caught on something and cause the helmet to fall off. This was the dilemma facing Network Rail and the Track Safety Alliance, which were increasingly hearing track workers complain about cold heads and ears – and subsequent ill health – during the harsh winter months. Network Rail had been working with above-the-neck PPE specialist JSP for over ten years, and it was to the Oxford-based manufacturer that it turned, once again, for a workable and safety-

compliant solution to this problem. Says Steve Featherstone, programme director for Infrastructure Projects – Track: ‘The challenge was to develop a thermal safetyhat liner that keeps the wearer’s ears and head warm, allows good hearing and works with a hard hat.’ JSP set about investigating different styles and materials for the liner, to ensure maximum comfort and warmth, a good fit for all head sizes and machinewashability. The resulting product, the JSP Surefit™ Thermal Safety Helmet Liner then underwent JSP’s usual rigorous testing procedures to ensure it would not compromise the effectiveness of their helmets when worn underneath. Simon Aspey, UK key account director for JSP, explains: ‘This is an industry first for JSP. The Surefit™ Thermal Safety Helmet Liner is specifically sized and has been tested to be worn under the JSP Evolution® range of safety helmets, so no complicated fitting to the harness is required.’ In addtion to JSP’s tests, IP Track arranged for hearing tests to be conducted on a cross-section sample of rail colleagues, of different ages and gender, while wearing the Surefit™ Thermal Safety Helmet Liner. The tests were carried out to the minimum

The use of these liners will reduce the likelihood of the wearer using unapproved means of keeping their head warm, such as hoodies and beanie hats, and so remove the risk of reduction in performance of the hard hat requirements of the Personal Track Safety (PTS) standard, which were met by the product. The Surefit™ Thermal Safety Helmet Liner was launched in December 2017 and was well received by track workers, with some 10,000 sold in the first two days. David Burgess, principal workforce safety specialist, comments: ‘The use of these liners will reduce the likelihood of the wearer using unapproved means of keeping their head warm, such as hoodies and beanie hats, and so remove the risk of reduction in performance of the hard hat.’ Darren Bilbie, RMT union area health and safety representative, and PPE committee member, adds: ‘Feedback from colleagues in the Derby area, who trialled the thermal liners, was very positive. All of them stated that they’re what have been needed for a long time to eliminate draughts and cold under and around the helmet.’  To find out more about the Surefit™ Thermal Safety Helmet Liner, visit or email or call +44 (0)1993 826050. Rail Professional



Seeking excellence in the rail business Chris Jackson reflects on the importance of running railways as a business, and the commercial imperative of focusing on market requirements


or the past 20 years, the Rail Business Awards has sought to recognise and celebrate excellence in the UK rail sector. As the name suggests, the focus has been on recognising various aspects of running railways as a business. Much of the success of UK rail since privatisation has been attributed to a change of thinking, yet in reality a strong business focus has always been an imperative, and it needs to remain as such regardless of ownership structure. Over the past few months, there has been much talk about â&#x20AC;&#x2DC;renationalisationâ&#x20AC;&#x2122;, and in particular bringing passenger rail operations back under public control. In many respects our railways are already more tightly controlled by the Department for Transport today than British Rail was 25 years ago. And the reclassification of Network Rail as a public sector body has made DfT ultimately responsible for the national railway infrastructure. Despite repeated claims that huge profits are being siphoned off by subsidiaries of foreign state-owned railways and rapacious

entrepreneurs, prescriptive franchise requirements have in fact left very slender margins for passenger train operating companies, leading to at least one major player pulling out in favour of better opportunities overseas. Public perception is often coloured by comparatively high fares, resulting directly from government policy in reducing taxpayer support, and the huge sums being expended to increase railway capacity. UK rail has achieved much in the past two decades. We are among the world leaders in terms of safety. Despite the perceived high fares, demand has doubled, although the record growth rates seem for now to be tailing off. Customer focus has improved significantly. Advances in real time train running information, high frequency services on many routes, and better accessibility for persons of reduced mobility are significantly better than can be found in many other countries, where decaying infrastructure, plummeting freight volumes and rural line closures remain all too common.

international perspective, reporting on railway developments around the world, regardless of whether those railways were publicly or privately owned. The

Think global Since being launched in 1905, Railway Gazette has always sought to take an Rail Professional


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key to its reporting has always been to understand the commercial, cultural and regulatory frameworks within which railway managements must operate. One overriding argument, which has featured time and time again since the magazine’s oldest predecessor title first appeared in 1835, has been the need to run railways as a business. In editorial comments, feature articles and news analysis, Railway Gazette has always sought to encourage greater efficiency, enhanced productivity, and a clear focus on market requirements. Over the years, this imperative has driven railways around the world to adopt new technologies, management structures and working practices. Ensuring commercial sustainability ultimately depends on meeting the needs of customers as costeffectively as possible. In 1905, there were more than 120 railway companies in the UK – almost all of which were privately owned. They competed with each other on trunk corridors connecting different city pairs, and yet cooperated to provide freight and passenger connections between any two stations in the country. But these railways all operated within a regulatory framework established by government. Over the following decades, repeated political intervention saw the railways brought under state control during World War I, returned to the private sector, consolidated, controlled again, nationalised, reorganised, and eventually privatised. But throughout that period of huge change, the business imperative remained the same. Today, railways are expected to compete and cooperate with other modes of transport, despite a playing field that is far from level in terms of safety requirements, environmental impact and external costs on society. Awards history When the Rail Business Awards were established 20 years ago, the intention was to recognise and encourage entrepreneurial


Rail Business Awards – 20 years of celebrating excellence People Commercial Industry Leader Customer Service Excellence Young Professional Supplier & Contractor Excellence Rail Engineer of the Future Customer Information Women in Rail Rail Tourism Diversity & Inclusion Marketing Training & Development Public Relations Recruitment Internal Communications Rail Manager of the Year Management Consultancy Technical & Engineering


Engineering Business Excellence Rolling Stock Excellence Technical Innovation Digital Technology Excellence IT Excellence Infrastructure Project Excellence

Train Operator of the Year Stations Excellence Integrated Transport Rail Freight Excellence Safety & Security Excellence Environmental Sustainability

Rail Business of the Year behaviour among the many different companies in the reformed UK rail sector, from train operators and infrastructure companies to support services and equipment suppliers. Two decades on, with the awards now part of the Railway Gazette Group at DVV Media International, the awards continue to pay tribute to all the hard work that goes on day in, day out. Among the trophies presented at the inaugural event, which took place at London’s Café Royal in December 1998, were awards for Training & Development, Marketing, Technical Innovation, IT, Station Excellence and Integrated Transport – all of which have become staples over the intervening years, along with the ‘top three’ of Industry Leader, Train Operator and Rail Business of the Year. Looking back at those earliest winners, we find names such as Virgin Trains, Eurostar, Eurotunnel and Heathrow Express, who remain active today. Winning operators

in 1998 included Central Trains, Midland Mainline and Thameslink Rail, all of which subsequently disappeared in franchise remapping. Railtrack and Jarvis also disappeared, while WS Atkins has recently become part of SNC-Lavalin. Meanwhile, many new companies have emerged, and since 1998 more than 100 different organisations have collected almost 300 awards. Reflecting the dynamic nature of the industry, some categories have been renamed and others introduced, while some have been rested from time to time. This brings the number of different award categories to around 30 (Table I), with typically between 15 and 20 being competed for each year. 2018 awards By the time you read this article, the 20th anniversary awards will have been presented at a gala evening on Thursday February 22, hosted by TV personality Sandi Toksvig. That will have added a further 19 names to the all-time tally of winners. The full list of winners will be reported in the next issue of Rail Professional, but for a sneak peek visit the RBA website. If your company didn’t enter this year, or you didn’t make the final shortlist, now is the time to start thinking about next year. Invites for the 2019 awards will be sent out at the beginning of May. Meanwhile, put the date in your diary to make sure you join the party on Thursday February 21 2019. The Rail Business Awards has always been a great night out, offering excellent opportunities for networking with colleagues and building contacts across the UK rail industry. Tel: 020 8652 5200 Email: Visit: Rail Professional



Rail growth in Britain surpasses all expectations In the mid-1990s Britainâ&#x20AC;&#x2122;s railways struggled to fund the existing network and was facing market weakness in its trading sectors of passenger, freight, and parcels traffic


he treasury had continued a tight fiscal policy with the imposition of an external financial limit and requirement for a six per cent cash return on investment. Non-farebox benefits were not part of the calculation despite the 1994 Royal Commission into Environment Pollution making clear that greater use had to be made of the railway to mitigate the growing levels of pollution from carbon and nitrogen emissions. There had been a refusal to fund the development of tilting trains on the west coast main line to allow competitive journey times and a cutback in the planned number of 125mph high-speed trainsets. Elsewhere arrears of maintenance on secondary and rural routes had prompted British Rail (BR), the state owned integrated railway company, to propose bus substitution on many routes so that lines could be closed. A lack of investment in freight locomotives had resulted in excessive costs to keep life expired equipment in service which inflated the charges made to freight forwarders. Funding sources If the government wanted to maintain the railway that existed more money was needed and with a Conservative government in power, it was seen this should come from the private sector rather than the taxpayer. This was not without precedent as freight customers had previously invested in wagons to carry goods such as petroleum and building materials and some passenger locomotives had been leased from train builders. But the most pressing issue was that in a growing transport market rail activity was declining which as well as raising concerns about pollution meant increased traffic congestion. A debate started about how there could be a step change in the amount of private sector investment in rail which would include the transfer of risk from the government to companies / financial institutions prepared to buy into the railway market.

