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SEPTEMBER 2018 ISSUE 245 £5.95


Stations in focus Bringing form and function to the start of the passenger journey

THE 21ST RAIL BUSINESS AWARDS Thursday 21 February 2019

STATIONS Small stations are no small matter

SAFETY Staying safe at level crossings

SECURITY How to stop a hack

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SEPTEMBER 2018 ISSuE 245 £5.95


Stations in focus Bringing form and function to the start of the passenger journey

THE 21ST RAIL BUSINESS AWARDS Thursday 21 February 2019

STATIONS Small stations are no small matter

SAFETY Staying safe at level crossings

SECURITY How to stop a hack


editor’s note


elcome back from your holidays everyone, we saw quite a lot of movement over the Summer break. First up would be Network Rail welcoming its new Chief Executive, Andrew Haines OBE followed by The Department for Transport announcing the appointment of three new Transport Focus board members along with several other appointments at TOCs across the country. Most of us however are just now getting back into the groove after taking a well needed break. Case in point, two of our columnists have spent their time off mulling over some changes to the rail industry that they would like to see. David Sidebottom of Transport Focus tackles the rise in rail fares and calls for a freeze on any further increases and goes further to say the simplification of rail fares and the removal of jargon will make it easier for passengers to figure out the best ticket to purchase. Chris Cheek rounds on political interference and second-guessing that he sees as rife in the industry. Chris also believes some serious changes are on the cards when it comes to the structural organisation of the country’s railways. Given the hot Summer we’ve had environmental issues are on many of our minds, the Freight Transport Association’s Environment Policy Manager, Rebecca Kite, explains how those involved in the movement of goods and services can have a positive impact on that particular conversation. In events news many of our readers will be heading off to Berlin this month for one of the biggest events on the calendar for our industry. Innotrans returns bringing together rail professionals from all over the world. The twelfth InnoTrans will take place from September 18 to 21. Some other big news over the Summer saw Vintage Trains secure its passenger charter licence from the ORR, I spoke to Managing Director Cath Bellamy. We talked about the company’s fortunes so far and its goals for this year. In keeping with our safety theme, I also spoke to Johnny Schute, the new Chief Operating Officer of the Rail Safety and Standards Board. Johnny joined the RSSB from the Office of Rail and Road but spent most of his career in the military, where a big part of his work was focussed on safety. As a relatively new recruit to the rail industry Johnny’s enthusiasm for the sector was palpable and I think that comes across in the interview. Finally, our featured topics this month are ‘Stations Focus’ and ‘Safety and Security’. The issue of making stations attractive gets touched upon in a couple of different articles. Earlier in the year we ran an article that looked at the visual side of attractiveness but in this issue both London TravelWatch and Greater Anglia explore the functional side of making stations more attractive. For safety, I reached out to John Roberts who is Professor of Practice Rail Technology & Crash Safety at Newcastle University. John goes into thorough detail about Design Principles for Rail Structural Crashworthiness and the various requirements that entails. Two more of the country’s institutions for higher learning, University of Huddersfield and University of Birmingham, contributed articles on the safety systems that relate to infrastructure and its operation. Naturally technological advancements get a mention, with virtual reality training on London’s new Elizabeth line and the methods for safeguarding against hackers being discussed in two separate articles. Thank you to all our contributors this month and I hope you enjoy this September issue of Rail Professional.

preferably by email. Original photographs may be submitted, but, while every care will be exercised, neither the editor nor the publisher take responsibility for loss of, or damage to, material sent. Submission of material to Rail Professional will be taken as permission for it to be published in the magazine. ISSN 1476-2196 © All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owners. The views and opinions expressed in this publication are not necessarily those of the publisher, nor does it accept liability for any printing errors or otherwise which may occur.

Sam Sherwood-Hale






RDG responds to RPI figure which will set regulated rail fares for 2019, Night Tube is even bigger success than predicted, new figures show, Agreement signed to build above Farringdon station as part of huge programme of Elizabeth line property development, Strategic new High Output warehouse set to make £1.6 million in cost savings, Schneider Electric’s Spanish high-speed rail solutions available for HS2, Life-saving defibrillators to be installed at Scottish stations, Newly-installed modern lifts restore accessibility to busy Tube station, New research shows how rail stations can be managed better to avoid accidents, New Intercity Express Train carries passengers for the first time, Merseyrail has shortlist success at National Rail Awards 2018

Innotrans 2018


For four days in September over 140,000 trade visitors from 119 countries will converge on Berlin for the leading international trade fair for transport technology



Chris Laws, Head of Product Development – Supply & Compliance at Dun & Bradstreet explains how data can keep transport businesses on track

In the passenger seat


After a torrid summer, passengers hit by the timetable crisis will be amazed by the announcement that fares rail fares are set to increase!

Laying down the law


Readers of this column will recall a previous article last year which looked at dealing with the issues of Japanese knotweed on land owned by parties working in the rail industry

Delivering the goods


Air quality has hit the headlines frequently in recent months, with the focus on how those involved in the movement of goods and services could reduce emissions while keeping business flowing



On July 10 Lucy Prior MBE chaired one of the Rail Alliance’s most engaging events yet at the Sage Gateshead



Zara Skelton, Senior Associate and Jennifer Cranston, Trainee at Dentons ask what the imminent launch of the first rail ombudsman in the UK could mean for the industry



Ben Blackburn, Account Director and Rail Sector Lead at Freshwater gives us his response to the annual National Travel Survey



How is health and safety governance competence assured in the rail industry? David Porter, Chair of IOSH’s Railway Group, takes a look

Rail Professional Interview


Sam Sherwood-Hale spoke to Vintage Trains Managing Director Cath Bellamy about the company’s fortunes so far and its goals for this year

Women in Rail

Rail Professional Interview



Adeline Ginn, General Counsel at Angel Trains and Founder of Women in Rail explains how to build your personal career development plan

Sam Sherwood-Hale spoke to Johnny Schute, the new Chief Operating Officer of the Rail Safety and Standards Board (RSSB)

The Cheek of it

Stations Focus



Chris Cheek ruminates on the problems of political control and calls for a realistic approach to profit and a change of industry culture

Stephen Bottom, Director of Transport at AHR Building Consultancy, takes a look at the impact of multimodal transport interchanges

Rail Professional



it’s clear from the professional nature of the organisation how hugely important RSSB is to the rail industry


Stations Focus


Simone Bailey, Greater Anglia Asset Management Director, takes us on a tour of the TOC’s car park improvement project

Stations Focus


Joanne Turner, Head of Marketing at passenger journey specialist Tensator® looks at what TOCs can do to avoid overcrowding during rush hour or when services are disrupted

Stations Focus


Tim Bellenger, Director of Policy and Investigation at London TravelWatch asks how stations can attract passengers to a rail business

Safety and Security


Dr John Roberts, Professor of Practice Rail Technology & Crash Safety at Newcastle University looks at the application of rail vehicle structural crashworthiness

Safety and Security


Karl Critchley, Rail SHEA Manager at Kier talks about his role and how rail safety and rail workers’ awareness of safety measures have evolved in recent years

Safety and Security


With millions of people using rail services in the UK daily, the nation depends on the safety and reliability of the system to work, rest and play, railway safety is paramount

Safety and Security


Coen van Gulijk from the Institute of Railway Research at the University of Huddersfield, analyses technology in safety management systems

Safety and Security


Safety and Security


London’s new Elizabeth line will be fully open from December 2019 running 200 million passenger journeys each year through 41 stations

Safety and Security


Evolving threat profiles and increasing pressure to operate a railway that is ‘safe, secure and accessible to all’, mean the steps being taken to protect rail passengers are under scrutiny

Digital Railway


Terence van Poortvliet and Jonathan Turner, partners at law firm Ashurst, provide a detailed look at the new world Digital Railway will bring



Enabling the mobile future for frontline rail

Business profiles


Chris Acton, Head of Rail Safety at AECOM takes a look at attitudes towards mental health in the workplace

Macemain + Amstad, Adomast Manufacturing, Cygnet Projects, E2S, GAITRONICS, UK Power Networks, Majorlift Hydraulic Equipment, RBAs, MTM Power, Kee Systems, Relec Electronics, Prysmian, Through Life Support, Curotec, C&G Systems, Arrow Solutions, Radiodetection, Schoenemann Design, Reznor, XEIAD

Safety and Security




The rail industry is increasingly viewed as a viable target by cyber-criminals, and the stakes for effectively guarding against attacks are high, so how exactly do you stop a hack?

Andrew Haines OBE, Darren Shirley, Kevin Morris, Stephen Giles, Carsten Schnurpfeil, Kate Denham, Keith Richards, Rob Wilson, Kevin Tribley, Tony Latienda, Steve Pugh, Suzanne Grant

Rail Professional



RDG responds to RPI figure which will set regulated rail fares for 2019 Commenting on the release of July’s RPI figure which is used by governments to set next January’s increase to regulated rail fares, Paul Plummer, Chief Executive of the Rail Delivery Group, which represents the railway, said: ‘Fares are underpinning a once-in-a-generation investment plan to improve the railway and politicians effectively determine that season ticket prices should change in line with other day-today costs to help fund this. ‘While the industry is learning lessons from the recent timetable change, major improvements have been delivered this year from upgraded stations at London Bridge and Liverpool Lime Street to new trains in the South West and Scotland and more will be delivered in the next year. ‘We understand that aspects of the current fares system are frustrating for people which is why as part of the industry’s plan, train companies are also leading a consultation to update regulation and improve the range of fares on offer, making the system simpler and easier to use for customers.’ According to the Rail delivery Group regulations underpinning rail fares have remained largely unchanged from the mid-1990s and there are now around 55 million different fares. Regulations have also failed to keep pace with the rise of smartphone technology or how people work and travel today, with part time working and self-employment having increased by over a third in 22 years. Updated, fit-for-purpose fares regulation would enable the right changes for the long-term. The industry is working with Transport Focus, the passenger watchdog, to run a public consultation to hear the views of businesses, passenger groups, stakeholders, employees and the public on what a future range of fares should look like.

Newly-installed modern lifts restore accessibility to busy Tube station Transport for London (TfL) announced on August 21 that Brixton Tube station is step-free once again, after two new lifts were installed. The new, modern lifts will help to ensure the station is accessible to all customers, including disabled or older customers, parents or carers with buggies and people with heavy luggage. The new lifts are easier to maintain than the previous models and will also operate more quickly to reduce journey times for customers using the station. The old lifts, which were originally installed in 2005, had become unreliable and so it was vital they were replaced. The station has two lifts, one from the street to the ticket hall, and the other from the ticket hall to the platforms. Both lifts were 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, was not affected by this work and continued to operate as normal.

New research shows how rail stations can be managed better to avoid accidents Small changes to the way rail stations are run could mean big improvements to safety for passengers, according to two new pieces of research from rail industry body RSSB. Clarifying the requirements and recommendations for the design and position of the yellow line and improving customers’ awareness of higher risk platform slopes, will reduce accidents. Following the news in July that a child was spotted hanging his head over the edge of a train platform, it is vitally important that platform markings are easily understood by the public. And while rail bosses want to continue to push home the message that passengers need to keep back from the edge, they also want to make sure the design and markings have the desired effect. As the Rail Accident Investigation Branch (RAIB) highlighted in 2014, pushchair related incidents at the platform edge have increased, in particular reports of unsecured wheeled buggies and wheelchairs rolling towards the rail. The yellow line has been confirmed as a useful indication of the appropriate area in which to wait.

IT infrastructure from smallest to largest. ENCLOSURES




Night Tube is even bigger success than predicted, new figures show New research released to mark the second anniversary of the Night Tube starting in the capital, has shown that the service continues to contribute millions more to the economy of London than initially projected. Demand for the Night Tube grew in its second year, with 8.7 million customers using the service in 2017/18 compared to 7.8 million in 2016/17. According to a new report by London First and EY, the increase in demand has meant that Night Tube helped to generate an additional £190 million for London’s economy last year, a contribution that has increased by almost £20 million from its first year of operation. The report states that the service is projected to contribute £1.54 billion over the next ten years to the wider London economy. That is double the initial projections made before the service launched in August 2016. It is also supporting over 3,900 jobs, up 8.5 per cent from last year. The Night Tube has been a huge success, popular with Londoners and visitors to the capital alike. Passenger numbers have been higher than expected with almost 17 million journeys so far, well above the 14 million forecast. It has allowed millions of people to get home safely, quickly and affordably at night and has cut journey times by an average of 20 minutes and, in some cases, by much more. Night services now also include the Night Overground, launched in December 2017. In future TfL will consider how best to introduce a similar service on the DLR when the next operating contract is let in 2021, while the massive upgrade of the Circle, District, Hammersmith & City and Metropolitan lines will facilitate a night service once the programme is fully complete in 2023. Other plans will be kept under review to see where there is demand for further night-time services. Sadiq Khan, the Mayor of London, said: ‘I am delighted to have delivered London’s firstever Night Tube for Londoners. Its first two years have been an even bigger success than we predicted — allowing more people to get home quickly and safely after a night shift, or night out with friends, but also providing a huge boost to London’s night-time economy. In the past year we have also launched the Night Overground and I look forward to extending the service to more Underground lines to help even more people travel around our city more safely and quickly.’



Agreement signed to build above Farringdon station as part of huge programme of Elizabeth line property development The latest in a series of development sites, which could raise £500 million for reinvestment in improving transport in London. A development agreement has been signed between TfL and HB Reavis to build a 138,000 sq ft (Gross Leasable Area) mixed use scheme above Farringdon’s new Elizabeth line platforms on the corner of Cowcross Street and Farringdon Road. The site in Clerkenwell will be transformed into a mixed-use development with ground floor and basement retail combined with seven storeys of high-quality office space including a terrace, a fitness facility, and generous cycle provision accessed directly from the nearby Cycle Superhighway connecting Elephant and Castle and King’s Cross. Construction above Farringdon station is expected to start later this year. Plans are in place for twelve major developments over and around the new Elizabeth line stations and construction sites. In total, the development plans cover more than three million square feet of office, retail and residential space between Paddington in the west and Woolwich in the east.




Strategic new High Output warehouse set to make £1.6 million in cost savings Network Rail High Output’s strategic rail fleet spares are moving to a central storage facility to improve asset reliability and operational logistics. This move will save around £1.6 million through improved efficiency. The spare parts – for the High Output ballast cleaning and track renewal system trains and the factories on top – are in the process of moving to the newly opened warehouse at Network Rail’s High Output Operations Base near Sandiacre, Nottingham. High Output strategic spares were previously stored on the High Output fleet of specialist track maintenance machines and travelled with them around Britain. Moving the spares to a central facility makes it easier for teams to locate the parts they need at the right time. Better storage conditions will also prevent spares needing to be scrapped or overhauled ready for use.

Schneider Electric’s Spanish high-speed rail solutions available for HS2 Schneider Electric, the leader in digital transformation of energy management and automation, showcases its involvement in high-speed rail projects in Spain and demonstrates how whole countries can benefit from an upgrade to high-speed rail networks, using this as a vision for the development of HS2 in the UK. Operated by RENFE, owned and managed by the Administrator of Railway Infrastructures (ADIF), Spain’s high-speed rail, Alta Velocidad Española (AVE), is the longest high-speed rail network in Europe, and the second longest in the world after that of China (the latter has also been constructed in collaboration with Schneider Electric). Spanish high-speed rail at a glance: • • • •

Investment 2007-2016: €36 billion (£32.3 billion) Current high-speed network length: 3,240 kilometres (2,010 miles) Design speed – up to 350 kph (220 mph), operation speed – 310 kph (190 mph) Capacity: 345 high-speed trains run per day, carrying 36.5 million passengers a year (52 per cent of total rail passengers / km travel on high-speed trains) • High-speed network punctuality: 98.5 per cent, second best in the world, after Japan • Another 2,779kilometres (1,727 miles) of high-speed lines under construction (1,000 kilometres high-speed lined commissioned 2015-2018). Peter Selway, Marketing Manager at Schneider Electric, comments on how Spain’s highspeed rail network achieves 98.5 per cent punctuality: ‘These high-speed rail projects demonstrate how whole countries can benefit from an upgrade in rail infrastructure. In Spain, high-speed services attract more than thirty per cent of new customers to rail travel, now representing 36.5 million passengers a year. ‘Most importantly, it has increased rail’s multimodal share of the transport market in the country, effectively competing with air and private vehicle travel in short to medium distances. Whist achieving over fifty per cent in travel time reduction vis-à-vis road travel, high-speed rail is also a cleaner mode of transport capable of significantly reducing air pollution. The unqualified success of the Spanish high-speed rail projects should fill the UK rail sector with optimism. ‘With considerable new high-speed routes, such as HS2, due to begin construction, it is crucial to think now about the key proven and tested technologies that will reduce overall energy consumption and make maintenance more efficient. Having supplied power and power control systems to the two longest and most celebrated high-speed rail networks in the world in Spain and China, Schneider Electric is well-positioned to support the UK’s highspeed rail ambitions to build the most sustainable and a truly transformational high-speed railway network of its kind in the world. ‘Automation will play a big part in gathering, collating and presenting data in real time so that any network issues can be identified and resolved quickly. This will ensure that rail continues to be the efficient, affordable and reliable transport mode of choice across the UK. Ensuring reliable power supplies for traction and signalling systems is one of the key elements of achieving near perfect punctuality. It is definitely something that rail passengers here in the UK could benefit from.’

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New Intercity Express Train carries passengers for the first time

Life-saving defibrillators to be installed at Scottish stations

The Class 802 Intercity Express Train (802003 and 005) ran for the very first time with passengers on board at the end of August, forming the 0553 Plymouth to London Paddington service. A second train (802 006 and 007) formed the 0730 London Paddington to Penzance service. Great Western Railway Manging Director Mark Hopwood said: ‘We know how important the railway is to the economies and communities of the South West and I am delighted to see this first new train for Devon and Cornwall services carry passengers. ‘Already delivering significant improvements elsewhere on the GWR network these new trains will, with an improved timetable, enable us to offer a step change in passenger transport. ‘The trains will help us provide faster, more frequent services into the South West, each offering up to 24 per cent more seats per train, in greater comfort and with improved onboard facilities.’ Last year, the first wave of Intercity Express Trains began running on the historic Great Western main line, connecting London to key UK cities including Reading, Swindon, Bath, Bristol and Cardiff. Production of these trains is continuing in the UK at Newton Aycliffe, County Durham. From today a second wave of 36 modern Intercity Express Trains began running between London Paddington, via Reading, Wiltshire, Somerset, along coastal routes in Devon and Cornwall and as far south as Penzance. The Intercity Express Train harnesses Hitachi’s pioneering bullet train technology, known for its quality and reliability. It has also been designed to withstand the region’s variable weather conditions, including routes along the Dawlish coast. Passengers can expect more seats, better onboard facilities and shorter journey times, saving as much as 14 minutes between London Paddington and Penzance once the new timetables are introduced in 2019. The entire fleet is fitted with hybrid technology, allowing trains to use both diesel and electric power, meaning passengers can enjoy the benefits of new trains as soon as possible.

The ScotRail Alliance has confirmed that 34 lifesaving defibrillators will be installed at railway stations across Scotland. A total of £54,000 from ScotRail’s service quality fund has been invested in the devices, which give electric shocks to patients who have suffered cardiac arrest (someone whose heart has stopped pumping blood around the body). They will be placed in public areas of the stations and will be available for the entire community to use. Defibrillators can be used by anyone without any specialist training, and are vital to treating cardiac arrest — which is fatal within minutes. In order to have the best chances of survival, someone with cardiac arrest needs CPR, and often a defibrillator used, within two to three minutes of their heart stopping. Once the rollout is complete all defibrillators will be available at all times, even when the station is closed, and will be kept inside distinctive bright yellow heated cabinets. The locations to receive one were selected based on a number of factors, including how close they were to a hospital, footfall, and accessibility. So far, 19 devices have been delivered to stations and work is underway to install the storage cabinets. A further six stations will receive their defibrillator soon. ScotRail’s safety team is currently assessing possible locations which could house one of the remaining defibrillators. The Scottish Ambulance Service has been provided with full details of the defibrillators so that anyone nearby can be directed to them in the event of an emergency.

Parts supplied from South West businesses The new trains are seen as a boost for regional economies along the route, providing greater connectivity for businesses and tourist destinations. GWR’s order for the new fleet has also had a direct impact on firms in the region. Businesses located along the Great Western route were chosen by Hitachi to supply parts for the new Intercity Express Trains include: • Floors from Cornwall (TiFlex) • Pantographs from Somerset (Brecknell Willis) • Braking systems from Wiltshire (Knorr-Bremse).

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Innotrans 2018 For four days in September over 140,000 trade visitors from 119 countries will converge on Berlin for the leading international trade fair for transport technology


hey will be joined by three thousand exhibitors from over sixty countries filling 41 exhibition halls across 200,000 square metres, covering 41 halls and 3,500 metres of rail track. InnoTrans takes places every two years in Berlin. Sub-divided into the five trade fair segments Railway Technology, Railway Infrastructure, Public Transport, Interiors and Tunnel Construction, InnoTrans occupies all 41 halls available at Berlin Exhibition Grounds. The InnoTrans Convention, the event’s top-level supporting programme, complements the trade fair. A unique feature of InnoTrans is its outdoor and track display area, where everything from tank wagons to high-speed trains are displayed on 3,500 metres of track. InnoTrans is organized by Messe Berlin. The twelfth InnoTrans will take place from September 18 to 21 2018. InnoTrans has developed such an incredible reputation that it is able to attract some of the most senior people in the transport industry. InnoTrans has positioned Berlin as the capital of the international railway industry with a 20-fold increase in exhibitors, 21-fold increase in visitors and 44-fold increase in exhibition space since their first trade fair back in 1996. A global event Countries represented include Bahrain, Belarus, Egypt, Malaysia, Singapore and the

United Arab Emirates. New Zealand will be taking part for the first time. There will be 140 vehicles on show at the outdoor display site, including road/rail vehicles, innovative container wagons, carriages, regional trains, doubledecker carriages, trams, underground trains, maintenance vehicles, tunnel cleaning vehicles, rescue vehicles, (hybrid) locomotives, trainsets, and many others too. The Ministry of Transport and Digital Infrastructure will be exhibiting for the first time and will be represented with

four vehicles. Tatravagónka Poprad will have six vehicles on display. Stadler will be impressing visitors with seven exhibits for S-Bahn Berlin alone, as well as with its FLIRT model for the Swiss network ‘Schweizerische Südostbahn’. Plasser & Theurer will be represented with a universal tamping unit, while among the seven vehicles being shown by Siemens Mobility will be the Inspiro Sofia underground train. Daimler will be showcasing its Unimog U 423 and Vossloh Locomotives will be displaying its DE 18 locomotive, to name

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just a few. Aptis, ColumBus, E-Solar City, Urbino 12 electric and Trollino 12 will be circulating on the Bus Display’s demonstration course and will be inviting visitors to take a test ride. 19 exhibitors will be showing their electro-mobility products in the Summer Garden. The South Entrance will feature a further highlight, namely the innovative train (Ideenzug) of Deutsche Bahn, which will be demonstrating the future of passenger comfort on rail journeys. On board, passengers will be able to exercise on their way home from work, hold lounge meetings, or relax in a so-called power-napping compartment. Exhibitors at InnoTrans will be putting on a spectacular display of new and innovative products and those debuting on the world stage. This year, more than 400 new products will be on show, including over 130 world premieres. Events Over the four days of Innotrans events include: • Rail Leaders’ Summit • Dialog Forums • Onboard Hospitality Forums • International Design Forums • International Tunnel Forums • Public Transport Forums • DB Innovation Forums. All these events take place after the InnoTrans Opening Ceremony which over a thousand national and international senior representatives of the business, scientific and political communities are expected to attend at Palais am Funkturm. In addition to EU Transport Commissioner Violeta Bulc and German Federal Minister of Transport and Digital Infrastructure Andreas Scheuer numerous other ministers of transport and executives from many international rail manufacturing and operating companies will be part of the opening ceremony of the world’s leading trade fair for transport technology. The Opening Ceremony schedule: Welcome address • Dr. Christian Göke, CEO, Messe Berlin GmbH • Violeta Bulc, EU Transport Commissioner • Andreas Scheuer, Federal Minister of Transport and Digital Infrastructure • Panel Discussion moderated by Astrid Frohloff. Mobility: Innovative - Multimodal Sustainable • Jürgen Fenske, President, Association of German Transport Companies (VDV) • Dr. Richard Lutz, CEO, Deutsche Bahn AG • Henri Poupart-Lafarge, President, Alstom

Transport S.A. • Laurent Troger, President, Bombardier Transportation • Michael Peter, CEO Siemens Mobility, Siemens AG. This is followed by the official opening and an opening tour. Another important element of InnoTrans is the InnoTrans Convention. Compact, high-quality expert panels discuss and explain the mobility topics which are currently occupying the industry’s attention. InnoTrans exhibitors take advantage of the Speakers’ Corner to hold presentations and lectures of their own choice, as well as organizing a wide range of events at their stands.

Speakers corner Topics up for discussion in the Speakers Corner over the four days include: • Degree of Maturity of Digitalization in Transport Sector comparing Asia and Europe - current challenges for European Competitiveness • The technology of the ‘Fuxing’ EMU • Rail transport 4.0 - Fully automated continuous infrastructure monitoring

using regularly scheduled trains • New freight train features in EU and on the ‘silk road’ land bridge • Changing times – rail passenger experience in the digital age • Would you know if you were hacked? Cybersecurity for safety-critical systems in rail and metro. Hackathon The HackTrain Hackathon is a unique and immersive four-day technology marathon where the most elite developers, designers and entrepreneurs are invited to come together from all over the world to disrupt the transport industry. Teams of innovators are formed on day one to build solutions to the major challenges of rail in the form of apps, websites and software within a few hours to pitch back to the industry. The launch event is on the opening day (September 18) from 5pm where you can witness eighty elite innovators form teams and build prototypes to tackle the major challenges of the rail industry at the technology marathon. Expect to hear the challenges and datasets released to the innovators at the launch. On the second day teams will be coding and building working prototypes over a few hours to pitch back to the industry. Twenty teams will pitch their solutions back to the industry with a tech demo and business case for four minutes each with additional two minutes Q&A from the line of judges. Three teams will be selected to move forward to the finals and a wild card will be picked for a total of four teams competing on the final day. Innotrans 2018 takes place at the Messe Berlin in Berlin, Germany from September 18-21 Rail Professional



Global supply chain risks Chris Laws, Head of Product Development – Supply & Compliance at Dun & Bradstreet explains how data can keep transport businesses on track


ncovering supply chain risks is key to making the best business decisions and protecting the reputation of a company. Human trafficking is just one of the many supply chain risks companies face. According to a recent study, the UK imports £14 billion worth of goods every year that may be made illegally. Last year, John Lewis and Habitat were forced to withdraw kitchen worktops when they uncovered human slavery violations in their supply chain, proving even major brands are susceptible. Managing risk is a key challenge for all organisations across industries, whether a business is a start-up or a multinational. Changes in the political and economic environment add to the complexity of trading arrangements and the volatility of supply chains, so having a transparent view of supplier and partner relationships can be a crucial first step to understanding and limiting potential exposure. Unpredictability increases transport supply chain risk Different industries have different types and levels of exposure to risk. A recent Dun & Bradstreet report, published in partnership with Cranfield School of Management, found an increased supplier risk (twenty per cent) in the first quarter of 2018 in the transport sector, suggesting a much greater dependency on a limited number of suppliers than in other sectors. In fact, transportation saw the biggest increase in risk exposure of all sectors, with four out of five key measurements increasing over the period. While the sector arguably benefits from localised relationships that are often regional or national, global sourcing risk – the measure of suppliers located in highrisk countries – continued to climb. The Cranfield report also found an increase in

market volatility. As sterling fluctuates, Brexit arrangements remain uncertain, and worldwide political disputes take effect, businesses will have to deal with increased financial risk. Coupled with the high supplier risk, the transport sector’s exposure to supply risk is significant. So how can a business keep its head above water and grow? Data can reduce risk and accelerate success Feeding relevant and accurate data into the supply chain can be vital to maximising growth, profits, and revenues. Layering third party data onto a company’s existing data set will often reveal risk issues. By having the right data on hand, procurement professionals can predict and protect the business against risk. The ability to identify and assess risk is essential for businesses to ensure successful growth and protect their reputation. Access to clean information on every operation in the business can also uncover cost efficiencies in the supply chain and provide vital intelligence on spend. Companies that use third-party information to manage supply chain relationships, especially when combined with a company’s own data and historical information, can gain a comprehensive view of all relationships. Business growth and risk are intertwined The first half of 2018 has been defined by regulatory changes, updates on Brexit negotiations and high-profile business insolvencies. The General Data Protection Regulation (GDPR) was introduced in response to the increasing availability and changing use of digital data, while the Government rightly prioritised human trafficking and required UK businesses to submit modern slavery statements.

The collapse of Carillion was one of many examples that show the significant impact a foreclosure can have on suppliers; around 30,000 contractors and creditors were left owed £2 billion

The collapse of Carillion was one of many examples that show the significant impact a foreclosure can have on suppliers; around 30,000 contractors and creditors were left owed £2 billion. In an always-changing, global economy, data is an essential tool for the modern procurement team. The supply chain needs to be transparent and information needs to be managed and monitored effectively; ‘dirty’ or inaccurate data can have unintended consequences. By gathering the data available, businesses can identify and screen potential suppliers and gain visibility into ownership structures of their current suppliers, resellers and distributors. By doing this, organisations – in the transport industry and others – will avoid penalties and reputational damage, successfully mitigate risk and grow the business during periods of uncertainty. CMS Rail advert.qxp_Layout 1 18/11/2016 12:37 Page 1


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In the passenger seat David Sidebottom

Rail passengers need a fares freeze, not another increase After a torrid summer, passengers hit by the timetable crisis will be amazed by the announcement that fares rail fares are set to increase!


ail passengers on Govia Thameslink and Great Northern, Northern and TransPennine Express have suffered months of poor and unpredictable services. We’ve heard of people quitting jobs, missing exams and being unable to visit elderly parents, as well as the daily misery of not

Yes, some special compensation has been offered to some of those affected by recent disruption (but this does not help those who simply could not travel, as was the case in some places). Yes, we do need continued investment to help build a better more reliable railway, but the recent crisis has been unprecedented

being able to rely on the railway to allow life as usual to go on – getting to work, picking up children, making appointments. That’s why we’ve called on Government and the industry to acknowledge this and to freeze fares for passengers using these services. Yes, some special compensation has been offered to some of those affected by recent disruption (but this does not help those who simply could not travel, as was the case

in some places). Yes, we do need continued investment to help build a better more reliable railway, but the recent crisis has been unprecedented. Rebuilding passenger trust In a recent survey one passenger told us: ‘I travel on the Bolton to Manchester line and, to be honest, it’s hard to know where to start. Since before the introduction of the new timetables, Northern were cancelling or



delaying trains during rush hour. Introducing the new timetables has exacerbated the disruption… travelling to work has become a complete lottery…’ While another said: ‘I have absolutely no confidence in Northern’s ability to deliver on its promises. I have lost faith completely. Any plans for leisure activity in Liverpool-tall ships, terracotta army, company social club trips etc. have had to be scrapped as I cannot guarantee either getting there or getting back. Northern are just putting profit before people.’ It’s clear from current passenger sentiment that a fares freeze would benefit all passengers to begin the process of rebuilding trust and start to bring passengers back to a railway they can rely on. The end of the Retail Price Index? It’s also time that a fairer, clearer formula based on the Consumer Prices Index is used to calculate annual fare increases – rather than the discredited Retail Price Index. Transport Focus has long argued for this change, so we welcome comments made by the Secretary of State that support this shift. This may seem like small change but at least the formula used would be more transparent and honest. More specifically, it would show just how much fares are really rising and how much costs in the rail industry also keep spiralling. With passengers now paying

about seventy per cent of the cost of running the railway and as the major shareholder in GB rail passengers expect an efficiently run business! Action on rail fares has now become imperative. The cumulative effect of above inflation fare rises year after year has pushed some fares and passengers to the limit. The case for reform Fare rises also underscore the need for all passengers to have easy access to the best value for money fares for their journeys. We know from our research that many rail passengers want a smarter ticketing system – one that they can understand and trust, is simpler to use, better value for money and offers choices that suit the way we travel now. Passengers scratching their heads with frustration trying to understand how to get the best train fare has become a far too familiar scene at the station ticket office, ticket vending machine or hunched over a laptop. From split ticketing to the sheer number of fares available, passengers tell us they find the whole thing bewildering. Transport Focus has long called for a thorough reform of Britain’s complex rail fares and ticketing structure. Passengers tell us they want to see a simpler, more understandable and trustworthy system. While much progress was made under the banner of the recent Fares and Ticketing


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Action Plan, it did not ultimately address fundamental reform. Our work on, among other things, rail passenger priorities for improvement, trust and attracting infrequent and non-users to rail, shows that helping passengers access better value for money fares plays a key part in passengers’ relationship with the railway. It was welcome to see the rail industry’s plan to make language clearer for half a million routes this September. Action to remove jargon is a significant step towards a fares system that passengers find easy to use. However, over the longer term some more fundamental reforms are still needed if train companies are ever going to enjoy the trust of the travelling public. The current system of fares and ticketing and the regulation that underpins it has grown up for understandable and often laudable reasons. However, the resulting fares jungle has become increasingly difficult for passengers to navigate and understand. The joint Transport Focus and Rail Delivery Group fares consultation will make sure passengers’ views are heard as the industry works to reform its complicated fares system. Our fares system is ripe for reform and it’s about time passengers had their say on system that work for them.

