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SEPTEMBER 2021 ISSUE 275 £7.95


Hitting Net Zero

Rail’s responsibility to help our country achieve carbon accountancy

Sustainability An accessible railway is better equipped for the future

Railtex / Infrarail Railtex and Infrarail make their return

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SEPTEMBER 2021 ISSUE 275 £7.95


editor’s note

Hitting Net Zero

Rail’s responsibility to help our country achieve carbon accountancy

Sustainability An accessible railway is better equipped for the future

Railtex / Infrarail Railtex and Infrarail make their return

The Digital Railway Pioneering the Intelligent journey

Rail Professional


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


elcome back! Not just to our readers after our Summer break but also to those of you returning for Railtex / Infrarail after a year off. The two events are combining forces this year to jointly host an event that will kickstart a rail focussed era of ‘building back better’. Not just building back confidence in train travel as we continue to emerge from the lockdown, but also building back in a way that helps our society and our economy hit the carbon reduction targets set out by the government. This was the focus of my interview with Rachel Skinner, President of the Institution of Civil Engineers who spoke to me about the Shaping Zero programme and the concept of carbon accountancy. The urgency of climate action should not be lost on any of us, but as the rail industry is best equipped to provide solutions we should be the most vocal in discussing the issue. A recent survey from Transport Focus, however, revealed that ‘Within this overall sustainability conversation, transport doesn’t immediately come into people’s minds’ and that ‘People are generally not prepared to make significant sacrifices in order to travel more sustainably – whether that is in terms of time, cost or convenience’. How do we tackle this problem? The Government’s decarbonisation plan points out that road transport alone accounted for almost a quarter of our total emissions in 2019, but as Rachel says in our interview ‘the roads sector is responsible for the vast majority of the transport sector’s emissions due to petrol and diesel vehicles, but by the mid-to-late 2040s our vehicle fleets will be largely zero emission in use’. Many people outside the industry will be familiar with electric vehicles and self-driving cars and other innovations but may not consider rail in those same innovative terms. So, how can we wrestle the narrative around sustainability back in our direction by marrying innovation in rail transport with ways to shift the mindset of the public towards one that considers public transport as a key factor in living sustainably? In the next issue, I will be speaking to Peter Cole, Principal Environmental and Sustainability Officer at Transport for the North about TftN’s Decarbonisation Strategy for the North of England. I also look forward to hearing from other industry leaders who might be able to answer the question I asked above. If you are at Railtex / Infrarail come and see us at Stand P02!

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9 News

33 Rail security

First tunnel segment contract for HS2’s London tunnels awarded to Pacadar UK, HS2 harnessing the power of pioneering 3D concrete printing to help cut carbon on project by up to 50 per cent, Network Rail gets on board for Samaritans’ Small Talk Saves Lives

Steve Green, Regional Manager UK at Genetec explores unification and how can it help rail operators who are already faced with numerous challenges due to the Covid-19 pandemic

13 Rail Professional Interview Sam Sherwood-Hale spoke to Rachel Skinner, President of the Institution of Civil Engineers about carbon accountancy, achieving net zero and how engineers can take climate action running of the railway

17 Laying down the law Within the rail industry there are many contracts which deal with the construction of objects, whether that is a major piece of infrastructure, such as HS2, a fleet of new trains or something much smaller such as a set of signal equipment cabinets

36 Accessibility in practice Molly Watt, usability and accessibility consultant at Nexer Digital explores the different ways railway travel can become more accessible

39 Viewpoint John Downer, Rail Market Director at Jacobs, looks at the pivotal role that the UK rail industry can play as we prepare to deliver a net zero ready transport system

45 Sustainability

21 Women in Rail

Gemma Hope, Director of Policy at Leonard Cheshire describes the benefits of making rail travel more accessible

Christine Fernandes, Chair of Women in Rail Wales Regional Group and Business Development at CAF, considers the gender imbalance within the rail sector

49 Railtex / Infrarail

23 Delivering the goods Alex Veitch, General Manager for Public Policy at Logistics UK provides an overview of Logistics UK’s response to the government’s approach to the decarbonisation of the rail industry