Rail Professional

There was considerable experience of a potential structure as a result of earlier privatisations that the government had made in telecoms, gas, electricity, water, and airports. As a result, one of the principal features of the 1993 Railways Act that set out future rail industry objectives was the creation an independent economic regulator that would provide a framework for the relationship between the future infrastructure owner that would operate as a monopoly and the proposed train operators. Known as the track authority model this reflected the European view that infrastructure and train service provision had to be separated to create a level playing field in a market where it was hoped to attract new operators in both passenger and freight markets. A mechanism was established to identify the revenue requirements of the track authority which was calculated in fiveyear assessment reviews known as control periods. This structure has endured with Network Rail (NR) currently undertaking its functions within the framework agreed for control period five between 2014 and 2019. This process establishes the income requirements of the infrastructure owner so

that track access charges can be fixed. After the collapse of Railtrack, which was replaced by NR, it was recognised that far more money than previously forecast was required which was a reflection of the poor condition of much of the infrastructure inherited from BR and a demand from the train operators to run more services. Passenger ebbs and flows Unlike previous policy to curtail expenditure


no consideration was given to route closures and a government grant was made available to top up income from track access and commercial activities. The need for capacity enhancement was also recognised which allowed train operators to exploit growing demand which had the bonus of franchise holders being able to afford premium payments for the right to run services. Not even the most optimistic promoter of replacing BR, would have predicted what was to happen in the two decades since privately owned train operators were given track access rights. In the final year of BR operations annual passenger journeys had fallen to 761 million (1996) yet in the 2017 financial year statistics show the transformation that has taken place as close to growth 1.7 billion trips were undertaken. Many factors have led to this increase which started with aggressive marketing to fill empty seats on existing services, with the timetable being continually enhanced to provide more capacity as well as trains that may have operated as four-car units running with ten or 12-car formations. Property investors saw that if they developed city centre office accommodation the availability of improved transport meant staff could travel to take up the employment created. Passengers have benefitted from the reform of franchise awards since 2013 with quality scoring added to previous bid assessments passed solely on price. This has generated significant off government balance sheet investment in all aspects of the product including improved workforce skills and financial backing for community projects. Franchising is setting the pace for modernisation of the ageing railway to protect long term viability to ensure its continuing sustainability to face the postBrexit, post-Grenfell, and post-Carillion challenges. Line re-openings can be added to the mix. These have been significant particularly in Scotland with an additional EdinburghGlasgow link created by connecting Airdrie with Bathgate and the magnificent Borders Railway built between Edinburgh and Tweedbank to serve communities with poor employment prospects. New direction Authorities in England have now found similar enthusiasm with the creation of the East West Railway Company which is tasked to restore direct services between Oxford and Cambridge by 2026. A critical structure of the modern British railway is the well-developed activity of the rolling stock leasing companies which has attracted new market entrants in addition to the original three firms that acquired the BR fleet. This has meant that there is no shortage of finance to enhance the vehicle fleet. The supply of rolling stock has seen strong growth in the current control period as in

addition to providing for greater passenger numbers there is a need to replace obsolete equipment that is unsuitable for the needs of passengers with reduced mobility and the requirement to eliminate effluent discharge to the track. In total more than 6,000 new coaches will enter service in the five-year period to 2019. There can be no argument that the structure that was created by the 1993 Railways Act has worked well in the freight market. At the start one operator English Welsh and Scottish Railway (now DB Cargo) acquired all of the non-containerised operations leaving Freightliner to operate in this segment. The former identified quickly that the cost of running obsolete rolling stock and in particular locomotives was a large brake on growth aspirations. The result was that 250 new locomotives were built by General Motors to a long proven rugged design that emphasised high availability and low maintenance costs together with a smaller fleet of 30 highspeed locomotives to improve the product offered for Royal Mail distribution. Obsolete wagons were also replaced particularly in the coal market where new bogie hoppers allowed payload to be substantially increased for a given train length which had previously been a major constraint. It was also not long before new companies were set up to bid for contracts under competitive tendering processes that were now possible as there was a potential choice of licensed operators. This resulted in GB Railfreight being established after NR awarded a contract for hauling trains needed for engineering work. Freightliner also created a heavy haul division and started operations in Poland. Another newly licensed operator is Direct


Rail Services which grew from transporting nuclear materials to become a popular choice for supermarket distribution and bulk flows. There are other operators in the sector such as Colas Rail who have a growing ability to meet market opportunities. The reduction in the number of coal fired power stations has reduced the rail haulage of coal but operators have responding by targeting the growing demand for intermodal movements from ports such as Felixstowe, Southampton and London Gateway. NR continues to plan for growth on a route by route basis with a typical forecast of 2.5 per cent more passengers annually as well as a greater number of freight Intermodal services. The Government supports this assessment and has recently agreed that ÂŁ48 billion will need to be spent by NR to operate and sustain the condition of the network during control period six, the five-year period until 2024. Tel: 07825 050 554 Email: Visit: Rail Professional



Certified Embedded System Axiomtek announces a powerful fanless embedded system, built for vehicle, railway and marine-related certifications, industrial grade temperatures and various I/O connectors


he tBOX500-510-FL supports a wide temperature range from -40°C to +70°C and anti-vibration of up to five Grms. The fanless embedded box PC equipped with intelligent power management offers ACC on/off delay, shutdown delay and over/under voltage protection. It supports a wide voltage input range: 9V to 36V DC for vehicle applications, 14V to 32V DC for railway & marine applications, and 16.8V to 137.5V DC for railway applications.

can be used in a wide range of applications. The user can choose the value-added module to customise the system to fit their needs. ‘With PoE module, the customer can connect an IP camera directly without installing an extra PoE switch and save further on overall cost. Each port supports a maximum of 30W PoE (IEEE 802.3at) output, with a total power budget of 120W. Also, with an external PoE power supply, the embedded PC can support eight-port PoE outputs while operating under extreme environments.

To fulfil various applications in one single system, the solution-ready computer has a wide range of VAM (value-added modules) options, such as: • four-port PoE module • four-port GbE LAN module • four-port isolated RS-232/422/485 module • isolated DIO (8-in/8-out) module • four-port isolated CANbus 2.0A/B module • five-port BNC (4-port video-in &1-port audio-in) module. With VAM design, even custom I/O modules can be done within a short period of time to achieve a real cost savings with minor equipment adjustments. Main features

For system integrators with extensive storage needs, the box computer offers two 2.5 inch SATA HDDs and one mSATA. The new transportation embedded system is well suited for transportation-related applications such as security surveillance, on-board devices controller, truck fleet management, data transfer, and on-board passenger infotainment system. Communication Jessica Tseng, a product manager of the Product PM Division at Axiomtek HQ said: ‘Axiomtek’s tBOX500-510-FL is a communication-rich platform. It offers nine different kinds of VAMs for selection, making it an extremely flexible system that Rail Professional

‘Thanks to its compact size, the transportation embedded computer can be easily fit into the traffic control cabinet. The unit comes with three full-sized PCI Express Mini Card slots and two SIM card slots for 3G/4G, GPS, Wi-Fi, and Bluetooth connections.’ Additional options In addition, the all-in-one tBOX500-510-FL features multiple I/O design including one GbE LAN, four USB 3.0 ports, one COM port, one DVI-I port, two audio ports, one power input (M12 or phoenix connector), one PoE power input, four antenna openings, one remote power switch, and one reset button.

• EN 50155, EN 50121, E-Mark, ISO 7637, DNV 2.4, EN 45545-2 and IEC 60945 certified • seventh generation Intel® Core™ i7/i5/ i3 processors & Celeron® processors (Codename: Kaby Lake) • two optional I/O module slots • nine VAM (value-added module) are available • two DDR4-2133 SO-DIMM, up to 32GB • typical 12/24/24-110VDC power input for different power modules • fanless design and wide operating temperatures from -40°C to +70°C • intelligent solution of vehicle power management • two 2.5 inch SATA drives • three full-size PCIe Mini Card slots and 2 SIM card sockets. For more product information or pricing, use the contact information below. Tel: 0161 2093680 Email: Visit:



Coral FR into the new Hitachi trains Forbo Flooring Systems is currently working with Hitachi Rail on numerous new build rail vehicle projects including Trans Pennine Express, Abellio Scot Rail, West of England and IEP Great Western lines


ll vehicles have Coral Classic FR in the vestibule areas, and the Abellio Scot Rail project also has Coral Move FR carpeting in the saloons. Forbo Flooring first worked with Hitachi via DCA on design concepts in 2010. The building and fit out of these new rail vehicles have predominantly been managed via Hitachi’s UK manufacturing facility in the North East. Flooring started being put into these projects back in 2016 and is still ongoing. Hitachi called upon the services of DCA Design International. One of the world’s leading product design and development consultancies, operating globally from its headquarters in Warwick. Transport being one of its focused market sectors. A senior associate of DCA Design International, Paul Rutter, explained that train interiors comprise a rich variety of materials, colours and finishes and that a key part of the interior mix is the carpet. Often overlooked as a visual component, the carpet serves as an important backdrop that sets the overall look and feel. Pattern, texture and under foot feel convey a sensual quality that can lift a design and the carpets are a major contributor to this. ‘Forbo offer the degree of customisation needed to create individual carpet designs from a standardised product range. This is cost effective and provides that unique quality that rail operators are keen to offer’ said Mr Rutter. He continued: ‘When designing the interiors of Hitachi’s new intercity and commuter fleets Forbo offered a choice of carpet types suitable for high wear areas like vestibules and in the first class and standard class saloons where a quiet, comfortable travelling environment are the key requirements.’ Forbo carpets provide protection, sound attenuation and add that domestic touch. Mass transit vehicles like trains and metros often use hard floor coverings. Forbo products can provide similar levels of practical performance but add a degree of visual quality that enhances the journey

experience. Paul also stated that: ‘Customisation and ease of cleaning were primary criteria for selecting the Move and Coral carpet products for Hitachi plus the overall low cost of ownership. By having a choice of bonded or replaceable (using hook and loop type fastening strips) the carpet fitting process is cost effective and efficient.’ As noted by Bob Summers: ‘The product that Hitachi manufactures is a very good one. The trains are top of the range. They are a very competent train builder.’ Coral Classic FR (Vestibules) By removing wet and dry soiling from the soles of shoes and wheel treads, an effective entrance system reduces premature wear and tear to interior floor coverings, minimises cleaning and maintenance costs and protects passengers by reducing slip hazards. Coral Move FR (Saloons) A bespoke made, tufted carpet solution for

rail interiors offering great customisation possibilities to complement interior design. To find out more about the full range of Forbo’s flooring solutions available to the rail industry or to speak to a Forbo Flooring representative, use the contact details below. Tel: +44 (0)1773 744121 Email: Visit:

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Engineering the Overhead Overhead Line Engineering was founded by Keith Orgill in 2008, working as a project manager on the Trent Valley Four Tracking project


his was followed by a variety of small projects, for example inspection of the OLE installed by the Rugby Remodelling project.