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David Sidebottom is Passenger Director at Transport Focus


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Laying down the law


Martin Fleetwood

More knotty problems Readers of this column will recall a previous article last year which looked at dealing with the issues of Japanese knotweed on land owned by parties working in the rail industry


apanese knotweed is a harmful, non-native invasive plant which is subject to a number of strict environmental controls. It is also difficult and time consuming to remove completely. Contractors who have sites for storing equipment or manufacturers who have factories with areas of undergrowth within the factory boundaries may be harbouring clumps of Japanese knotweed. If so, it is important that the plant is identified and action taken to manage the infestation, particularly if it is likely to affect neighbouring properties. Some recent cases have shown that the courts are likely to take a strong position against the landowner. These have had significant financial implications for the landowner.

In February 2017, the Cardiff County Court awarded damages against Network Rail as Japanese knotweed was growing on its land close to two properties and the court had agreed that it had had the effect of reducing the value of the adjacent land

The Network Rail case In February 2017, the Cardiff County Court awarded damages against Network Rail as Japanese knotweed was growing on its land close to two properties and the court had agreed that it had had the effect of reducing the value of the adjacent land. This was despite there having been no physical damage to either of the adjoining properties, merely that the threat of damage had reduced land values. Network Rail challenged the decision and in June 2018, the Court of Appeal gave its judgement. The Court of Appeal disagreed with the decision of the County Court that the reduction in the land value was an undue interference with the enjoyment of the land. There was no physical damage and the decision of the County Court would have extended the scope of a nuisance claim to cover pure economic loss. However, Network Rail was not in the

clear. The Court of Appeal ruled that the encroachment of the Japanese knotweed rhizomes (its underground stems akin to roots) had affected the owners’ ability to enjoy and use their properties to the fullest extent. The rhizomes can grow to around seven metres from the above-ground stems. The Court took the view that the Japanese knotweed and its rhizomes did not just carry the risk of future damage to the buildings and land, but its presence imposed an immediate burden on the landowners who faced an increased difficulty in their potential ability to develop their land because of the difficulty and expense of eradicating the Japanese knotweed. This did create a nuisance to the landowners and the Court upheld the decision of the County Court to award damages to the landowners of ten per cent of the value of their respective properties. >>> Rail Professional



The Truro case Dealing with Japanese knotweed is not just about paying compensation to affected landowners. In a case before the Truro County Court in November 2017 (Smith v Line), but only recently published, the court looked at the actions of a person who knew she had Japanese knotweed on her land but had done little to prevent its encroachment onto a neighbour’s land. The neighbours had dealt with a number of encroachments in the past including paying for the removal of the knotweed from their land. However, despite repeated requests to the landowner to deal with the infestation, the landowner had done nothing and once again the Japanese knotweed was threatening to encroach onto the neighbours’ land. Instead of claiming compensation for nuisance, the neighbours asked for an injunction to compel the landowner to take action to eradicate the knotweed from her land. The landowner argued that she had taken all reasonable steps to control the Japanese knotweed on her property and also argued that there had always been Japanese knotweed on both properties. However, expert evidence showed seven separate areas of Japanese knotweed on the landowner’s property, some within a metre of the boundary with the neighbours.

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The County Court decided that the encroachment of the Japanese knotweed from the landowner’s property to the neighbours’ land was an undue interference of the neighbours’ comfortable and convenient enjoyment of their land. The landowner had been aware of the presence of the Japanese knotweed on her land for a long time and her response to the problem had been inadequate. The landowner had only introduced a management programme with an accredited expert while the case was being considered by the court and there was a significant risk that the programme would be discontinued once the case was over. As a result, the Court granted the injunction to compel the landowner to undertake the management programme. More than just paying compensation Landowners need to be aware of the plants that are growing on their land, particularly as a number could be subject to legislation controlling their spread. If Japanese knotweed is present, where it is likely to encroach on neighbouring land there is the possibility of a claim for compensation, even if there is no actual damage to the land. The mere presence of the Japanese knotweed can affect its amenity value.

Not only that, but if the landowner is not talking steps to manage the infestation, it is possible for the owner of the neighbouring land to request an injunction requiring the landowner to put in place a credible management programme to control the infestation. What is not clear from the Truro County Court judgement is how close the Japanese knotweed needs to be to the boundary of the land for it to be considered such a nuisance that an injunction is granted. Given the difficulty in eradicating it, Japanese knotweed is a problem that will continue for a significant number of years. The important actions for a landowner are to identify any infestation and to take reasonable steps to put in place a credible management plan, particularly in areas which are close to neighbouring land.

Martin Fleetwood is a corporate partner at Shoosmiths LLP Email: Disclaimer: This article is for informational purposes only and does not constitute legal advice. It is recommended that specific professional advice is sought before acting on any of the information given.

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Delivering the goods


Rebecca Kite

Rail freight could help with Government’s carbon reduction target Air quality has hit the headlines frequently in recent months, with the focus on how those involved in the movement of goods and services could reduce emissions while keeping business flowing


fter months of speculation, on July 9, the Government finally launched its eagerly awaited Road to Zero document, which outlined its ambitious strategy for the UK’s transition to ultra-low and zero emission vehicles. The strategy, which was accompanied by 46 supporting policies to enable consumers and industry to make the transition, also included a voluntary target of 15 per cent reduction in tailpipe greenhouse gas emissions from UK HGVs by 2025, compared to 2015 levels. Recognising that this is a challenging target, the Government has also set out a series of measurements to be used to support industry in achieving the target, which include continuing to encourage the shifting of freight from road to rail. Representing freight The Freight Transport Association (FTA), the only association which represents the whole of the logistics industry, understands the importance of rail’s place within the supply chain. FTA’s members are responsible for moving more than ninety per cent of all UK rail freight and the association continuously lobbies on behalf of its members for regulatory reform and works to support members tackle key challenges presented

by radically changing demand patterns, network capacity, network access and the constant pressure to drive down costs. Transporting goods by rail saves a significant amount of HGV journeys and road miles, as well as delivering substantial savings in fossil fuel and CO2 emissions over the life of a freight contract. Rail haulage is more fuel efficient than road haulage, as less fuel is needed to transport a tonne of goods by rail than by road, which saves both money and reduces greenhouse gasses. As an association, our members believe increased use of rail freight could be a significant contributor to the government’s 15 per cent carbon reduction target; however, in order to be successful, further government support is required to support the sectors growth. Clean air zones In 2019, the first wave of Clean Air Zones will begin to be implemented at multiple urban locations across the UK. However, while these will have a significant impact on the way that freight moves by road, their implementation is not expected to drive a significant increase in rail freight usage. Entry standards for the Clean Air Zones are set at Euro VI for diesel, and whilst Euro VI engines emit eighty to ninety per cent less NOx and PM emissions than their Euro V predecessors, they perform slightly

worse on carbon. In order to see the carbon reduction savings Government wants from the Road to Zero document, there will need to be a significant increase in operators switching consignment movements to rail freight. The Government’s review of Red Diesel could also have severely negative impacts for rail. By including rail in the scope of the call for evidence, attention has been thrown on the sector at an already challenging time, and FTA has expressed grave concerns over the added uncertainty and fear of increased costs in the marketplace, which will make it difficult for businesses to utilise rail in their supply chains. The direct result of such reticence would be a reverse mode shift from rail back on to road, which would lead to an increase in carbon emissions overall. Optimisation of the performance of all modes of transport is a key FTA objective, and the recently updated ‘Helping rail freight deliver for its customer’s’ guidance paper outlines how the performance of rail in the multimodal supply chain may be optimised to enable growth for its customers. Copies are available at the FTA’s website: Improving efficiency In order for freight to be competitive, a long term and stable fiscal environment needs to be established so that freight Rail Professional



operators and customers can plan with certainty. There is currently a significant disconnect between the longer life and asset pay back periods, and the ORR reviewing schedule of every five years, which has led to reduced investment in previous years. FTA recommends that a longer time frame for the fiscal regime for rail freight is introduced to help business planning and investment decisions. To be able to make a direct comparison with other modes such as road and short sea shipping, and enable customers to judge environmental trade-offs when selecting a mode of transport, a consistent measure of the environmental impact and benefits of rail freight needs to be agreed. It is important that Government can correctly asses the environmental impact of investment and policy decisions when designing urban clean air policies that affect rail. FTA is also asking Government to reconsider pausing the rail electrification programme, so that air quality improvements can be delivered more quickly. This would also have a secondary benefit of making a significant contribution to the 15 per cent reduction target. By prioritising funding and support for innovation and technology, Government will

allow for more efficient use of the network and assets while also developing a long term alternative option for diesel locomotives capable of hauling heavy freight in the UK. Such a move would also further support the Government’s clean air policies and delivery of its carbon target. A focus on efficiency improvements by the system operator will improve end-to-end pathing and increase operational efficiency by allowing more round-trip working. Government should also consider allowing higher HGV gross vehicle weights for combined transport operations within a defined radius of the rail terminal: this would help to reduce the penalty currently imposed due to the higher unladen weight of the intermodal unit. By developing a joined-up approach to the planning of freight, customers would have the security of knowing that the paths they need will be available before they commit to development of sites for rail freight. A holistic land use planning and spatial development approach should be developed to incorporate potential for rail freight connections for new warehousing or industrial premises. Unplanned delays happen, and it is essential that there are robust contingency plans in place for when

things go wrong. Recent experiences show that challenges remain for the network operator in respect of disaster recovery planning for freight. It is imperative that contingency planning should be continuously reviewed and developed, and cross-industry support given to the Network Rail Freight and National Passenger Operators’ Route as it undertakes this work. Rail is a complex sector that will require a multitude of support measures that ensure that the right conditions exist to allow it to grow in productivity and increase in efficiency. The significant congestion and emission benefits delivered through rail should be celebrated and further supported through Government policies. Industry could make significant progress towards achieving the government’s 15 per cent reduction target if careful consideration and supportive policies were agreed to enable the growth of rail freight and its integration alongside other, more frequently used, modes of transport.

Rebecca Kite is Environment Policy Manager at the Freight Transport Association


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Women in rail


Adeline Ginn

Take control of your career Adeline Ginn, General Counsel at Angel Trains and Founder of Women in Rail explains how to build your personal career development plan


areer progression is a difficult topic to tackle for professionals across every industry. How to make the next step on the career ladder, have the difficult conversations that push you towards your goals and define success, are dilemmas that face all of us. In male dominated industries, approaching these obstacles becomes even more difficult for young women. As an organisation that champions young talent, helping our members overcome adversity is a key part of what we do. This is why we work closely with our members to equip them with a host of practical skills to help them progress. Recently, we have partnered with Emma Nicholls, founder of Your Red Dress, to

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deliver a series of mini-workshops aimed at empowering our male and female members to properly plan and develop their careers. Emma is a highly skilled senior Organisational Development and Human Resources leader. She specialises in supporting women who work in maledominated sectors to develop and flourish in their careers, as well as helping maledominated organisations attract, develop

and retain female talent. Over four workshops, Emma covered a variety of strategies to help our members build confidence and develop a personal career development plan. The sessions were a huge hit. Throughout the series, Emma tackled serious issues that act as barriers to women in the workplace, such as the Imposter Phenomenon. The sessions were aimed at empowering Women in Rail members, enabling them to feel like they were not imposters or frauds in the work place, but talented and deserving individuals that earned the position they are in. Women in Rail has long recognised the issues of confidence that affect females in the rail industry, which is something

we have been trying to combat since our inception. Our mentoring programme aims to guide female talent on their journey through the industry. By connecting experienced professionals, we help our members build confidence and tackle issues pertinent to them as they look to take the next step in their careers. As well as providing mentoring support, our organisation host regular events that connect, empower and educate men and women in rail. This year’s annual conference will see delegates from across the country come together to listen to talkers from across the rail profession discuss the power of good leadership. With our organisation growing in number and new branches opening domestically and internationally, we will continue to tirelessly work with partners such as Your Red Dress to tackle the fundamental issues that affect females across the industry so as to help ‘make a difference in the field of gender diversity’. For more information on our mentoring scheme and events programme please visit If you would like more information on Your Red Dress visit

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The Cheek of it... Chris Cheek

Finding a new culture for the railway Chris Cheek ruminates on the problems of political control and calls for a realistic approach to profit and a change of industry culture


ne of the many problems about being a senior manager in a nationalised industry is the fact that you’re working for a bunch of politicians. By their very nature, politicians tend to be tactical rather than strategic, conscious of their own position (in the Government, their party and history – a pretty toxic mix) and blissfully unaware of the complications of actually running anything. They do nevertheless have enormous power and will seek to control bits of what you do, especially where it affects their electoral appeal. Thus, they will want to set your wages (or at least the Treasury will) and control your fares, usually to their own advantage and often regardless of the financial consequences on the business you are charged with running. And that’s before you have to cope with the opposition politicians, who second guess virtually every major decision you make, are frequently incredibly rude about you (and occasionally to you) in Parliament, the press and social media. Their comments destabilise your workforce and can make you look a fool to your own staff, whilst their electoral promises make long-term planning and decision making well-nigh impossible. What makes it all much more fun these days is the number of levels of political interference and second-guessing that you have to deal with: the EU (at least until next March), the UK Government, the devolved governments, local mayors, combined authorities, county councils, district councils

and Local Enterprise Partnerships (LEPs). What makes it really depressing is that you know in your heart of hearts that most of the politicians have not got the remotest clue about the realities of running your business and delivering the services day in, day out. And what’s even worse, they don’t want to know. ‘TMI, dear boy – I don’t do detail.’ That doesn’t stop everybody from having an opinion, ninety per cent of which is based on ignorance and prejudice. Welcome to the world of democratic accountability. Fun, isn’t it? But if you think that being employed by this bunch of crazies is fun, try being a contractor to them. Not only do you get all of the above, but you get the active resentment of everybody for actually having the brass neck to want to make a profit. Congratulations, guys – not only do all the politicians and many of the staff hate you, but the civil servants resent you and constantly second guess your motives for saying anything about anything, because you’ll simply be driven by profit, and that’s fundamentally immoral, right? Wrong. One of the greatest pieces of disservice that left-wing politics has done in this country over the last century is to make profit a dirty word. It poisons discussions about levels of profit and what it’s for, fosters ignorance and prejudice in politics and Government, the civil service and local Government officers and it polarises so many groups of people – people whose shared interests give them much more in

common than that which divides them. So, here goes: please excuse the lesson in GSCE Economics which follows and bear with me. Rail’s economic model Any business needs equipment and premises from which to operate. It rarely has the cash to fund these itself – especially not for something as big as a railway. Thus, the money – known as the capital of the business – has to be borrowed. This is done in two ways – by inviting people to become shareholders in the business and by asking for loans from other lenders such as banks. Borrowing money creates obligations – to pay interest on loans (and eventually repay the loans themselves) and to reward shareholders through giving them a small share in the profits of the business, known as dividends. Taken together, these obligations are referred to as the Cost of Capital. A nationalised industry is one where the Government is the shareholder and funds the business through a combination of shares and loans in broadly the same way as the private sector. The main difference is that the loans tend to be cheaper, because lending to the Government is less risky that to private companies. Nationalisation also means that the business probably won’t go bust if things go wrong: Government will step in and keep things going. Every business – including nationalised ones – need to meet the cost of Rail Professional



their capital and they do so by earning more in revenue than they pay out in costs, i.e. they make a profit. In practice, of course, it’s much more complicated than that – but fundamentally, profit is needed to meet obligations and to attract new investment to allow businesses to renew themselves, to expand the market and to grow their business. So, if you are a serial entrepreneur like Elon Musk, Mark Zuckerberg or Brian Souter, how do you choose what to invest in? The short answer is where you can get the best return, but we all know that isn’t actually true. Musk invested in Tesla because he believed in the idea, Zuckerberg runs Facebook because it was his idea and he believes in the benefits it can produce. Brian Souter continues with Stagecoach and Souter Investments both because they have a business case and because he loves the world of transport. People who have a passion for something will tend to invest in it if they can. They might do very well financially out of it, but fundamentally it is still their passion that drives them, rather than some Scrooge-like preoccupation with piles of cash. So, I hear you wondering, what’s all this got to go with running a railway? Well, quite a lot, actually.

Structural change In the industry’s current FUBAR situation, it is almost inevitable that some form of organisational or institutional change will be on the cards, and that our politicians will be leading the charge, with the usual cry of ‘Something must be done’. The great danger of that is that they are given a whacky idea by some nutcase and immediately cry ‘This is something! Let’s do this’. What we actually need in the railways is a period of political consensus and stability. We need to construct an industry framework which aligns the interests of customers, employees and stakeholders and can deliver economic, transport and social benefits to a post Brexit Britain (and, God knows, we’re going to need them). That sounds like an impossible task, especially given where we are sitting now, with a demoralised and militant workforce, panicky train operators hanging on by their finger-ends and an infrastructure company whose inability to deliver is in danger of making Railtrack look competent. The biggest difficulty, it seems to me, is that we need to change the culture of the industry, which remains preoccupied by the need to move large lumps of metal around the place and focused on an ‘us against the world’ culture which sees the railway as

something special that is constantly under attack from outsiders (amongst whom are counted the TOC owners, or ‘bus bandits’ as they are sometimes known). My recipe would be to look to a culture that replaces all this with an approach akin to Johnson & Johnson, the US pharmaceutical giant, whose credo was set out as long ago as 1943. This places the customers first – and here we must define the customer as the rail user – followed by the employees and then the shareholders, pointing out that if the first two are looked after then the rewards for shareholders will follow. You can read the full version of the Johnson & Johnson credo on their website at It is well worth the effort. Culture change is never easy, nor quick. But then the endemic problems of the railway industry are never going to be up for a quick fix anyway. This brings us back to one of the problems, of course: our politicians. Instant gratification and social media wins are, one suspects, much more important to them than the long-term future of one of our most important industries – which is why, of course, our politicians should not be in charge of it in the first place.

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Stations of the future: places for people On July 10 I chaired one of the Rail Alliance’s most engaging events yet at the Sage Gateshead


he reason for this hyperbole is not that we were discussing cutting edge technology or exciting innovations, but because ultimately, we were talking about people and the role they play in shaping design. The premise for the event was ambitious: to further the notion of ‘needs-sensitive’ design, looking at the station as used by the individual and consider how stations can, and have, acted as catalysts for regional economic growth. It was an honour to curate this event; speakers hailed from diverse viewpoints including Transport Focus, Open Lab, Network Rail, LNER, DW Windsor, SNCLavalin’s Atkins, Nexus and the Urban Transport Group (UTG) enabling the point

As with all of the Rail Alliance events this session looked at the subject through the local, regional and national lens. Simon Bowen of Open Lab ( presented the work of the academic research group’s Metro Futures project

of view of the transport watchdogs and researchers, passenger transport executive and supply chain representatives to each be presented. Whilst none of the speakers had conferred in advance of the event, numerous delegates commented afterwards on the synchronicity between each presentation and the themes that emerged throughout the discussions which I summarise below.

absolutely address the high value that people place on the basics of having access to clear information, staff and (clean and safe) facilities. Stated as simply as that, it sounds almost Maslowian, but as Transport Focus’ research proves each of these three key basics all contribute to a sense of safety and satisfaction, creating trust and encouraging people back to the station.

People-centred design The opening speech given by Philip Dyer, Atkins’ Northern Powerhouse Director, set the scene perfectly. Atkins is currently leading on masterplan designs for Sheffield Midland, Leeds and Newcastle stations. Philip stated that stations are perhaps our ‘most likeable infrastructure’, experienced by people in their droves on a daily basis and representing ‘aspirations of the past, present and future’. The station is that part of the railway infrastructure that is the touchpoint for people, this means there is a significant responsibility on those involved in station design. As discussed by Rosie Giles of Transport Focus, before we consider the more esoteric elements of design we must

Part of the experience As with all of the Rail Alliance events this session looked at the subject through the local, regional and national lens. Simon Bowen of Open Lab ( presented the work of the academic research group’s Metro Futures project. This project was a collaboration between Open Lab and Nexus to enable design methods and digital tools to involve passengers in the consultation process around the design of the next generation of Metro trains and stations. A key message that resonated with me was the fact that we have to think of stations as part of a whole experience and remember within the design and running of a station that these are spaces for people not just passengers.



The notion of the station as part of the experience if not an experience in its own right, was the next common theme to emerge. Tim Hedley-Jones, Major Projects Director for LNER explained how the franchise recognises that we need to make our spaces more flexible and think about what the station contributes to the journey, if in fact people are making a journey through the station. It may be that creative design makes the station the destination. The local example of Durham station was given, whereby the operator removed ticket barriers as part of a refurbishment of the old waiting room, to create an on-platform bar. Echoing Open Lab’s people-notpassenger approach this is a great example of addressing needs, whilst thinking differently about how space can be used. Feedback on twitter from @DurhamWaiting provides the perfect evidence: ‘What a great crowd in tonight (opening night). A great mix of locals, commuters, ex-railway employees, railway engineers, railway photographers! Chuffed to bits!’ The ‘Cathedral of Travel’ Mike Garner of Atkins, covering the Leeds Station Masterplan stated that station design ‘is about people, users, and customers: (the word) passengers limits us to those who are using the transport’.

Stations represent so much more: they are enablers for the town or city in which they are located, or rather around which a population can thrive. Atkins estimates that the Leeds station masterplan could generate forty thousand new jobs, twelve thousand new homes and move the station into the city centre. By addressing the fact that the expectation upon the station is changing dramatically, stations can both become civic gateways and drive connectivity and economic growth across our regions. To conclude the session Tobyn Hughes, Chair of the UTG and MD of Nexus echoed this sentiment, reiterating that the fate of cities and railways are ‘wholly intertwined’. He went on to explain how historically our railways knitted cities together and allowed people to work in cities and live in everexpanding suburbs. It is exceptionally timely, if not ironic, that at the time of writing this article that John Cridland, Chair of Transport for the North has challenged the Secretary of State for Transport to appoint a trouble shooter to address the issues experienced across the network in the North, whilst Henri Murison, Director of the Northern Powerhouse Partnership appeared on air calling for the Northern Powerhouse Rail project to be delivered at the same time as HS2. The relevance of this lies in the case for devolution described by Tobyn Hughes at

the event as ‘allowing the right focus and accountability… when authorities get the power to shape their transport it brings benefit… after local involvement (the regions) thrive and become sources of civic pride’. In summary, the station is many things to many people. Station design needs to simultaneously address the basic needs and expectations whilst offering creative uses of space to attract people in to the station as a destination in its own right. In terms of connectivity, the station represents a regional connectivity with a localised identity, stimulating our local, regional and national economies. The Rail Alliance The Rail Alliance is the UK rail sector’s largest dedicated business to business networking organisation and it excels in and thrives upon bringing customers, suppliers and supply chain opportunities together. Its broad spectrum of membership extends way beyond pure rail and positions the Rail Alliance as the go-to membership organisation in the UK to nurture diversity, ingenuity and innovation across the rail and transportation sectors’ supply chains. Lucy Prior MBE is Membership Development and International Trade Director at the Rail Alliance

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Preparing for the first rail ombudsman Zara Skelton, Senior Associate and Jennifer Cranston, Trainee at Dentons ask what the imminent launch of the first rail ombudsman in the UK could mean for the industry


he Rail Delivery Group (RDG) has announced the introduction of the first rail ombudsman in the UK, due to be launched in November 2018. Established in 2011, RDG is a rail industry group, comprising members from passenger and freight companies, Network Rail and HS2. Set up by its members rather than by statute, it provides services and support to enable its members to deliver a successful rail industry in the UK. The announcement of the new ombudsman forms part of RDG’s long term initiative to improve customer satisfaction under its ‘In Partnership for Britain’s Prosperity’ plan. Like the group itself, the ombudsman is set up by the industry, rather than by legislation. Ombudsman in brief An ombudsman is an independent body which investigates complaints about companies and organisations, including private and public sector services and provides free and impartial resolution of disputes. While it represents the interests of the public by investigating complaints, its role is not to be a ‘consumer champion’ or to regulate the industry, but to reach a fair decision about the complaint investigated and to provide an alternative route of resolution to the court system. To make use of an ombudsman service, a complaint must first have been raised with the company in question and adequate time given for response. If the company fails to respond, or the customer feels the response is unsatisfactory the consumer may take their complaint to an ombudsman. An organisation must be signed up to an ombudsman scheme for customers to be able to use the scheme, and some ombudsman schemes operate on a voluntary sign-up basis. The investigation may be

resolved by the ombudsman in a number of ways and it will usually have the power to award compensation and to issue binding decisions on the business. Dispute settlement In the United Kingdom, there are many different ombudsmen covering a wide variety of industries. The importance of the role the ombudsman plays can be seen by the number cases lodged each year. For example, in 2017/2018 the Financial Ombudsman Service alone dealt with almost 340,000 new complaints, up from 320,000 the previous year. The new rail ombudsman will handle complaints which passengers feel have been inadequately or not answered by rail companies. Currently, dissatisfied customers may turn to industry watchdogs Transport Focus and London TravelWatch who will help investigate disputed complaints. However, these watchdogs do not have the power to make train companies take action, leaving customers with no recourse to enforcement other than to take their claim to a small claims court if they are unhappy with the outcome of a dispute. The ombudsman service, however, will have the power to resolve disputes between rail companies and their customers. It will give passengers the opportunity, for the first time, to escalate their complaint, free of charge, to an independent body for review, with the ombudsman’s decision being binding on the operator. Customers will first need to contact the train operator with their complaint, and the operator will have up to eight weeks to respond. If the customer is dissatisfied with the response or does not receive a response, then they may take the complaint to the ombudsman for further investigation. While the extent of the powers to be

granted to the new ombudsman is not clear, RDG has said that the decision of the ombudsman will be binding on the rail operators and it is usual for an ombudsman to have the power to award compensation if it deems this to be a fair outcome. Following a competitive tender process run by RDG, the Dispute Resolution Ombudsman has been appointed to the ombudsman role. Previously known as the Furniture Ombudsman, the Dispute Resolution Ombudsman was established in 1992 with a focus on resolving complaints in the retail sector. It is unclear at this stage exactly how the ombudsman will work with the existing industry watchdogs, however RDG has indicated it will ‘build on the successful passenger advocacy carried out by Transport Focus and London TravelWatch’. Transport Focus has also said it was ‘heavily engaged’ in the planning for the scheme, and that it will ‘continue to deal with many issues raised…that fall outside the remit of the scheme’ and ‘provide feedback to the industry and the Government on good practice arising from the Ombudsman scheme’. Joined up thinking While the announcement may seem timely in light of the recent fallout from service disruptions and timetable changes, it follows many years of discussion and calls for the introduction of such a scheme from within the industry. In December 2016, a Rail Ombudsman Bill was introduced to parliament as a private members bill by MP Tim Loughton. A second reading was expected on 12 May the following year, however with the snap General Election called in April 2017, the Bill fell without progressing further. Despite the Conservative Party’s 2017 election manifesto including a pledge to introduce



a passenger ombudsman, there was no mention of the matter in the resulting Queen’s Speech. Consumer rights group, Which? has long called for an ombudsman to help improve customer satisfaction in the rail industry, including in July 2017 after a study revealed that customer satisfaction with complaints management by train companies had changed very little in the previous decade. More than 112,000 people also signed a Which? petition demanding improvements to rail services, including a call to introduce an ombudsman for the industry. In September 2017, RDG said it was working closely with the Department for Transport, the Office of Rail and Road (ORR), Transport Focus and London TravelWatch to develop proposals for an independent rail ombudsman with the power to resolve disputes between rail companies and their customers. At around the same time, ORR held a consultation on the changes which would need to be made to complaints handling procedures to facilitate the effective introduction of the ombudsman scheme. Following this ORR announced its intention to modify passenger train operating company licences so that

participation in the ombudsman scheme is mandatory, saying that it believes the step ‘necessary’ to give ‘assurance for all passengers that their complaint will always have independent scrutiny’. ORR has launched a consultation on the proposed changes which is due to close in late September 2018. In the meantime, RDG says that all current rail franchise operators and Network Rail have agreed to join the ombudsman scheme. The introduction of the ombudsman also follows a number of recent developments in improving the consumer rights of rail passengers. In October 2016, the Consumer Rights Act was extended to cover train travel, meaning that passengers can now claim not only for delayed journeys, but also where the journey is not provided with ‘reasonable care and skill’. Customers can already claim ‘delay repay’ for delayed journeys and some train operators have implemented measures to ensure that this happens automatically for advance ticketholders, or those holding ‘smartcards’ for the specific network operator. Building on this, there is an Automatic Travel Compensation Bill currently before parliament, with a second reading

expected on 26 October 2018. The Bill proposes a requirement that passengers receive automatic compensation in certain circumstances and will require train operators to ring-fence certain funds for payment of such compensation. These additional rights combined with the ombudsman service are designed to improve customer satisfaction. The new ombudsman service is expected to hear around 5,000 cases per year, based on the combined figure of 4,133 appeals handled by Transport Focus and London TravelWatch in 2016/2017. While the news of the ombudsman has been largely welcomed by consumer groups, the Campaign for Better Transport said that what it really wanted to see was a better train service, so passengers had no need to complain in the first place. Further details of how the ombudsman service will be established are yet to be announced, but as claims can only be lodged from the launch of the scheme in November, passengers who suffered disruption from timetable changes in May will likely not benefit from the service. Zara Skelton is Senior Associate and Jennifer Cranston is a Trainee at Dentons


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Bridging passion and pragmatism Ben Blackburn, Account Director and Rail Sector Lead at Freshwater gives us his response to the annual National Travel Survey


orking in and providing professional services to the rail sector on a daily basis, many readers will be passionate about the railway for the value it brings to our society. The Rail Industry Association’s 2018 ‘economic contribution of UK rail’ report measured the economic activity directly and indirectly related to rail goods and services and valued its GVA at £36.4 billion. Yet this (intentionally) did not include the much wider value of rail to people and communities. The railways move people from A to B. They link us with places of work and education and help us enjoy life-enriching leisure pursuits. They can help make us individually better off, and grow the tax

The railways move people from A to B. They link us with places of work and education and help us enjoy life-enriching leisure pursuits. They can help make us individually better off, and grow the tax base, by helping people living in areas of low employment to access more dynamic job markets. Rail travel eases congestion, and reduces pollution, and accidents, on the roads

base, by helping people living in areas of low employment to access more dynamic job markets. Rail travel eases congestion, and reduces pollution, and accidents, on the roads. There is also little doubt about the importance of rail in the UK’s cultural landscape. It is central to our industrial history and has been the focus of countless prime time television programmes, books and radio shows. It’s a cultural phenomenon whose enthusiasts consume an array of specialist publications across print, web and social media. Put simply, the railways are important and people’s passion is easily comprehended. This passion appears to help influence the news agenda, too. Taking May through July as a sample, there were the better part of a thousand rail news stories appearing in the major national print news titles alone – roughly four per cent of their overall output. Add the reams of coverage in regional and local press, trade publications, online outlets and the broadcast world, and it’s fair to say that rail is a serious focus of interest in the media. Yet, sometimes it is important to take a step back and assess whether the prominence of rail in the press and elsewhere necessarily means that the railways play an equally important role in the lives of the majority of the population. The annual National Travel Survey provides an excellent opportunity to do just that. What does it show? In a nutshell – that travelling by rail is still the exception rather than the rule for most of the country. Rail travel in context The results of the 2017 National Travel Survey, published in late July, puts into context the importance of rail travel in most people’s lives. In 2017 surface rail accounted for only two per cent of trips across all modes, with

the average person taking just 21 trips per year, fewer than two per month. This puts rail well behind the car (61 per cent of all trips), and also behind the bus (six per cent), on modal share. While eight per cent of all people used the mainline rail network to travel at least once per week, mostly for commuting, forty per cent of people didn’t use the network at all. For those of us who rely on trains every day, this might seem hard to believe. Yet the reality for most of the country is that the car remains king – and by some distance.