27 Viewpoint Rail leaders must balance honesty with real intent and an accelerated pace of change when responding to the Williams-Shapps Plan for Rail and DfT’s Decarbonisation plan, says Edward Morley of PA Consulting

31 Chaplaincy in focus Everyone who works on the UK rail network understands the everpresent risk of psychological trauma caused by either witnessing or being involved in the recovery process following a railway related fatality

Railtex and Infrarail exhibitions have successfully served the rail market for over 20 years and this year have come together to form the ultimate show for the industry

52 Stations Focus Patience Atkinson-Gregory of horticultural suppliers Amberol works with station adopters across the UK. Here she explains why it’s important to keep our train stations looking good

54 Business Profile Horsham’s T&M Bowser Solutions continues to grow its fleet of tankers in line with ongoing demand from its biggest contract – HS2

56 Business Profile Climate change has brought increasingly frequent extreme weather events and slope failures have become more common, particularly following heavy rainfall

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58 Safety and Security

79 Supply Chain

The first article in this series looked at what safety culture is, considered different models to describe a safe culture, and the component parts that make up a safety culture. This article focuses on developing a safe culture and discusses some specific factors that can influence success

An intelligent and connected rail system management infrastructure is critical towards the efficient operation of a rail system

61 Safety and Security

Darren Caplan, Chief Executive of the Railway Industry Association looks at the role the rail industry will play in the UK’s economic recovery

Cyber security specialists, RazorSecure have formed a new strategic partnership with Comtest Wireless

62 Safety and Security Wayne Webster, Business Development Manager – Critical Infrastructure Transport, at Abloy UK, discusses the untapped potential that digital security ecosystems offer the rail industry

65 Safety and Security RSSB is the GB rail industry’s independent voice on safety and standards. Established in 2003 to implement recommendations from Lord Cullen’s public enquiry into the Ladbroke Grove accident, the company is member-owned and member-funded

80 Supply Chain 83 Sustainability Public transport sits at the heart of a ‘green’ recovery and events of the last year highlight the opportunity to build back greener and tackle the climate emergency

86 Rolling Stock Nick Andrew, Managing Director at CWE explains how important rail freight is to the UK economy

89 Rolling Stock

66 Safety and Security

DRB Group currently supplies and overhauls service for a wide variety of safety critical components and systems

Andy Symonds, Business Development Consultant at CACI Ltd explains why digitalisation will increase safety in the future

92 Safety and Security

68 Safety and Security

Kelly Burdall, Toufic Machnouk, Matthew Gregory, David Martin, Paul Plummer, Neil Thompson, Jason Durk, Christopher Michau

Occupational psychologists, Dr Stephen Fletcher and Laura Hedley, from the Occupational Psychology Centre (OPC) share insights about risk anticipation gathered from hundreds of Post Incident Assessments (PIA) and how recognising, anticipating and responding to risks better could help improve safety performance

95 Business Profiles

73 Safety and Security Choosing the right personal protective equipment for the task at hand enables you, to give your full potential regardless of the situation

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74 Safety and Security Nomad Digital is the world’s leading provider of passenger and fleet connectivity solutions to the transport industry

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News in brief Atkins appointed to carry out accessibility audit for all UK rail stations


First tunnel segment contract for HS2’s London tunnels awarded to Pacadar UK

Atkins – a member of the SNC-Lavalin Group – has been appointed by the Department for Transport (DfT) to carry out an accessibly audit of all UK rail stations as part of a Government programme to boost inclusivity across the transportation network. The audit, originally pledged in the WilliamsShapps Plan for Rail, will help identify improvements and highlights existing areas of excellence. The findings will form a new public database so people can better plan their journeys and, along with input from disabled passengers, will shape future investment in accessible rail travel as part of the Government’s National Disability Strategy. Researchers develop algorithm to reduce rail delays The first algorithm to detect delays automatically on the tracks has been developed. The intelligent tool was developed by researchers at the University of Portsmouth in conjunction with First MTR South Western Railway via a two-year knowledge transfer partnership (KTP), funded by Innovate UK. Despite large increases in passenger numbers, trains and crews, rail operators have been using the same systems and technology for decades. University researchers automatically analysed data to determine the point of delay, identify which trains would be affected and select the appropriate contingency plans to get the services back on track. The intelligent tool is designed with machine learning techniques to reduce dramatically the time to analyse and process the data.