Growing and Innovating A close working relationship developed with Furrer+Frey through commissions such as technical translation and development of manuals. This resulted to the expansion to a team of three engineers based in Ibstock. The team worked in parallel with the Furrer+Frey design team on the production of allocation design for the GE OLE Renewals project. Further scope was awarded which resulted in recruitment of additional engineers. A significant highlight for OLE was the conversion of a headspan structure to a portal, by utilising the existing masts, on the ECML at Potters Bar in March 2014. This is a first for the UK and had been an aspiration of electrification engineers for many years. The conversion to a portal allows the OLE for each line to mechanically independent from the OLE on other lines which leads to a huge increase in system reliability as defects on one line are not cascaded to adjacent lines. It also vastly simplifies future adjustment to the OLE as each line can be worked on independently. In November 2013, OLE relocated from Ibstock to Pride Park in Derby. This provided better access to public transport for staff and visitors, shorter commutes for most staff

and the ability to recruit from a much larger talent pool. The 2,500 square foot office has plenty of space for further expansion. A current contract, where the Aspin Group is the client, is for the design of replacement of circa 250 failing OLE structures across Anglia. OLE has used value engineering techniques to minimise the number of new structures required whilst achieving full compliance to standards. A regular client is the Spencer Group, for whom OLE has produced design for a range of projects including modifications to all ECML depots for the introduction of IEP trains and depot modifications for the new London Overground train fleet. A highlight of the IEP works is the introduction of a retractable conductor bar at Bounds Green Depot. Work on the GE OLE Renewals project continues, primarily the production of staging design for the installation of structures and wire runs. The interfaces between the oldest and newest OLE on the network can be very complex and gives the opportunity for the engineers to utilise their expertise. Future expansion The latest development is the opening of an office in Milton Keynes. A small design team has been established and they are working on projects for Spencer, Network Rail and Hochtief. It is expected that this office will expand significantly over the next two years, working on projects for local clients.

OLE has a developed a broad client base which includes principal and specialist contractors and design organisations and provide a broad range of overhead line engineering support services covering the whole lifecycle from project inception, through design, construction and commissioning and equipment upgrades and renewal. Shortly after the publication of this article OLE will reach the milestone of ten years in business. OLE believe that there is a bright future for rail electrification in the UK, if the challenge of value for money can be achieved. A significant factor is the production of highly accurate design to programme and this is the service that OLE provides. Tel: 01332 342122 Email: Visit:

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Relec Electronics – a brand new start to 2018



elec Electronics has come a long way since it was set up in 1978 in the South West of England as a provider of specialist electronic components for the electronics

Rejuvinated Relec specialises in offering a comprehensive range of AC DC power supplies, D DC converters, DC AC inverters, Displays and EMC filter solutions to equipment manufacturers and systems integrators. February 1 saw the launch of their new website and catalogue: uploads/2018/01/Relec-Brochure.pdf Relec has been supplying power conversion and display products for 40 years now and to celebrate they wanted to refresh their image and make their website easier for visitors to find the products they are looking for.

support personnel are all qualified engineers and are committed to fully understanding your application before talking through a possible solution. Because a standard solution is just the beginning, where appropriate, Relec will refine their initial recommendations to include bespoke features and benefits. Result Their goal is to make a measurable difference to every project by achieving optimum performance and service delivery for your power conversion or display applications.

Request Team RELEC are proud supporters of The Redefined Brain Tumour Charity who not only help Tell them what you’re looking for by phone, science to defeat the disease, but also - and email or webform. Their sales and- technical Rail Professional Yearbook Rail Display (2)

crucially, give sufferers a better quality of life during their treatment. Thee charity are committed to making a difference to everyone affected by a brain tumour. So, in June 2018, their sales director, John Stone and his partner Lesley will take on the ‘Big Relec Bike ride’ - a huge sponsored cycling challenge over 1,000 miles from John O’Groats to Land’s End. They will cycle over 80 miles each day, tackling gruelling terrain, bravely facing whatever the weather will throw at them. Every penny you donate will be channelled into ground-breaking research and information and support services. Tel: 01929 555800 /

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High power battery charger Relec Electronics announces Bel Power’s new high-performance battery charger for train borne battery systems LBC8000/1200 provides up to 12 kW at 110 VDC output


elec Electronics in association with leading global manufacturer of power management devices, Bel Power, announces the introduction of the new LBC battery charger. This rugged high-performance product has been designed specifically as a highpower battery charger for train and rolling stock systems. The high-power density of the LBC series gives greater flexibility to system builders, allowing them to distribute weight more efficiently around the train. Historically train borne battery chargers have been integrated within the large auxiliary converter which also provides power to HVAC systems, compressors etc. This has traditionally meant that large and heavy equipment (traction converter, auxiliary converter and battery) are all in one location on the train leading to increased axle loads which leads to higher levels of abrasion of the track and train wheels. The LBC series allows the battery and charger to be separated, with weight being more evenly distributed across all the carriages of the train. The LBC battery charger consists of two or three parallel independent AC DC converter modules employing a PFC (Power factor correction) primary stage followed by an isolated DC DC stage, to convert the three-phase input voltage 400 / 480 VAC (line to line) to a bus voltage suitable for 110 V battery charging. The use of parallel independent units inside the shelf with active current sharing safeguards reliability and also adds partial redundancy to the system. The LBC series can supply up to 12kW of output power at 110V dc with a class leading power density of 213W/cm3. The heart of the system is a digital system protocol (DSP) for control and monitoring of all system parameters making it the ideal building block for charging traction batteries. An Internal RS485 / CAN bus is used for command, monitoring and diagnostic information that is supplied to the shelf controller and to the external supervising system. External

communication is provided by either CAN or Ethernet communication. Design specifics The small size and high density of the LBC allows it to be integrated and operate inside the train in a clean environment. High reliability fans are integrated into each LBC module which are constantly

monitored and are also field replaceable. Each time the LBC starts the fans run at full speed for several seconds, supporting a blow-down of any dust that has accumulated during previous session. Key features and benefits of the LBC series include: • 400 / 480 Vrms 3-phase 50/60 Hz input voltage range (no neutral) with PF > 0.94 • output power up to 12 kW • shelf with 2-3 power units (redundancy), one control unit and cable harness • high power density 213W/cm3 (13W/in3) per unit • 92 per cent typical efficiency • parallel operation with active current sharing • nominal output voltage for 110V battery (adjustable 80 – 137.5 VDC) • -25 to 55°C of operating ambient temperature without derating • CAN bus / Ethernet Interface

• designed to meet Railway standards EN 50155, EN 50121-3-2, EN 45545, NFPA 130. Relec Electronics is a leading supplier of specialist products and support to the electronics industry with a wealth of experience going back over 40 years. The company offers AC DC power supplies, DC DC converters, DC AC inverters, displays and EMC filters. Through working closely with manufacturers like Bel Power, the Relec team can bring the latest technologies and products such as the new LBC battery charger to the market place. Bel Power designs and manufactures a wide range of products which power, protect and connect electronic systems. Tel: 01929 555700 Email: Visit: Rail Professional