Digging beneath the headlines Part of the ongoing dominance of cars, with a long term increase in the proportion of households with access to a car or a van, is likely linked to the long term decrease in the cost of buying a car, and social changes which have seen an increasing employment rate and higher rates of license ownership within certain groups, particularly women and older people. Yet none of these trends are simple and it is in the detail of the headline figures where we can find evidence of how they don’t tell the whole story. For example, against the backdrop of increasing car access, the NTS also describes a long-term reduction in car use: there were twelve per cent fewer car trips last year compared to 2002 and over the same period average car miles travelled per person also fell by twelve per cent. Meanwhile, although rail has maintained a low modal share, rail trips per person per year increased by a huge 56 per cent between 2002 and 2017, representing by far the biggest change of any mode in the period. For comparison, bus trips have decreased by 19 per cent (not including London bus use which has remained steady). Finding future growth For those of us who are advocates for the railways day in and out, it’s worth keeping in mind the big picture. Yes, rail’s modal share

has rocketed over the last fifteen years, but this started from a low base and we need this trajectory to continue if rail is to significantly increase its share of all trips – to near, say, five per cent. Thinking optimistically, the low base suggests that there remains serious untapped potential for further growth. But where might this growth come from? Rail accounts for eight per cent of all distance travelled, second only to the car, and this distance is particularly focused on long distance trips of between 150 and 350 miles. If the railways want to build on where they are already more prominent, then the mission will be to encourage drivers out of their cars, and, to a much lesser extent, passengers out of coaches and airplanes, on these longer distances. HS2 is the medium term catalyst which may help to shift the dial – particularly if it encourages a serious national policy focus and financial commitment, as Sir John Armitt has recently called for, to improve local transport services connecting into the high-speed line. Similarly, as previously noted, the majority of rail users are commuters and this may, therefore, be a customer group that the industry should aspire to attract more of. However, looking at shorter commutable journey distances, this is likely to be challenging as the car also dominates

here: on journeys of between one and five miles rail has a small (around two per cent) share of all trips and while it is more popular for trips between ten and fifty miles, even in this range it only accounts for around 15 per cent of trips. Where passion meets pragmatism While these statistics are fairly blunt, they help to illustrate macro trends which are part of the wider context for policy makers when they consider what is realistically achievable for rail travel over the long term. The UK has a vigorous railway culture yet is it not clear that this culture – and the passion it inspires – always translates into influencing people’s daily choices about how to travel. For all the prominence of the railways in UK life, too many people appear to be put off by the issues we are all aware of: punctuality, quality of experience, cost, access, convenience. In simple terms, if we can square that circle then the challenge of how to take people off the roads and onto the railways might become that bit more straightforward. Ben Blackburn is Account Director and Rail Sector Lead at Freshwater, a full-service corporate communications and public relations consultancy with over a decade’s experience in the rail sector

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Weak signals How is health and safety governance competence assured in the rail industry? David Porter, Chair of IOSH’s Railway Group, takes a look


confusion in some parts of NR about what ‘so far as is reasonably practicable’ means in law, also caught my eye.

My current thinking is that there is a thread of competence issues at senior level in rail, which if directly addressed in CP6, may be effective in responding to the ORR concerns of plateauing performance and avoiding complacency

Leadership in a crisis Good risk management is cardinal to success in health and safety and balancing business risk with health and safety risk is equally critical. This variability in understanding appears to reflect not only on the capabilities of management but also, to some degree, on the governance and leadership provided by those in senior positions. The significance of the influence of directors and senior managers on business and health and safety risk governance is well recognised. In ‘Roads to Ruin’ Cass Business School set out to investigate the origins and impact of over twenty major corporate crises by a study built around 18 detailed case studies. In summary the key points for boards

ne of the challenges of occupational health and safety is to try to spot underlying issues which could prove useful in stimulating a fresh look at old problems. Sometimes these are ‘weak signals’ lost in the noise of daily activities and information. They may be significant, or they could just be random – a ‘one off’. Reviewing the recent 2018 Office of Rail and Road (ORR) periodic draft determination, I noticed the comments that they had seen improvements in the February 2018 Network Rail (NR) Strategic Business Plans. Perhaps a response to our input to the PR 18 consultation and through the Railway Industry Health and Safety Advisory Committee? However, the comments about the

from the study are: Board skill and NED control risks: limitations on board competence and the ability of the non-executive directors effectively to monitor and, if necessary, control the executives



Board risk blindness: the failure of boards to engage with important risks, including risks to reputation and ‘licence to operate’, to the same degree that they engage with reward and opportunity Poor leadership on ethos and culture Defective communication: risks arising from the defective flow of important information within the organisation, including to board-equivalent levels Risks arising from excessive complexity Risks arising from inappropriate incentives: whether explicit or implicit. Risk of ‘glass ceilings’: arising from the inability of risk management and internal audit teams to report on risks originating from higher levels of their organisation’s hierarchy. Qualified people exercising reasoned judgement are essential to secure effective governance including the direction and oversight of health and safety. Experience both from worldwide events and from incidents at UK sites indicate that knowledgeable and otherwise competent directors can be diverted by other matters from giving adequate and proportionate attention to the direction and oversight of the most serious hazards and risks of the business. These instances were inadvertent and unintended, but they do happen.

Safety training So how, in railways, do we secure competence of health and safety governance and leadership? What is the approach to training and development? The ORR official guidance, captured in ‘Developing and Maintaining Staff Competence’, advises the use of a competence management system (CMS), which largely reflects RSSB’s approach. The emphasis is on operational (safety critical work) competences, starting from regulation 24 of the Railways and other Guided Transport Systems (Safety) Regulations 2006, and not so much on the competences for leading and managing health and safety. In essence the advice is to start from risk assessments. However, the experience of Sandilands, the tram derailment in south London in late 2016, shows that risk assessments may be flawed, and indeed there are other key tasks of directing and oversight at a corporate level which do not immediately spring from a risk assessment. An alternative purpose for a CMS could be ‘to secure the competence of all those who have roles, responsibilities, authority and accountabilities, (R2A2) within the organisation’s health and safety management system at all levels’. Perhaps rail does not place appropriate

emphasis on the development of strategic health and safety skills. A recent article by Philip Haigh in Rail Review refers to comments from Neil Robertson at the national Skills Academy (NSAR) that senior managers may not be fully skilled in business skills such as, ‘communication, people, governance, risk, marketing, productivity and commercialisation of assets’. And there may be other signals. I recently commented on the revised RSSB draft guidance: RIS-3119-TOM Rail Industry Standard for Adverse Event Investigation. This provides good advice on investigating the technical causes of events and forensic analysis techniques. In my view it was relatively weak on how to explore organisational factors and the oversight, monitoring and assurance provided by supervisors, managers, auditors, safety professionals, and directors. My current thinking is that there is a thread of competence issues at senior level in rail, which if directly addressed in CP6, may be effective in responding to the ORR concerns of plateauing performance and avoiding complacency. What do you think? David Porter is the new Chair of IOSH’s Railway Group and a former inspector with the UK Health and Safety Executive

Inaugural Annual RISQS Conference The Railway Industry Supplier Qualification Scheme gives 100-plus buyers including Network Rail and TfL the confidence to do business with 4,000 suppliers through its online platform. Now RISQS is providing a member-only face-to-face forum for 500 buyers and suppliers to discuss how to make the GB rail market safer and more efficient, and highlight the challenges and opportunities of CP6. The inaugural Annual RISQS Conference – to be held in the midlands in spring 2019 – mixes networking opportunities with the chance to hear from major buyers about the changing rail market landscape and what they want from suppliers, as well as major industry figures on how to drive safety through the tendering process. RISQS members will shortly be invited directly – don’t miss your chance to attend the most exciting rail market event of 2019.

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Cath Bellamy Sam Sherwood-Hale spoke to Vintage Trains Managing Director Cath Bellamy about the company’s fortunes so far and its goals for this year


ath Bellamy was recently appointed as Managing Director of Vintage Trains, prior to that she was managing director of Chiltern Railways and Hull Trains, as well as holding various roles at the Department of

Transport. Vintage Trains officially became a publicly owned train operating company in July, after launching a share offer scheme in January to raise £3 million to help establish itself as a TOC. You joined Vintage Trains as Managing Director at the start of May this year, what tempted you about the position? The opportunity to be involved in creating a new train operating company and building it up from scratch. It is also rewarding to be working with Charities and Trusts and helping to safeguard steam travel for future generations. Have you always had an interest in steam and the romance of historical train travel? No. In fact, I was nearly thirty before I travelled on a steam train, but as soon as I did I quickly understood their magic. The quality and scale of the mechanical engineering operation at the Tyseley Locomotive Works is amazing to see and the locomotives they maintain are absolutely stunning machines. But by far the most rewarding thing to see is the look of sheer excitement on the faces of people of all ages – without exception – when they see or get on the steam trains. I can’t wait to bring the opportunity of mainline steam travel to as many people as possible, let them experience outstanding customer service and give them a journey they will remember for the rest of their lives.   The last time we spoke back in 2012 you said: ‘Throughout my career, I’ve been dropped into challenging situations to work out what can be done differently, better and more efficiently.’ What challenges do you expect to see at Vintage Trains and what differences do you expect to bring? The biggest challenge is getting a team of experienced steam drivers and footplate staff together. The heritage industry has neglected to adequately invest in Rail Professional



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succession planning – which we are going to put right at Vintage Trains – and so many of the most experienced drivers and firemen have either retired or soon will do. It’s a frightening fact that if we don’t invest in training younger people in these traditional skills and support companies like Vintage Trains, mainline steam travel will disappear forever in the UK. We simply must not let that happen. Second, we need considerable financial support from donations and share purchases. Our parent organisation – the Vintage Trains Community Benefit Society – will soon extend its share offer so that people can continue to buy shares through our website We have been overwhelmed by people’s enthusiasm and have raised just short of £1 million in six months, but we need another £2 million to invest in our coaches and get them in tip top shape. And what do I hope to bring? Well I’m really impressed with the level of commitment and skill I’ve found in the heritage industry, but I think there is a great deal more we can do to professionalise our approach, deliver a higher quality of service for passengers and most importantly open up the steam world to new customers. I’d like to see far more families, younger people and women, of all cultures, enjoying days out with us and getting involved with our volunteering programme. What stage are you at in terms of hiring drivers and other staff? We have a commercial director and an operations and safety director in place and are in the process of selecting drivers, guards and competence assessors. Our first steam driver has been selected and we are planning to promote, train and qualify two of our best fireman as drivers in the next few months. So, we are well on our way, but I would love to hear from any of your readers who would like to join us as staff or volunteers in every area of our business. We have lots of exciting services planned to keep them busy! How do you think the public currently views train travel? Are you expecting a positive response from potential passengers? The UK rail industry is not generating a great deal of good news coverage at the moment. I must say it makes a wonderful

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change to be part of the rail industry that without fail, makes people smile! We should welcome it and make more of it. What demographics are you expecting to use Vintage Trains? How do you plan to promote the service? The typical demographics of steam travel is changing. Recently one of our coaches, the Eagle which was also featured on television, was part of a Platinum Award winning garden at the Gardeners World Show. We estimate that over twenty thousand people walked through it – more than half being women – and asked us about how and when they could travel on it. Awareness of steam services is really low, so there is a great opportunity to spread the secret. Our services and volunteering opportunities will be accessible to all.   What sort of timeline are you working too and when can we expect to see steam trains operating on Britain’s railways? We are in the final stage of securing our operating licence, have a track access agreement, a team in place and a timetable planned. Our coaches are undergoing some heavy maintenance work but should be ready in a few weeks. So, all being well, I’d like to see our first mainline steam services running later this Autumn.   What would you define as a successful year for Vintage Trains? A timetable of services delivered safely and to the delight of all our passengers. I’d also like to see us raise further funding and expand our talented volunteers, trainees and apprentices.   You’ve been Managing Director at Chiltern Railways and Hull Trains; how did your experience differ between the two TOCs?

Essentially, they are the same job – leadership, financial stewardship, ensuring reliable and safe service delivery and that all passengers receive consistent, high quality service. But Hull Trains was much tougher in many ways. Resources were scarce and stretched far thinner. And of course, you are entirely dependent on your income to pay your bills – there are no state or shareholder bail outs to hand! You learn pretty quickly what is and is not essential. But in all companies, I have been blessed with a superb team of colleagues with whom I have thoroughly enjoyed working. After that you spent five years working at the Department of Transport, working as a lead negotiator for multiple franchising projects – did that experience change the way you view the industry? I have now run a Government Franchise Railway, an Open Access Railway, negotiated the letting of two direct award franchises and now I am going to run a mainline steam railway! I continue to find the industry fascinating and to do everything I can to delight passengers. You were born in Singapore and returned there when you took a break from the rail industry in 2007 – do you follow the rail news in Asia and have you ever considered taking up rail position overseas? I have been offered the chance to work in Australia, the Middle East and Africa in the past and there was a time when I would seriously think about it. But as I get older I find myself becoming more and more patriotic. If I can make a difference anywhere, I’d like it to be in Britain, and I think we’re going to do just that at Vintage Trains.

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Sam Sherwood-Hale spoke to Johnny Schute, the new Chief Operating Officer of the Rail Safety and Standards Board (RSSB)


ohnny Schute joined RSSB in May this year, prior to that he was the Deputy Chief Inspector of Railways and Deputy Director of Railway Safety at the Office of Rail and Road. Before joining ORR in October 2015, he served for 34 years in the British Army as an infantry soldier, undertaking operational tours in Northern Ireland, Southern Arabia, the Balkans and Iraq. How have you enjoyed the first few months of this position and what are your early impressions of RSSB? It’s been great fun, I’ve found it hugely stimulating. I feel like I’ve been drinking from a fire hose with all the information that’s coming at me, but it’s been very rewarding. In terms of first impressions, it’s clear from the professional nature of the organisation and its dedicated workforce how hugely important RSSB is to the rail industry. When I was in my role at the ORR I led the team that conducted the quinquennial review of RSSB, everything I’ve experienced since May has chimed with what we discovered in that review. We reported on RSSB in November 2016, but the process began back in May. The RSSB constitution requires a review to be carried out by an impartial third party every five years, so when the time came around in 2016 that’s when the ORR did it. We were able to go quite in depth, I think I ended up conducting 57 different interviews with everyone from the CEO of Network Rail downwards. We also carried out a survey which drew two hundred responses and the resulting database formed the review. I had no mind to move from ORR at that time but it’s inevitable when you’re carrying out a detailed examination that you think subjectively about how you would work within the structure you’re reviewing. How hands-on do you plan to be and have you made any changes to the way the RSSB operates in the three months you’ve been there? It is in my nature to be a hands-on person, I relish working closely with colleagues, as COO your role is to have a grip on all the activities that are going on in the organisation. I want to help and leverage the experience that I’ve picked up over many years so I’m going to be getting absolutely stuck into everything we Rail Professional




Schute Rail Professional



do and offering my advice to improve our performance. In terms of activities, I’ve made a business plan for 2018/19 and we’ve got clear timelines and deliverables, it’s important the subscriptions are used in the most efficient manner which will allow us to deliver at the top of our game.

landscape in other countries might prohibit such a pragmatic approach. Blind adherence to a rules-based structure is dangerous because you’re not judging risk on the context, so having intellectual heft means one can come up with sensible solutions to deal with risk that comes along.

When your appointment was announced you spoke about making RSSB ‘more customer-focused’, what did you envision when you said that and how is that working out? Customer centricity is something we are working on, what’s encouraging is how RSSB has taken it to heart that it needs to become responsive to its members’ needs. I don’t think there will be a point where we can say ‘job done’ because developing relationships is a dynamic process.

Membership increased from 69 in 2016 to 80 by November 2017. How do you plan to grow further? We want the RSSB to be an indispensable part of how our customers do business, we want them to say that being a member is essential to their future commercial success. We are constantly going to be looking at ways of enhancing the offer we make to our customers, so they really do get the best.

RSSB was formed following the Ladbroke Grove tragedy, how do you think the organisation has evolved since then? I’m a new recruit to the rail industry, but from talking to colleagues and from my experience at the ORR, it is obvious that RSSB has really developed above and beyond what was envisioned in the report. It’s core identity is absolutely focussed on what came from that report, but to be functional in the 21st Century you need excellent evidence and data that shows how you manage risk in the sector. Its matured and become more sophisticated to the point of being indispensable. I believe other countries look at RSSB with a degree of envy. One of the things I found interesting is how we look at risk and how much we adopt a pragmatic rather than dogmatic approach in how we deal with risk. The different legislative Rail Professional

Do you believe in expanding RSSB’s remit to help facilitate industry participation in existing UK, European and International standards development? I think I have to be wary of this, so much depends on the relationship we will have with other countries following the UK’s exit from the European Union. The RSSB is doing a lot of work scoping potential options that might exist, so we’re ready for whatever happens to allow us to jump whichever way necessary. It’s not beneficial to speculate, we need to see what emerges and deal with it on its merits and make sure we are able to adapt and meet whatever emerges from those negotiations. Before you joined the Office of Rail and Road, what was your interest in the rail industry? Actually, not an awful lot. I was an army officer for 34 years and my interest was in safety. I served in Iraq, Northern Ireland,

the Falkland Islands and Southern Arabia. On operations the risks are high and, as a Commanding Officer, I was always looking at ways to minimize risk for my soldiers, so safety has always been an interest to me. I have found safety in rail fascinating because the rail industry plays such an important part in people’s lives. I’m so impressed by people who work in rail and their commitment to the industry, how can you not be drawn in to that as the years go by. I started off in planning at ORR first and then moved to operations, having been a newcomer I’m now fascinated by the whole thing. My enthusiasm for RSSB was born out of that review in 2016 and the more I work in rail the more interested I become in it. You were responsible for setting safety policy in the British Army, do you find any similarities with your work on safety for the ORR? Funnily enough I wrote an article for Rail Review where I drew a comparison between the way risk was assessed in the army and how it’s done in rail. We invested time in the analysis of risk and understanding who is impacted by the various control measures, there are great similarities and the culture is very similar to the rail industry. I suspect in the rail world the standards are more intricate than the army, what with the way that risk gets considered around decisions. The professionalism in the army and in rail is quite similar, people are committed to delivering a quality product. Rail has gone through some tough times recently but nevertheless the people involved in the day to day running of the network are committed to providing an excellent service. What made you seek a career in rail after leaving the army? The army is a young man’s game, so when my time came to a close it felt natural and the opportunity in rail emerged at the same point, it was a happy coincidence when it came around. Clearly the rail industry is going through a period of change, technology is constantly evolving, and I see the RSSB as being involved in customer centricity. We are looking internally at developing our own capability, I suspect in the past that RSSB might have been a little remote and that is changing fast and we are there to make sure we are fit for purpose.

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The future of transport is multi-modal Stephen Bottom, Director of Transport at AHR Building Consultancy, takes a look at the impact of multimodal transport interchanges


ultimodal transport interchanges have always played a critical role as entry points into major urban centres. Yet the strategic role they can play in even the smallest of locations has only recently become clear. Helping to support a number of intertwined remits that are currently critical for the rail and other transport sectors, multi-modal hubs are also increasingly meeting the needs of broader development objectives. There is, firstly, a widely agreed remit that car use needs to be reduced as part of the sustainability agenda. Increasing rail take-up can obviously play a part in this – and clearly also has commercial advantages for rail operators as a result. Yet rail stations are rarely located on the doorstep and without convenient connectivity between transport modes, attempts to reduce car use may fail. Secondly, rail operators are becoming ever more aware of broader commercial opportunities, either within property development around rail hubs or merely better provision of retail and leisure offers. There is also the interrelated remit of enhancing entire areas around rail stations, and multimodal hubs can act as catalysts for wider regeneration. Finally, regardless of how strong a transport offer is, an unappealing or poorly connected train station can ‘break’ the seamless customer journey, either literally through inconvenience, or metaphorically by undermining perceptions of quality. This can be particularly important within tourism where the journey is part of a broader consumer experience. Encouraging sustainable travel A key benefit of multimodal transport hubs is the way in which they encourage more sustainable travel by reducing car reliance (which in turn has benefits for the rail industry in attracting new customer bases). A major factor in preventing this has been the historical location of rail stations, and especially those built before the era of the

car. Except in very densely built-up urban areas, stations have tended to be located away from residential areas and there has also been an historically low provision of parking space. This creates both a literal and psychological ‘gap’ in perceptions of the ease of journeys. The distance between drivers’ homes and rail access, even if relatively walkable, can create resistance to ditching the car in favour of alternative modes of transport. It is not new to note that private vehicles, unfortunately for the sustainability agenda, provide a genuinely seamless travel experience. People are willing to travel more sustainably – but not at the expense of convenience, or even the perception of convenience. So better connections between transport modes, and improved parking facilities, can help alleviate this ‘block’. Role as catalysts for regeneration More broadly, multimodal transport hubs can act as catalysts for wider regeneration. Again, there is a desire from multiple stakeholders to integrate stations into

the wider urban fabric or environment, and operators are also seeing benefits in developing around stations, whether increased residential in urban areas or simply a more compelling retail proposition and better use of railway buildings as meeting spaces. This can also dovetail into broader regeneration projects that have an impact on improved tourism offers. This is very much the case with The Hard Interchange for Portsmouth City Council. A leading example of a major transport hub driving regeneration within communities, at a purely functional level the interchange provides access to rail, bus, boat and taxi services, but it is far more than this. The Hard is the latest part of Portsmouth’s ongoing regeneration vision and is expected to act as a catalyst for further development in the surrounding area, serving as a key focal point for a £1.8 billion investment over twenty years. The interchange maximises accessibility and by incorporating landscaping creates a new, shared public realm between itself and the existing rail station. Providing the full range of amenities that consumers now Rail Professional



demand, it also allows for retail units in the station to be used more widely by other transport customers. Paving bands radiating from the site of HMS Warrior, docked across the harbour, divide the paving along the harbour edge and alongside seating and bollards, visually distinguishing a clear pedestrian route for those using the interchange and the surrounding area. Finally, and crucially, it acts as a welcoming and iconic gateway into the city. In this particular case the work was extensive and included solving clashes between the integrity of the new design vision and the existing below deck structure (which was resolved through 3D modelling). However, better connectivity and improved public realm need not require such extensive or wholescale work: more subtle interventions into existing urban fabric can do the job just as well. At Govan Subway Station for Strathclyde Partnership for Transport, for example (while a subway rather than rail station, the principle is the same), interventions into and between existing facilities, including large curved glazed entrance canopies, provided a much-improved sheltered link with the adjacent integrated bus station. Part of the remit here was also to present an improved public face for what was an existing 1970s surface building, with designs intended to complement and enhance the existing environment, for which a local community action group provided influence and feedback. Not only did this create seamless links between bus and subway stations but also had the benefits of improved access and significant enhancement of the wider public realm. Supporting advances in ticketing technology Another major remit for the transport sector is the implementation of advances in ticketing technology, again supporting the notion of the ‘seamless journey’, with an increasing demand for convenience from customers who want to be able to purchase all aspects of a journey online in advance, and across multiple modes of transport. This in turn has encouraged closer working between transport providers across regions, which has gone some way to resolving the barriers to providing such a seamless experience. Yet technological advances and increased collaboration will be undermined if transport modes are not themselves physically well integrated. Again, even a relatively short walking distance between parts of a journey can create resistance and lead to travellers opting to drive instead. So seamless travel cannot rely on ticketing technology alone but needs to be supported by interventions that minimise physical disconnect, creating ever more ‘frictionless’ journeys. This can also be enhanced by better wayfinding and better provision of Rail Professional

customer information. Again, consider Portsmouth: connecting five million passengers each year, the Hard also now delivers a fully interactive journey throughout the concourse, using the latest digital technology and information screens to relay arrivals and departure times, as well as advice for commuters and tourists, further supporting as smooth a transition as possible between travel modes. Benefits of a seamless customer journey An appealing ‘customer journey’ is always important but this can be especially the case on routes that are part of a broader tourist experience. The best quality travel service, including improved trains and timekeeping, can be let down by a poorly designed or unappealing station, disrupting the passenger (and brand) experience. Ensuring continuity of quality is a key factor at St. Erth in Cornwall, a ‘portal’ into the St. Ives tourist area, and a critical part of the tourist experience, despite being a small rural station.

This new multimodal station hub presents a prime opportunity for Great Western Railway. As a listed building in some need of refurbishment and adaptation, it provides the chance to further showcase the Great Western offer by carrying the train branding seamlessly into the ‘non-travel’ aspect of the customer journey. The broader masterplan will also further integrate the station into its surroundings. St. Erth is one of the busiest stations in the region, with around 250,000 passengers a year and growing, even before the new hub is completed. Despite the small size of the station the St. Ives Bay Branch Line generates very high tourist footfalls, which create heavy pedestrian flows far beyond the usual commuter peak periods. During the summer months in particular, queues are very long, and part of the project was to improve ticketing facilities and passenger flows, as well as enhancing the facilities to create a sophisticated new station interior that seamlessly carries through the Great Western ‘experience’. The overall project is far bigger than this however. Though a ‘park and rail’ facility already exists at Lelant Saltings station (the next stop along the route), the facility does not meet demand during the peak season, nor does it link in with bus services or walking and cycling routes.

A study identified St. Erth station as the preferred location for the new transport interchange, and the scheme will provide for approximately 750 parking spaces in new car parks to the north and south of the station, with a high season overflow car park to the south west. The proposal also includes for alterations to the A30 junction where it meets Station Approach, together with improved links to the existing cycle routes and footpaths around the station. In addition, here the customer experience and the sustainability agendas actually connect: a review by Cornwall Council of the current transport infrastructure around West Cornwall identified that travel around the area is largely by private vehicle, with limited opportunities to make use of alternative modes of public transport. Notably, the review also highlighted a forty per cent increase in traffic volume during the summer period – precisely due to the influx of tourists. This lead to congestion, increased noise and, crucially, increased pollution. So, the facilities also have the wider benefit of supporting environmental agendas, which, in turn, enhances the tourism offer since sustainability is now considered by many consumers a critical factor in a destination’s appeal. Multimodal solutions The drive towards sustainability presents a real opportunity for rail operators to increase their customer base. Yet without strong connections and improved parking facilities there will always be resistance to reducing car reliance, even with the best intentions. Multimodal hubs also support the desire to better integrate stations into the surrounding environment and can play catalytic roles in wider regeneration remits. They can also help to make the most of commercial development opportunities and new revenue streams. Customers have ever-growing demands for convenience, and this includes the ability to purchase tickets in advance, often across multiple transport modes, or else to hop on and off networks with a simple swipe of a debit card or smartphone. Yet advances in integrated ticketing, and more integrated working between transport providers, are of limited use if the transport modes are not fully integrated themselves. Finally, the physical journey is not the whole of the ‘customer journey’, and a poor customer experience at stations can disrupt this seamless experience. This can be especially critical where the travel journey is part of an overall touristic experience. As such multimodal transport hubs offer far more than simple connectivity: they also present ‘multimodal’ solutions to many of the rail sector’s current agendas. Stephen Bottom is Director of Transport at AHR Building Consultancy

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Greater Anglia investment extends to their car parks Simone Bailey, Greater Anglia Asset Management Director, takes us on a tour of the TOC’s car park improvement project


here’s more to running a railway than running trains. The bits around the edges – the stations, cycle parking, connecting buses and car parks are just as important as the trains themselves. Greater Anglia is committed to a £20 million project to add over 1,700 extra spaces to car parks at our stations across the network during the life of our franchise. We’re replacing all of our existing trains with brand new trains which will all be longer with more seats. We expect to carry more passengers as result, so we need to ensure that our station car parks keep up with demand. An attractive space The car is the railway’s biggest competitor on all trips except for commutes to central London. We want to encourage motorists to drive shorter distances, by driving to our car parks and then taking the train to complete their journeys. Rail travel, compared to road travel, has been shown to reduce carbon dioxide emissions and make the UK economy more productive. In order to encourage motorists to drive to us rather than their final destination, we need to make our car parks an attractive proposition, in terms of cost,

security and ease of use. We are committed to expanding and improving parking at stations throughout East Anglia over the next seven years, putting in extra spaces across the region. We employ NCP to manage the day-to-day running of our car parks. We’ve started to install Automatic Number Plate Recognition (ANPR) at twenty car parks across East Anglia. Last year, we installed it at Ipswich and it will be rolled out at Cambridge, Colchester, Shenfield and Broxbourne over the coming months. The remaining stations are Audley End, Billericay, Bishops Stortford, Ely, Diss, Harlow Town, Ingatestone, Kelvedon, Marks Tey, Norwich, Rayleigh, Rochford, Stowmarket, Wickford & Witham which will follow as soon as the first phase is finished, all this year. ANPR makes it easier for our customers to pay for parking, as it increases the variety of payment options, even enabling customers to pre-register their car and payment details online, allowing automatic payment. It also improves security. From our point of view, it makes it easier for us to monitor demand at our car parks at all times of operation and to enforce parking fees. It’s available at many supermarket and other retail car parks in town and city centres, so it’s something that customers are used to elsewhere. Blue Badge holders will be able to pre-register their vehicles online and then park in any of our ANPR car parks for free. Modern parking spaces This year, we’re preparing to increase car parking at five of our busy stations by creating more than seven hundred spaces across Attleborough, Hockley, Marks Tey, Shenfield and Bury St Edmunds car parks, with work due to start this year. These car parks will all meet the Safer Parking Scheme’s Park Mark regulations

about safety and security in car parks. Across the rest of the network, Greater Anglia is proposing to improve car parks at busy stations by building single and multistorey car parks and extending surface car parks, subject to planning permission. CCTV, signage and lighting will also be improved. Additionally, we will be providing live car parking occupancy data to passengers via social media, website updates and SMS text alerts. We follow the Rail Delivery Group’s Station Car Park Parking Good Practice Guide to make sure that our car parks work for all users: car drivers, motorcyclists, Blue Badge holders, cyclists, pedestrians walking through them and the people living in Rail Professional



streets nearby. We have to ensure adequate drop off zones. At many of our car parks we have premium spaces, where commuters pay extra for the convenience of a shorter walk to the station. We’ve got two electric car charging points in station car parks at Norwich, Broxbourne, Bishop’s Stortford, Harlow Town, Ipswich, Cheshunt, Wickford, South Woodham Ferrers, Waltham Cross, Hertford East, Ely, Stansted Mountfitchet and Witham. Usage of our electric car charging points has increased by nearly seventy per cent

over the past two years. Last year 26,586 kWh worth of energy was used by our customers to charge electric cars on the Greater Anglia network, with usage highest at Bishop’s Stortford, Norwich and Cheshunt. At Colchester station, we have worked with Colchester Borough Council to provide four parking bays for members of the ‘Love UR Car’ car sharing scheme, as part of our work with local communities and authorities. Innovative ideas We’re looking at other ways we can give drivers using our car parks either added value or extra convenience. We recently started a trial of a car valet service for commuters at Wickford. We regularly review pricing at our car parks. Prices are set according to location and usage, with a series of different tariffs for peak/off-peak and weekend use.