HS2’s contractor delivering the London tunnels, Skanska Costain STRABAG Joint Venture (SCS JV), has signed the first of two contracts for the production of concrete precast tunnel segments that will be used to construct HS2’s London tunnels. Pacadar UK will be manufacturing the tunnel lining at their factory in the Isle of Grain, Kent. It will be the largest contract the company has ever delivered in the UK and will support 180 jobs in the UK. The segments will be used in the first Tunnel Boring Machine (TBM) drives in London, when two giant machines will be launched in early 2022. The production will begin in January next year at the factory and the materials will then be delivered to HS2’s TBM launch site in West Ruislip by rail, reducing HGV movements on the road, where the construction of the twin bored, five-mile, Northolt Tunnel West will begin.

Over 160,000m3 of concrete will be used to make the segments which form a 9.5-metre outside diameter tunnel 0.35 metres thick. Each complete ring is made of seven segments and a key. Each segment weighs approximately seven tonnes. They will be fitted to line the tunnel by the first two of six 2,600 tonnes Tunnel boring Machines (TBMs) that are currently under construction by world leading TBM manufacturer, Herrenknecht, in Germany. They will operate for 22 months non-stop, except for Christmas Day and other bank holidays. The first TBM for the London tunnels will be delivered later this year and will be assembled for launch in 2022. HS2’s London tunnels from West Ruislip to Euston station will have a total length of 26 miles, the same length as Crossrail. The construction of the first tunnel will be completed in 2024.

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News in brief Revised proposals for Forth Bridge Experience Network Rail has submitted a pre-application notice to City of Edinburgh Council for revised proposals to install a bridge walk and visitor hub at the iconic Forth Bridge. The revised proposals include a low-level reception hub to the east of the Forth Bridge, further away from neighbouring residential properties, minimising the impact on the surrounding environment. The pre-application process will include online engagement meetings to communicate the revised proposals to the public and gather feedback which will help inform the final designs. A full planning application, including plans, artist impressions and detailed designs will be submitted later this year following the public engagement exercise. Work begins to link South Wales Metro Control Centre to the rail network Work to link the South Wales Metro Control Centre to the rail network has begun, ready for the arrival of the new £150-million fleet of Metro tram-trains. The scheme includes raising the road bridge and creating a new tunnel to join the £100 million control centre, maintenance facility and depot in Taff’s Well, Cardiff, to the rail network. Phase 1 will involve work to prepare the site for the new tunnel between 23 August and 10 December 2021. Pending planning approval, Phase 2 will involve the build of the new bridge between 10 December 2021 and Autumn 2022. There will also be work to install deep drainage to the area whilst the modification of Taff’s Well station car park is taking place.

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HS2 harnessing the power of pioneering 3D concrete printing to help cut carbon on project by up to 50 per cent In a UK first, on-site 3D reinforced concrete printing is set to deliver environmental, cost and community benefits for Britain’s new high speed rail network. The cutting-edge technology, called ‘Printfrastructure’, will be deployed by HS2 Ltd’s London tunnels contractor SCS JV (Skanska Costain STRABAG Joint Venture), in a move that represents a major step forward in construction technology. Printing concrete with computer operated robots will enable SCS JV to make structures on site, instead of transporting them as pre-cast slabs by road before being assembled and lowered into place by large cranes. As flexible mobile technology, 3D concrete printing enables the technique to be deployed in physically-restricted areas – avoiding the need to develop complicated and potentially expensive logistical plans. And where HS2 construction is happening besides a live railway, it offers an opportunity to deliver works without disrupting the travelling public. This is because a robot will print the reinforced concrete, enabling construction to continue and trains to run at the same time. Previously work would have taken place overnight after trains have stopped running, potentially disturbing the local community, or would have required the suspension of services to ensure safe working.