Right on track Brian Wall, editor of FAST magazine takes a look at the expertise and technology Staytite employed as part of its contract with Network Rail, starting with four miles of jointed track in Scotland


his is the prelude to more lucrative deals for re-railing jointed track totalling up to 2,500 miles. Network Rail has a highly proactive approach to track infrastructure and safety, particularly in the wake of previous accidents. With a commitment of ‘zero tolerance’ to any situation that might give rise to such incidents in the future, the company has pursued a maintenance and safety strategy that delivers the highest possible returns, with Staytite, as a long-time and trusted supplier, advising on a range of projects. Indeed, Staytite was consulted by Network Rail on the redesign of its stretcher bars where the Hardlock Nut was specified to improve safety. No surprise, then, that Staytite has won a crucial initial contract from Network Rail for the installation of 1,480 Hardlock Nuts, washers and bolts to secure around two miles of track at Inverness & Fort William in Scotland – which could pave the way to

similar deals covering up to 2,500 miles of jointed track across the UK. The Hardlock Nut is promoted and sold in the UK and Europe by Staytite. Although it is not a cheap product, its efficacy is widely regarded as beyond question, being used in safety-critical applications, on account of its established performance and reliability. It is these high standards to which Network Rail has committed itself in the quest to meet passengers’ expectations. For the background to all this – and why Network Rail has sought out a supplier that can deliver the requisite solutions to help meet this goal – go back to July 2013 when a passenger train carrying 385 people derailed and hit the station platform in Brétigny-sur-Orge in the southern suburbs of Paris. Seven people died and nearly 200 were injured. The initial inspection found that a loose fishplate – a flat piece of metal used to connect adjacent rails in a railway track – had caused the

disaster where three of its four bolts had failed, due to the nuts working loose. While the French investigation of the Brétigny derailment was ongoing, the repercussions of the accident spread way beyond its borders, prompting urgent action in the UK. Here, the Rail Standards Safety Board (RSSB) wrote to Network Rail in November 2013 to enquire what steps it was taking to prevent a similar accident from occurring in the UK. It was at this point that, in light of the established relationship between the two organisations, Network Rail contacted Staytite for a possible solution. Safety standards Network Rail then issued an expression of interest for companies to submit proposals for their solutions to the problem of fasteners coming loose on fishplates, with Network Rail’s Tony Jackson, a senior engineer, Track & Lineside, appointed to oversee the project, in order to ensure the correct safety standards were applied to fishplates on UK rail going forward. ‘At Network Rail, we’ve been looking closely at the components relating to track and lineside, with a view to how we can improve these, where they might be more liable to fail, and specifically around the fastenings that hold the joint together’ says Jackson. ‘We have a long legacy where we have used imperial-type nuts; but, now that we are moving over to metric, we want to improve quality at the same time.’ Along with ensuring the maximum levels of safety on its track, Network Rail was conscious that it was spending an inordinate

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amount of money on nuts, bolts and fishplates (which connect lengths of track together). ‘Bearing in mind how things have moved on, technology wise’ Jackson adds, ‘we would have expected a decline in demand, yet these components are costing us some £3 million a year for the whole of the UK. With jointed track at 12 per cent (of the 20,000 plus miles of track for which Network Rail is responsible) that cost should have been reducing.’ He believes that cost can now be brought down by up to 50 per cent, with Hardlock playing a key part. Plus points The particular appeal of Hardlock is that not only has it proved its longevity to Network Rail in trials, doubling the life of a fitting, but also the number of components required for each section of jointed track is far fewer, while also being reusable. Another key factor in Hardlock’s favour is that the nut can be ‘spun down’ by hand, reducing the installation time over the existing method of securing the joint. A powered torque wrench is then used to achieve the correct seating torque values. Staytite’s director of sales, David Cartledge, points to how bolts need to interact with fasteners. ‘With a fishplate on a rail joint, you don’t

want that to be too tight. You want the rails to breathe. The whole aspect of joint safety comes into play and that requires a fine balance.’ Hardlock’s ease of application and superior performance were demonstrated under testing, to Network Rail’s satisfaction, he adds. ‘Also, this was a known product, as Staytite has worked, first with British Rail and then Network Rail, for over 20 years.’ A key aspect of that relationship was the supply of more than half a million components between 2008-2010 in a retrofit campaign, in the wake of the Potters Bar and Grayrigg accidents. Here are the major milestones along the route to Staytite winning the Inverness & Fort William contract: January 2014 BEA-TT (French Land Transport Accident Investigation Bureau) releases full report on Brétigny rail crash. Staytite initiates market research to discover the extent of fishplate fastening used across Europe. Research concludes the majority of European track uses a competitor product. October 2014 Staytite opens a dialogue with SNCF (France’s national state-owned railway company) and makes a number of visits to


Fact file • Network Rail has invested heavily in safety and infrastructure since the Potters Bar rail crash • Network Rail employs 38,000 people, and in 2015/16 spent £6.7 billion with 3,392 suppliers – 98 per cent of whom are UKbased • Staytite continues to build upon its long-standing personal relationships with senior members of the Network Rail organisation • The Hardlock nut is now specified and installed on TFL London Underground points and stretcher bars.

introduce Hardlock and discuss applications for use on their fishplates and stretcher bars. SNCF declared itself ‘happy with the quality of their joint’ but considered using plastic markers to show visually to inspectors if the fastenings were coming loose. SNCF is now revisiting the application, with Network Rail, SNCF and Staytite in discussion, sharing knowledge regarding the fishplate application. 2013-2016 During this period, Network Rail conducts extensive testing to evaluate its standard solution for fastening fishplates to ascertain benchmark level for comparison against any future solution. Many solutions are assessed over this time period to gauge their suitability for the application. September 2016 Network Rail organises independent testing at a British Steel (Tata) facility to establish which would be its preferred solution. Testing times All fasteners tested at this stage (static load test) were a known entity to Network Rail Professional



Rail and had already been used on various parts of the network infrastructure. These included the Hardlock Nut from Staytite and several competitor solutions. As a result of the first stage of testing, the search for a solution was refined down to a choice of two. The final exhaustive testing stage involved the conducting of 250,000 cycles over a period of 16 hours. These cycles embraced: • zero load on rail - 89.9kN • 20kN static load on rail prior to vibration testing – 89.1kN • 200kN static load on rail prior to vibration testing – 64.4kN.

The two final tested solutions included the Hardlock, with standard bolt and washer, which won the day, based on it meeting the following selection criteria: • test results showed Hardlock demonstrated the best performance in both static and simulation tests • past performance. Network Rail has already installed over half a million Hardlock Nuts, with zero per cent failure on stretcher bars alone • the Hardlock solution offers a commercial benefit, costing less than the final rival solution, which also met the test criteria • Hardlock installation was assessed as simpler and, importantly, it can be retrofitted to existing bolts. It is a fact that the Hardlock piece part cost is higher than the existing nut design. However, the Hardlock joint solution offers several cost benefits, compared to the current one in use – and that has made it the preferred choice, as far as Network Rail is concerned. For example, the current installed fasteners may have to be cut

Fact file Overall, Network Rail is responsible for more than 20,000 miles of track, of which 2,500 miles is jointed track, with each section measuring up to 60 feet in length. A total of 88 track lengths equals one mile of standard track and thus 88 pairs of fishplates are required for every single mile of track. That equates to 88 x 8 M24 or M27 Hardlock Nuts = 704 per mile of track. 2,500 miles of track = 1,760,000 Hardlock Nuts.

off, which often requires special cutting machinery during the removal process. Moreover, the petrol-driven machine used for removal and reinstallation is very expensive. It can only be operated for eight minutes in every hour, due to health and safety practices, (RSI – repetitive strain injury) and (HAVS – hand-arm vibration syndrome). Additional concerns are the level of fumes emitted and the fact that the machine weighs in at a hefty 33kg each. By contrast, the Hytorc Lithium Battery Gun, model BTM-1000, along with associated sockets, has been proposed to operate with Hardlock. This allows for continuous operation, while the accompanying electric driver also offers significant savings over the cost of the current tools used. Go-ahead given In September 2017, fishplate engineering approval was issued after extensive consultation and testing, updating the current fishplate design to include grade eight bolts to enhance the strength of the joint and Hardlock Nuts in class eight for ‘Joint Safety’. However, while current Network Rail approval for fishplate fitment recommends Hardlock, its use is not yet mandatory, in the way that it was for use on stretcher bars. Staytite still needs to sell the benefits of the Hardlock to each of Network Rail’s 87 regional track maintenance depots and engineers. That said, with the Network Rail order (before commercial sign-off) for Hardlock Nuts, washers & bolts for installation at Inverness & Fort William, the prospects look very positive for Staytite. Beyond the UK, the potential for further rail business is vast, says Staytite’s David Cartledge. ‘The track maintenance approach we are delivering for Network Rail can be applied across every country and that is something we are now pursuing. We are looking at the possibility of many millions of pounds of contracts.’

Tel: 01494 462322 Email: Visit: Rail Professional

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Servicing the rail construction industry Since 1989 Kaymac Marine and Civil Engineering has been an expert in delivering challenging marine infrastructure solutions whilst minimising disruption to rail services


aymac thrives on the challenges it faces from difficult jobs in or around the water, the problems often start from the ‘get go’ with difficult access and the question that always comes up. What lies beneath? From humble beginnings in 1989 undertaking structural diving examinations above and below the waterline in tidal estuaries and rivers for British Rail. Today Kaymac still works in marine environments successfully delivering marine infrastructure projects, ensuring deadlines are met and costs are controlled.