Season tickets are available on an annual, monthly and weekly basis. Our challenge is to set prices so that capacity is kept in balance and that users can be sure of getting a space whenever they arrive to travel. For every pound that is spent on car park prices, 97 pence is invested back into car parks – in maintenance and improvement costs. We have introduced new ways of paying for car parks including cashless pay by phone systems, as found in public car parks in towns and cities across the nation. Customers can also pay at kiosks in large station car parks where they can pay by cash, card, Google Wallet and Apple Pay simply by selecting their vehicle registration. Additionally, customers can also pay by phone or online via both and Online payments can be made by customers anytime until midnight the following day after exiting the car park. For many of our customers, the car park is their first and last impression of Greater Anglia, and we believe that it is worth investing to ensure their experience of our car parks is as positive as it can be and that our car parks are every bit as important as our trains, stations and staff. Simone Bailey is Greater Anglia Asset Management Director

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Georgian Wired Polycarbonate Non-Fragile Rooflights Twinfix is a family run business. As experienced innovators they offer a range of well-engineered glazing products, many of which are fitted on the roofs of Rail Stations and Depots. The Multi-Link-Panel is an aluminium framed modular rooflight system, designed with a unique ‘fix and link’ fixing method that results in incredibly quick installation, ideal for short possession times. The panels are non-fragile to ACR(M)001:2014 and available with different polycarbonate glazing variations, from clear solid (offering a glass like appearance) to Georgian wired and multiwall options.

The benefits of this system are: • Safe in use: All Multi-Link-Panels pass the ACR[M]001:2014 drop test, in accordance with HSE recommendations, with a ‘B’ designation. • The Twinfix Georgian wired grade solid polycarbonate is particularly popular as it mimics Georgian wired glass. • Polycarbonate absorbs vibrations without cracking, crazing or breaking. • The aluminium framework can be powder coated to a RAL colour to suit your project. • The light weight of the finished product results in less stress to the fabric of original buildings. • Sleek in-line access hatches (developed at the request of Network Rail) offer unobtrusive and safe access through the glazing for maintenance purposes. • Factory manufactured rooflight panels means no costly mistakes on site.

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Preparing for the ‘back to school’ rush on the railways Joanne Turner, Head of Marketing at passenger journey specialist Tensator® looks at what TOCs can do to avoid overcrowding during rush hour or when services are disrupted


ith so many people jetting off on holiday during the summer months, commuters travelling to work by train may have enjoyed comparatively quiet journeys. But, as ‘normal service’ resumes in the autumn, you don’t have to look very far to find reports of major overcrowding on commuter lines, nor of passenger anger when season ticket prices rise, trains are cancelled or delayed or when there are no available seats. According to the Department of Transport, passenger numbers have doubled in the past two decades and, while figures for the end of 2017 show a decline compared to the previous year, major stations such as London’s King’s Cross and Birmingham have seen increases in footfall of 7.7 per cent and 3.3 per cent respectively. Reassuringly for rail operators, the Department of Transport also reports that people are generally happy with the service they receive, with 72 per cent of commuter journeys, 83 per cent of business journeys and 89 per cent of leisure journeys deemed satisfactory. But when asked about crowding, satisfaction levels drop to just 56 per cent for commuters, compared to 77 per cent for business and 83 per cent for leisure travellers. Given that commuting makes up almost two-thirds (57 per cent) of rail journeys, it’s imperative that overcrowding is adequately addressed. Overcrowding Network Rail is currently in the midst of a major investment scheme – the biggest since Victorian times – and with it comes the promise of faster and more frequent journeys. The programme includes a series of what it terms ‘mega projects’, such as London’s Crossrail and the Great North Rail Project (GNRP). Once complete, the latter Rail Professional



will enable forty thousand more passengers per day to use the service and facilitate two thousand further services. The sheer number of additional passengers set to use the rail network – as early as next year in the case of Crossrail – means there is a pressing need to ensure rail journeys are pleasant, efficient and, above all, safe when capacity is scaled up. Of course, this applies when people are onboard the train and passing through stations. Nobody wants to see a repeat of what happened in January, when Transport for London (TfL) was forced to put ‘crowd control measures’ in place to deal with congestion at King’s Cross station. Preventing overcrowding is clearly better than reacting to it, both from an operational and reputational perspective, and effective queue management and wayfinding systems are essential for directing people around the station, particularly during peak periods. Bottlenecks at busy areas such as ticket machines and customer service desks are a common source of frustration for timepressed passengers who have a train to catch. Signage therefore also needs to be clear and easily understood by everyone, from commuters who use the service daily to tourists from overseas. Such measures are particularly important when improvement works like Derby train station’s re-signalling project, are completed. This particular scheme, part of the Midland Main Line upgrade, is set to reduce bottlenecks long-term; in the meantime, Network Rail, East Midlands Trains and CrossCountry Trains have stepped up communications, enlisted additional staff and introduced additional signage to ensure their services continue to meet customers’ expectations. Equal access Not surprisingly, growing passenger Rail Professional

numbers and social changes, including an ageing population, brings greater diversity, which means operators must be able to accommodate a wider range of needs. Queues may be more likely during rush hour or when there is large-scale sporting events or concerts, but careful consideration must be given to improving the experience of vulnerable passengers, otherwise they are likely to choose other modes of transport – or at worst, decide not to travel at all. One solution is to offer a ‘relaxed’ lane, like the ones being introduced in some supermarkets, for people who need a little more time at the ticket office or self-service machine. Particularly helpful for those with dementia, anxiety or autism, it can help alleviate some of the stress associated with travelling on public transport. Passengers with limited mobility can also benefit from virtual queuing systems that allow them to book an appointment with a staff member, for example to renew a railcard, and then sit in a more comfortable place, waiting until they can be seen. When deploying queue management systems in any public place, operators must be mindful about any unintended consequences. Barriers are an effective way of managing the flow of people, but they shouldn’t create an obstacle for wheelchair users, people with mobility aids and / or large suitcases. This is one of the reasons why we developed a low-profile base for our Tensabarrier®, which is only a few millimetres high, to allow wheelchairs, pushchairs and suitcases to pass over it easily, without causing a trip hazard. As well as being flexible enough to handle fluctuating passenger numbers, systems must also be responsive to change. Alongside planned improvement works, there are invariably occasions when external roadworks or unscheduled maintenance requires passengers to follow alternative

routes and entry points they use. Taking a customer-first approach is crucial and positive outcomes can be achieved with temporary signage, reconfigured barriers and staff being on hand to provide assistance. Emergency situations, ranging from fires and police incidents to terror alerts, are another ongoing concern for rail operators – and in areas of high footfall, the risk of injury and threat to human life can be enormous. Safety is always the top priority, but queue management systems must also be effective during everyday service to ensure a strong return-on-investment and good customer experience. The Tensator® Micam Protection (TMP) system, for example, comprises barriers that promote logical queuing and blast-resistant Micam panels. Approved by the HSE, these panels are designed to absorb the impact of an explosion, rather than shattering into pieces that could cause further harm to people. Standard glass panels and acrylic pose a significant safety risk during an explosion because debris travels at high speeds. Even where shatter-proof safety glass is used, the force of a blast could dislodge entire panels and result in people being injured.

Between 2017 and 2018, the Office for Rail and Road recorded 1.7 billion passenger journeys with franchised rail operators – a decrease of 1.4 per cent compared to the previous year. Network Rail’s ambitious plans to increase capacity and develop stateof-the-art facilities may prove key to halting this decline, which is the first since 2009/10. But this is not just limited to brand new transport hubs; whatever the size or age of the station, or volume of passengers, rail operators have a duty of care and commercial incentive to ensure all journeys are accessible, safe and offer value for money at every stage. Tel: 01908 684600 Email: Visit:

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Improving stations for passengers in and around London Tim Bellenger, Director of Policy and Investigation at London TravelWatch asks how stations can attract passengers to a rail business


arge or small, getting stations right can make the difference between passengers willingly returning to rail and putting them off either entirely or relegating rail to an ‘only if I have to’ choice. London TravelWatch has been working with new teams at Network Rail and train operators to improve the passenger experience at key London terminal stations; Victoria, London Bridge, Charing Cross and Cannon Street over the past year or so. This has concentrated on some very basic attributes such as toilets, staff knowledge and legibility of signage and wayfinding, often in the face of poor train service performance at the same time. However, despite this, the result has been an increase in both passenger satisfaction and performance in quality measures. Darren Williams, Station Manager at London Victoria recently shared this experience at London TravelWatch’s ‘Interchange Matters’ seminar series and talked about the ‘one team ethic’ that now exists, with accountability in one place and passenger-focussed decision-making. In this article, our attention turns to small stations in and around London where we would also like to see improvements for passengers. We look at some of the progress that has been made and identify areas where further improvements can be made. Small stations Small stations are equally fundamental to London’s transport network. Passengers make almost a hundred million journeys to and from small stations in and around the capital every year and their importance will grow as the London Plan develops. Yet these stations are more likely to be neglected than larger ones, despite their growing importance. They often receive less investment than larger stations and are not necessarily eligible for funding programmes. Rail Professional



analysed to see whether the improvements have led to an increase in passenger numbers.

The quality of the passenger experience can also vary quite significantly as small stations are not subject to a set of minimum standards. And many small stations are not currently included when passenger satisfaction surveys are carried out. In our recent report, ‘Small stations: too big to forget’, we look at the priorities for passengers using small stations and make the case for some modest improvements, particularly to improve accessibility and information. We argue that station operators could gain quick wins and raise satisfaction levels with relatively simple improvements such as regular and frequent cleaning, providing secure cycle storage and increasing the availability of clear and consistent travel information and signage. Improvements at small stations There are several examples of what can be achieved when improvements are made to a small station, making it more attractive to potential passengers and increasing footfall and ultimately revenue. Many small stations have benefitted as a result of TfL’s concession model following rail devolution. London Fields is an excellent example of a station improved due to the work of a user group, having previously been a rundown, underused station that was on the verge of closure in the early 1990s. The Cambridge Heath and London Fields Rail Users Group (CHLFRUG) began campaigning in 1996 to improve the two stations to save them from closure. ORR statistics on station usage show that London Fields had over one million entries and exits in 2015/16, meaning that it is no longer considered a small station. It is likely that this is in part due to the regeneration of the station by London Overground following the years of campaigning by CHLFRUG. Before London Overground took control of several Greater Anglia services out of Liverpool Street, Cambridge Heath Station in zone two was a dark, dirty, and dangerous station. However, it has benefitted from London Overground rebranding and investment, and will also be getting improved CCTV and links with the British Transport Police, a station repaint and deep clean, help points, and improved Customer Information Screens. Station usage statistics will need to be Rail Professional

The wider role of small stations Investing in small stations can also have a positive effect on the local economy and we would like to see more operators develop effective partnerships with their local communities. This means developing simplified Station Travel Plans in partnership with local authorities, stakeholders, and members of the local community and developing partnerships with local residents and organisations, and passenger groups to help improve small stations through, for example, Community Rail Partnerships, Adopt-a-Station and ‘Energy Garden’ initiatives. In Hertfordshire, the Abbey Line Community Rail Partnership (ALCRP) has promoted and improved services on the Abbey Line from Watford to St. Albans Abbey since 2005. The ALCRP has brought together community members and stakeholders to deliver award winning station improvements, including: • A new waiting shelter with stainless steel artwork panels at Garston Station in order to combat vandalism. Groundwork Hertfordshire delivered this project and posters made by pupils at a local school inspired the designs • Mosaics displayed at St. Albans Abbey Station designed by local schoolchildren • A community art project in conjunction with the Watford YMCA and artist Eleanor Shipman displaying posters at the Watford Junction Abbey Line platform approach. Making improvements at small stations can also help tackle poverty and inequality amongst London’s workforce as well as providing employers with a wider pool of potential employees. Poor levels of service, for example restricted evening and weekend services, low frequency peak and off-peak service levels can act as a barrier to people’s job and life prospects. This is particularly true in many parts of outer London. Of the 188 small stations we identified in our research, 81 (43 per cent) are located within zones four to six in outer London and 71 (37 per cent) are located outside zones one to six. Our 2015 research with London Councils, and Trust for London identified that an increasing number of Londoners living in poverty reside in outer London, (58 per cent in 2015 compared to 42 per cent in 2005). So, improving service levels and providing facilities such as secure cycle storage at smaller stations could potentially help people on low incomes access jobs and services that would not otherwise be available to them. London TravelWatch is currently reviewing the effectiveness of travel plans

for stations with the Rail Delivery Group and the DfT and have also found by means of mapping cycling catchment areas that almost all of Greater London is within a 10-15 minute cycle ride of a station. This presents a significant opportunity for rail operators to grow their businesses with the right provision and appropriate marketing. What next for small stations? Small stations represent an important part of the transport network in and around London and with the capital’s population set to grow, demand for rail transport is likely to increase in the coming years. Most of the improvements we identify would necessarily fall to station operators to carry out. However, the DfT and TfL can also play their part by setting minimum station standards in franchises and ensuring that standards are progressively raised and consistently collecting data on small stations to enable satisfaction levels to be accurately measured. We want to see improved coordination of services at small stations where more than one operator is involved, with improvements in the quality of services and facilities provided and clear, consistent standards for what passengers can expect at small stations.

We would also like qualitative passenger satisfaction measures such as the National Rail Passenger Survey to be combined with a more objective measure of station performance audits. In addition, the collection of more robust customer satisfaction survey data would allow for analysis at the station level. Key improvements that passengers would like to see made at small stations include: • Ensuring the availability of ticketing and smart card facilities • Providing passenger and onward travel information • Making it easier to interchange with other services and modes • Providing assistance and security. Our reports ‘What do passengers want from London’s smaller rail stations?’ and ‘Interchange Matters’ are available on our website Tim Bellenger is Director of Policy and Investigation at London TravelWatch

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Application of rail vehicle structural crashworthiness Although statistically rail is the safest form of transport, reported accidents raise the awareness of the customer and industry partners to the need for improved crash safety of rail vehicles


ail as a transport system has always maintained significantly lower statistical accident levels in terms of fatalities than the other modes of road and air. Indicatively fatalities are for cars 10.6 for planes 3.1 and rail 0.6 accidents per billion passenger kilometres. The railway is significantly safer but there is always a need for improvement within the scope of commercial sense. This article considers main-line vehicles although the principles can be equally applied to other rail operational modes.

Passive safety only comes into effect in the event of a collision with an objective to reduce the severity and effect on the train occupants ensuring that injury levels are minimised and that they can easily exit or egress the train in the event of an incident. These measures can be achieved by applying state of the art design principles to new rail vehicles or by analysing the structures of vehicles already in service making considered change to train consists, redesign at refurbishment stages or restricting speed over parts of the infrastructure following an analysis review of the rolling stock.

Design Principles for Rail Structural Crashworthiness Design Principles for Passive Crash Safety recognise the need to consider Crash Safety as a ‘Vehicle system’ which includes: • Compliance with legislation and standards where applicable • Structural integrity • Controlled collapse of the passenger occupied areas • Driver’s safety zone • Energy absorption for all train configurations • Protection of the means of egress • Crash pulse shape and level • Design for repair • Train protection systems.

State of the Art for Rail Structural Crashworthiness Occupant safety is dependent on the configuration and severity of the incident. The level of crashworthiness designed into the vehicle also has a significant effect. In terms of structural integrity, the difference between a wooden bodied coach still in use in some countries and one constructed in modern materials is substantial. The amount of energy absorbed by the vehicle during an incident is not as relevant as the kinematic behaviour of the whole train set with the deceleration rate being

These design principles are firmly in the area of passive safety and are supported by the aims of active safety systems which are invaluable as train management equipment in terms of signalling and train protection endeavouring to avoid the incident. In order to define the difference between active safety and passive safety the Crash Process Model (CPM) are considered. Active and passive safety design requirements are independent of track gauge. Active safety defines the systems and measures which take actions that aim to prevent an incident occurring and passive safety defines systems which aim to reduce the consequences of an incident should it occur. Rail Professional



the most significant criterion. The combined effect of that kinematic behaviour, the structural integrity in terms of collapse characteristics of the vehicle structure and the interior configuration and interfaces with the occupant defines the level of crashworthiness or passive safety. Structural design can be represented in two phases of a collision event. In the first phase or primary collision the kinetic energy generated from the crash impact loading is progressively dissipated through-out the structure by means of controlled plastic deformation. During the primary collision the occupant compartment and the deceleration rate are fundamental to occupant survival. The secondary collision phase refers to the occupant interface with the interior features of the vehicle and in this respect the interior layout is important as is the biomechanical response to the vehicle crash pulse. The ‘Friendliness’ of the compartment interior is a major design consideration. In order to assure occupant protection the energy generated in train collisions has to be dissipated by plastic structural crushing and deformation of the vehicle car body. Normally located at the extremities of the vehicles those collapse structures are designed to absorb maximum possible energy and also to collapse in a controlled manner so maintaining occupant compartment integrity. Importantly Crash Safety can only be regarded as a whole vehicle system in which all design aspects are considered currently the state of the art for structural crash safety is defined by European advisory standard EN15227. These requirements are compatible with those of the structural requirements of railway vehicle bodies (EN 12663). The main principles of both of these standards are embedded into the European Directive for Rolling Stock automatically making those principles part of country law for each country within Europe. The general principles deploy measures to provide occupant protection during the incident by: • Reducing the risk of overriding • Absorbing collision energy in a controlled manner • Maintaining occupant survival space • Limiting deceleration during the impact • Reducing the risk of derailment. No specific design requirements are defined for side impacts or ejection and intrusion through side structures. Also not defined are rollover conditions as specific requirements have been defined to eliminate derailment. State of the art crash scenarios for mainline vehicles For main-line or heavy rail operation there are five basic scenarios to demonstrate compliance against EN15227 currently regarded as the state of the art. Rail Professional

General and Specific Requirements The general requirements for the scenarios are that the driver has a protected zone and that the passenger compartments have no intrusions during the scenarios. An overall deceleration rate of 5g as a maximum has to be maintained. In some instances 7.5g may be considered acceptable. The whole basis of the development of the standard was to ensure that the structure which protected the occupant formed as survival space which remained intact during the incident and resisted the maximum forces experienced by that structure via the energy absorbing elements whether they be applied and bolt on or built into the carbody structure. This is achieved with limited local plastic deformation with controlled buckling of the structure itself which has to be demonstrated and validated by testing and analysis. The driver’s cab presents a significant problem in the design of a crashworthy rail vehicle. In many projects this has been address in the project technical specification by qualifying that the cab area shall remain un-deformed during the incident. In validation terms this simplifies the pass / fail criteria and makes it simple to prove. However, this criterion increases the design requirements and could lead to significant weight increase. The crumple zone is restricted to forward of this area but there have been some solutions which have placed energy absorption behind the drivers cab. This later solution reduces the resultant deceleration rate of the cab interior but in terms of this standard is not deemed to be acceptable.

In defining the technical requirements for the survival zone in the driver’s cab two alternatives were determined. The first recognises the fact the driver will remain in the seat and the second that the driver and second member of staff, if present, will seek protection in a protected space. That protected space could be in the cab or in an adjacent compartment. Summary As state of the art the design for structural crashworthiness defined above it should be applied to all new vehicles and it can also be considered for an existing running railway system. It is the responsibility of the rolling stock owner, operator and also the infrastructure owner to ensure that the system is maintained in such a manner as to ensure the safety of the traveller as far as is commercially viable. Application of requirements for structural crashworthiness can be achieved for new and existing vehicles at refurbishment stages or by consideration of the performance of an existing structure applying speed restriction or consist formation where necessary. The requirements are independent of vehicle gauge as demonstrated by CRRC Class 61 inter-regional diesel multiple-units for services along Malaysia’s east coast metre gauge corridor. This vehicle has been designed to meet the requirements of the state of the art defined in EN 15227. Dr John Roberts is Professor of Practice Rail Technology & Crash Safety at Newcastle University; Adjunct Professor at Kasetsart University; Chairman KURail - Kasetsart University Bangkok and Director Asian Region NewRail Newcastle University

Email Telephone +44 (0)7963 159 233 or +66 (0)854 081 628

Signalling the changes in level crossing safety E2S Warning Signals - the complete range of audible and visual warning devices.

Castle Iron Works, Overens Street, Oldham, OL4 1LA Tel: 0161 627 5822 | Fax: 0161 626 3500 |Web: www.oldham-­‐ Due to the engineering expertise and capacity for coded fabrication and large machining capability across many sectors, Oldham Engineering Ltd, an ISO9001:2015 company is proud to support the supply chain of Wabtec Faiveley, Brush Traction & Porterbrook on the FLEX Project. The high quality manufacture of the `raft’ is imperative to fulfil the high integrity design requirements of the Brush Traction design team and Oldham Engineering Ltd have shown their pedigree in delivering high quality ‘safety critical’ engineered components. Oldham Engineering is undertaking work across the rail sector with other companies such as Transport for London and Progress Rail, and realise the importance in the marketplace for such engineering expertise within supply chain to support these large on-going projects. As an SME Oldham Engineering Ltd provides excellent service to the Rail, Nuclear, Defence, Aerospace, Power Generation, Oil & Gas and Subsea sectors, who all require safety critical engineering at the highest quality level. If you require engineering services for high quality manufactured components, you can contact the team at or call 0161 627 5822.

Rail Professional



Safety on the rails Karl Critchley, Rail SHEA Manager at Kier, talks about his role and how rail safety and rail workers’ awareness of safety measures have evolved in recent years


ne of the most important aspects of my job are the project site visits and talking to front line staff and subcontractors. This allows me to understand and appreciate the daily challenges faced by our workforce. The rail infrastructure itself is populated with numerous hazards; tripping hazards are a well-known consideration, so too is the third rail and of course the movement of trains. These particular risks are well understood and mitigated in Kier’s safe systems of work and so getting the balance right between systems, paperwork and our team members’ individual skills and knowledge is an important consideration. Challenges faced by our employees start from the minute rail workers leave their homes. As our work is project-based, rail workers are always in different locations, this can lead to a challenging commute, especially in central London locations. Our teams travel to work in vans, and we use telematics technology to monitor how they are being driven. This records all sorts of things, including speed and harsh-braking, allowing us to keep track of any instances of unsafe driving and to discuss driving behaviour with our drivers and site teams. At the end of the day we want to make sure our team members get home safely, and we will do anything we can to ensure we achieve this. Another challenge that is faced by our workforce is hand injuries. It is now mandatory for our workforce to wear Cut Five Protection Gloves these have fibres with cut resistant properties and are still very light allowing our workforce to complete their tasks while wearing them. We also use impact-resistant gloves for troughing work as there is a certain amount of manual handling that can’t be avoided in this type of work and the use has led to a reduction in finger related incidents. Rail Professional



At Kier we are very focused on reducing manual handling incidents as these make up a large number of injuries throughout the industry each year. An example of simple technology being used to improve safety has been our involvement with a small fabricator to help develop a number of lifting devices including a small trolley to handle concrete troughing components. At the more sophisticated end of lifting technology Kier has also frequently used the 120T Kirow Rail mounted crane to lift heavier items such as CMSD Units into place. Even now many years after its introduction it is still an impressive piece of equipment which enables heavy modular items to be installed safely into the infrastructure with a reduced on-site construction time and corresponding exposure to site-based risks.

Staff wellbeing and fatigue Health & Safety in the rail industry now has a much broader remit and a lot of focus has turned towards issues of wellbeing and mental health. One of the many factors associated with these topics is that of fatigue. Fatigue has been a problem in the rail industry for many years and in 2017 the Rail Accident Investigation Branch annual report listed a number of accidents where fatigue was a contributory factor including rail collisions and tram overturns. We are currently part of the Southern Shield Fatigue working group and have carried out trials using electronic wrist bands to monitor the duration and quality of sleep of our workforce. This trial has been taken up with a number of principal contractors working for IP Southern.

Collaboration Collaboration is one of the three core Kier values and we work closely with Network Rail and the rail contracting community on a range of topics to improve safety in the rail industry through the Southern Shield programme. This was set up following a major accident in 2012, where a rail worker was killed in a collision with an oncoming train. The aim of Southern Shield is to prevent accidents or incidents, support and enhance the safety rules that are in place and to lay down the minimum safety requirements in the southern region so that safety is never sacrificed for commercial advantage. As member of the Senior Leadership Team, we are actively involved in examining processes, plant, design and culture to see where improvements can be made to eliminate accidents and incidents to ensure that everyone working in the IP Southern region gets home safe every day. Off the back of the creation of Southern Shield, a number of working parties have been formed, and they meet each month to consider best practice. A Southern Shield Charter has been produced collaboratively with members, and this sets out an agreed way of working. A number of Southern Shield guides and protocols have also been produced and these address topics as diverse as the use of knives, to working at height and accessing the track. Collaboration is hugely important in the rail industry and sharing best practice guidelines is important to ensure the safety of all rail workers. Companies share and promote best practice to keep people safe, we all have the same end goal to look after our staff, and we are keen to promote rail safety to ensure our workforce make it home safely at the end of the day.

A piece of technology the rail industry has invested in to monitor work activity and prevent any intention to exceed working hours or double shift is the Sentinel App. This automatically records and flags when a member of the team has worked longer hours than they should have. Since working in the rail industry I have seen very few instances of people working excessive hours due to these safeguards, as well as a greater awareness and proactive site management and supervision. To further enhance the current situation within Kier we are also looking at ways to train the workforce to recognise symptoms of fatigue in their colleagues and this is an example of collaborative working and output from the Southern Shield Fatigue group. To this end we are soon to introduce fatigue training and a simple questionnaire that gives a numerical score of a person’s fatigue levels allowing us to ensure our workforce are not at risk through fatigue of causing any accidents or incidents. Studies have shown that between eighty and 95 percent of all accidents and incidents are the result of unsafe human behaviours. Whilst some of this may be fatigue related a significant proportion relates to personal attitudes towards risk taking and safety.

Rail Professional

At Kier we have introduced our ‘It’s In Our Hands’ programme of behavioural safety. Specific modules have been created for rail and these look at behavioural issues facing our workforce and how to deal with these to prevent accidents or incidents. The evolution of safety During my time in the rail industry I have noticed that companies are investing more time and effort in improving health and safety with a much more proactive and inclusive approach. Safety has historically been seen as the responsibility of senior members of staff, but with higher levels of awareness it is now embedded in our culture at all levels and the enthusiasm for safety measures and improvement continues yearon-year. At Kier, within the rail sector our workforce raise an observation for every fifty hours worked. The vast majority of these are minor improvement opportunities but collectively they are promoting a culture where people are not afraid to raise a potential issue before an incident happens and in doing so are looking after the safety of themselves and their colleagues. The perception of risk is also improving. Within Kier we promote the Five Basics during the induction process, these are; Induction, Risk Assessment, Safe System of Work, Point of Work Risk Assessment and Competence. This approach provides everyone with a ‘go-to’ reference which helps cut through what can sometimes at first glance look to be an overwhelming range of requirements. Generally, if you get these five things right you shouldn’t have any accidents or incidents on site. Conclusion Since joining the industry, safety on the rails has improved significantly and I have no doubt that this will continue in the coming years. Technology has contributed greatly to this and it is important that we continue to develop and invest in technology that can help protect our workforce. However, in my experience people at all levels being much more attuned to safe ways of working and their attitude and willingness to raise any safety issues or concerns has had the most positive impact on safety in the industry. We can’t be complacent. Despite having 14months RIDDOR free at Kier, we must be of the mindset that an accident will occur unless each of us makes a personal intervention each and every day to prevent that accident happening…….Everyone Home Safe Every Day. Karl Critchley is Rail SHEA Manager at Kier



Birmingham leading the way in railway safety With millions of people using rail services in the UK daily, the nation depends on the safety and reliability of the system to work, rest and play


round the turn of the 21st Century there were several high profile railway accidents in Britain that involved loss of life and reputation. Happily, as many have reported (including the RSSB Annual Safety Performance report 2017/18), since 2007 there have been no train accidents involving fatalities and the UK’s railway is now demonstrably the safest major mainline railway in Europe. What was once a source of embarrassment is now one of pride for all people involved in the industry. However, safety is not established once and then stays where it is. It involves constant striving to improve if it is not to stagnate or go into reverse. The traditional way to improve railway safety has been to learn from accidents and design the next generation of kit or operation to ensure that yesterdays’ accidents cannot happen again.

researchers and over 500 students a year. In 2017 the BCRRE was awarded the Queens Anniversary Prize for its contribution to making railways around the world safer and more efficient. Professor Anson Jack, International Director at the BCRRE, said: ‘There are two ways in which research helps to improve safety – through R&D that raises the performance and reliability of railway assets and operations, such as remote condition monitoring and fault prediction and also through explicit research into an area of concern or opportunity in safety. ‘The core engineering team of the BCRRE undertakes fundamental and commissioned research that defines long term solutions and mitigates today’s problems, while there are also a number of specific studies underway that focus on improving safety.’ BCRRE has 85 PhD researchers undertaking research on railway topics and what follows are examples of post graduate researchers’ work that will guide the world’s railways to better understand and improve safety.