Using a computer-controlled robot enables the reinforced concrete structures to be printed with a strengthening unique internal lattice structure, which not only significantly reduces the quantity of concrete required but also cuts waste. But the breakthrough is underlined by technology developed by SCS JV’s Worcestershire-based partner, ChangeMaker 3D. Working with UK advanced materials specialist, Versarien, the high-tech SME’s innovation takes the 3D concrete printing process and combines it with the strongest material ever tested: graphene. Concrete with microscopic strands of graphene only several atoms thick running through it like stripes in a stick of rock replaces traditional steel to help drive improved site safety, greater construction flexibility, shorter build time and a smaller carbon footprint. SCS JV estimates that the process it is developing with the Midlands firm could reduce the concrete used and contribute toward reducing carbon by up to 50 per cent. By removing steel and simplifying the construction process, which will no longer require cranes and significantly fewer delivery trucks, the carbon reduction could be even greater. Proof of concept trials are due to begin in Spring 2022.

Network Rail gets on board for Samaritans’ Small Talk Saves Lives British reserve may be internationally renowned but a new survey by Samaritans shows how much we rely on small talk as a nation, even with the limiting social restrictions of the pandemic. The findings come as Samaritans launches a new phase of Small Talk Saves Lives this summer, in partnership with Network Rail, British Transport Police and the wider rail industry, to empower the public to act to prevent suicide on the railways and other settings. Initially launched in 2017, Small Talk Saves Lives was developed after research showed passengers have a key role to play in suicide prevention. The latest phase of Small Talk Saves Lives has the backing from leading suicide prevention expert and psychologist, Associate Professor Lisa Marzano, from Middlesex University. Further new research from Marzano has confirmed that when asked, people with experience of suicidal thoughts said that verbal

interventions, including small talk, providing reassurance and listening, are the most helpful things a person can do to respond to someone in a crisis. The rail industry and British Transport Police (BTP) work in partnership with Samaritans to reduce suicides on the railway and support those affected by them. The suicide prevention programme includes training railway employees and BTP staff to look out for and offer support to people who may be considering suicide and working within the wider community to de-stigmatise suicide and promote help-seeking behaviour. To date almost 23,000 rail staff and BTP officers have received suicide prevention training.


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Rachel Skinner, President of the Institution of Civil Engineers Sam Sherwood-Hale spoke to Rachel Skinner, President of the Institution of Civil Engineers about carbon accountancy, achieving net zero and how engineers can take climate action running of the railway Tell us about the Shaping Zero programme and how it relates to the rail industry. ‘Shaping Zero’ is my year-long theme as President of the Institution of Civil Engineers. It is all about climate action – and in particular, shining a spotlight on the need for new ways of working and thinking across all civil engineering sectors, including rail. Infrastructure is responsible for around 70 per cent of the world’s carbon emissions, both through the way we plan, design and build things and also because the infrastructure systems we’ve brought to life continue to enable and encourage carbonhungry behaviours every single day, across the world. Those same carbon dioxide emissions drive climate change in today’s world. To me, it is obvious that we have to change – but I think that seizing this change brings hugely exciting opportunities to evolve what we do. For centuries, engineers have shared a common purpose to improve the lives of people around us, and this remains the same. What’s new is that we have to create new ways to do this without causing harm to the world around us, and ideally while putting right the harm of the past. In headline terms, what do engineers have to do differently? To get to a net zero balance by 2050, our first engineering task is to work much faster towards cutting carbon emissions; we must halve 2020 emissions levels by 2030. We also have to build up our natural systems and technologies to process carbon dioxide out of the atmosphere at a much faster pace. In parallel, we have to recognise that we have at least 30 years of a worsening climate Rail Professional