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The rail sector is characterised by a range, longevity and complexity of assets found in few other industries. For all stakeholders, it is vital that these assets are managed effectively to ensure the rail systems remain safe and reliable. The rail sector team within Kaymac specialises in technical delivery, innovative expertise and sustainable solutions. The team provides whole-life benefit to infrastructure through innovative services that enhance the quality of project delivery and provide cost-effective solutions. The talented inhouse engineers and operatives form a team with extensive knowledge and experience that delivers a

safe, timely and professional service whilst adding value to the customers’ assets. Kaymac’s capabilities include: • • • • • •

commercial diving operations sour protection culvert repairs and re-lining confined space engineering repair of timber structures concrete repairs and bridge strengthening • design and installation of floating access systems • design and installation of temporary works within watercourses • flood alleviation



Expo within the UK Construction Week, which it recently attended in October 2017 at the NEC, Birmingham. Here, Kaymac showcased its thorough range of services to both clients and industry peers alike, gaining new leads, forming new relationships and ultimately increasing brand awareness. Kaymac’s professional specialist involvement coupled with innovative solutions findsways to overcome difficulties and meet new challenges. If you require a one stop solution in marine construction, then be sure to contact Kaymac Marine today using the contact information below or feel free to check out the website. • supply of ancillary floating plant • inspections and surveys. Since the beginning Kaymac has sourced and trialled new technologies and innovative methods to ensure that it has the safest, most productive and cost-effective ways of managing transport projects, even highly regulated and time-sensitive ones. Having proven success and demonstrated continuous commitment to being at the forefront of developments in this discipline. The company guarantees the best results for clients whilst reducing downtime for users.

a variety of trade shows and exhibitions throughout the year. This includes The Flood and Coast in Telford International Centre this coming March 20-22, and The Civils

Tel: 01792 301818 Email: Visit:

Moving forward: sustaining the future Kaymac is on the road to becoming the UK’s first choice for rail construction companies, having already worked with a vast number across the UK. In addition to strengthening ties with already established clients, Kaymac have exciting plans to expand its client base and venture into new markets. Rhiannon Crees-Moore, from Kaymac Marine, has this to say about the company: ‘As specialists Kaymac Marine is dedicated to sourcing and implementing new and innovative ways to ensure every project is completed successfully on time and to budget, we strive to exceed the expectations of our clients. ‘We are fully committed to improvement and sustainability, investing in not just the company, but our staff that provide our services. ‘For the past seventeen years, Kaymac has been running a Commercial Diving Apprenticeship Scheme and we are one of the only companies in the UK of our kind to offer such a scheme. The course has seen numerous students excel and become fully trained commercial divers that are then employed by Kaymac. ‘Kaymac are proud to have an extensive career progression programme that is fully funded by us, ensuring all of our staff are fully trained and qualified to the highest standards.’ As one of the UK’s leading specialist marine and civil engineering service providers, Kaymac can be found attending Rail Professional



More light for less at Liverpool Street Station LED Eco Lights has announced that Network Rail has fitted its Goodlight LED lighting into all 18 platforms and the concourse at London’s Liverpool Street Station


iverpool Street Station in London is Britain’s third-busiest station with over 66 million passengers annually. Passengers and staff are benefitting from higher, better quality lighting and at the same time Network Rail is seeing a significant saving in electricity costs and a reduction in its carbon footprint. Adam Thackeray, works delivery manager for Network Rail, commented: ‘We decided to move to LED lighting to reduce our carbon output, reduce costs in terms of power consumption and to improve the lighting level and quality in public areas of the station. ‘The opportunity to reduce costs for lamp replacement by moving from a two year to a five-year cycle was also a significant consideration. LED lighting will also increase the efficiency of emergency lighting, reducing the load on the battery/generators and reduce the temperature signatures of lighting and heat related failures.’ Replacements The Goodlight LED lamps can easily be

retro-fitted into the existing fittings, allowing the re-lamping to proceed with little disruption. Over 3,500 lights were replaced by two teams of two operatives. They worked from two scissor lifts on a permanent night shift during the five-hour window offered by station closing hours over a six-month period. Some commuters shared tweets about the improvement and many of the staff that work at the station expressed appreciation for the improved station environment. Liverpool Street Station is seeing both an increase in light levels and a reduction in energy demand following the re-lamping Rail Professional

with Goodlight LED. The station has measured an increase in Lux levels on the platforms and concourse, from approximately 75 Lux with the old lighting to 210 Lux with Goodlight. At the same time there has been a temperature drop of approximately 400C at the exterior of the globe fixtures, which should improve reliability as well as efficiency. During the replacement of the concourse lighting in particular, maintenance teams noticed that there was a lot of the discolouration around the lamps and reflectors caused by heat produced by the old


fluorescent lamps and control gear. This illustrates both the amount of waste heat generated and the issues it was causing. The energy saving from the new lights is over 800,000 kWh per year from the platform globe fixtures alone. Adam Thackeray estimates that the new LED lighting uses about half the energy of the old lights and will pay for itself in just 12-18 months.

Company profile LED Eco Lights was founded in 2006 and celebrates 12 years as an awardwinning LED lighting manufacturer who has recently been awarded Carbon Trust Accreditation. Its Goodlight™ LED lamps and luminaires provide a comprehensive range of LED solutions for commercial, industrial, amenity, leisure and hospitality environments. LED Eco Lights offers a team


of technical experts, to guide customers through every stage of the upgrade process, including lighting design services, funding solutions and installation. LED Eco Lights also offers its Bright Goods range of vintage-style decorative LED filament bulbs. Tel: 01276 691230 Email: Visit:

Signalling the future Henry Williams... at the forefront of railway innovation since 1883 For all your engineering and signalling needs. • Signalling: fully wired Location cases Reb’s • Power: FSPs, Switchgear, DNOs, SafeBox • Enclosures: Location cases, Dis boxes, Power annexes ELDs • Signalling panels, control panels • PW: Fishplates, Clamps • Treadles and Treadle gauges • SIN 119 Switchgear with the smaller footprint

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Keeping the supply chain rolling Tidyco has supplied hydraulic and pneumatic products to the UK rail industry for over 40 years and insists upon the highest standards for its rolling stock OEM


he Derby-based company’s Rail Division is managed by industry expert Paul Jacks who is committed to delivering a world class customer experience. When considering the importance that SMEs play within an extremely diverse supply chain structure, Tidyco has developed policies, procedures and best working practices so as to comfortably supply larger institutions. When thinking about its rolling stock client portfolio, Tidyco highlights what it feels is important. A typical scenario may include: • quality • cost savings in use and long-term cost saving benefits

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• • • • • • •

supplier efficiency gain plans safety end user experience reliability and flexibility CSR industry future-proofing continuous improvement, innovation and R&D • commercial sensitivity. Of course, this is very much a flexible strategy created in a bespoke manner so as to cater for individual client needs, goals and objectives. Core pillars are jointly agreed, and the appropriate action taken. Reducing downtime Tidyco understands the need to supply a

high-quality product to increase rolling stock running time between service intervals, allowing for greater vehicle efficiency gains and longer-term cost savings. Extending rolling stock on-track function reduces critical down time and frequency of costly depot overhaul and repair. Tidyco believes in stringent quality control procedures; whereby product manufacture is acutely inspected, documented and reported at each stage of the production process. Furthermore, applying this methodology to all overhaul and maintenance requirements ensures that such projects run smoothly whilst adhering to pre-defined SLAs. Prior to dispatch, Tidyco goods undergo an intensive fail-safe final inspection


ensuring that items will perform both safely and to maximum efficiency. Tidyco implements a stringent Health & Safety Management Programme within its scope of supply. Products are delivered to market in compliance with industry standard regulations. Visibility is of great importance to all stakeholders and as such, Tidyco ensures that all inspection procedures are fully documented, filed and available for immediate reporting. Tidyco manufactures and supplies products compliant with EN 45545-2 legislation. Measurable enhanced running time ensuring maximum fleet productivity as well as safety critical braking systems contributes towards the overall end user experience. It is the responsibility of each and every SME within the wider supply chain to find a shared vision for exceeding the passengers need. There are many SMEs that form part of the complete rolling stock parts and equipment supply; therefore, it is imperative that all organisations work together in ascertaining a true understanding of overall passenger experience. Cyber security and the community Equally important, is the need for suppliers

to address and comply with corporate social responsibility obligations. CSR continues to be of significant importance regarding how businesses can best operate in an ethical manner, so as to minimise environmental impact and the way in which the supply chain supports its combined communities. Tidyco has published a dedicated CSR manual, enforced by stringent policies and procedures to address the ethical needs of the corporate organisations that it serves. Tidyco is ICO registered and has obtained the government fuelled Cyber Essentials certification so as to ensure all commercial data is as secure as can be. Big data is a topical concern with digital compromise feeling even more tangible considering recent global cyber attacks. Ignoring cyber defence and the protection

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of big data can and does genuinely damage profitability whilst potentially disrupting the industry with catastrophic downtime. Cyber crime isn’t just confined to the public sector and large, multinational corporations; it has the potential to cripple SMEs, too. Tel: 01332 851 300 Email: Visit:

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Safe feet first Rock Fall has developed an industry defining range of safety footwear and in recent years has rationalised and diversified its product offering


upplying customers exclusively via authorised distribution partners, Rock Fall pro-actively works with major end-users and industry associations to improve workplace safety. Key specifiers of Rock Fall footwear in the rail industry include Balfour Beatty and Murphy Group.

Family company A multi-award winning, second generation family owned business, Rock Fall has positioned itself at the forefront of the safety footwear industry through world first innovations that provide solutions to the ever-changing demands of modern businesses. The organisation is proud of its British heritage and the country’s position as a world leader in health and safety. Retaining its status as an independent SME allows Rock Fall to be agile, making swift but sustainable and carefully considered decisions. Rock Fall products are designed with specialist technologies, materials and

components from around the world. Working with industry giants which include 3M, Sympatex®, Ortholite® and FORCE10® enables the company to develop best in class styles that are more comfortable and last longer than alternatives in the marketplace. In 2016, the safety footwear company began work with Western Power Distribution to develop a brand new range of electrical hazard styles. These products are the first of their kind and are certified to European, American and Australian/New Zealand standards. The Rock Fall Power and PowerMax Rail Professional


have been independently tested to exceed required the electrical resistance standard by 122 per cent. Available now in sizes 5-13, the styles are already being trialled by a number of other power distribution companies. Product features The products are highly specialist and have a number of key features including: a waterproof Sympatex® moisture-tech membrane which is tested for 100 hours, a massive 75 times longer than the European standard Helcor® abrasion resistant leather used to enhance lifespan when using climbing irons FORCE10® DD PU rubber outsole (which can be re-soled) and TPU scuff cap

– tested to extraordinary abrasion resistance standards Electrical hazard certified to 18kV and independently certified to 40kV, with yellow collar to indicate specification. Rock Fall is certified to: EN ISO 20345:2011 SB P CI E FO WRU HRO WR SRC + ASTM F 2413-11 I/75 C/75 EH PR + AS/NZS 2210.3:2009 SB P CI E FO WRU HRO WR SRC Matthew Noon, director at Rock Fall and Lucine Evans, health and safety at Western