   Source:  RSSB  Annual  Safety  Performance  report  2017-­‐18    

With no major accidents for the last eleven years, there is a danger of complacency and also a lack of immediate primary causes information to motivate the search for safety improvements. So how does the industry, with academia in support, continue to improve safety? This article concentrates on two approaches which can help the industry to stay ahead in the delivery of ever higher levels of safety. Research and education The Birmingham Centre for Railway Research and Education (BCRRE) is the largest university-based centre for railway research and education in Europe, with more than 145 Rail Professional

Digital Railway The emergence of digitisation represents a fundamental change and opportunity for the railway. New ways of working create challenges for traditional approaches to safety analysis and approvals as, in the digital world, some of the traditional ‘slack’ is eliminated from the system to get more out of the current assets. For example, if trains are five minutes apart, if anything goes wrong with a train there is a reasonably low probability of them being hit from behind, and there is a relatively low probability of meeting a train travelling in the other direction at the ‘wrong time’. If the trains are travelling at two-minute headways, then the probability of a collision in the event of a derailment (particularly one travelling in the opposite direction) increases significantly. So, while engineers and operators are working to squeeze more out of the assets, to provide more and better service to passengers, systems engineers and safety experts must ensure that an operation working on two-minute headways is at least

as safe as the previous method of working. The challenge is to assure oneself and demonstrate to regulators that shorter headways can be achieved without increasing safety risk. This will inevitably lead to questions about what the changes in risk are and what can be done to mitigate them. The Japanese run Shinkansen trains at fourminute headways and, despite the country being susceptible to both earthquake and tsunami events, they have run their trains in this way for decades without any loss of life as a result of collisions. Dealing with the risk of earthquakes and tsunamis causes those in charge to address questions such as how to avoid derailments and how to avoid a roll over or, worse, a collision, should a derailment occur. This sort of systems thinking contributes to the very high levels of reliability that are delivered by Shinkansen services, which are admired by all who travel on them. In the digital railway the complexity of the systems challenges

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elsewhere. Fitting platform doors eradicates the risk of people accidentally or deliberately falling in front of trains but introduces another mechanical system which costs money to install, operate and maintain and which can introduce another form of unreliability. In different parts of the world the ‘case’ for platform screen doors is very different as there are different values to the cost of the energy that is used, and even to the capacity of the networks they may be installed on. The output from the research will be a generic model that is customisable to enable each system to evaluate their own local circumstances and even to consider retrofitting PSDs on existing lines.

grows exponentially as various safety systems and controls are linked together, and this leads to practitioners having difficulty in understanding all the system requirements and their potential for failure. Research We know that there are so called ‘unknown unknowns’ but we do not have a very effective way of ensuring that we do not design failures into complex systems when we integrate them. One of our PhD students is exploring in detail the relationship between safety and operational performance. At the high level this is testing the proposition that good business is good for safety, but it is also digging deeper into the data to isolate those precursor events that can give rise to both safety events and operational delay. The work undertaken to date shows that there is no simple relationship, as there are many extraneous and underlying factors that need to be understood before drawing conclusions on which to base actions. Doctoral research will develop some of these to the point of highlighting the best ways to improve both safety and performance at the same time. Another PhD researcher is developing a model that will enable different technologies for level crossings to be evaluated, with weightings placed on all the different users of level crossings. One day there will be questions about how the application of autonomous technology on road (and rail) vehicles might affect the operation of level crossings and the model being developed will enable an objective view to be taken of the benefits and also help to define new functional requirement specifications for the roll out of artificial intelligence and autonomous vehicles. A further PhD research project is looking at the complete business case for fitting platform screen doors (PSDs) on metro systems. These are very common in the many new Asian systems but less common

Educating the next generation The Birmingham Centre for Rail Research and Education (BCRRE) offers an MSc in Railway Safety and Control Systems (RSCS), in close collaboration with the University of York. Students benefit from the expertise of two leading UK universities and spend just over half their time with the BCRRE and the rest at the High Integrity Systems Engineering Group (HISE) in York. The programme has three pathways, focused on risk and safety systems design; risk and safety systems operation; and communication and control systems (including signalling). It includes modules that cover railway technology and operations, ergonomics, safety decision making and strategic management. Professor Felix Schmid, Director of Education at BCRRE said: ‘The academics and the students come from all over the world and have a variety of different backgrounds and levels of experience. The course addresses the issue of change in the industry and also gets students to think about risk and communication. Students undertake a number of industrial visits and they also take part in a working weekend where they learn practically how a railway is built. ‘The introduction of the Digital Railway means a greater emphasis on train to track communications and emphasises railway control over traditional signalling technologies, meaning graduates of the Communication and Control pathway will be highly sought-after around the world.’ Professor Schmid added: ‘Ultimately safety is everyone’s job. If everyone looks out for the small precursors to safety breaches, then it is much less likely that the big accidents will happen. It is worthwhile investing in a safety culture: not only does it put a focus on preventing accidents, but it is also cost effective. ‘Our Masters programme in Railway Safety and Control Systems puts all of this into context and teaches future leaders about their responsibility for championing safety improvement. ‘The MSc in RSCS covers all aspects of railway safety and, given the international background of the students on the programme, we select relevant accidents and

safety incidents from around the world and use these and historic events from the UK as enriching case studies. Events such as the rolling down a slope of a crude oil train in Canada, which destroyed the centre of a small town, and the high-speed derailment on a curve of a French TGV train during safety testing of a new line provide some of the lessons that are taught on the programme.’ Detailed information on the MSc can be found at: postgraduate/courses/taught/civilengineering/railway-safety-control.aspx. Interested in finding out more? Professor Anson Jack will be delivering his Inaugural lecture at the University of Birmingham on Wednesday 26 September. ‘Fasten your seat belts, … or rather, why are there no seats belts on trains?’ Professor Jack will be speaking about his background in the rail industry and, in particular, his interest in and responsibilities for research which led him to fronting up the GB rail industry’s decision not to install seat belts on trains. The background to a campaign for the fitting of seatbelts on trains, the way in which the industry explored the options and determined what it should do, and the decisions that arose from the research provide a case study in translating research into practical application, as well as into the management of sensitive stakeholders. To register visit

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Fostering the future of safety Coen van Gulijk from the Institute of Railway Research at the University of Huddersfield, analyses technology in safety management systems


nformation Technologies are taking the railways by storm. At any railway exhibition you will be told that data is the way forward, and with good reason. IoT (Internet of Things) solutions facilitate efficient fleet monitoring; data networks track the degradation switches; and data analytics facilitate efficient maintenance. Yet, the data-revolution is not quite reaching its full potential for modernizing day-to-day safety management. Since safety excellence is one of the hallmarks of this country’s railways, the UK is best positioned to push the boundaries for the future of safety.

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staff, in any part of the organization, benefit from a consistent and clear representation of the dangers they manage or work with. Confusing staff with disjointed systems and conflicting safety concerns makes safety participation difficult. Incomprehensible systems may even inhibit a healthy safety culture. These are just two of the drivers that create a growing demand for an integrated system for safety management and for frontline workers. The degree of maturity of railway safety is outgrowing disjointed single-system IT solutions and new

solutions need to be sought. Comprehensive IT infrastructures offer a solution. Digital safety delivery The UK and other countries in Europe are embarking on projects to design integrated data systems to support railway safety. In 2015, the European Railway Agency launched COR (Common Occurrence Reporting), a programme which aimed to create a framework for amassing data from incidents in the EU. That project demonstrated that it is hard to agree on a shared view and on definitions.

Safety management systems Operating a railway safety management system requires a variety of procedures, methods and risk models that deal with different risks in different ways. Over the years, the Britain’s railways successfully developed elaborate management structures to deal with this wide variety. But, in light of the digital revolution, the traditional approach to safety management is becoming increasingly unwieldy. A prime example is risk modelling. A plethora of risk models exist for signalling, level crossings, platform-train interface and derailment but sometimes the only thing they have in common is that they serve railway safety. The RSSB project T1123 ‘Developing a framework for an integrated safety risk platform’ shows that the integration of dedicated risk models (SRM, ALCRM & SORAT) is not catered for on a technical level. The models were historically developed at a time when their creation was opportune, but they were developed in relative isolation. They don’t use the same data-sources, timeintervals and focus on different aggregate levels (i.e. local versus national level). Each model comes with its own specialized definitions, suppliers, experts and, when used in large organizations, may be maintained by different departments. It is increasingly harder to improve railway safety with a disjoint set of models. Safety management systems cannot improve further without the support of integrated IT systems. Another problem is that the complexity of safety management systems has an effect on people that work on the railways. Railway Rail Professional



In France, the Directorate Générale Sécurité has been working on a dedicated safety re-engineering programme since 2016. The programme is called ‘Plateau Simplification’ and it collects and collates data from routes to monitor risks and the performance of safety measures. In the UK, RSSB deployed the Safety Management Intelligence System in 2017 that expands traditional incident reporting to incorporate work-flows for risk classifications, risk investigations and flexible analytics solutions that can be tailored for local use. In a separate work stream, RSSB and the University of Huddersfield combined forces to investigate the future potential of digital technologies for safety. In 2018, Bane NOR, NTNU and the Institute for Energy and Technology in Norway have started project SafeT that aims at developing a framework that supports the development of an ITsupported implementation of EN 50126 and the Common Safety Methods for Risk Assessment (CSM RA). These initiatives demonstrate that digital re-engineering of railway safety management systems is trending, but the efforts are relatively disparate and each of these projects has their fair share of worry. A key shortcoming is a shortage in experts,

knowledge and a dedicated supply chain for Safety Enterprise Architecture. Fostering the future of safety Enterprise Architecture entails the strategic development of a management system that combines IT and management efficiently. The target system is where railway staff, safe work processes and physical safety systems come together to align safety objectives, business requirements and their complex interfaces through a structured IT system. Crossrail, ERMTS and automated train inspection depots show that the joint development of hardware, organizations and an IT backbone can be effective but to date operational safety management systems are only at the very start of their development. With knowledge developing in several countries, the timing is perfect for the railway sector to come together to develop digital safety delivery on a national and international level. This could be done in several ways. First, by providing industry-wide guidelines for supplier-independent technical solutions based on projects that various railway partners undertake. Second, by supporting international platforms for systematic industry harmonization either in existing international organizations or created in

new ones. Third, by demanding IT expertise from existing suppliers of safety products. Fourth, by training a new breed of safety experts that are well versed in Enterprise Architecture and IT techniques. And fifth, by sharing experience in dedicated events. Conclusion The digital revolution drives the inevitable re-engineering of safety management systems. Projects in France, the UK, Norway and the ERA demonstrate that interactive online safety decision support systems have huge potential to improve Railway Safety Management Systems, but they also show that re-engineering safety management systems is cumbersome and requires a dedicated supply chain. The railways are at the frontline of the development of integrated safety systems and are best positioned to usher in a new era of safety delivery on the railways. The railways are taking up a leadership role for the development of products, standards and the development of a supply chain. In that way rail stands to benefit hugely from years of excellent safety performance and fostering the future of safety. Coen van Gulijk is a Professor at the Institute of Railway Research at the University of Huddersfield


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Wellbeing vs safety Chris Acton, Head of Rail Safety UK&I at AECOM, takes a look at attitudes towards mental health in the workplace


afety will always be a priority for rail projects. However, it must be remembered that the notion of safety is not static – and it is increasingly evolving. While safety is the main focus, its sister ‘wellbeing’ is becoming more focal. After all, it is simply not enough to only take care of an employee’s physical safety – mental health and wellbeing are equally important. The notion of wellbeing has become fashionable recently for a number of reasons. Firstly, the general pace of work and life continues to increase, and people are feeling increasingly stressed. Additionally, the modern generation have a different attitude to work and place more importance on wellbeing than previous generations. Health and safety has historically been about adherence to standards, whereas wellness is about productivity, retention

Some employees may be reluctant to take time out of work to attend doctor’s appointments if they consider themselves fit and well, so this ensures that staff stay on top of their health Rail Professional



and recruitment. Wellbeing is also about organisations being responsible for their most valuable resource – their people.

Some employees may be reluctant to take time out of work to attend doctor’s appointments if they consider themselves fit and well, so this ensures that staff stay on top of their health. Sadly, mental health still has a stigma placed on it by some, which can cause employees to find it difficult to express their concerns. In order to break the taboo, AECOM has invested in training of ‘Mental Health Allies’, which are office-based staff who are available as a first point of call, trained to provide guidance and assistance to staff who have problems or concerns. We have also launched a Manager Guide to enable line managers to encourage and promote staff wellbeing, addressing problems before they become severe and supporting staff when issues do emerge. This is not about becoming an expert in mental health; it’s about spotting the signs that something might be wrong.

Mental health Taking mental health and wellbeing seriously is a relatively new concept for many rail companies. Not only is taking care of employee mental health the right thing to do, it also makes good business sense. A glance at a report by Health and Safety Executive reveals that, of the total working days lost each year to ill-health, work related stress accounted for the large majority. In fact, the cost of mental health problems at work accounts for £26 billion per year across the UK workforce, according to data from the Centre for Mental Health. Clearly it is time that more companies put strategies in place to help manage mental health. Until recently, employee wellbeing has often been seen as a ‘nice to have’. However, industry and companies are starting to wake up to its importance. It is estimated that globally one in four people will be affected by mental or neurological disorders at some point in their lives (World Health Organisation). AECOM has taken measures to respond to this, such as ensuring there are health stations installed in our offices allowing individuals to get physical screenings and blood pressure checks.

We made sticky notes available for staff to write their responses and then asked them to anonymously place them next to the poster. This initiative was very well received by staff and they were refreshingly candid, sharing their own stories, which in turn encouraged more people to speak up. It was wonderful to see something so powerful happen from a very simple exercise. In the rail industry in particular, employees experience a great deal of pressure. While a certain amount of pressure can be motivating, excessive amounts can lead to stress and anxiety. Organisations should encourage staff to talk openly about their mental health in the workplace. This can be done by building capability amongst peers, line managers and senior staff to recognise the signs of potential mental health issues and create an environment where mental health awareness is part of everyday activity. Mental health and wellbeing is considered by many as the remit of the safety department and this needs to be broadened. Above all, it’s important for everyone to look out for each other in a caring culture that benefits the whole organisation.

Solutions Activities in offices to encourage this dialogue can also help. AECOM piloted an exercise called ‘Elephant in the room’ across some of our offices in the UK and Ireland. This was a really simple awareness exercise in which posters were put up around the office which posed the questions such as ‘How are you feeling today?’ and ‘What stops you from talking about your mental health?’.

Chris Acton is Head of Rail Safety UK&I at AECOM

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How to stop a hack The rail industry is increasingly viewed as a viable target by cyber-criminals, and the stakes for effectively guarding against attacks are high, so how exactly do you stop a hack?


he importance of cybersecurity is made more significant with the move the industry is making towards digital, automated systems. While integrated networks undoubtedly offer a vast range of benefits, greater connectivity increases the ‘attack surface’ – the number of potential entry points – hackers can target. If a single vulnerability in one system is discovered, a hacker can exploit it to potentially compromise all systems on the network. As demonstrated by 2016’s ransomware attack against the San Francisco Municipal Transportation Agency and the 2017 WannaCry attack, successful system breaches can inflict significant financial damage. Intrusions often result in a system being taken offline, which inevitably causes delays and can also have knock-on financial

The NIS Directive came into force in the EU in May 2018, with new demands placed on operators, and the threat of significant fines for non-compliance; GDPR legislation may also have an impact, if customer data is stolen as part of an attack Rail Professional

consequences resulting from the loss of earnings, the work needed to resume normal service and the work undertaken to safeguard systems for the future. Those working within the rail industry also need to consider the legal implications of not taking cybersecurity seriously. The NIS Directive came into force in the EU in May 2018, with new demands placed on operators, and the threat of significant fines for non-compliance; GDPR legislation may also have an impact, if customer data is stolen as part of an attack. Transport operators therefore need to have adequate safeguards in place. Thankfully, by implementing stronger defences, they can detect attempts to enter a network early and, if blocking a specific breach isn’t possible, can eliminate, or at the very least minimise, any resulting financial impact. With over 17 years’ experience in delivering onboard communications solutions within the transport industry, cybersecurity is an extremely important consideration for Icomera, and one in which

it is continuously working to monitor, test and strengthen network protection for its customers. Time is critical Knowing how to set up cyber-defences requires an understanding of the process behind a typical hack. It’s a common misconception that a cybersecurity breach is a discrete event. In reality, a hack may take place over many months, with the hacker undertaking scouting, reconnaissance, preparation and coding of tools, prior to actually being able to compromise a system. Furthermore, once ‘in’, exploiting the hack may take many months. The hacker might use the first compromised system to launch attacks on other systems or may replicate their methods on other devices. If data theft is taking place, this could take time to acquire and transfer. A typical hack may take over three months to detect, according to Mandiant Consulting’s M-Trends 2018 Report. A key point to note here is that the


financial damage from a hack increases over time – it’s not fixed at the point of the first compromise. More time allows for greater disruption, increases the number of affected systems, produces greater damage to the confidence of staff and customers, and increases the chance for data theft to take place. Time is therefore a critical element in defeating an attack, and it’s important to recognise that a whole chain of events must fall into place for a successful attack to occur. Stopping the hack revolves around breaking this chain of events. Early discovery allows for a hack to be stopped in its tracks, minimising the financial impact. Breaking the chain Thankfully, solutions exist to disrupt or break the cyber-attack chain at every stage. At root, rail operators need to make sure they have robust security protocols in place. Henning Ankarudd, CISO and VP Digital Strategy at Icomera, states: ‘Businesses must take a systematic approach to managing sensitive information, so that it remains secure. Following ISO 27001 best practices by having an Information Security Management System in place and taking certain actions such as encrypting sensitive data, configuring user-management, keeping software up to date, carrying out security reviews and monitoring system logs, all helps give businesses a solid foundation from which to build from.’ In addition, by utilising vulnerability scanning tools and carrying out regular penetration tests, an operator can observe their system from a would-be hacker’s perspective, analysing the protection in place around a system, and probe for weakspots and potential security issues, such

as configuration errors and unpatched software. But more must be done than following basic security routines to effectively fortify a system. By building multi-layered lines of defence, in which various methods and tools are used together, a powerful protective web can be formed around a network. Daniel Jaeggi, Head of Business Development at Icomera, says: ‘I like to think of cybersecurity like I do home security: I’ve got locks on my windows and doors but I need to check they’re properly locked when I leave the house; if someone is snooping around my garden, then I’ve got a CCTV camera to see what’s going on; if someone breaks in, my alarm will go off.’ Monitoring tools can scan for anomalous network traffic and attempts to access parts of a network that should be inaccessible. Similarly, intrusion detection software can be used to detect attempts to break into a system, picking up suspicious behaviour such as port scans and brute-force password attacks. If a cyber-attack does happen, operators should have an incident response playbook on hand and ready to deploy. Automated rules can be set-up to block suspicious traffic, ban malicious users or even shutdown the Wi-Fi in case of a verified live attack. In terms of system architecture, it often makes sense to segment networks into granular security zones, minimising the risk of an attack spreading. Remediation processes should also exist to regain control of the system, shutdown any entry-points which were exploited and get a compromised network up and running again as soon as possible. Finally, it’s vital for rail operators to learn lessons from any cyber-attack, and



to adapt and improve their cyber-strategy moving forward. ‘Every hack will leave a trail which can be traced back, the dropped breadcrumbs providing valuable insights into the way in which the systems were exploited’, Jaeggi explains. By investigating how and when a breach occurred, operators will be better equipped to deal with future break-in attempts. Operators must recognise that security is an ongoing and evolving process, in which the risks from new vulnerabilities can’t be taken for granted; no-one can afford to become complacent in thinking that a system is fully protected; a defensive measure which was effective today, may not be tomorrow. Moving forward Unfortunately, even with a myriad of protective measures in place, the reality is that you won’t always be able to stop every hack. Those carrying out system intrusions are doing so with ever more guile, persistence and sophistication, and there is always the possibility that they will find a way to gain unauthorised entry. Nonetheless, there are a wide range of actions operators can carry out to strengthen and improve their system defences, breaking the chain of preparatory events a hacker must undertake and reducing the risk of financial damage by reacting quickly. By deploying additional cybersecurity tools and proactively monitoring system defences on an ongoing basis, operators will become better equipped to protect against, detect, respond and recover from cyber-attacks in the future. Tel: 08704 460461 Email: Visit: Rail Professional



Virtual reality training London’s new Elizabeth line will be fully open from December 2019 running 200 million passenger journeys each year through 41 stations


t is a major challenge to train a stream of large numbers of new recruits to be sharp-eyed, confident and capable, especially when it comes to the most important issue of all for the industry: station safety and security. The demands of operating a service on a scale like the Elizabeth line means that a large amount of recruitment and training has to be undertaken and various regimes and behaviours need to be communicated in a way that is both engaging and retainable. This is where the idea to use virtual reality training came about. The idea originated with a member of the MTR Crossrail IT team, who saw an article about the use of VR in gaming and began to think about how it could be applied to training within the railway industry. While using

The difference with the MTR Crossrail approach comes with using the HTC Vive equipment, where staff are immersed in situations – not just watching a screen – and need to interact with the virtual world, using a headset and a controller that’s operated by movement and gestures Rail Professional

virtual reality simulators for driver training is the norm, MTR Crossrail has taken this further by making use of a fully-immersive virtual station. The VR station helps overcome the problem of how to recreate dangerous situations without having to take any risks or causing any disruption to operations in real stations. Immersive training Many organisations have introduced gamification and virtual environments, a ‘VR Room’ which involves large screens in a room to mimic a different environment. The difference with the MTR Crossrail approach comes with using the HTC Vive equipment, where staff are immersed in situations – not just watching a screen – and

need to interact with the virtual world, using a headset and a controller that’s operated by movement and gestures. It’s become a first for the industry, deploying a fully immersive virtual reality training experience focussing on key safety, security and quality deliverables, all within a safe, controlled environment. An initial trial was carried out with InVirt Reality – who had previously implemented VR familiarisation with an airline – to develop a tool focused on making employees more vigilant in identifying and reporting various KPI faults at their station, increasing passenger satisfaction and improving service. As the product moved closer to completion, it became apparent there were


wider opportunities stemming from the introduction of VR training. The base build was expanded to create a more immersive environment for the trainee, not only asking them to highlight KPI faults, but also safety alerts, customer interactions and security protocols. The environment encourages staff to explore and monitor the complete station world, just as they would in their dayto-day role, creating a stronger sense of real situations and pressures rather than contrived, tick-box exercises. Users are able to physically walk around as well as see and touch things in a station environment along the actual Elizabeth line route. The fifty different scenarios range from reporting faults on critical station equipment, applying safety protocols for unattended luggage and dealing with a potential safety hazard such as broken windows. The users can then navigate the environment and make decisions using the gesture-controlled system. The training platform that was created immerses the trainee as an employee who is tasked with inspecting the station environment for KPI faults, applying the HOT and WHAT safety protocols and reporting other safety issues.

The trainee is then presented with a number of scenarios within the environment in which they must choose a path of action. Delivering training this way provides more of a record for future learning, a guide to where training needs to be focused and ways to improve safety and security. The platform allows employees to explore what they’ve learned themselves, with the ability to play back their session and get feedback on it with managers. Feedback So far, the training has been rolled out to over 150 customer experience employees since the end of 2017, with plans for the VR station to be used as a mainstay of induction for new staff and meeting changing needs. There’s been a different level of interest and engagement by comparison with traditional training. People have talked in terms of enjoying the experience, of wanting to learn more, of seeing and thinking about the station workplace differently as a result. Deconstructing complex – and sometimes hazardous – situations has reportedly led to a sharp rise in levels of confidence in dealing with safety incidents, more clear thinking and quicker responses.



The project has shown us how innovation in training can have business impact – in staff engagement, in building a culture of safety that’s critical to meeting the organisation’s KPIs, and ensuring we’re delivering for customers. It’s also a significant step in terms of demonstrating the commitment to safety and security among external audiences and stakeholders. The future of training The positive response from staff and managers means the organisation is now currently working with developers to see where we could deploy this type of training to other areas of the business. The key factor to remember is relevance and value. A development like VR training can be seen as a gimmick – meaning the need for hard decisions and focus is needed in the trial and design stages to ensure VR works for the business in practice, in skills, performance and engagement; and making sure the new approach integrates and supplements existing training needs.

Andy King is Finance Director of MTR Crossrail

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. @furrerfreyGB @furrerfreyGB

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Rail safety is winning the battle over security Evolving threat profiles and increasing pressure to operate a railway that is ‘safe, secure and accessible to all’, mean the steps being taken to protect rail passengers are under scrutiny


ecent ERADIS and EU reflections on the 2013 Galicia train crash that killed eighty people have placed a spotlight on the entire risk analysis approach of railway systems across Europe. In the same week, the UK found itself in fresh turmoil as renewed strikes about the role of guards hit the headlines. Safety vs. security However, keeping rail networks safe and secure is not an easy task. And the first step to finding appropriate measures to support this work is to be clear that safety and security are two separate challenges, and need to be approached as such. So, rather than addressing passenger welfare as a whole, those responsible for operating our railways must consider how they ensure that safety issues are mitigated, and that responses are rapid and robust when safety issues arise. They must also build comprehensive and integrated resilience to physical and cyber threats. Interestingly, when the problem is broken down into its separate elements, a different story emerges. When considered in isolation, rail in the UK is safe. There are clear safety protocols in place, a governing body – the Rail Safety and Standards Board (RSSB) which drives safety improvements across the network – and a well-established culture of safety at every level of the workforce. Our recent research found that, in rail, ‘safety is the number one priority’. The statistics speak for themselves; there was an overall annual ten per cent reduction in train accidents from 2015 to 2016, and – aside from the tragic outcomes of the Croydon Tram derailment – a reduction in both passenger injuries and fatalities across the network, including London Underground, in the same period. A clear strategy More can always be done, especially as our recent report also found that leadership needs to address the gap between safety strategy and how it is delivered on the ground. From ‘slips, trips and falls’ to passenger fatalities, rail operators must take Rail Professional

any opportunity to better protect passengers as they embark on the 437,858,622 journeys they are currently taking across the network every year. But, is there more to those passenger journey numbers than meets the eye, when we consider the second element of keeping rail passengers ‘safe and secure’? Railways, stations and trains in the UK are not comprehensively secured in the same way as at airports or ports. There are no screening mechanisms, no luggage checks or clear links between passengers and their bags. There are relatively few security interventions, if any at all, at major rail stations, and both stations and tracks are predominantly open access. Even boarding a train requires only an anonymous ticket, with some stations operating with either an open-gate policy at peak times, or no gating at all. Admittedly, keeping passengers secure on our rail

networks is challenging and complex. We have many different operators, and a large and dispersed network of stations, control rooms and signalling systems. This fragmentation makes it difficult to maintain security consistently, particularly when much of the responsibility currently falls in the hands of over-stretched police forces, rather than rail operators directly. However, in spite of developing threats, there remains no consistent directive driving rail security from a national or international perspective. Even in countries who heavily emphasise maximum security across transport, such as the USA, their Transport Security Agency (TSA) recently stated that they do not ‘intend to roll out anything like what (they) have in airports’ when it was suggested that rail passenger screening could be a useful tool to mitigate terror threats on their railways.


Ease and flexibility So, despite there being many comparable risks and threats between rail and aviation, there is no immediate drive to reflect the robust and comprehensive security measures seen in airports or onboard planes in rail. The question then, is ‘why’? Particularly when we see an increasing global trend that, on journeys under a six hundred miles, trains have overtaken short-haul flights. If more people are travelling on our trains, surely the need to protect them grows exponentially? This is where that 437.9 million passenger journey number becomes relevant again. Rail’s prerogative, and USP, is easy access, flexible travel. Hop on a train and get to where you need to without the burden of going through security. Air travel, by comparison, is relatively inflexible and requires passengers to arrive in good time to clear security, have the right identification, check luggage etc. It takes an average of ten minutes to complete security clearance in a large international airport. In contrast, it takes seconds to walk through the ticketing gates even at a major train station – mainly because their primary purpose is to act as revenue protection mechanisms. If we apply those timescales to comparative passenger volumes, and the physical capacity to accommodate security checks in rail stations, we begin to unravel what is stopping heightened security on our railways. London’s Heathrow airport had over 78 million passengers passing through it in 2017, taking 471,068 flights across four operating terminal buildings. To

give a comparison, London’s busiest rail station (Waterloo) processes over 99.4 million passengers annually, along with a further six million interchanging, in an area significantly smaller. Implementing screening on rail becomes almost impossible when the task rests on finding the space to accommodate traditional screening mechanisms in a (typically) Victorian designed station. This is a particular problem when the priority is to avoid overcrowding and congestion that impacts passenger safety.



Herein lies the issue. Safety currently wins in the battle of competing priorities to keep passengers both safe and secure. If we take these issues in the context of the current UK rail infrastructure and operations, there is simply insufficient physical and commercial space to prioritise the kind of security with which we are familiar in other transport modes. However, there are some options that could improve security. For example, rather than arguing to keep guards in a position that arguably offers limited security benefits, train operating companies could consider retraining guards to act as a first line of defence in security, operating random checks in stations and monitoring existing station security in a more robust manner. Alternatively, they could at least offer basic security training. What’s more, rail could actually start to outpace other modes by grasping the opportunity of a relatively blank canvas. For example, there are a number of advanced technology solutions, such as remote screening, for both passengers and cargo that could unlock serious security advantages across our railways. Whilst work is being done to address both these issues in the UK, the balance between safety priorities and security needs to be considered more urgently as rail grows as an alternative to air travel, and as evolving threats continue to loom in both the physical and digital domains. David Oliver is Global Transport Security Lead at PA Consulting, the innovation and transformation consultancy

For more information, visit: https://www.

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All change please! Terence van Poortvliet and Jonathan Turner, partners at law firm Ashurst, provide a detailed look at the new world Digital Railway will bring


n May 10 of this year the Transport Secretary, Chris Grayling, and the outgoing Chief Executive of Network Rail, Mark Carne, launched Network Rail’s ‘Digital Railway Strategy’ with the aim of boosting train frequency, speed and reliability across the UK. Digital Railway is the culmination of three years of collaborative work by a wide range of rail industry stakeholders to create a 15-year roadmap for the technological transformation of the UK’s railways, with the aim of having seventy per cent of journeys benefitting from digital rail technology by the end of this period. According to Mark Carne: ‘Digital Railway provides additional capacity and increased connectivity across the railway network, supporting and stimulating economic growth, jobs and housing. So, when you look at all these benefits you start to understand why Digital Railway isn’t a resignalling project. It’s an opportunity to run the whole railway in a fundamentally different way.’ The issue The need for such a strategy is clear. In the twenty-odd years since privatisation, Britain’s railways have experienced

The rail sector is effectively having to ‘work smarter’ in order to achieve greater utilisation of its existing infrastructure

unprecedented growth – passenger numbers have doubled and are predicted to rise further. However, building more trains and track to increase capacity may not always be the best option. In the words of Mark Carne: ‘Big capacity-boosting infrastructure projects, such as Thameslink and Crossrail, are expensive and cause years of disruption, while Digital Railway offers an alternative way to deliver additional capacity, making the most of what we already have.’ The rail sector is effectively having to ‘work smarter’ in order to achieve greater utilisation of its existing infrastructure and one of the ways in which it is seeking to do this is through the use of digital technology. But doing so requires the input of multiple stakeholders involved in running Britain’s rail network to ensure a coordinated approach to systems development, including Network Rail, the

train operators, lessors, manufacturers and the wider supply chain. The proposed solution It is important that the digital systems of the various stakeholders are capable of integration with one another. The aim of the Digital Railway programme is to address potential compatibility issues and to enable a seamless and efficient holistic system to develop. This, in turn, will allow the synergies created from this integration to be used to increase capacity and improve performance. A similar approach to harnessing digital technology to assist in a collaborative effort is taking place in other sectors. For example, Building Information Modelling (BIM) computer-aided design systems are now being used for the design of buildings and other infrastructure such as bridges, roads and tunnels, with each of the design Rail Professional



disciplines being required to input its data into a combined digital model. Since 2016, the UK Government has required the use of fully collaborative 3D BIM (with all project and asset information, documentation and data being in electronic form) for all centrally procured government projects. How will it be achieved? The Digital Railway programme therefore aims to achieve greater capability from existing assets by integrating technology to the maximum extent possible in the dayto-day task of running the rail network. In essence, Digital Railway is a business change tool, driving the implementation of process change through the use of the digital systems which support these processes. It is creating the framework for a wholesale readjustment of how the British rail network operates. There are three main strands to the Digital Railway programme: • Enabling the provision of more trains, thereby increasing capacity • Providing better connections between routes and at stations • Delivering greater convenience to the customer in areas such as ticketing and reservations. Digital technology takes centre stage in achieving these aims, as Digital Railway involves the adoption of: • Modern digital signalling, in particular, the European Rail Traffic Management System (ERTMS) and the European Train Control System (ETCS), which replace lineside signalling with in-cab signalling • Automatic Train Operation (ATO), which provides decision support to drivers in the cab, enabling train drivers to have the information they need when they need it, thereby boosting performance and safety • New traffic management systems, which maximise performance by allowing trains to run as effectively as possible by optimising the speed and movements of trains on the network. Progress so far In March this year, in a development described by Mark Carne as a ‘world first’ and ‘a game changer for Digital Railway’, Network Rail successfully ran trains using the ETCS coupled with ATO on the Thameslink core route through central London from St. Pancras to Blackfriars. Digital signalling and train control will be a major part of the technology underpinning Crossrail when the first trains run in 2019. Once the integration testing is completed later this year, Network Rail and Crossrail will seek authorisation from the Office of Rail and Road to place ETCS into service. ETCS is also being used on all new European high-speed railways, including HS2. This technology is the result of collaboration across Europe over the past Rail Professional

25 years to develop an interoperable system which multiple suppliers can provide, thereby creating a competitive supply market. New opportunities In addition to the operational benefits to UK rail, it is hoped that the Digital Railway programme will bring with it new and interesting opportunities for the private sector and, in particular, those in financing and the supply chain. Marking a paradigm shift away from traditional contracting and acceptance methods to more innovative, risk sharing, collaborative approaches with supply chain technology partners, the Early Contractor Involvement (ECI) programme is a cornerstone of Digital Railway. The ECI programme is intended to revolutionise the way the rail industry works with the supply chain in order to realise the potential of better quality data, thereby delivering significant savings in the cost of digital technology. To date, this has involved the rail industry engaging with non-traditional suppliers, drawing on the experiences and expertise of companies and organisations in a range of different sectors, including automotive, aerospace, defence and electronics. Data is therefore opening up the rail industry to new participants in the technology industry. New financing opportunities In addition to new opportunities for nontraditional suppliers, the Government is also encouraging greater levels of private sector financing. Network Rail has been advised by the Digital Railway Ministerial Group that, in order to secure third party investment, it needs to encourage alternative models of funding, financing and delivery and to involve the investor community much earlier in the planning and development of future investments. Data applications In the longer term, it is hoped that the increased availability of real time data on train location can be used by the private sector to develop more effective online transport applications and, ultimately, to extend the use of such data-sets to support a multimodal transport model, involving trains, buses, taxis and other forms of transport. Deliverability At the Digital Railway launch event, Mark Carne made clear: ‘We should be under no illusion, Digital Railway will change everyone’s role in the railway. From those in the signal box, the drivers and guards on the train and the maintenance teams out on the track. Train Operating Companies will have to upskill thousands of train drivers and recruit new ones as additional capacity comes online.’ The suggestion is that many stakeholders will need to ‘upskill’ elements of their workforce, including train drivers, signallers,

guards, maintenance teams, etc. These are significant tasks and will require careful planning and coordination to ensure a successful outcome for the industry as a whole. Cyber security Whilst Digital Railway offers the potential to protect trains from collisions, improve the efficiency and capacity of the rail network and open up the industry to new financing and technology partners, the digitalisation of the UK’s railways brings with it new risks that are associated with the advancement of digital technologies in any sector – that of cyber security. To try and give some scale to the potential issues, in 2016 it was claimed that the UK rail network had been hit by at least four major cyber-attacks in just 12 months. In its ‘Rail Cyber Security’ report of 2016, the DfT raises concerns about the cyber security of ERTMS and other ontrain systems related to the increasing use of systems accessible through public and private networks. In February 2016, the DfT issued guidance to support the rail industry in reducing its vulnerability to cyber-attacks, the risks from which include the threat to passenger safety, disruption to rail services, financial loss and the loss of commercial or sensitive information. In addition, in January 2017 the Rail Delivery Group issued its Rail Cyber Security Strategy which seeks to ensure that all areas of the sector are strengthened and are proportionately managing their cyber security risks. Brexit The ERTMS and the ETCS, both of which have been developed under the auspices of the EU, are fundamental elements of the Digital Railway programme. It will be particularly interesting to see how the UK government decides to approach such EUwide technical standards, and related EU rail regulation, in a post-Brexit landscape. Cooperation is the key to success Given the complexity of the Digital Railway programme and the many stakeholders involved, success will depend in large part on effective coordination, decision-making and cooperation between relevant stakeholders. A ‘whole industry’ approach is required for Digital Railway to become a reality, to ensure that holistic and integrated systems are developed to benefit all those involved. There will need to be significant stakeholder engagement, bringing together infrastructure providers, train operators and the traditional supply chain as well as new technology and finance suppliers. Widespread and effective collaboration is likely to be the key to the long-term success of Network Rail’s Digital Railway Strategy. Terence van Poortvliet and Jonathan Turner are partners at international law firm Ashurst


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The power and the pain Enabling the mobile future for frontline rail


n the UK Rail industry, mobile devices are now vital to on-Station and on-train Staff to stay connected, informed and able do their jobs. They are used to get the latest information, talk to each other and key partners such as the British Transport Police, report issues and perform business tasks such as fault reporting and Rail control room communications. TOCs are finding that modern powerhungry smartphone devices do not last an average shift. This creates a real cost to the business in lost productivity, affected business processes (including safety related activities) and poorer customer experience. “I carry a plug and a charging cable around with me in my pocket. Plugging in my phone is the only way I can get through a shift sometimes.” GWR Customer Ambassador Various TOCs in the industry have attempted to solve this problem in various ways with phone battery cases, wired external batteries, power saver apps, each with their own limitations. Great Western Railway (GWR) partnered with Waterhouse Projects, an innovation and design company to jointly develop a wearable smart charging device that brings

together innovative technology and uniform accessory design to solve this problem for the Rail industry once and for all. They decided on a wearable holster design that could be worn and used as part of the Staff uniform that allows a mobile device to be placed within it easily, held securely, and automatically charged wirelessly. What makes the holster new and unique is: • Charging is “intelligent”: the holster senses when the phone is placed in the holster and starts to charge the phone automatically • The charger is wearable and can be worn as part of a uniform or separately • Doubles the life of the smartphone battery • Allows “no compromise” device use: GPS, NFC, Bluetooth always on • Charges a second device (such as smartwatch or customer phone) via USB GWR Selected Exeter St Davids Station and ten Staff with various job roles to be part of the trial. The results were highly positive. TOC staff agreed that the basic benefit of the holster is that the phone becomes more useful and reliable. Every member of staff found their mobile phone lasted a shift

with all features enabled. In disruption situations, this made a tangible difference to their ability to help their customers. Staff found the device easy to use - it simply “did the job”, highlights of the findings: • Safety improvements: no trailing wires for staff and mobile device always available in times of disruption when heavy use might otherwise mean the phone would run out of charge when most needed. • Improved customer service: allows customers to charge their devices to access m-tickets or call family and friends in emergencies if their phone is dead. • Lower stress levels for staff: they can be confident they can depend on their phone for the entire time they’re working and no longer have to think about keeping it charged. “Because of the Holster, I was able to get to the end of my shift with over a quarter of my battery life left. I was able to pick up a request for passenger assistance that I would have missed otherwise.” GWR Pilot Team Member Though no further deployment has yet taken place, Waterhouse and GWR are continuing to discuss and explore the possibilities and potential of doing so following the conclusion of the trial. From the perspective of the GWR and Waterhouse Projects partnership, this first project has been a great success. Together, we have made massive progress towards solving a problem that exists not just in the UK Rail sector, but for people and businesses all over the world that rely on their phones when they’re out in the field. The phones are now part of the solution, not part of the problem – which is the way it should be. Contact us now if you would like to find out how Waterhouse could improve your Smartphone battery performance. Ryan Thomson - 07508 306354 Rail Professional



Gateline pavilions Macemain + Amstad specialises in the design and manufacture of gateline pavilions for the rail industry


acemain + Amstad is a British engineering company specialising in the bespoke design and manufacture of architectural structures. Since its beginning in 1972 the company has grown to become one of the leading designers and manufacturers of passenger transport infrastructure. Working in partnership with customers, it provides a complete project management service from design through to manufacture and installation. Continuing investment in laser CNC machining technology and a skilled and experienced workforce, combined with the use of modern materials, enables Macemain + Amstad to offer clients a variety of quality products and a bespoke design service. Central to its core business is the design, manufacture and installation of: • • • • • • • • • •

Waiting shelters Canopies Gateline pavilions Covered walkways Waiting rooms Modular buildings Ticket offices Washroom enclosures Cycle parking Seating.

Enhancing the rail passenger’s experience Major transport interchanges are a focus for developments to improve the social wellbeing and safety of passengers and to enhance the local environment. Transport interchanges act as a gateway for the passenger and a poor experience can leave a lasting impression on an individual as they enter or leave a place. The opportunity exists for the rail industry to shape the major entrance ways into our cities, towns and rural communities through attractive and thoughtful station design and to enhance the rail passenger’s experience. Train operating companies (TOCs) are installing ticket gates to control access to stations, exclude undesirable people from the network and decrease fare evasion. These ticket gatelines are generally fitted as part of new station developments but are increasingly being retro fitted into existing stations. The technology associated with the ticket gatelines means that they need to be located within a secure covered area. At existing Rail Professional

stations this can prove challenging for TOCs with space constraints or a lack of suitable buildings at smaller stations. Macemain is supporting TOCs in the design, manufacture and installation of gateline pavilions to create areas that can securely house the ticket gatelines. London Overground Macemain + Amstad has recently completed gateline pavilions for LOROL at Turkey Street Station, Bethnal Green Station and Highams Park Station as part of the


London Overground West Anglia Stations Project (LOWASP) and Woodgrange Park and Wanstead Park as part of the London Overground Gospel Oak to Barking Project (LOGOB). The Gatelines were detail designed by Macemain with reference to the outline design by Acanthus Architects and Project Consultants Pell Frischmann. Macemain manufactured and installed the pavilions as subcontractor to the Main Contractors; Dyer and Butler, J. Murphy & Sons and Geoffrey Osborne. The Gateline pavilion recently designed and installed at the entrance to Turkey Street Station provides a secure covered area for the new ticket gateline. The pavilion at eleven by ten metres with an integrated cantilevered glass canopy creates a new statement entrance to the station and enhances the rail passengers travel experience. Essential pavilion features The Gateline pavilions designed by Macemain + Amstad are bespoke to each station but incorporate several key features: • The pavilions are designed to be free standing steel structures or to abut and integrate into the existing station fabric as required • The detailed design intention for the pavilions is to utilise as many standard Macemain components as possible to achieve cost savings and reduce lead times but still achieve an individual design that meets the client’s specific design standards • The pavilions provide a secure covered area with roller shutter passenger access points which are all electrically operated. The pavilions recently completed for LOROL were all designed to include for remote access control from LOROL’s office at Swiss Cottage The pavilion design includes for tab fixed full height glazing to create an open light and welcoming environment. The overall design of the pavilion provides clear allround vision for staff and passengers. This

design facilitates the natural surveillance of the area from within and outside increasing the inherent safety of the Gateline pavilion Pavilions include an internal ceiling with LED lighting to meet the current design standards of 300-500 LUX, provide containment for electrical and data management and can include integrated passenger information systems Pavilions include ‘Gateline Attendant Points’ (GLAP Units). The GLAP unit includes comfort features such as heating, ventilation and an ergonomically designed seat for staff. The unit is located to give staff a clear unobstructed view of the ticket Gateline, station entrances and exits and passengers The pavilion exterior is designed to integrate station signage and branding as required. At Bethnal Green the paved area to the front of the station entrance has been covered by the new gateline pavilion and designed to abut and integrate with the existing brick-built fabric of the station. The pavilion provides a secure covered area for the ticket gateline and passengers and creates a high quality entrance area to the station. The aluminium fascia to the pavilion enables the integration of station signage and LOROL branding. At Woodgrange Park Station two free standing gateline pavilions were designed and installed at the passenger entrance points onto each platform. The roller shutter passenger access points enable LOROL to remotely control access to each platform. The gateline pavilions incorporate full height tab fixed glazing and Macemain’s solid anti vandal (AV3) glazing system. The stainless steel pavilions incorporate integrated GLAP units, LED lighting and passenger information screens. Future plans Looking forward, Macemain + Amstad continues to work with TOCs, Network Rail and major contractors to design and provide quality passenger transport infrastructure for the rail industry and to assist in


enhancing the rail passenger’s experience. New product developments recently include the ‘Pioneer Shelter’ with an integrated communications panel and ‘Modular Station Buildings’ encompassing ninety per cent prefabrication off site and commissioning on site within five days. What Macemain + Amstad offers • Complete project management service from design to manufacture and installation • Bespoke design service utilising AutocadTM 2018 (BIM compliant) • Design flexibility of modular high quality transport infrastructure • Cost savings and reduced lead times through the use of standard and modular components • Integrated electrical and data cable management with innovative energy management systems • Design continuity and opportunities for corporate branding • Creation of revenue streams for TOCs via serviced retail units and integrated advertising panels • Inclusion of future proofing design features e.g. integrated communication panel • Reduced risk by having a specialist inhouse installation team • Ongoing investment in laser CNC machining technology • A large resource of highly skilled and experienced designers and engineers. Tel: 01536 401331 Email: Visit: Rail Professional



Quality in chemicals Adomast Manufacturing has been manufacturing and supplying an extensive range of high quality construction chemicals for over forty years


riginally based in Waltham Abbey, Adomast is now located in its new production facility near Barnsley. Its chemicals are used widely across all categories of construction and civil engineering projects. The company has built a solid reputation for supplying high performance construction chemicals at highly competitive pricing. Adomast has been an ISO 9001:2015 approved company for many years, where top-quality customer service is at the heart of the business, offering next day delivery service to over ninety per cent of the UK, including direct to site delivery if required. Being a manufacturer allows Adomast to offer a bespoke product service. New or existing products can be quickly developed to suit a specific construction application or project. Working closely together with the contractor and its team, Adomast can design and develop products created to give the highest performance. For many years, Adomast has manufactured a wide range of products for today’s demanding construction requirements. Working with its customers and suppliers, the Yorkshire-based company is continuously looking to update and improve its product technology. More recently, it has been progressively replacing traditional solvent based products with new environmentally and eco-friendly technology offering very low or zero VOCs, with no compromise in product quality or performance. Adomast offers an extensive range of construction chemicals, which include

formwork release agents, concrete curing compounds, surface-aggregate exposing solutions, admixtures and a variety of cementitious concrete repair grouts and mortars. Formwork treatment and release agents The formwork release agents encompass every aspect of concrete casting. The technology includes traditional mould release oils to the latest in environmentally friendly, biodegradable, non-hazardous, emulsion technology. Every mould release agent on offer is designed to give reliable, repeatable, clean and easy release performance with every type of current formwork; all giving a high quality, uniform, sharp and defect free concrete surface. The product list also features a premium range of formwork auxiliaries including

weather resistant formwork sealing compounds, jointing tapes and weather and corrosion protective waxes. Concrete curing agents and retarders A high efficiency, rapid drying, easy applied range of concrete curing agents and surface retarders maximise the curing of the concrete resulting in greater strength, reduced surface dusting and shrinkage which helps create concrete with a superior surface finish. The Safetard concrete retarding agents are WRAS approved and have been the primary choice retarding compounds in the UK construction industry for many years. Available for aggregate exposure on both vertical and horizontal surfaces. Resin repair and adhesives A variety of polyester and epoxy resin based rapid setting, chemical and weather resistant high strength compounds for the repair and bonding of all types of masonry, brick and concrete products. These repair resins are all supplied as pre-weighed, and easy-to-mix format allowing a precise and controlled application. Concrete dustproofing and sealing Adomast produces a variety of polymer coatings for the surface sealing of concrete and masonry surfaces. Penetrating the surface, they form a protective, weather stable, hard-wearing film. Also available are products which ‘case-harden’, densify and dustproof concrete increasing the resistance to oil, water and chemical spills. For damp and weather proofing exterior surfaces, Adomast supplies an extensive range of bitumen and asphalt-based coatings.

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Cleaning and maintenance products Adomast manufactures a wide range of cleaning products to be used on construction tools and equipment after use, to ensure the quality is maintained for years afterwards. These include solutions for tools that have used polymer resins; for the removal of oil stains from concrete and for the cleaning and flushing-out of spray applicators. Adomast also has products to prevent concrete build-up and corrosion on mixing and plant equipment, allowing easy cleaning and storage afterwards. Admixtures Admixtures on offer include water reducing plasticisers and super-plasticisers, airentrainers and those which aid the acceleration of the initial setting time and initial strength invaluable for winter concreting. Admixtures are available for reducing water uptake, therefore increasing freeze-thaw resistance of concrete and masonry. Cementitious repair and bedding mortars Adomast offers the latest technology in high performance cementitious based mortars and grouts by reinforcing them with polymers. They impart high strength, rapid drying and very low shrinkage rates, allowing the repaired section to have greater strength than the original concrete. These products are designed for general construction repair to high strength structural work. Adomast Manufacturing is supplying a multitude of products for the construction of Hinkley Point C power station. Working closely with one of the main contractors a high-performance curing compound

was designed to combat the challenging environmental conditions experienced on site. The result was the creation of a crack free, high quality concrete surface. Following this, the curing agent became the top choice of the other contractors on site. The Crossrail Project for the redevelopment of the London Underground approached Adomast to supply release agents, surface exposing retarders and surface sealers and hardeners. Following the announcement of a new bridge being built across the Forth in Edinburgh, Adomast was contacted to supply construction chemicals. Given the location it was imperative that any chemicals used did not harm the local flaura and fauna. Adomast supplied WRAS approved products (products independently assessed to comply with The Water Regulations Advisory Scheme) including: Safelease – an environmentally safe, nontoxic and highly effective emulsified mould release agent most suited for fair faced concrete. Safetard Liquid – an environmentally safe, non-toxic and fully biodegradable surface retarder solution to expose aggregate for construction joints or decorative purposes. The Radcliffe Observatory Quarter is one of the most significant development projects the University of Oxford has undertaken in more than a century. Work has been ongoing on the historic Radcliffe Infirmary site since 2008 and Adomast was contacted in 2013 to help with the development of an important new physics laboratory. As the project was centred around the


installation of a particle-accelerator, the area had to be a crack and defect free concrete chamber. The use of Safecure Super high efficiency curing compound ensured all the requirements for this large concrete cast were quickly achieved. Adomast is currently working with a company of marine engineering specialists aiming to conserve and reintroduce dwindling marine life to the sea shores around Devon. They are using a WRAS approved release agent and aggregateexposing gels to produce reef-building blocks from marine friendly concrete. These specially crafted cubes are interlocked together on the seabed to create an artificial reef, encouraging the local under water plant and marine life to inhabit and develop it. Consequently, a wide variety of marine life has returned to the area, including the reappearance of the endangered white clawed crayfish.

Tel: +44 (0)1226 707 863 Email: Visit: Rail Professional



Asset management at its best Cygnet Projects is continuing to pave the way for asset management services, securing more and more projects for Network Rail Tier One contractors


ygnet Projects recently provided a twelve-man strong rope access team to complete all the repairs required on Denby Dale Viaduct working with Carver Engineering Services for AMCO over a twelve-week period. This project was the first of its size completed with rope access methods as the main type of access, 21 spans of coring, pointing, drainage and stitching all completed on time within budget and with zero accidents or incidents. Howard Kelly and Ryan Hayes of Cygnet Projects said: ‘The rigging of each span for access was key to the programme being successful, without the deployment of this

highly competent team the works could not have been completed.’ This project clearly demonstrated the capabilities of using rope access in the rail environment, reducing the man at risk hours for setup, third party risks and impacts on the environment. Offering a safer, less intrusive and faster means of access which results in cost avoidance for clients. Having secured further works to inspect, repair and line culverts clients are now seeing the cost-effective benefits of using Cygnet Projects as a multi-disciplined supplier. Giving a single supply chain contact for a whole host of services, saving both time and resources. Since Denby Dale, Cygnet has gone on to secure further contracts for asset management services, including Network Rail assets, HMP buildings and Yorkshire Water assets. With the addition of the Confined Space Entry & Rescue division the business is seeing healthy growth with new clients coming on board. Breaking news Cygnet Projects and Intech Environmental are working collaboratively to supply additional services to their combined clients, these services include: • High Pressure Water Jetting • Industrial Vacuumation • De-Watering • Mobile Bagging Solutions. Tel: 01724 622003 Email: Visit: Rail Professional



Signalling the changes in level crossing safety The tragic accidents and casualties related to pedestrians and vehicles ignoring train level crossing warnings have been well documented in the UK press


esponding to this Network Rail identified that a significant percentage of all safety incidents at level crossings occur when a second train is approaching. In the past, there was no method to advise or alert anyone nearby that another train was coming and why the barriers were not opening immediately after the first train had passed. This lack of communication and understanding led to pedestrians taking sometimes fatal risks in crossing tracks. Britain saw its highest number of near misses with non-vehicle users in the years 2017/18 with 316 incidents, up from a low of 235 in 2014/15, demonstrating that this is an area of rail safety that requires even more attention in the future. Communication and warning E2S Warning Signals was approached by engineers at Network Rail to develop a solution to the issue of communication and warning. Integrating with existing power supply and controls at the level crossing a solution was developed utilising an alarm horn sounder from the E2S Appello family of warning signals. Following extensive testing at the level crossing at Bootham in Yorkshire the A105N Appello received Network Rail acceptance (certificate number PA05/04380). Subsequently approaching 600 A105N Appello units have been supplied as the process of upgrading this vital piece of safety equipment on all automatic level crossing sites begins. E2S was a pioneer in the use of digitally stored voice recording technology. The Appello family offers unparalleled reproduction clarity and output, combining user recordable content with a choice of alarm tones and automatic synchronisation on multiple unit installations. This was the starting point for the customised voice recording technology and

playback features used in the Network Rail solution. Existing legacy level crossing audible signalling devices only provided an alarm tone warning as the first train approached the crossing. The system provided by E2S added a voice message to the alarm tone to alert anyone present at the crossing of the imminent arrival of a train. The alarm tone is followed by the message: ‘Warning, more than one train may be approaching. Warning, more than one train may be approaching.’ Crucially, the multi alarm stage / channel capability of the Appello warning signal allowed a second voice message and alarm tone to be activated should it be necessary to wait for a second train to pass through before it becomes safe for members of the public to use the crossing. The alarm tone is followed by the message: ‘Warning, another Rail Professional



The automatic synchronisation feature of the A105N Appello requires that each product manufactured for Network Rail employs this master recording thereby ensuring consistency of performance at each level crossing site train is approaching. Warning, another train is approaching.’ Examples of the actual messages employed can be heard on the E2S web site. Several alarm tone patterns and frequencies along with message content were trialled to ensure the most effective warning was provided. It had been determined that the use of preceding alarm tone was the optimum method of drawing

pedestrian’s attention to the following voice message. It was also determined that the voice message had to be concise, so it could be repeated within each message / alarm tone cycle to increase its effectiveness. To maximise message clarity and sound output levels E2S provided the voice recording facilities for the warning message. The automatic synchronisation feature of the A105N Appello requires that each product manufactured for Network Rail employs this master recording thereby ensuring consistency of performance at each level crossing site. One of the challenging aspects of the project related to the potential impact the new audible warnings would have on residents of property near to level crossings. As the ambient noise level decreases the distance at which the A105N Appello unit can be heard increases. This occurs particularly at night so custom electronics were designed by E2S to enable the A105N Appello unit to feature a remotely selectable day and night mode function. This attenuates the sound level output automatically. During installation the Network Rail engineers can assess and then set both the day and night time output volume levels that are appropriate for that specific site. Additionally, to provide the control

interface, E2S also designed and manufactured custom voltage regulator modules that are mounted in the track side cabinet. Company profile E2S is the world’s leading independent warning signals manufacturer with over 25 years of engineering expertise. Its globally approved products combine the latest technology with leading industrial design and build quality to deliver signals customers can depend on. Working together with system integrators, engineers and end users E2S continuously innovates to develop the most comprehensive range of signaling products with substantial benefits such as ease of interface, quick installation, flexible customisation and reliable performance. This is why signals customers around the world trust E2S to protect their people and promote safety in their processes. The E2S global network of distributors and partners, sustained by highly efficient operations and logistics provides fast product delivery and excellent local customer support. Tel: +44 208 743 8880 Email: Visit:

WEDGE GROUP GALVANIZING Your Galvanizing Partner

RISQS approved, Wedge Group Galvanizing is the UK’s largest galvanizing organisation. With 14 plants across the UK we offer a national service, processing steel from a 1.5mm washer to 29m beam. Our plants are designed and equipped to set industry-leading standards for sustainability and low environmental impact. E: T: 01902 600704


Head Office: Stafford Street, Willenhall, West Midlands, WV13 1RZ

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Global communications GAI-TRONICS® owned by Hubbell Incorporated, is the world’s largest company focused on the communication needs of the world’s industrial markets


ounded in 1946, GAI-TRONICS earliest products set the industry standard for durability and reliability. While maintaining its commitment to the principles of quality and customer service, today’s GAI-TRONICS aggressively applies cuttingedge technology to solve the world’s most challenging communication needs, and is backed by stability, reputation, and financial strength of Hubbell Incorporated, a worldwide leader in electrical and electronic products. Mission Any enterprise where individuals are subjected to an environment that poses challenges to reliable communications and potential harm to people, property, and process, must deal with the need for responding to a possible emergency. These environments are an opportunity for GAI-TRONICS to provide systems (PAGA, mass notification, on board train comms), products (telephones, intercoms, configurable touchscreen technology), and

services (service engineers and aftercare) to improve communications.. The benefits to the stakeholders in these environments are improved reaction time, improved chances for minimizing injury, and saving lives. It is therefore the company’s mission to provide systems, products, and services of the highest reliability in every one of these opportunities. Organisation GAI-TRONICS recognizes the importance of close customer relationships and responsiveness to customer needs. Different divisions are organized to encourage extensive one-on-one contact with

customers. The Americas Division serves North, Central, and South America, Mexico, and Canada; the European Division serves Europe, the Middle East, and Africa and the Asian Division serves Asia and the Pacific Rim. A comprehensive network of highly-trained, customer-focused sales representatives are located strategically throughout these regions to support customers worldwide. In the Americas Division, GAI-TRONICS maintains a 75,000 sq. feet facility located in the Reading, Pennsylvania. Today all locations ReadingPA (USA), New Orleans-LA (USA), BurtonUpon-Trent (England), and Milan-Italy have ISO9001 certification. In Europe, GAITRONICS boasts two facilities Burton-UponTrent, England and Milan, Italy. Burton’s 44,000 square foot facility produces most of GAI-TRONICS IEC standard equipment. Tel: 01283 500 500 Email: Visit: Rail Professional



The power of diversity and inclusion Embracing diversity and inclusion as a strategic imperative is critical for any organisation that strives for high performance


upporting diversity and promoting inclusion within workplaces is about valuing the individual and what they bring to their role. Fostering an environment where everyone feels able to participate and achieve their potential enables organisations to effectively increase their employee engagement and realise an increase in productivity and cohesion. UK Power Networks Services, an expert in distributed energy solutions and power distribution, is committed to diversity and inclusion and creates an inclusive environment in which differences are valued and integrated into every part of the organisation. Benefits have included an enhanced capacity for innovation and creativity, better meeting the diverse needs of their clients, increased productivity across their business, the creation of an inclusive environment where everyone can perform, and improved ability to compete to attract high performers. Achievements in diversity Employee feedback helped UK Power Networks rank eleventh on the Sunday Times Best Big Companies to Work For in 2017 – the only energy company to be featured on the list. The company has had a Gold Level Investor in People accreditation

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since first achieving it in 2014. In November 2017, the organisation received the Company Recognition Award at the Association for Black and Minority Ethnic Engineers’ UK Awards. To win this award, the company demonstrated diversity and inclusion within its organisational strategy and actively supporting schemes to encourage more diverse talent. Commitment to diversity UK Power Network’s ongoing commitment to diversity and inclusiveness is demonstrated by seeking to achieve the National Equality Standard – a benchmark standard for creating a diverse and inclusive workplace. The company has also signed up to Equality Works Group’s Inclusive Culture Pledge 2018 to help improve its diversity and inclusive focus. In 2017, 33 per cent of UK Power Network’s graduate intake was female, a strong indication of progress towards a more diverse workforce. The women of UK Power Networks continue to win recognition and accolades two ‘Top 50 Women in Engineering’, a ‘Project Manager of the Year’ and an ‘Apprentice of the Year’. This year a new application process has been created for apprentices and graduates, aimed at ensuring fairness of assessment recruitment teams and managers have also been trained to recognise and reduce unconscious bias throughout the recruitment process.