Power Distribution worked together on the project. Matthew said: ‘We are thrilled to have had the opportunity to work with Western Power Distribution on such an important project for both them, and the industry. ‘Rock Fall has positioned itself as the go to manufacturer for end-users when they need something brand new. Working with WPD has been a pleasure from start to finish and we are proud of the results.’ Lucine said: ‘As a Business we had been waiting for an electrical hazard boot which was CE marked to come on to the market, so we were more than happy to work with Rock Fall on the development of these work boots. Throughout the process Rock Fall have listened to our feedback and the result is two styles of work boot that are fit for purpose, comfortable, robust and meet WPD’s minimum standards for footwear.’ Adam Grice recently joined Rock Fall to work with end-users to ensure they have all the information they need. Tel: 01773 303767 Email: Visit: Rail Professional



Self-locking bolted joints Nord-Lock’s pioneering wedge-locking principle allows for self-locking bolted joints and permanent protection for noise barriers and track installations


deally suited for large-scale infrastructure projects that require a long service life, Nord-Lock’s portfolio includes bolting solutions that are dependable and guarantee sustained operation. The company’s bolt securing system relies on tension instead of friction. Nord-Lock has created the X-series washer which combines the original wedge locking washer with a spring effect and in teaming up with industry partners have created the best possible bolting solution. The exceptional durability of these solutions has been proven time and again in tests, both under laboratory and real-life conditions. Many of the products have become the required norm, for instance, at DB Netz AG when it comes to constructing or refurbishing noise barriers. Noise barriers are constantly exposed to pressure and suction forces. This tremendous stress calls for a fastening system that transmits the tremendous tensile forces into the concrete through the bolted joint. If the forces are not resisted by the joint design, there is a risk of the connection loosening. Undoubtedly the Middle Rhine Valley region ranks among Germany’s most beautiful landscapes, the Rhine Valley is a region that grapples with massive exposure to noise generated by railroad traffic. No less than 550 trains a day blast through this idyllic landscape and at times they are merely a few meters away from residential homes. The noise barriers used in this region are subjected to particularly high noise levels. The vast stress loads this protective system must cope with are the result of continuous changes between stagnation pressure and suction pressure. Only to a lesser degree are they caused by vibration. These changes in pressure can cause fastening bolts to loosen – especially those in noise barriers used along highspeed railroad tracks. The consequences of such bolt loosening could be witnessed nearly ten years ago, where bolted joints have buckled under such pressure, time and time again. In a worst-case scenario, noise barriers can collapse onto the railroad track and block important cargo routes, forcing Deutsche Bahn to reroute traffic and bringing about substantial cost. Tension instead of friction One effective way to detect bolt loosening and take the necessary countermeasures

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is to perform regular inspections of the bolted connections. However, such frequent inspections are costly. The wedge-locking principle devised by Nord-Lock presents a cost-effective solution to this problem. The solution owes its effectiveness to a pair of washers that secure bolted joints even if subjected to severe vibrations and dynamic stress. Instead of friction, Nord-Lock relies on the preload force applied during tightening to achieve this level of reliability. The system

comprises a pair of washers that have cams on their inner faces and radial teeth on their outer faces. The cam angle is selected so that it is always greater than the thread pitch of the

bolt. Even the smallest turn of the bolt during vibration causes an increase in the preload force, locking the bolt due to the wedge effect. Now, for the first time, the X-series washers combine the Nord-Lock wedge locking principle with a spring effect. This combination enables the X-series washer to keep the bolted joint from loosening inadvertently due to dynamic loads and at the same time, to prevent loosening caused by settlement and relaxation. This unique design makes the X-series washers the first multi-function solution that delivers the ultimate security for bolted joints of critical importance. Industry rules and standards The wedge-locking principle conceived by Nord-Lock has been tried and tested extensively in railway transportation and steel construction over many years. Constantly striving to find the best solutions possible in the most challenging applications, Nord-Lock works in close cooperation with other partners during the detailed design and development stage. The exceptional quality of the combined products have delivered a system that has been verified many times in the laboratory and in real life testing. One example is the test commissioned by Toge to determine the long-term


durability of the bolted joints made up of the company’s noise barrier anchor bolt in combination with Nord-Lock X-series washers. The test proved that exposure to dynamic loads did not result in any loss of preload in the anchor bolts. Even after being subjected to more than five million load cycles, the overall system remained safe and secure. These findings convinced the Germany’s Federal Railway Authority (EBA) to approve this combination of fasteners.

Refurbished noise barriers The sound barrier anchor bolts are inserted vertically into the reinforcement and encased in concrete in such a way that only the stainless-steel threads remain above the concrete surface. This makes the system a natural choice for use in new construction projects. The most common fasteners used in refurbishing projects are anchor bolts. Incidentally, such refurbishment projects are more commonplace than one might expect: One statistic shows that the bulk of the bridges used for traffic today were erected between the years of 1955 and 1980. A large portion of these bridges are in desperate need of reinforcement. These reinforcements are dictated not only by

the damage that stems from ordinary, age-related wear and tear but also by increases in traffic volume that have led to greater load-related stress. The supporting structures holding up these bridges may no longer satisfy today’s design requirements. Consequently, the demand for efficient and robust ways to fortify these structures is significant. Nord-Lock’s wedge-locking principle has proven to be of tremendous benefit in the area of refurbishment. Conducted by DB Netz AG between March of 2013 and May of 2014, a long-term test under real-world conditions has confirmed that Nord-Lock’s products ensure secure connections even when subjected to enormous dynamic loads. The test focused on noise barriers that were retrofitted to an existing bridge in the context of a construction project completed in Illingen, Baden-Württemberg. The barriers were fastened using a combination of anchor bolts and X-series washers manufactured by Nord-Lock. An advancement of an existing Toge product, these concrete bolts have been designed specifically to withstand dynamic loads. Just

like the technology invented by Nord-Lock, these products have been given approval for use by the EBA. Previously, however, the certificate of approval mandated that these concrete bolts be retightened regularly if used without their Nord-Lock counterpart. Reduced maintenance costs A year into the construction a test was conducted as to whether the requirement to retighten the bolts could be dropped. When re-examined, all concrete bolts showed only minimum changes in preload force – if any at all. The inspectors assumed that no relaxation of the concrete bolt had taken place. As a result, the testers attributed


the few minor changes in preload force to subsidence of the overall system. The verdict of DB Netz AG based on these findings was, therefore, unequivocal: In future, retightening bolted joints after seven, 180 and 1,000 days, as required to retain EBA approval, will no longer be compulsory for the Toge/Nord-Lock system. In summary, the use of wedge locking washers not only boosts operational reliability beyond the product life cycle but also cuts down the cost of maintenance significantly. Long-term safety Naturally, the application of the wedgelocking principle is equally effective in areas other than just the secure fastening of noise barrier posts. Wedge locking washers can minimize risk and lower maintenance cost wherever bolted joints are exposed to dynamic stress caused by train-induced loads. Also a staple in vehicle construction: for more than 35 years, Nord-Lock has been working with vehicle manufacturers which apply its wedge locking technology with great success, particularly in safety-critical areas such as bogies, linkages and brake systems. Other areas where its principle has proved to be indispensable are the secure fastening of track switches, balise bars, sensors and signs. The use of wedge locking washers to secure bolts is also becoming increasingly widespread in the area of signal mast design. Exhibitions Nord-Lock will be providing a comprehensive overview of the wide range of applications and solutions that its wedge-locking technology has to offer during the following exhibitions: InfraRail at the Excel in London (stand no. A40), on May 1-3 2018 InnoTrans in Berlin (Hall 8.2, stand no. 107), on September 18-21 2018. Tel: 07941 505053 Email: Visit: Rail Professional



Hot dip galvanizing It is estimated that up to four per cent of the world’s GDP is lost through corrosion each year so life-cycle costs are a key consideration in many projects


ustainability is also becoming a significant factor when choosing materials and contractors, due to enforced regulations as well as conscious and ethical decisions, to ensure that buildings are as sustainable as possible. Hot dip galvanizing has long been seen as the most environmentally-friendly finishing process available to prevent corrosion. Galvanizing is highly sustainable and produces minimal waste, as any zinc which does not instantly form a coating on the metal remains in the galvanizing bath for reuse. This is due to the metal’s non-ferrous properties, which makes it indefinitely recyclable without loss of physical or chemical properties. What is galvanizing? Hot dip galvanizing is a process developed to prevent steel from corroding and is the process of coating steel with a layer of zinc by immersing the metal in a bath of molten zinc at a temperature of around 450 °C. During the process, a metallurgical bonded coating is formed which protects the steel from rust and corrosion. How does it work? Before the process can take place, the steel goes through a thorough chemical clean to remove all rust, oil and mill scale from

the surface. When the cleaning process has been completed and the cleaning solution has been rinsed off, the coating process can begin. The steel is dipped into a bath of molten

zinc that has been heated to around 460 °C. The steel is then removed from the bath and left to cool in a quench tank. When the cooling process is complete, the zinc coating is then metallurgically bonded to the steel. There are multiple benefits to galvanizing. Life long Galvanizing produces an easy to clean surface which can give a maintenance-free life of over 70 years. Whole life costs are reduced because there is no need for the expense, down-time and inconvenience of repeated and regular maintenance intervals, which makes galvanizing the most versatile and economic way of providing protection for long periods Fast Galvanized steel is ready for use, with no additional site surface preparation, painting, touch up or inspection necessary – thus accelerating construction time Reliable The process is relatively simple, straightforward and closely controlled. The thicknesses (weights) of the coatings formed are regular, predictable and simply

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surface is coated – inside, outside, awkward corners, and narrow gaps – which would be impossible to protect in any other way. Sustainable Not only does galvanizing lengthen the lifespan of steel by protecting it against rust and corrosion for many decades, but it’s extremely energy-efficient throughout its production and whole lifecycle. The process uses resources considerately to ensure a relatively low environmental burden, and galvanized steel can easily be recycled with steel scrap or re-galvanized, removed, and reused elsewhere.

Tough Galvanizing is unique: the hot dip process produces a coating which is bonded metallurgically to the steel, which results in far greater resistance to mechanical damage during handling, storage, transport and construction than any other finishing process

• the coating weathers at a very slow rate giving a long and predictable life • the coating corrodes preferentially to provide cathodic (sacrificial) protection to any small areas of steel exposed through drilling, cutting or accidental damage; scratches are sealed by weathering products from the zinc • if the damaged area is larger, the sacrificial protection prevents the sideways creep of rust which can undermine paint coatings.

Three-way protection Galvanized coatings protect steel in three ways:

Complete Because the process works by dipping steel in molten zinc, every part of the steel’s

specified. Hot dip galvanizing is one of the few coatings which is completely defined by a British Standard (BS EN ISO 1461)

What types of projects is galvanizing used for? Wedge Group Galvanizing has undertaken a number of national and international projects of all shapes and sizes across the industry. Manchester Galvanizing, its Heywood-based plant, was involved in the refurbishment of the iconic Hull and Barnsley railway bridge which saw the team galvanize over 25 tonnes of structural steel in order to strengthen the bridge and ensure the track remained operational for current (and future) capacity. The plant also worked on the grade II Listed Silver Jubilee Bridge, one of the world’s longest steel arched bridges which runs over the River Mersey, connecting Runcorn to Widnes and sees 80,000 motorists a day pass over it. The wider group was also involved on the £25 million project to transform Edinburgh’s Haymarket Station into a major transport link, with over 200 tonnes of steel galvanized for the production of canopies installed above the station’s newly-extended platforms. In addition, the C503 Crossrail Contract refurbishment works at Liverpool Street Station saw over 100 tonnes of steel protected long term with hot dip galvanizing. To showcase the real value of the process to the industry, Wedge regularly hosts dedicated open days for the rail sector providing inspectors, buyers and other core personnel the opportunity to see the galvanizing process up close, they can learn how galvanizing fits in with CE Marking and get best practice tips for inspection of galvanised steelwork. The group is also proud to be an approved supplier for the Railway Industry Supplier Qualification Scheme (RISQS). The Wedge Group Wedge Group Galvanizing is the largest hot-dip galvanizing organisation in the UK with a history dating back over 150 years. With 14 plants strategically placed across the country, the firm offers a truly national galvanizing service. Tel: on 01902 630311 Visit: Rail Professional



Critical task reviews Human factors critical task reviews are a key tool for managing human error in safety critical rail operations


uman Reliability Associates (HRA) is a specialist in the human factors aspects of safety critical industries such as oil and gas, aviation, nuclear power generation and marine and rail transport. The term ‘safety critical’ indicates the company’s interest in major disasters that can arise from human errors with potentially multiple fatalities, rather than occupational safety which focuses mainly on harm to individuals. In the rail sector, HRA has contributed to more than 30 projects over the past 30 years, including analysis of the human errors leading to the Clapham Junction disaster for the public enquiry, the development of models of factors affecting signals passed at danger (SPADS), mitigation strategies following the loss of automatic warning systems, the effectiveness of CCTV in preventing platform edge incidents for Transport for London, the peer review of   the safety case for the Extended Jubilee line, the management of human factors aspects of cross border operations for the European Union, and the human factors aspects of the Waterloo and City line upgrade. This article will look at a methodology called Human Factors Critical Task Reviews (HFCTR) which has been applied in many projects to analyse and prevent human errors in safety critical tasks. HFCTR is a structured risk analysis process for proactively identifying the steps where errors could arise which lead to severe safety or business consequences and developing mitigation strategies which will reduce the likelihood of these errors to acceptable levels. HFCTR was originally developed for safety critical industries such as offshore oil and gas operations, aviation and nuclear   power, to provide a process for predicting and preventing the possible human failures that could arise when carrying out safety critical tasks. It has now been widely implemented as a process for satisfying HSE regulatory requirements for hazardous industries under the Control of Major Accident Hazards (COMAH) regulations. A common view of human error is that it originates in individual causes such as recklessness, lack of diligence or carelessness. This is based on the fallacy that if people try hard enough then they can become error free. However, neither common experience nor human factors research supports this  

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instructions and/or a lack of understanding view. HFCTR is based on of the significance of their interventions.’ the systems approach, (Office of Rail May 2017 Industry staff which states that in competence & human failure Ch 2). safety critical industries, human error is mainly Stages of HFCTR driven by factors which Safety critical task identification: This is a are outside the control of screening process used to identify the specific the individual, but which tasks which constitute the greatest sources can be actively managed of risk if they are omitted or not carried by the organisation. out correctly, e.g. failing to maintain a track This contrasts with circuit correctly, or respond to a hot axle box the behavioural safety indication. approach, which assumes Selection of safety critical tasks is usually that most incidents arise Action failures Checking failures Communication failures based on the severity of the consequences from individual choices to fail to comply with defined if a failure occurs, combined with the Action omitted Check omitted Information not characteristics of the task which render it safety rules or procedures. communicated more likely to fail, e.g. complexity, infrequent An important application area for HFCTR is in the development of operating procedures performance. The screening process is Right action on wrong object Check incomplete Wrong information important in minimising the amount of and instructions. The Office of Rail and Road analytical effort communicated required, thereby using states that: ‘A recurring theme in the last risk reduction resources on the most costdecade has been the extent to which ORR Action direction C3 Right check effective on wrongmanner.Information communication has foundwrong routine, informal non-compliance object incomplete Task analysis: Using the existing procedures with Network Rail rules, procedures and as the starting point, a facilitator works standards, leading to incidents such as the Action derailment. too little / too much C4 Wrong check on right with a small team of experienced personnel Greyrigg object (called a consensus group) to map the ways ‘Often well-intentioned staff commit in which a task is performed in the field. errors or omissions due to confusing Action too fast / too slow C5 Check too early / late Checking failures

Action failures

Communication failures

Figure 2:  Examples  Check of  types   of  failure  modes  within  Information Activity  Types   Action omitted omitted not communicated   Right action on wrong object

Check incomplete

Action wrong direction

C3 Right check on wrong   object

Action too little / too much

on right C4 Wrong check object  

Action too fast / too slow

C5 Check too early / late

Wrong information communicated Information communication incomplete

Figure  2:  Examples  of  types  of  failure  modes  within  Activity  Types  

Action failure type

Immediate result


1. Action omitted

Bolts could be left untightened linkage being leading to points ineffective

Points may not be closed to correct position, leading to possible derailment

2. Right action on wrong object

Wrong bolts (e.g. on a different tightened, linkage) could be leading to Scenario 1

As above

3. Action too little / too much

Bolt not tightened sufficiently to prevent degraded linkage effectiveness over time

Linkage may become loose over time leading to derailment


Figure 3:  Examples  of  failure  modes  for  Action  Activities   Action failure type

Immediate result



One purpose of the consensus group is to generate procedures that are based on the practical realties of performing the task under real operating conditions. To facilitate communication within the group, task analysis is performed using a graphical representation of the task called Hierarchical Task Analysis. Failure and Consequence Analysis: In this stage of the HFCTR, potential failures which could give rise to severe consequences are identified. This uses a two-stage process. In the first stage, the types of activities involved in the task are identified. For example, a task step such as ‘tighten the bolts on a points linkage to torque X’ would be classified as an action. Different activity types give rise to different failure modes, and more than one failure mode within the same step is possible. In the second stage, the analyst examines each of the task steps or subtasks to identify any credible failures could give rise to severe consequences. Figure 3 below contains examples of task activities and their associated failure modes. Performance Influencing Factors (PIF) Analysis: PIF analysis is used to identify the factors which are driving the failures identified in the preceding stage, and to evaluate their quality. Typical PIFs include the design of equipment to maximise usability, labelling

to facilitate correct identification, checklists to ensure that steps are not omitted, and clear definition of roles and responsibilities. The current state of the PIFs is evaluated numerically, and potential improvements are developed. Example Figure 4 illustrates the structure of a typical HFRM task and failure analysis. The task structure is represented as a series of subtasks or steps with a plan to describe how the steps are executed. In practice, some steps could be broken down to finer levels of detail if required. The possible failure modes are shown as boxes below the task steps. The use of Performance Influencing Factors to determine the likelihood of of the identified failures are shown in Figure 5. Use of the HFCTR to develop ‘risk aware’ procedures and competencies: Two of the main approaches to error management are the optimisation of procedures and the development of high levels of competence. The HFCTR is essentially a risk management process which provides an effective basis for developing ‘risk aware’ procedures and training. By working with experienced personnel within the group task analysis process, many of the factors which give rise to non-