Leaders across the organisation participate in Inclusive Leadership Workshops with a focus on unconscious bias. Courses to improve inclusive behaviour are now being embedded into individual employees’ development programmes. In 2017, the organisation began the formal collection of data about staff equality and diversity, and inclusivity is now regularly discussed by Board Directors with accountability for diversity and inclusion resting with the Executive Management Team. UK Power Networks Services’ commitment to diversity and inclusion has grown from strength to strength, and an environment where differences are valued has been realised. This is evident through the awards and accreditations it has achieved, and the talent and expertise that the organisation has attracted who deliver for their clients in complex environments. Email: Visit:

The cables you need where and when you need them

Overhead line | Trackside Power Trackside Communications | Signalling Extensive Network Rail approved stockholding Next-day delivery as standard Just-in-time deliveries to trackside Logistical support & inventory management Sales: 020 7241 8759 Technical: 020 7241 8500



T • 00[44] 1527 584 344

F • 00[44] 1527 584 345

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Doing the heavy lifting Majorlift Hydraulic Equipment is a privately-owned company based in a village just outside Bristol


or nearly fifty years, the West Country-based company has been manufacturing specialised lifting equipment, predominantly for the automotive industry. So, what does that mean? The range of equipment is targeted at professionals who lift vehicles – usually, twenty tonnes per axle, but rising to forty tonnes, for mining and other heavy-duty environments. Other designs are targeted for removal and refitting of sub-units, such as transmissions and braking components in the range of one to two tonnes. As market leaders in automotive equipment, it has a lot of experience to draw on, which has recently been applied to projects in rail maintenance – such as the removal and refitting of couplings, airconditioning units and braking components on DMUs in rail yards across the country. This experience led to the belief that rail is well served with heavy duty lifting equipment – lifting entire locomotives or carriages is commonplace and done quickly and safely, but it is the smaller items which can prove challenging. Managing Director, Tristram Southgate, takes up this point. ‘We are being contacted by more Health & Safety professionals within the rail industry, who have been charged with finding safe methods of work for maintenance tasks such as removing bogies or parts of the transmission. ‘We can use our experience from automotive to respond quickly to produce

equipment to suit. Because we are using proven technology, the risk is much lower and so too is the unit cost – often we can use components that are already in stock or manufacture to keep the cost down. ‘We can also CE mark these products and they are manufactured under our ISO9001:2015 Quality Assurance system, which gives new customers confidence in what we are doing.’ Specialised equipment Majorlift owns a thirty thousand square foot factory and operates a CNC machinery, turning and milling steel from billet to make components such as hydraulic rams and pistons. Tristram explains: ‘It’s all about control and safety – we need to know that the operator, working under a vehicle, using our equipment is going to be safe. If we have bought the raw material and controlled it all the way through the manufacturing cycle, then we know that it will work reliably. We even have our spraying facilities so, although our house colour is signal yellow, we can spray it any colour the customer wants at no additional cost.’ Outside its traditional markets, Majorlift might be a new brand, but some big names rely on their products – every AA & RAC patrol van has a Majorlift trolley jack on board for roadside assistance and SKF use a specialist pump for fitting marine bearings. Within rail, companies like Siemens, Freightliner and GWR have become

Outside its traditional markets, Majorlift might be a new brand, but some big names rely on their products – every AA & RAC patrol van has a Majorlift trolley jack on board for roadside assistance and SKF use a specialist pump for fitting marine bearings customers for Majorlift’s range of rail jacks and some other specialist equipment, such as the turnbuckle, used on class 150 and the new Final Drive support, which has been developed for the class 143. Tristram speaks on the changes he’d like to see in rail maintenance: ‘If there’s one thing I could change, it would be to see all new inspection pits fitted with a tool rail. This might seem a bit odd, given that the permanent way is all about rails, but it would mean that servicing equipment could be easily moved around under waggons with the bogies still in place. A lot of our design work is about overcoming this issue. ‘In road vehicle inspection pits, it’s common place to have a pit jack rail and it is quick and inexpensive to fit when the pit is going in and makes for much more flexibility later on. Jobs such as removing couplings can be quickly completed, without working out a way of bridging the pit to support the load.’ Railtex Majorlift are exhibiting at Railtex in May 2019, but will be pleased to talk to potential customers, without obligation, beforehand. For further details, visit the website at Tel: 01454 299299 Email: Visit: Rail Professional



Rail Business Awards 2019 Enter the 21st annual Rail Business Awards, taking place at the London Hilton, Park Lane, February 21 2019 Entry deadline: September 28


he 21st awards will bring together more than six hundred industry leaders, politicians and CEOs to celebrate excellence across the UK rail sector. Held at the London Hilton on Park Lane, and now in its 21st year, this annual event organised by the Railway Gazette Group is widely considered to be one of the best networking opportunities in the UK rail industry calendar. With pre-dinner drinks, fine food, and a glittering awards ceremony with a celebrity host, followed by an after-show party, the Rail Business Awards provides the perfect opportunity for networking and forging new business relationships. Entry is free and easy. There are twenty categories to choose from at next year’s awards, covering four key areas of the rail industry. These include: People Awards • Education & Training Excellence • Lifetime Achievement Award Rail Team of the Year • Women in Rail Award • Young Professional of the Year Products and Engineering Awards • Asset Management & Maintenance Excellence • Digital Technology Excellence • Infrastructure Project Excellence • Rolling Stock Excellence • Supplier & Contractor Excellence • Sustainability & Environmental Excellence • Technical Innovation

Operations Awards • Accessibility & Integrated Transport Excellence • Customer Service Excellence • Marketing & Communications • Rail Freight & Logistics Excellence • Safety & Security Excellence • Train Operator of the Year Leadership Awards • Industry Leader • Rail Business of the Year Sponsoring an award category at the RBAs demonstrates your support for all the hard work and effort of the many entrants and nominees, as well as the actual winner

on the night. It also provides year-round coverage and superb exposure to the rail market through Rail Professional magazine, the targeted RBA e-newsletter and other media channels. Tel: +44 (0) 208 652 5214 Email: Visit: Rail Professional



Reliable and innovative power supply Safety in rail traffic presents a special challenge for all manufacturers and suppliers in the rail sector


nterruptions or defective rail transport can lead to dangerous situations. They can cause significant material damage, even endanger human lives and cause serious environmental damage. There is no simple possibility for repair works on railway installations during ongoing operation and therefore no scope for error. The electronic systems need to function without interruption and without fail. Besides human failure and system discrepancies, failure of components may lead to dangerous incidents on safety critical railway installations. Therefore, there are strict requirements for power supply solutions for rail systems. This requires compliance with a large number of general norms and standards. Additionally, specific implementation determines the individual requirements on the power supply equipment. Standards Whether it be significant temperature fluctuations, condensation, shock, vibration, electro-magnetic impacts, etc., electric

components for the railway sector need to function safely and reliably even under extreme operational conditions. Developers are able to reduce the probability of a system failure with fatal consequences during the conception phase of the components already. The development process therefore systematically follows norms and standards and covers the entire product development and implementation including the respective verification and documentation. Should a customer inquire about ‘railway standards’ this refers to the relevant comprehensive compliance with DIN EN 50155. This standard describes the requirements for electronic equipment on railway vehicles. EN 50155 refers to different testing procedures and other standards as EN 61373 in regard to vibration and shock or the EN 50121-3-2 for EMC (electromagnetic

compatibility) requirements. The main criteria for the selection of DC DC converters and power supply systems are the determination of the input voltage and the environmental conditions under which they operate. The most important considerations for environmental conditions are the environmental temperature, shock and vibration as well as air humidity. In addition, input voltage fluctuations, disruptions and transients need to be taken into consideration as well as static discharges and EMC requirements. Vehicle manufacturers as well as suppliers of materials, components and subsystems are required to provide verification on compliance with EN 45545-2 in respect of constructive and material related requirements for fire protection in railway technology. This European standardisation aims to reduce fire risk during a technical incident and to minimise the impacts of a possible fire. Key aspects are the reduction of flammable materials, a low flammability and the prevention of toxic fumes in case of fire. Manufacturers of power supplies are therefore required to choose components that are in compliance with this norm. Selected materials need to be certified by undergoing a fire protection test. The certificates need to be renewed according to schedule to ensure full compliance with EN 45545-2. All standards apply to the complete device fitted into railway vehicles. DC DC Rail Professional



transformers and subsystems are as a rule regarded as components. Products developed by a power supply manufacturer such as MTM Power® for use in railway operations are tested in accordance with these requirements. An additional assessment of all requirements for fire safety, EMC, ESD etc. in the end user device is however essential. Standard and on-demand solutions Irrespective of whether the components are used in new equipment or serve modernisation or maintenance, reliability and robustness have the highest priority in the railway sector. Reliability of electronic components is decisive for critical and cost-intensive operational use ensuring that only durable products with guaranteed life cycle prevail. Availability and durability are therefore of significant importance in railway technology. Many applications place specific requirements on the form and size of construction as well as the type of connection. This often leads to complex solutions, customised for one particular customer. A twenty to thirty-year service life is assumed for railway applications whether for standard products or on-demand solutions. This time period exposes the products to extreme weather effects such as temperature fluctuations or mechanical shocks and vibrations, which are then taken into consideration in the use of consequent components as well as in the overall design of the equipment. The quality of the components and their construction also have an influence on the durability of the power supply. The developers select those components which show the least risk of obsolescence. At the same time new technologies need to be introduced incorporating risks affecting duration which are difficult to estimate. There are products for development to be redesigned for modernisation or maintenance of the whole system. In this regard updated converters have to be produced of the same type of construction, size, housing and function with the aim of putting them into operational use as soon as possible. This requires many years of experience, the respective development resources as well as flexible production in order to develop and produce high-quality products. Proven railway power MTM Power® has been a reliable and experienced partner of the railway sector for more than 25 years. The quality of innovative products as well as the flexibility and reliability of the company are the decisive factors. Sound technological and industrial knowhow are combined with the highest quality standards. Comprehensive experience over many years directly impacts on the development of new products – as well as the knowledge Rail Professional

gained from the close cooperation with the normative committees and customers. MTM Power® offers a wide range of reliable and high quality electronic power supply products for the rail industry – for rolling stock and trackside applications. MTM Power® supplies railway projects throughout the world and is the preferred supplier to well-known manufacturers of locomotives, high-speed trains, EMUs and regional trains as well as metro trains. Just as insusceptible to mechanical stress such as shock and vibration as to environmental effects such as condensation, humidity and conductive dusts – the converters developed in accordance with EN 50 155, EN 45 545-2 are suitable for challenging rail operations and prove themselves time and time again throughout the world. They control the power supply to the control units of the air conditioning systems, window heating, under-floor containers, hygiene cabins, driver control terminals, doors and much more. They are an emergency start installation enabling the starting of vehicles without supplementary emergency batteries. Components of MTM Power® ensure infrastructure operations such as controlling barriers, signals, switches and platform access doors. They also ensure reliable communication in the vicinity of railway operations. Compliance is ensured by a patented technology (EP 1 987 708, U.S. Patent Nr. 8,821,778 B2) of the Thermoselective Vacuum Encapsulation of the power supply units and the DC DC converters. A ‘cemented joint’ is created between the electronics and the solid encapsulation material. The term ‘cemented joint’ originates from the licensing process for electric safety and describes the normative, proven durable and intractable capsulation. Ageing, heat, cold, rapid temperature changes or other environmental impacts are not to cause detachment, cracking or air pockets under

any circumstances. The thermal coupling of the components by the encapsulation material to the surface of the housing or base plate prevents the development of hotspots and economically guarantees a broadly homogenous temperature distribution in the power supply unit. The high degree of efficiency and use of suitable materials for the housing guarantee to exceed the normative specifications for the touchable surfaces. A side effect of the technology used is a much higher IP degree of protection than similar encapsulated standard power supplies. The determining component finally is the interface to the outside relating to connecting the power supply to lines and loads. The use of suitable plug connectors with a high IP degree of protection to the encapsulated power supply created power units permitting to be mounted locally where the power is needed. Protection against possible risks such as electric shock, fire or burning, mechanical damage or environmental effects is ensured by the power supply itself. The process of cooling the converter is achieved by thermal coupling through BPC (base-plate cooling) technology or – if needed – by adding a heat sink element. Therefore, all devices are especially designed to ensure the operational requirements under rough and critical conditions as well as complying with all the requirements and standards specific to railway operations. MTM Power® provides its customers the corresponding CoCs for fire protection declaration and short reports of the DVT (design verification test) on all railway operation products. Tel: +49 (0) 69 / 1 54 26-0 Email: Visit:



Providing innovative solutions for the rail sector Christian King, General Manager at Kee Systems explains how the company helps to secure safe access


ee Systems has a long history with the rail industry in the UK. Its products have for many years provided safe access to stations across the country for everyone, as well as protection for those working on the tracks. Kee is constantly working to find new ways to improve the safety and efficiency of the rail sector and now has a range of safe access and innovative construction solutions that are used extensively across the industry. There are two main areas where Kee Systems provides services and solutions. The first and probably most commonly recognised is safe access in the form of the Kee Klamp® Kee Access® and Kee® Gate systems. Safe access Kee Klamp® and Kee Access® fittings have the benefit of allowing bespoke solutions to be constructed quickly and easily to meet specific site requirements, while Kee Gate, provides a safe environment for both passengers and workers. Kee Klamp® fittings are a reliable and recognisable mainstay in a wide variety of guardrailing, handrailing and other safe structure applications thanks to their versatility, durability and ease of use. Typical applications in the rail industry include safety handrails and barriers to provide safe access for pedestrians around stations, to protect high risk areas such as parapets and bridges where there’s a risk of a fall from

height, to protect workers and maintenance teams trackside, as well as to prevent unauthorised access or to keep debris and livestock off the track. Kee Klamp® fittings remove the need for any welding or hot-works on site and are installed using a standard hex key, with each product incorporating an integral set screw to lock the respective fitting safely and securely onto the tube. Kee Access® is designed to meet the needs of the DDA (Disability Discrimination Act, now the Equality Act) and gives a smooth handrail with size seven tube with an outside diameter of 42.4mm. The fittings can be powder coated in a choice of RAL colours to meet the visibility and ‘not cold to the touch’ requirements of the DDA. The Kee Access® series provides safe access for all to the railways in the UK

without sacrificing the trusted and proven protective pedigree of the Kee fittings range. Spring loaded self-closing safety gates are ideal for protecting voids on raised work platforms, or as part of demarcation routes, in addition to providing safe access and egress for ladders, walkways and rooftop guardrails. The Kee® Gate can be used to separate station platforms from access points to the track below. Spring loaded safety gates are considered the preferred solution to chains, bars or sliding tubes when protecting these areas as they automatically close behind a person, overcoming the problem of human error. The safety gate can be retrofitted to existing fixed structures where opening protection is required. Construction solutions The other type of solution Kee Systems provides comes in the form of innovative

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building solutions, such as its steel-to-steel connections which can be used for both permanent and temporary situations. The steel connections are used for secondary steel or temporary applications and provide the ideal solution for virtually every stage of the rail infrastructure including station refurbishment and bridge repair. BeamClamp® is an engineered clamping solution that provides a way to connect steel together without the need for onsite drilling or welding. The system uses a series of individual components to provide a bespoke connection that is fully guaranteed and approved by third party organisations. The BeamClamp® system provides a connection

that can be both permanent or temporary and allows for onsite adjustment. It is ideal for secondary steel connections and avoids the need to drill or weld on site. BoxBolt® is a fully tested and CE approved blind connection solution for connecting to hollow section steel or where access is restricted to one side only. The BoxBolt® is suitable for use with rectangular, square and even circular hollow sections and features a hexagon head design to aid installation with a standard wrench for when installation time needs to be kept to an absolute minimum. BeamClamp® and BoxBolt® allow steel connections to be made quickly and easily, lowering labour costs, minimising disruption to normal operations, and reducing the risk of injury to passengers that can be caused by hot work such as drilling or welding. Installation is quick and easy and specific uses could include: • Connection of overhead catenary for trains and tram • Supports for travel information screens • Securing of shielding for construction work • Hanging of pipework and cables • Connection of Tannoy systems • Securing of support brackets for glass facades

• Connection of guard railing for queuing systems • Connection of edge protection in dangerous situations • Hanging of walkways and securing of grating to walkways • Securing of brackets for baggage conveyor systems. Proven solutions Kee Systems has been providing rail infrastructure solutions for over seventy years. The company offers a total package, from technical advice and specification, to site surveys, estimating and a full supply and installation service as required. Tel: 020 8874 6566 Email: Visit:

INNOVATIVE TUNNEL ENGINEERING Salzburg | London | Washington | Toronto


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Fully isolated bus transceiver modules Relec Electronics takes a look at the use of data communication protocols which are now being introduced within the rail industry


omplementing this work, a range of fully integrated transceiver modules from Mornsun can reduce dramatically design and integration time. A central communication network within a product or a system can be likened to the human nervous system. Networks continue to evolve but the protocol that has been widely adopted to be at the heart of the modern system is the Controller Area Network (CAN). CAN bus was originally developed for data communications in automobile networks and is a robust differential signalling and serial communications system. It has quickly gained acceptance into a variety of other industries including aerospace, industrial machinery and medical systems as well as numerically controlled tools and intelligent robots and is now being adopted widely within the railway industry both in train borne and trackside applications. The CAN protocol allows individual parts of a system to be controlled via a two-wire differential bus which can run throughout the core of the system. Functional elements are placed along the bus at ‘nodes’ and converted by transceiver modules. Traditional transceivers can only receive and send data, which require external isolation chips, opto-coupler and isolated DC DC converter to complete the solution. All in one Mornsun has developed a range of fully isolated bus transceiver modules. Each module integrates a transceiver, isolation chip and high efficiency isolated DC DC converter in one single package. Their compact size, low power consumption and high reliability make them suitable for use in harsh industrial environments. Modules are available in either CAN bus, RS232 or RS485 formats. Mornsun’s CAN transceivers solve specialised networking requirements for various applications and power supply systems, providing solutions for 5V and 3V operation as well as being compatible Rail Professional



with the new CAN FD (Flexible Data rates) standard. Mornsun has developed a full suite of products which are easy to integrate and offer the following advantages over discreet solutions: • Simplicity of design. Just one module to integrate – plug and play. • Two-part isolation (3kV) on power supply and signals • Known EMC performance • Baud rates up to 5M (CAN FD) • Modules with suffix CAN FD meet ISO11898-5 • Operating temperatures from -40 to + 1050C • Low cost, short lead-times. Mornsun and its UK distributor Relec Electronics are also specialists in the field of DC power on trains. With a portfolio of EN50155 and RIA certified DC DC converters and filters, systems can easily be put together using off the shelf modules. The diagram, above right shows the integration of DC DC converters and CAN bus transceivers as used in train borne door control systems. Relec Electronics is a leading supplier

of specialist products and support to the electronics industry with a wealth of experience going back over forty years. The company offers AC DC power supplies, DC DC converters, DC AC inverters, Displays and EMC filters. Through working closely with manufacturers like Mornsun, the Relec


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Joint kits for rail signalling Prysmian has launched a new range of joint kits for rail signalling power applications


rysmian Group, a world leader in energy and telecom cables and systems, is launching a brand new range of aluminum and copper low voltage joint kits for rail signalling applications. The development will support the company’s commitment to the Copper Elimination Programme and SIN 119 legacy work. Developed by its expert teams using their decades of experience, the joint designs have been fully tested as a kit, passing BS EN 61238-1 2003 and BS EN 50393:2015. The jointing kit is the latest in the range which will include Prysmian’s trademark robust design making it impermeable to moisture, chemicals or UV, and fully resistant to impact or vibration. Phil Kenney, Sales Manager for Rail at Prysmian UK, comments: ‘We’re delighted to bring our latest innovation to the rail market which is designed to bring more long-term security to signalling power systems throughout our rail networks. ‘Our ongoing commitment to installers means that we have designed these new kits with ease of installation in mind. Each kit contains a step by step guide, prerounding and uniform crimp dies for all cable conductor types as well as Prysmian’s

patented JEM resin, which is isocyanate free. ‘Unlike heat shrink alternatives, our joint kit requires no heat or flame to seal it, making it safer to install on site. It also means downtime is kept to a minimum, in fact the joint can be energised sixty minutes post-installation.’ The kits are available in a number of variants to suit all requirements, including: solid aluminium, stranded aluminium or

copper with sizes ranging from 10mm2 to 185mm2. The kits are also available in cable types 27408 FGT and B2, for straight, bimetal reducing or transition applications. The jointing kits comply with NR/L2/ SIGELP/27423 and are in the process of getting PADS approval. Tel: +441978662166 Email: Visit:

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Obsolescence management and sustainment ... ... a major concern for all sectors of the rail industry


hrough Life Support (TLS) is a leading solutions company providing services, capability and support across all aspects of managing the through life of products and programs. The company was formed in 2011 by specialist and recognised experts in the field of through life management and offers services across a wide range of disciplines. Significantly focussing on obsolescence management since formation, the company has grown and now offers a wide range of services beyond obsolescence management to many customers and clients across all industry sectors both, in the UK and overseas. The company employs a highly skilled and dedicated team of professionals that are engaged in providing services to clients either in their premises or from the company’s UK offices. The company has successfully delivered many programs on time and to the satisfaction of the customer and with the ‘ethos’ of going that one step further it has clients who return for further contracts. TLS is part of the Allan Webb Group. Obsolescence management Whilst the term ‘obsolescence management’ is well known and there are numerous companies managing this within their own organisation there is still a wide discrepancy in the implementation. The International Guide IEC 624022007 defines obsolescence as ‘where a part is no longer available from the original manufacturer’. This may well be true, but obsolescence now extends beyond just considering parts and now embraces software, processes, skills and suppliers. Through Life Support offers training courses in Obsolescence Management from a single day briefing (normally at a client’s premises) to a three-day practitioner course which can be supplemented by a further day to gain credits for a certification into Rail Professional

the International Institute of Obsolescence Management (IIOM). The company is one of only two training providers that have been approved for certification courses. The core of managing obsolescence is to understand and – if appropriate – manage the risk to your business. The key document is the Obsolescence Management Plan as this defines all the strategies, tasks and associated actions and plans. Sapphire Sapphire is TLS’s software and support solution for a holistic approach to

managing obsolescence. Based on the core requirements to manage obsolescence as defined in the heptagon (above) it supports clients across all aspects. Bills of Material and parts are entered in Sapphire and the loaded items are given a status in respect to availability and projected availability. Each item is risk analysed in respect of the product / project requirement

and a risk status and recommendation are given for those parts that are considered a risk or potential risk. This applies to all the part types of a product including mechanical and software. Whilst full reports are issued by TLS the client can look into Sapphire at any time and review or produce reports for their product / project. Where required against the items there can be analysis (where commercially known) against various legislation (REACH, RoHS, ITAR EAR etc). Integrated into Sapphire is a specialist and unique cost modelling capability. Understanding the cost of obsolescence to a project is fundamental to managing the risk and preferred solutions in the future. The company has assisted clients in identifying cost avoidance through proactive obsolescence management using industry metrics and practices. Sapphire’s cost prediction solution is based on identifying the parts in a project and with the use of proven criteria, metrics and available logistics data will provide (using Monte-Carlo simulation) a forecast of the non-recurring costs to mitigate obsolescence. This can be for any defined future period. Supporting the NRE costs is a series of algorithms that will look at part lifecycles and define the cost of obsolescence during the defined period and provide the yearly costs. This enables budgeting and assists in



the selection of when the most optimum time for a design / product refresh (upgrade) is. Managing the supply chain Managing to ensure that obsolescence management is practiced throughout the supply chain and meets the end customer requirement can be a time-consuming process. Many companies consider design change as a revenue stream if their customer must provide the finance. Alternatively, it can mean that a customer must procure upgraded and more expensive replacements due to incompatibility. TLS has worked successfully in several sectors to ensure effective obsolescence management through a customer supply chain. It starts with having clearly defined requirements and expectations. The company supported the Sub Sea Oil and Gas industry (six major operators) by developing a Recommended Practice document to ensure its suppliers conformed to managing obsolescence in accordance with a contractual requirement (based on IEC 62402). This was followed up with assessments of the suppliers against the TLS / industry criteria for effective management of obsolescence leading to improvement programs. This approach was also applied by thirty major suppliers for a UK Naval platform and through identification and managed practices the obsolescence ‘bill’ was reduced by an eight-digit sum. In addition, some of these suppliers had their products cost modelled in Sapphire for a calibration of both Sapphire’s cost modelling and the accuracy of the supplier. The difference was in the single digit percentages. Sapphire is successful in managing products for clients and providing consultancy support, customers use it to provide an analysis of the risk associated to the product, project or program. This ranges from simply recording the status of parts for a populated circuit card up to the full assessment of terminal approach radar systems, this included full logistics and spares management as well as parts / system obsolescence and asset management. When tendering responses to proposals it is essential that supporting documentation meets the requirements of the potential customer the development of an Obsolescence Management Plan and resolution support was a key element in enabling a client to win one of the largest support programs released by the UK MoD.

Capability portfolio Whilst the focus of this editorial has been based on obsolescence the company has proven skills and professionalism in all aspects of through life support including logistics management, inventory management, data cleansing and analysis, arising rate management, industry trends and capability and cost modelling and analysis. Planning for success The continued development and integration of Sapphire with solutions for logistics

management and through life requirements will enable clients and customers to use the solution to effectively manage obsolescence and risk for their organisation. Fundamental to success is for each client / customer to have confidence that their data and information is secure and not vulnerable to other organisations. Sapphire is a fully secure system highlighted by the fact that it will soon be placed within the MoD behind their firewalls. Customers can have the confidence that if they wish to use the full potential of Sapphire by adding stocks, failure data, spares modelling and so on into Sapphire then it is secure. Such information provides the ability for greater accuracy in managing through life implications. Sapphire and the rail industry Sapphire is a continuously improving platform and currently there is a portal being developed for the rail industry to enable rail associated companies to share information on obsolescence. This will be supported by the ability to create a common standard to share information about notifications and potential threat and would be the ideal basis from which to develop an obsolescence forum for the rail industry.

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Hand-arm and whole-body vibration Vibration management specialist Curotec supports the ORR’s objective of eradicating hand-arm vibration from the rail industry and urges a similar focus on whole-body vibration


erkshire-based technology firm Curotec designs and manufactures advanced vibration monitoring systems that enable employers to measure their workers’ exposure to hand-arm vibration (HAV) with remarkable accuracy. Deployment of this type of device strongly supports the ORR’s goal of eliminating hand-arm vibration syndrome (HAVS) from the rail industry. Setting a standard When the ORR published its Hand Arm Vibration Position Paper, the regulator was clear to point out ‘inadequacies in the management of HAV in infrastructure maintenance and renewals… with standards lagging behind those in the rest of the construction sector’. Given the size of fines handed out to firms in other sectors for non-compliance, this gives cause for concern. Yet the ORR also highlighted pockets of good practice within the rail industry, including targeted

use of continuous monitoring technology. The technology that allows employers to continuously monitor workers’ vibration exposure has changed radically in recent years, and Curotec’s latest product – the Q2 personal vibration monitor – represents a genuine change in functionality and accuracy. Mike Jones, founder of Curotec, says: ‘The Q2 is the only HSE-compliant personal vibration monitor that measures actual vibration emissions. It tracks employees’ exposure in real time, notifying both the operator and their supervisor when an individual reaches specified levels.’ The Q2 fixes to any piece of vibrating machinery, from a handheld drill, to the floor of a crane cabin, measuring and recording vibration emissions in real time, and alerting operators when their exposure reaches pre-defined levels. Cloud-based reporting supports regulatory compliance, while advanced analytical tools aid the development of vibration management best practice. And

crucially, the Q2 complies with the latest HSE guidance that ‘Hand-arm vibration measurements should be made with the transducer firmly attached to the vibrating surface’. So, the Q2 now makes accurate, continuous monitoring a straightforward exercise for every employer in the industry. Dangers of whole-body vibration Although it is very encouraging to see the ORR take such a strong stance on HAVS, a growing bank of research suggests that the health risks associated with wholebody vibration (WBV) are far graver, and there is compelling evidence linking WBV to an alarming array of health conditions, including: • • • • • •

Cumulative brain injury Damage to reproductive organs Spinal trauma Cardiovascular conditions Respiratory conditions Digestive disorders.

These are life-changing and life-limiting conditions, and one study also suggests that if pregnant women suffer long-term exposure to WBV, the effects can be fatal to the unborn child. Thankfully, scientists are now beginning to understand the impact that vibration has on internal organs, and on our cardiovascular and neurological systems. The evidence is mounting, and the true nature of the risk is taking shape – so the next challenge is to overcome the inertia that inevitably causes a lag between Rail Professional



the way they manage exposure to both HAV and WBV – an essential step if the sector is to deliver on the ORR’s stated aim of moving the rail industry beyond mere legal compliance, towards excellence in managing occupational health.

scientific identification of a risk, and the point at which employers take action. The alarm bells are already ringing, yet the rail industry, like many other sectors, has yet to fully wake up to the threat. The law is perfectly clear on employers’ responsibilities for protecting their workers from the risk of vibration, and the Control of Vibration at Work Regulations set clearly defined exposure limits for WBV, just as they do for HAV. Yet assessment of WBV exposure lags way behind HAV monitoring, and one

possible reason for this anomaly is that accurately measuring and monitoring WBV has traditionally been very difficult. However, that is no longer the case, because Curotec’s vibration management systems track both HAV and WBV. So, if a worker switches from a drill to a dumper truck, their accumulation of HAV and WBV exposure points will be monitored automatically. By allowing users to set different alert values for different roles and working environments, the Q2 empowers firms to drive continuous improvement in

WBV in the rail industry In the ORR’s ‘Better Health is Happening’ paper, the regulator reports a step change in rail industry awareness on worker health, while pressing for further action on key occupational health risks, including musculoskeletal disorders and respiratory diseases. Yet it’s likely that many of the cases in question are in fact a symptom of WBV, while WBV is also likely to play a major role in many of the industry’s fatigue-related accidents. WBV exposure is commonplace throughout the rail sector. It affects operators involved in track work, ground maintenance and carriage construction, as well as drivers of excavators, cranes and road-rail vehicles. Rail operators around the globe have recognised that train drivers are exposed to high levels of WBV, and some have responded by installing sprung seating in an attempt to insulate staff from vibration. However, the benefits of these innovations are limited because WBV’s main point of entry is through the feet. A study carried out in the United States has demonstrated that train drivers experience ‘relatively high shock vibration in all directions’, while a European study concludes that ‘daily exposure action values suggested in EU directive are exceeded in case of intercity train drivers, and their exposure falls within the health caution zone of ISO 2631-1’. It’s clear therefore that WBV is a serious issue within the rail sector, and one that employers must get to grips with if they are to protect the wellbeing of their people, maintain regulatory compliance, and help deliver on the ORR’s ambitious goals for improving occupational health. Tel: 01488 662790 Email: Visit: Rail Professional



Questions and answers A Q&A with C&G Systems’ Managing Director, Dave Gordon


n 1990, C&G Systems’ Managing Director, Dave Gordon was convinced by his Uncle John that a career in the railway was for him. After a short duration of work experience in Yoker Depot, he took up an opportunity in the Operations Department with Alistair Paterson. The rest as they say is history. How did it all begin? After seven years in Operations Delivery at Yoker Depot, I then moved to work with George Ibell in the Possession Planning Department. I gradually moved through various roles progressing to Engineering Liaison Officer, where I planned jobs in the West of Scotland before becoming the Possession Planning Manager for five years. From there, I moved in to Possession Delivery for the West Coast Main Line Project. The West Coast had a fantastic team of people, and there was just something great about the whole project. Safety was paramount, to the point where the safety manager (Don Hickman) used to stress there was ‘no compromise to safety’. The team made some real safety milestones and took the possession management contract to number one in the UK. Who has inspired you in the industry? There have been many inspirational figures, but Alistair Paterson is definitely at the top of the list. This is where I learned a lot in terms of management and gave me the grounding in the industry. George Ibell was Alistair’s Assistant Manager and was great to work for, and it was George that I followed in to possession planning.