compliance with procedures can be identified. For example, SOPs that are out of date and impractical may lead to unauthorised practices becoming the norm, simply to get the job done. The structured review of these ad hoc procedures provided in the HFCTR task analysis process will enable anomalies to be identified. In addition, improved ways of working may be identified from the sharing of experience from different shifts and these can be incorporated into new operating instructions. The active involvement of the workforce also fosters a culture of involvement and compliance. The insights from the failure and consequence analyses can be carried across into written procedures using warnings and comments, so that personnel can be aware of those activities which involve the highest risks, where vulnerabilities to human error are also present. This will lead to increased diligence when carrying out those operations The use of the HFCTR approach encourages the integration of procedures with the competency management system. Ideally, risk assessed procedures should provide the basis for competency standards, by defining the best practices based on the task and risk analyses described earlier. In addition, the task analyses performed in by HFCTR provide an understanding of the underlying reasons for performing the different subtasks within a procedure, which is an important knowledge component of competency. Conclusions The HFCTR process described in this article provides a validated and effective suite of tools and techniques to reduce the likelihood of human errors in safety critical tasks. In addition to its human error reduction benefits, HFCTR also supports the development of effective ‘risk aware’ procedures and competency management resources. To minimise the effort required to carry out HFCTR, a software tool is available called the Human Factors Risk Manager (HFRM), which has been applied in more than 200 risk analyses over the last ten years. This performs task and error analyses which are automatically documented to provide a comprehensive set of reports. A particularly useful feature of the software is its ability to automatically convert the results of the human factors risk analyses into fully formatted procedures, complete with warnings and comments. Similarly, risk-based competency and training documentation is also generated. Finally, in addition to its predictive capabilities, HFRM can also be used as a powerful root causes analysis tool as part of incident investigations. Human Reliability Associates is a member of the Chartered Institute of Ergonomics and Human Factors. Contact David Embrey. Tel: +44 1257 463121 Email: Visit: Rail Professional



Professor Clive Roberts from the University of Birmingham has joined the HS2 programme team to lead its Digital Connectivity workstream Responsible for delivering the West Midlands Combined Authority (WMCA) HS2 Growth Strategy, the programme team aims to capitalise on the huge investment being made in the region by establishing the West Midlands as a world leader in train technology. Professor Clive Roberts PhD was identified as the ideal candidate based on his vast experience gained as professor of Railway Systems at the University of Birmingham, the director of the Birmingham Centre for Railway Research and Education and Lead for the UK Rail Research and Innovation Network.

Cleveland Bridge UK has appointed Martin Eason as its new UK & international business development manager With more than 25 years’ engineering consultancy experience in infrastructure development, Martin has developed a successful career implementing business development programmes including client relationship management, tendering and project delivery across the UK and Internationally.

Siemens has appointed Matt Kent as director of operations for its Rail Automation business in the UK Reporting to managing director, Rob Morris, Matt will become a member of the company’s executive team, where he will contribute to the strategic management of the business, as well as taking specific responsibility for the delivery of the company’s portfolio of projects, both mainline and mass transit. Paul McLaughlin and Paul Marchant appointed as new business development & engagement director and chief finance officer at RSSB Paul McLaughlin will be tasked with supporting and expanding RSSB’s relationships with its members and stakeholders. Paul was most recently the chief executive at the Building Engineering Services Association, one of the UK’s largest construction trade associations. Furthermore, Paul Marchant, formerly head of finance, has been promoted to chief financial officer. This reflects the importance

GRAHAM Construction has appointed Stephen Hand at its new preconstruction director Stephen joins GRAHAM from VolkerFitzpatrick where he was head of precontract, leading on winning work and preconstruction activity in the business’s Rail division. He has been influential in the management and delivery of bids on major rail projects including for Network Rail, Transport for London and other major rail clients. Leo Martin, managing director of GRAHAM, said: ‘It is with great pleasure that I welcome Stephen to GRAHAM as our newest director. He brings vast experience in procurement strategy and supply chain management and his knowledge of our key sectors will be influential to success in his new role.’ of the Finance and Procurement functions in RSSB and will strengthen its strategic financial management. Paul joined RSSB in June 2014 as management accountant and has headed up the Finance team since July 2016. Mark Phillips, RSSB’s chief executive, said: ‘As we work to prepare RSSB for the challenges and opportunities of CP6, these appointments will help strengthen our strategic financial management and secure sustainability for the business. We are delighted to have both Paul McLaughlin and Paul Marchant on board, driving us forward.’

UK public transport operator Keolis has appointed Kevin Thomas as chief operating officer who moves up from his previous role as managing director of KeolisAmey Docklands As COO, Kevin will oversee Keolis’ operations in the UK, lead on sharing best practice between transport modes and provide strategic guidance for future franchise bids. His 20 years’ experience in the rail industry includes successfully delivering improvements in the DLR’s performance and capacity, as engineering director, in readiness for the London 2012 Olympic Games and managing a seamless transition to the KAD franchise in December 2014. Alistair Gordon, chief executive officer at Keolis UK, said: ‘During Kevin’s tenure as MD of KeolisAmey Docklands, he has delivered continued growth and success, leading the DLR to achieve an impressive and consistent 99 per cent score for performance.’ Rail Professional

John Chappell joins CPC’s Transport and Infrastructure division as associate partner John is an experienced portfolio and programme leader who has led operations and transformation in both the regulated transport sector and in private commercial services. He joins CPC from Atkins Global where he was director of Rail Asset Management having previously been at Network Rail as head of Asset Management (Buildings) and other lead asset and engineering management roles, until 2012. John Chappell said: ‘I am delighted to be joining one of the best project management consultancy specialists in the UK and to be working with CPC’s Partner, Andy Norris to support our rail clients, as they manage the transition between CP5 and CP6 investment periods.’



Specialist recruiters for the built environment Advance TRS is a niche recruitment consultancy specialising in the provision of highly skilled technical professionals for the built environment.

Signalling | Civils | Telecoms | Project Services | M&E | E&P | Permanent Way 01483 361 061

Bridgeway Consulting Ltd have an exciting opportunity for a Midlands based

Professional Head of Rail Infrastructure Role

• Provide professional asset management

leadership for Rail Infrastructure maintenance delivery and support

• Work with stakeholders/contractors to optimise engineering activities

• Advise on how assets can be managed

efficiently using risk-based maintenance and minimising whole life cost

• Provide assurance of competence of contractors


• Provide safety assurance in accordance with the Clients’ Safety Management Systems for all parties undertaking work

• Control risks arising from maintenance of

track, OLE, structures, tunnels, level crossings and other infrastructure

Qualifications and Experience

• Be able to demonstrate management of multiple disciplines and subcontractors

• Be experienced in the delivery of Rail Infrastructure inspection, maintenance and renewals

• Degree/HND qualified or appropriate industry experience/competence

• Monitor asset performance to inform

• Sentinel PTS qualified

• Provide reports and relevant KPIs to the Client

Candidates must:

maintenance of arising work on asset conditions

• Provide support to the Client in generating specifications for Upgrade Works

• Be prepared to work some nights, weekends, bank holidays

• Hold a valid UK Driving Licence

To apply, please send your CV quoting the reference number IS2018020101 to or contact us on 0115 919 1111.

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Problem solvers wanted

At Frazer-Nash, our clients come to us because our experts provide the very best in teamwork, technical expertise and customer service. So, if you’ve always sought challenging, complex projects and prefer to focus on solutions, not obstacles, we want to hear from you.

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


CHIEF EXECUTIVE Iarnród Éireann-Irish Rail (IÉ) is Ireland’s national railway company, responsible for operations and infrastructure management. Its mission is to provide transport services that continually meet customers’ requirements and help drive Ireland’s economic development. In 2017, a staff body of 3,800 employees, with an enviable safety record, delivered 45.5m city, intercity and commuter passenger journeys across 1,700 km of railways; moved 100m tons of freight; and managed Rosslare Europort. The business generated revenues of €265m. IÉ is a subsidiary of the commercial semi-state group of transport companies, Córas Iompair Éireann and its activities are regulated by the National Transport Authority and by the Commission for Railway Regulation. The Board of IÉ now wishes to appoint a Chief Executive who will lead the organisation to: • ensure that the railway is operated and maintained in a manner that prioritises safety for passengers, employees and third parties; • foster a well-developed industrial relations climate; • strengthen the productivity and performance gains that have been achieved in recent years to secure a sustainable financial position; and • deliver rail’s contribution in support of the Government of Ireland’s policies on sustainable development. The Chief Executive will deliver on key projects such as fleet expansion and plans for the long-term electrification of the railway; signal upgrading, better accessibility and other infrastructure improvements; planning for expansion of the network, including DART Expansion; and improved customer service and satisfaction. The ideal candidate will demonstrate: • a leadership style that focuses on people and building relationships; • strategic planning and influencing credentials; • change management experience in a multi-stakeholder environment; • an excellent record of creating a shared vision and driving its implementation by motivating teams, building partnerships and embedding values; • a strong customer service focus; • experience of rail transport or of comparable infrastructure, in complex organisations of scale in Ireland or internationally. In the context of renewed growth in the Irish economy, this is a time for a strong leader to create and deliver development opportunities that secure a sustainable future for all stakeholders. For a confidential discussion please contact Michele Stokes 00353 1 792 5538 or Ellen Roche 00353 1 792 6703. Applicants should submit their CV and a personal statement outlining their fit for the role to on or before 16th March 2018.

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>99.99% DELIVERED GENERATING SUSTAINABLE JOBS Every mile of a major rail project brings valuable benefits to all the communities it touches. High Speed 2 is set to deliver local opportunities throughout its 330 mile length for many years to come, providing new prospects for those involved throughout the lifetime of the new rail link. As our many years of experience with High Speed 1 has shown, this demand for skills and employment is an unmissable opportunity to foster and develop local talent to create an engaged and highly skilled workforce. Through a combination of construction, operation and maintenance, this generates sustainable jobs for young people, apprentices, graduates and those from diverse groups. UK Power Networks Services has the experience and power to deliver local opportunities to benefit these communities.

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