While there, it was Brian Tollan who showed me the ropes and took the time to show me all operational aspects including points operating, barrier attendant and COSS. A few years later, Billy Chalmers who was Possession Planning Manager took me under his wing and I eventually succeeded him when he moved on. One thing that has never left me is the importance of rules and standards, something that I learned from Stephen Pollock and John Cousins. This training came with me as I worked across various

organisations including Babcock Rail and Siemens but always felt the start of my career was what set me on the right track. How did C&G Systems come about? When I left the Delivery Manager role, I left to work for Jim Stoddart in Babcock Rail where there was a great team of Project Planners, Managers and Engineers. From there, I went to work for Siemens where I was for eight years, surrounded by a great planning and delivery team and again happened to work alongside a great ally in Ross Campbell. I have been fortunate in my career to work on all the major projects in Scotland for these companies. But that was about to change. Rail Professional


I was constantly reminded from people to develop my own planning and delivery company, instead of helping others establish their own. The opportunity came in 2014 for me to launch the company. Dougie Thomas, Director of Kents Group in Scotland convinced me to grasp this opportunity. Within months, the company had struck contractor gold as they were asked to support the EGIP Alliance Project based on our expertise in planning and delivery and more importantly our track record in safety. Where does safety come in your list of priorities? Safety is priority number one. A lot of people say that safety is their priority, whether they practice what they preach is maybe a different story but for me, it has always been entrenched in my railway culture. I worked with some fantastic operational greats throughout my career who showed me the need for doing things right and not taking short cuts which I have kept as one of my core values. Someone once told me, it is impossible to achieve perfection as we all make mistakes. But it is always achievable to strive for excellence, and at C&G, that is what we do. I don’t put pressure on the team to be perfect but want them to strive for excellence and do things better, making continual improvement. We have achieved this in a number of ways by handpicking our team, by a unique in-house mentoring and training programme managed by our experienced operations personnel. I am also a stickler for the rules, this has

sometimes been to our disadvantage as rules are often seen as a hindrance to getting work done. But they are there for a reason, for personal safety and the safety of others. This is something I am very passionate about. Having safety at the forefront, I personally interview every individual who comes in to C&G, (of which there are now over eighty). I always tell them the two things I expect. Stick by the rules (don’t take shortcuts), and number two is to strive within themselves for excellence to do the job right and do it better. Safety has always been and always will be number one. How important is innovation to you? Innovation is key. We have a weekly management meeting where we look at more innovative ways of using technology to benefit the industry. We have invested in two software engineers and we are looking at future technology. One of our systems, ‘Checkpoint’ is under the direct management of my brother who is heavily involved in the analysis of the checkpoint data (having previously been a performance analyst with Network Rail). His expertise is in analysing data to present to our clients. What role does the community play in your working culture? In working with our clients, we have always noticed their commitment to the community, so we wanted to do likewise. At the time, we had three individuals sponsored by the company who were currently playing for our local team Dumbarton FC. It was then that we came up with the idea of using the railway to


help a team who are at the heart of the local community and in turn offer a career opportunity to players who at one time sacrificed a career in order to play football. This has become not only a benefit to the local community, who have seen a sponsor come in and give something back through the railway, but also a benefit to the player in gaining a career as well as a benefit to the railway and our company in getting a well disciplined and reliable workforce. Grass roots football is also important, and we are delighted to have had the opportunity to recently sponsor two local youth teams in Dumbarton. What do you have planned for the future? More of the same, with CP6 on the horizon and with the people and expertise we are looking to get involved again with the giants of construction and Network Rail. We are currently working with Costain, BAM Nuttall, SPL, Kents, Alstom, AMCO and Babcock Rail, and want to build on our portfolio. We are delighted to work with these companies and have a great relationship and rapport with them, due to the emphasis we place on our reputation, doing a good job and helping them deliver. We have invested a great deal of time and money in innovation, software development, and our personnel in order to become what we have always said, the consultant of choice when it comes to safety critical, planning, delivery, strategy, analysis and much more. Tel: 07940 124 417 Email: Visit: Rail Professional



Keeping rail moving in winter Arrow Solutions has seen a significant spike in sales for its winter rail products as infrastructure specialists and TOCs look to make preparations for the cold weather


rrow Solutions is one of the UK’s leading manufacturers of chemical solutions and has been supplying its products to the sector for nearly fifty years. The company has won a string of new contracts for its Thaw Granules and its Network Rail approved Third Rail Anti-Icing fluid, which prevents ice-build up on the conductor rail. Whilst demand for these products has been strong, they have been outstripped by interest in the company’s Ballast De-Icer and Universal De-Icer solutions, both developed and manufactured at its headquarters in the East Midlands. These fast-acting de-icing solutions are applied by simply spraying the area requiring de-icing and have built a strong track record for loosening frozen track ballast in situ or in transit and quickly removing ice and snow residues respectively. They are also non-flammable, noncorrosive and not classed as hazardous under the CLP regulations and the formulas will not damage signal or power cable insulation. Alex Campbell, who joined Arrow Solutions last year as its dedicated Sales Manager for Rail, explains: ‘Our Universal De-Icer and Ballast De-Icer are really key to keeping the railways moving, helping to deice track, switchgear, signals, rolling stock and de-icing frozen ballast…they’re very versatile. ‘They are absolutely crucial with the sector continually looking to reduce the significant costs associated with delays and cancellations, not to mention improving customer satisfaction if we can work together to keep trains on time and on track. ‘What we have noticed this year is our customers are looking to place orders earlier than normal, making sure they have the right quantities available for when the winter weather inevitably starts. ‘We are already 15 per cent up on sales across the board for all of our winter products and there are still a few big months to come. The additional orders – with large infrastructure companies and train operators – prove our solutions do exactly what they say they will.’ Next steps Arrow Solutions’ R&D team is constantly working to develop exciting new products, which meet the ever-changing needs of the rail industry. The firm’s consultative approach and hard work to understand the challenges faced by the sector were crucial Rail Professional

from freezing and remaining safe when in contact with wipers and seals to prevent them degrading. Importantly, all of its winter rail solutions carry Rail Cat numbers.

factors in it achieving approval by Network Rail for its Third Rail Anti-Icing product. This process took 18 months but proved that the approach can deliver the right product, for the right application and at a lower cost than previous methods. A strong in-house capability, combined with sustained annual investment, means the company also works to continually improve existing products, such as its Winter Grade Train Screenwash that is effective down to -20o. Other benefits include non-smearing, preventing screenwash reservoir and nozzles

Preventative maintenance Arrow Solutions meets the cleaning and maintenance needs of a host of major organisations within the rail sector. Going forward, the firm believes there are additional opportunities for supplying professional chemical products for the cleaning and maintenance of bogies and wheel sets. Alex went on to add: ‘Preventative maintenance is critical within the sector and we’re beginning to see an increasing number of rail OEMs operating their own bogie maintenance facilities. ‘This is good news for our business as we have a number of well-proven products currently available, such as Metaklenz and Delta, that deliver outstanding cleaning and degreasing solutions for bogies and wheel sets.’ 2018 is a major year for Arrow Solutions, with the company organising a number of special events to celebrate fifty years of supplying cleaning solutions for the automotive, aerospace, general engineering, rail and commercial hygiene sectors.

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Damage Prevention With more than 45 years of experience, Radiodetection is a world leader in the design and development of equipment to locate buried utilities


adiodetection’s equipment is used by utility companies to help install, protect and maintain their infrastructure networks.

Complexity of the rail network Subsurface utility infrastructures are growing denser and more complex, with areas around railways having particular challenges. An increasing number of electrified segments, both above and below ground, make detection within these highly congested areas difficult, especially when faced with the usual time constraints. Network Rail now accepts Radiodetection Cable Locators and Transmitters All Radiodetection C.A.T4®, RD7100® and RD8100® cable and pipe locators, as well as the Genny4® and Tx range of Transmitters, are now accepted for use on the national rail infrastructure in Great Britain, managed by Network Rail. The products have all passed Network Rail’s stringent 2017 standards for use on the rail network, with comprehensive tests covering safety, electromagnetic compatibility (EMC) and exposure to electromagnetic fields (EMF). Locating underground services before digging is an essential contributor to safe and cost-effective subsurface engineering on the rail network. Cable and pipe locators are a vital component of safe trackside engineering operations.

working practices of all operators, explore site locations using Google Maps and Street View, analyse surveys to identify training needs or to evidence proof of work, and can generate and download reports. They enable engineers to identify the location of specific utilities or to scan an area for buried services before excavating. Innovative features Radiodetection’s most advanced C.A.T and Genny system to date is the C.A.T4 range which has revolutionised the way the locating industry operates thanks to innovative features such as dual frequency, small diameter cable locating and built in data logging, that have helped to improve the quality of location operations and reduce cable strikes. The most advanced C.A.T, the gC.A.T4®, builds on these features with fully integrated, automatic GPS and enhanced logging and data analysis capabilities. The Genny4 complements the C.A.T4 range by generating signals simultaneously at two different frequencies that are then detected by C.A.T4 locators. Radiodetection’s recent introduction, C.A.T Manager Online, is designed to drive best practice, reduce utility strikes and improve safety. The C.A.T Manager Online system is a cloud-based, remote management tool that enables near real-time usage monitoring of gC.A.T4® and Genny4® fleets. C.A.T Manager Online provides access to a dashboard to review and compare

The Precision Locate range of underground utility locators: RD7100 and RD8100 Radiodetection’s most advanced locators, the RD8100 and RD7100, feature a unique arrangement of five antennas, with optional integrated GPS and usage logging, to allow services to be precisely located while enabling users to demonstrate safe working practices and validate quality of work. The Tx range of advanced transmitters, used with the RD7100 and RD8100, enables users to get the maximum performance from their locators. Radiodetection is committed to designing and building high quality tools to prevent damage and improve safety. Working with customers to understand their challenges is the foundation of Radiodetection’s success and is why professionals around the world trust it. This, combined with design innovation and a skilled and dedicated workforce have produced a range of products that are an essential part of utility workers and contractors lives in over sixty countries. Tel: 0117 976 7776 Email: Visit:

Rail Professional



Designing all areas Schoenemann Design, established by Andrew Schoenemann in 1992, is a UK-based Industrial design consultancy


choenemann Design focuses on the principle of providing wide-ranging expertise and flexible, rapid responses to its clients across the whole spectrum of vehicle design and project design management. The expertise within the company comes from many years of experience in the realities of the railway industry and is used to devise design solutions which meet the real needs of clients and ensure that these solutions can be engineered and put into service, meeting all of the regulatory compliance requirements. Because of this awareness of the technical and operational context into which industrial design must be integrated, Schoenemann Design prides itself on offering fully thought-out solutions which do not have to be reconsidered or compromised to satisfy the various competing requirements which are present in any railway design project. As Andrew Schoenemann puts it: ‘Myself and everyone associated with the company has a personal background in the railway industry. We understand trains and the reality of the environment in which they operate. We are probably unique among transport design consultancies in that we are definitively railway people offering a service to the railway industry. Our knowledge of the industry gives us insight and understanding of its special requirements, and our experience encourages effective networking with both UK and international contacts and also a very positive liaison with our clients.’ Schoenemann Design has particular expertise in seat design and vehicle refurbishment, having designed refurbishment schemes for a number of operators and vehicle owners and for both multiple unit vehicles and loco-hauled coaches. It has also recently completed a very wide-ranging new build design for a major non-UK based vehicle constructor, supplying technical support and safety compliance advice as well as providing design services. As a transport designer of over thirty years experience, Andrew has a clear vision of the place of contemporary design in public transport. ‘It is clear that the public are more aware of good design, more design literate, today than at any previous time. Good contemporary design is all around Rail Professional

us now, in our homes and our cars, in advertising, in public spaces, street furniture and architecture. ‘It is essential that the trains people travel in should reflect the same contemporary design standards that they routinely experience and expect in other areas of their daily lives.’ This is, however, not just a purist view of the desirability of good design in transport, as Andrew’s experience has shown that good design can bring very real and tangible benefits to operators and vehicle owners. For instance, an interior design which understands the service demands and the maintenance regime can reduce costs by optimizing cleaning and routine maintenance. Returns can be improved by boosting a niche market, such as improved catering or greater differentiation in accommodation which could allow premium charging. Optimising seating layouts, accessibility and other interior features allows vehicles to be specifically designed to meet the particular requirements of specific routes and service patterns. Schoenemann Design has key skills to offer in producing creative and innovative solutions, in design management, in ensuring compliance with regulatory technical standards, in consideration of human factors and in the production of prototypes and mock-ups. It also offers an extensive range of design services, including

market research, RVAR/PRM audits, 2D CG visualizations, photo-realistic 3D modeling, Oculus Rift computer animations, brand generation and graphics, colour and materials selection, safety and standards requirements and management of testing. Andrew Schoenemann is passionate about design and the benefits it brings to public transport. He communicates this passion throughout the company and into every project. Siemens Schoenemann Design was responsible for the interior design, layout, ergonomic and human factors aspects of the driving cab and cab exterior design of the Siemens Class 717. Close collaboration between Siemen’s engineering team and Schoenemann, has ensured that the Class 717 has a striking and unique identity. Careful consideration was taken regarding the functionality of the cab. Panel splits have been carefully designed to ensure easy cleaning, preserve appearance in service and facilitate maintenance requests, whilst still supporting the visual dynamic of the train. Creating a contemporary exterior design was important in achieving an image and character uniquely identifiable as modern, efficient and desirable. The livery has been specially designed to reduce costs in livery application during the vehicle’s life cycle.



Greater Anglia Schoenemann Design was commissioned to undertake the design management and branding of the new fleet of vehicles currently being manufactured by Stadler and Bombardier. Additionally, the refurbishment of the existing Mk3, Class 317 and 170 fleets was also part of Schoenemann Design’s major input to the project.

This has been achieved by reducing the space available for all future operators to apply their brand’s requirements. Doing so ensures that the vehicle can be easily recognised as a development of the Class 700 platform. Previous to this Schoenemann Design had supported Siemens in developing the Desiro City Class 700 platform and Class 380 ScotRail fleet.

Hitachi Class AT 100 and 200 platform Mock-ups The AT100 was designed to meet the needs of metro operational conditions and requirements outlined by Hitachi. The design meets the demands of an early morning rush, whilst providing passengers with clear information and a range of comfortable seating. The AT200 was designed to meet a wide spectrum of requirements for regional or outer suburban commuters outlined by Hitachi. Focusing on consumer needs and integrating the latest technology into the vehicle, the AT200 has everything the

modern-day passenger would require. Also looking at the demands of an operator, modularity and functionality was a key issue to address. By utilising cantilever t-slot mounted units throughout the vehicle, operators are presented with the opportunity to manipulate the interior to meet their demands. Tel: 01332 258345 / 07831 332790 Email: Visit:

Rail Professional



Making tracks for the future of HS2 Nick Winton Divisional Manager for Reznor explains what the next generation need to know regarding the heating of train sheds


S2 will create thousands of jobs during its construction process as well as two thousand apprenticeships. Approximately 25,000 people are needed to build the project and to support this Network Rail is providing two state-of-the art colleges to train the next generation of rail engineers, located in Birmingham and Doncaster. The new pool of talent will all need to understand the challenges involved in highspeed electric railways of the future rather than the steam and diesels of the past. Image Caption: Doncaster, one of two High Speed rail colleges under construction Background With a budget six times that of the 2012 London Olympics, High Speed 2 (HS2) is one of the largest infrastructure projects

that this country has ever seen. It will provide a new high-speed railway link between London, Birmingham, Manchester and Leeds, speeding up journeys, releasing space on crowded lines and bringing Britain closer together. Network Rail’s high-speed rail colleges will be elite institutions, defined by their focus on progression to a higher level of study – delivering truly innovative training and offering the very best in teaching and specialist equipment. Heating a rail shed The ways in which train care depots are utilised, often intermittently and at irregular time intervals, make the efficient use of energy extremely difficult. Therefore, consideration must be given to selecting a heating system that offers flexibility of operation at optimum efficiency. The following factors represent some of the prime considerations when assessing the impact of any heating solution in a train care environment: • Shed space • Maintenance scheduling • Train mass. Train maintenance sheds are invariably very long and narrow with large doors opening constantly at each end, thus notoriously difficult to heat and even more difficult to keep warm. The doors often occupy the full width of the building and may be left open for many hours a day, thus creating a wind tunnel effect with cold air at high velocity being drawn through the shed. This means that air infiltration can severely disrupt comfort conditions within the interior. A heating system needs to be able to sustain a comfortable environment in these conditions and especially provide rapid recovery once the doors are closed. Air curtains over or to the side of the doors, either ambient or heated can mitigate the issue of air infiltration at the doors. Maintenance is frequently carried out at night thus compounding the inhospitable climatic conditions and with partial occupation, it is therefore important for

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efficient use of energy that the heating system can be easily and effectively zone controlled. The mass of a train is considerable, when a cold and wet train enters the shed it creates a cold sink, the heating system needs to be able to provide rapid response to changed conditions. Radiant heating The primary source of radiant energy in a natural environment is the sun. By standing in the sun’s rays a feeling of warmth is experienced, whilst in the shade it feels considerably cooler. Radiant heat warms all solid objects and surfaces in its path. Reznor has exploited this concept in its energy efficient radiant heating systems. Radiant tube heaters, mounted overhead, produce infrared radiant heat that is directed downward by a reflector. The infrared heat passes through the air without heating it and falls on people, floors and equipment below creating comfortable allround radiant warmth at low level, without wastefully heating the whole volume of the building or the roof space. Because radiant heat can be controlled directionally, only the occupied areas of the building need to be heated, which enables considerable energy savings to be realised. The objective of a radiant heating system is to ensure that the people in the building are comfortably warm. By the correct application of a radiant heating system comfort levels can be optimised. Radiant heat warms objects and surfaces, increasing the mean radiant temperature and reducing the body’s loss of heat to its surroundings. In addition, by eliminating air movement, convective loss of heat from the body will also be reduced. How heating specifications differ There are four types of maintenance sheds: • Steam Loco Sheds • Diesel Loco Sheds • Electric Loco Sheds (power via third rail) • Electric HS Loco Sheds (overhead power).

Steam Loco Sheds Due to the nature of the locomotive, vast amounts of steam are released, captured by massive hoods and released to atmosphere. When designing a heating system account of these hoods in the roof space is critical. The majority of work undertaken on these locos is at low level, ensuring heat between the tracks on the platform and in the pits is vital. Nor-Ray-Vac, due to its unique long lengths of radiant emitter, is an ideal solution for heating the long distances between trains. Some rail sheds are in excess of three hundred metres in length. Due to the physical size of the sheds, the design of the heating system is paramount to ensure optimum zoning capabilities, both for client operational flexibility to minimise running costs and to ensure the capability of being able to rapidly respond to changed conditions. These sheds due to the age were notoriously poorly insulated structures with open doors at each end creating a massive wind tunnel. Radiant heat was the only realistic option as a heat source. Diesel Loco Sheds Many of these sheds derive from the steam era and consequently some still lack good insulation values for the fabric. Diesel locos also have hoods to collect the diesel fumes from the engines, but due to the general atmosphere within these sheds the radiant heating system has to be designed to have ducted fresh air supply from outside to the gas burners. This ensures the filters within the burners are kept clean and not clogged from the diesel fumes. Again, the above points one to three are relevant to heating these sheds. Electric and Electric HS Loco Sheds These sheds tend to be cleaner due to the lack of diesel fumes and do not require ducted air to the gas burners of a radiant heating system. The work on these trains is


primarily at a low level, so again the above points one to three are relevant to heating these sheds. These sheds are primarily new facilities, in which case they are well insulated. Again, due to the cleanliness within the sheds compared to diesels, there is no requirement for ducted air to the gas burners of the radiant heating system. Unlike the previous types of locos, work has to be undertaken on top of the loco to maintain the power unit. These sheds have personnel staging for access to the top of the trains. When designing a radiant heating system for such facilities, due regard of the staging has to be taken into account. The radiant emitter cannot be too close to the working area above the trains. The staging is normally in a defined location within the facility. This can result in a challenge for designers, but it is achievable given sufficient roof height within the facility. The ability to be able to zone the radiant heating is paramount in such instances. Evidence of success Amongst other successful traincare applications Reznor was able to provide the ideal heating solution for the National College for High Speed Rail at Doncaster. Radiant heat (Nor-Ray-Vac) was specified as the heating system for the large-scale workshop comprising an area of 1,906m2 within the facility. The NRV system comprised 9 x 38LR burners arranged in three branches, suspended at twelve metres above finished floor level, with one discharge fan flue. Due to the type of operation within the facility, i.e. training of students throughout the floor area, the system is controlled as one zone. The NRV system produces blanket uniform heat coverage for the complete workshop. Operating costs are minimised by concentrating the heat at low level, where it is most needed, without heating the volume of air in the building. Rapid response times reduce running costs further, such flexibility means that warmth is felt by people in the building within minutes of start-up and no fuel is wasted bringing the whole volume of air to a comfortable temperature. Since the Nor-Ray-Vac radiant system burns fuel at point of use, there are no distribution losses to take into account. The College will be built on a ready to go 5.1-acre site at Doncasters Lakeside. As an elite institution, the college will be a flagship facility for advanced and higherlevel apprentices, as well as providing opportunities for the existing workforce to learn new skills in the latest technology, meeting the wider economic need for an increased supply in engineers and will therefore have a purpose beyond the timeframes of HS2. Tel: 01384 489250 Email: Visit: Rail Professional




Working alongside our concrete blocks, we also stock Heras fence panels. These measure 3.5m wide x 2.0m tall, and weigh 16kg. It’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 area’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.

T: 01952 586721 E: MSM Hire, Unit A, Halesfield 22, Telford, Shropshire TF7 4QX



Solutions for the rail industry Established in 1992, Tyrone Fabrication is a rapidly expanding provider of intelligent enclosure solutions


he world’s largest organisations count on Tyrone Fabrication’s turnkey solutions to keep their data secure and services operational. Tyrone Fabrication is located on a purposebuilt, eight-acre facility in County Tyrone, Northern Ireland. It combines leading-edge CAD/CAM technology along with a highly skilled workforce with over thirty years of manufacturing experience and sector expertise; which helps them to develop the optimum solution for a client’s needs and specifications wherever you are based. As Tyrone Fabrication continues to grow in many ways, it is expanding its facilities on site, so it can meet the demands of this intensifying industry. Tyrone Fabrication produces a wide range of advanced steel equipment enclosures for the transportation, communications and power supply industries. Tyrone can work on anything from single bespoke designs to multinational network systems which means it will have a solution that’s just right for you. Tyrone Fabrication has worked alongside the railway industry for over twenty years designing bespoke rail enclosures. There is a team of six mechanical and electrical design engineers. The team use the latest 3D modelling and CNC programming software to produce quality products. Tyrone Fabrication produces anything from a small meter/electricity cabinet to large Relocatable Equipment Buildings (REBs) and cabins – all constructed using only the highest quality raw materials and components.

Tyrone Fabrication carries out all aspects of the manufacturing process onsite – no outsourcing. It has complete control and oversight of your project, from design all the way through to dispatch. Tyrone Fabrication has supplied Network Rail and London Underground with approved enclosures for many years to support their network. These include: • REBs, • PSP REBs • FSP Location Cases • FTN Cabinets • GSM-R REBs • GSM-R GRP DNO Cabinets • Tunnel Location Cases • Modular SER Rooms. These have been and are currently being used on many major projects throughout Network Rail and London Underground. Tyrone Fabrication also works closely with all the major integration and installation

companies to provide enclosures appropriate for their rail project requirements. As the rail industry requires very specific requirements for site-access, Tyrone Fabrication has invested largely in obtaining all accreditations necessary. Examples of its accreditations are as follows: ISO 9001:2015, RISQS, Sentinel and FORS (Fleet Operator Recognition scheme). Tyrone Fabrication is a professional family-run business that treats every enquiry with the same level of commitment. All jobs are important to it as they aim to deliver an outstanding service to all their clients. Tyrone Fabrication has shown it is able to consistently demonstrate the ability to satisfy their customers’ needs as well as maintaining a quick turnaround of projects. Tel: +44 (0) 28 8556 7200 Email: Visit:

Rail Professional



15 years of Keeping Critical Infrastructure Safe XEIAD works closely with asset owners and managers to inspect and assess the condition of difficult to access civils infrastructure


rom humble beginnings in the rail sector and having one dominant client, XEIAD has diversified the client base significantly and is enjoying close working relationships with major civils contractors, engineering consultants and also with Network Rail as a Tier One supplier for engineering consultancy services. Being a reference across the industry for its expertise and engineering competence, quality, safety and innovation capabilities, XEIAD has had the privilege to recently work on some very exiting rail projects including: • Strengthening of Runcorn Viaduct • Structural monitoring of Ravensthorpe Bridges • Scour assessments and foundation investigations. Structural Inspections Building on 15 years of specialist access services, XEIAD has continued to complete structural inspections and surveys in complex environments. For the strengthening of Runcorn Viaduct, XEIAD initially completed an Inspection for Assessment to support the strengthening design followed by coring investigations on one of the central piers combining rope access with innovative coring rigs and high levels of safety management. XEIAD’s work at Kilsby Tunnel included a structural inspection of the large ventilation shafts providing detailed defect schedules to support major refurbishment works for AMCO.

It also carried out structural inspections on TfL infrastructure including London Underground and Docklands Light Railway. Inspections include General and Principal Inspections of various tunnels, bridges, ventilation shafts and depots. XEIAD continues to carry out ongoing structural inspections and monitoring of two cast iron bridges at Ravensthorpe for Network Rail. This is part of an ongoing regime of monitoring alongside AMCO and Datum. Scour Assessments Known historically for its engineer led underwater examinations, XEIAD has recently completed scour assessments and foundation investigations to over fifty structures throughout LNE to determine the level of risk presented by scour. The works included underwater structural surveys, bathymetric surveys, extracting cores to determine foundation depth as well as developing hydraulic models to observe the effects of the watercourses on the structures and providing updated Priority Ratings. XEIAD continues to provide scour assessments alongside the underwater examination programme throughout LNW. All its marine based services are delivered internally including the provision of dive teams, safety boats and inspection vessels. Tunnel examinations XEIAD is delivering over a hundred tunnel asset examinations per year throughout the UK, led by Chartered Engineers with vast experience in tunnel examinations. XEIAD’s work on LNW has progressively

Rail Professional

increased over the past 24 months and includes the inspections of over 50,000 yards of lined and unlined tunnels as well as over a hundred ventilation shafts. All this in addition to Tunnel Inspections completed on behalf of London Underground and Docklands Light Railway where aspects of the Jubilee and Victoria lines, Bank Tunnel and Woolwich Arsenal Tunnel have all been completed recently by XEIAD. The company is today generating half of its revenues in rail and has substantially expanded its offering to serve the needs of many other critical industry sectors. It counts as its valued customers Highways England, Kier, Total UK, Skanska, Egis, Connect Plus Services, Ministry of Defence, Babcock, BAE Systems, the Met Office, The Environment Agency, the Port of Bristol and RNLI to mention but a few. This diversification has allowed XEIAD to expand its competencies providing its engineers with great experiences from which new processes and skills have been developed. This experience has been put to good use, continuously seeking to improve inspection methodologies, introducing new skills and depth to the company’s service offering. The integration of new technology to adapt and enhance ways of working such as the integration of handheld devices to capture data, the use of drones, sonar technology and sensors as well as the development of concrete testing, coring and minor works services is driving the company’s ability to offer integrated services to systematically and continuously improve safety, reduce risk and add more value to its customers. In celebration of its 15th anniversary XEIAD would like to thank its shareholders, partners, customers and engineers as it looks forward to more growth, more innovation and creating more value to help asset owners keep their critical infrastructure safe. Happy Birthday XEIAD! Olivier Garrigue is Chairman and CEO of XEIAD

Tel: 0115 931 9000 Email: Visit:



Driver Standards Manager Circa £63,500 on achieving competency Paddington, Reading, Oxford Join our team of Great Westerners and you’ll help to provide a great service to 100 million customers every year. You’ll also help us make history as we transform one of the world’s most prestigious rail networks and create a 21st century service to be proud of. Working as a Driver Standards Managers you will become a key part for our diverse Driver team. It’s an exciting time at GWR as we transition to one of the UK’s most modern traction fleets. You will be a role model and lead your Drivers through this major transformation whilst simultaneously ensuring that we operate a safe and reliable railway. We are looking for adaptable and dynamic individuals with the ability to prioritise in a fast moving and changeable environment. Whilst you will have a minimum of 3 years mainline driving experience for this technical role, the rest is down to your personal skills and passion for the job. You’ll be rewarded with all kinds of benefits, including a final salary pension scheme, free rail travel across the GWR network for you and your family, a company-sponsored health care plan and childcare vouchers. To apply online please visit

Looking to fill a key management vacancy? A recruitment advertisement in Rail Professional is the most direct route to the biggest pool of quality rail talent in the country. If you’ve got a key post to fill, Rail Professional is the magazine read by the professionals – 59 per cent of readers are managers or board-level executives.

Call 01268 711811 or email


Rail Professional



Campaign for Better Transport has appointed Darren Shirley as its new Chief Executive Darren Shirley, who was previously leading Which?’s campaigning in regulated and retail markets, joined the transport charity on August 8. Darren comes to the organisation with over ten years of experience in the environmental sector having working for WWF, Greenpeace UK and National Energy Action.

Network Rail welcomes new Chief Executive, Andrew Haines OBE Andrew Haines OBE joins Network Rail from the Civil Aviation Authority (CAA), which oversees all aspects of civil aviation in the UK, where he served as chief executive. Network Rail announced his appointment in May following a highly competitive process. Andrew takes the reins from Mark Carne, who joined Network Rail in January 2014. His arrival comes ahead of the company’s next five-year regulatory control period, which begins in April 2019.

Strong appointments for Acorn Rail to support increasing UK growth Leading UK specialist recruiter Acorn has made two significant rail industry appointments to support the company’s rapidly growing client needs. Acorn Rail, part of the Acorn Group and formerly known as Exxell, has seen significant development over recent years with the team growing exponentially as the UK rail industry – particularly in Wales – goes from strength to strength. To help drive their offering forward, Acorn has appointed Kevin Morris as head of the division, with Stephen Giles joining the company as senior rail consultant.

Hull Trains appoints highly respected driver manager Hull Trains has strengthened its team with the appointment of Steve Pugh as Driver Manager. Steve is a highly respected industry veteran whose career in the railway industry began with British Rail in 1979, as a trainee driver. He took on a manager’s role in 1991, where he remained until the company’s much-publicised privatisation in 1993.

Merseyrail makes internal appointment to Commercial Director Suzanne Grant has been promoted to the role of Commercial Director at Merseyrail following five successful years as Head of Marketing & CSR with the rail operator. During this time, Suzanne led the team responsible for revenue growth, producing the award-winning Wirral Track Renewal information campaign and delivering many of the community projects that Merseyrail has established across the City Region. Andrew Reid appoints Tony Latienda as Director – Rail Sector Andrew Reid and Partners, part of the Hurley Palmer Flatt Group, has appointed Tony Latienda as Director – Rail Sector to further develop this field of expertise within the business.

Rail Professional

Kevin Tribley succeeds Malcolm Brown as CEO of Angel Trains Angel Trains, one of Britain’s leading train leasing companies, has announced that its CEO, Malcolm Brown, has stepped down after ten years at the company. Malcolm was succeeded by former Angel Trains COO, Kevin Tribley who has been at the company since 1999.

New Board members of Transport Focus appointed The Department for Transport has today announced the appointment of three new Transport Focus board members, Kate Denham, Keith Richards and Rob Wilson. All three members started a four-year term in August 2018.

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>99.99% DELIVERED COMMITTED TO DIVERSITY, VALUING THE INDIVIDUAL We value the unique talents of every individual. Our approach to diversity and inclusion helps our people to achieve their full potential. It enhances our capacity for innovation, creativity and productivity and helps us to meet the needs of all our clients. We’re committed to diversity and inclusiveness. UK Power Networks has achieved Gold ‘Investors in People’ accreditation since 2014 and in 2017 were 11th on the Sunday Times’ ‘Best Big Companies to Work For’ – the only energy company to be featured on the list. In 2017 a third of our graduate intake was female and we are seeking to achieve the National Equality Standard – an independently assessed benchmark for diverse and inclusive workplaces. The power to deliver a better future