Interview ahead of us, so our communities, places and infrastructure across all sectors will have to become far more resilient and adaptable to the change that lies ahead. We need to stop assuming that these are changes that affect other people far away and realise that the risk right here is rising. It has been two years since the UK passed laws to end its contribution to global climate change by 2050, how do you feel we have done so far and what can those of us in the rail industry do better? On the one hand, we can see progress and it is really positive that Covid has not knocked the UK’s climate commitments from the political agenda. The industry is full of ambition, intent and pledges – and those are important and set a framework but if I’m honest I’d say it’s much more important that we all just get on with making real change as fast as we can. Intention and promises won’t get us off the hook; real action is what we urgently need. In my role as chair of the Infrastructure Client Group’s carbon workstream, I welcome the involvement of Network Rail, HS2 and East-West Rail amongst many others, as this is proof that major rail clients are actively engaged and coming together to act. What can we do better? When it comes to net zero, step one is to find the carbon in everything we do, from the earliest concept design to the site practice, from everyday energy use to people’s behaviours encouraged by the rail network that could be nudged and decarbonised over time. Once we’ve found the carbon, step two is to cut it as far as we can for the whole life of that asset or system, perhaps by changing plans and designs to transform carbon impacts, specifying lower carbon materials or reviewing operational decisions for the long run. We then have to mitigate or offset the residual impact or we can’t claim to have achieved a net zero balance. On resilience to onward climate change, rail systems are vulnerable to extreme weather events, natural disasters and a warming climate. We will find it uncomfortable living with the increased uncertainty, especially as some of these risks will be near-impossible to quantify, but asset owners, investors and the supply chain will have to find a way. You interviewed experts from across multiple industries representing bodies from all over the world. How big a role does rail play in lowering emissions in the transport context and by extension how big is transport’s role in that same mission for the UK, and world, as a whole? Rail Professional

There is no path to net zero carbon for the UK by 2050 that doesn’t run through decarbonising transport, and a similar story is unfolding around much of the world. Transport currently generates around 30 per cent of UK carbon dioxide emissions and is a ‘sticky’ sector, meaning that it is hard to decarbonise, but all the modes will have to play their part and the balance of impacts will shift fast. It is interesting to look ahead: in 2021 the roads sector is responsible for the vast majority of the transport sector’s emissions due to petrol and diesel vehicles, but by the mid-to-late 2040s our vehicle fleets will be largely zero emission in use, and other sectors will have cut carbon emissions in the same window of time, so the rail sector cannot afford to stand still. To me, the trick is to decouple the function from the form and operation of the rail network. It is in everyone’s interests to maintain and grow the function of the network – moving people and goods efficiently between key nodes and interchanges – from the form and operation of the network, which is where the carbon impacts need to be addressed. We already have 90-95 per cent of the infrastructure in place that will carry us to 2030 and beyond, so investment in our existing systems will be key. What does carbon accountancy look like in the rail context? I think we can expect to see major shifts in this space over the next handful of years, as we need to create ways of incentivising outcomes that prioritise fair, inclusive plans to deliver net zero carbon and improved climate resilience across all sectors including rail. The launch of the Construction Playbook and Value Toolkit are helpful here, as they make it clear that we need to move from our current focus on short term cost and give far greater recognition to the multiplier effect of long run value. There are tools and techniques already available to the rail sector to quantify carbon impacts but these will need to evolve to keep up with the latest thinking and data sources. We also need to remember that it is not just about construction stage impact but whole life thinking. Are biofuels, such as hydrogen fuel cells or hydro-treated vegetable oil fuel the right way forward? Just as we have a mix of energy systems in the 2020s, in my view we will move towards a lower – and in time net zero – carbon future by taking advantage of a range of rail-related technologies over time. Electrification feels like it should remain the

primary solution for passenger and freight services, but we know that there are lines, particularly those challenged by long line lengths and specific geographies, where we might make good use of alternative solutions such as hydrogen or biofuels. To me, the key is to gather some pace around an onward rolling programme for investment that can ‘bank’ significant and visible carbon reduction soon, as this will help to demonstrate real progress while also exploring the potential for new and niche decarbonised technologies in parallel. Are innovations like solar panels or rainwater harvesting tanks enough to help turn train stations into sustainable buildings? In short, they are a start and the inclusion of technologies such as these is a welcome step towards more sustainable design. We are fooling ourselves, however, if we think that these measures are sufficient to deliver a wholly sustainable rail system or to tick off a net zero carbon outcome. We have to look across the traditional boundaries and think about how rail stations interact with people, with communities and their needs. We have to think not just about designing in sustainable measures but about the whole life sustainability of each physical and digital element of the railway system. There is room for huge creativity in this space, which I find energising and exciting. You were just awarded a Fellowship by Society for the Environment – what does that type of recognition mean, and why is recognising actions in this space so important? It was a surprise and a tremendous honour to receive my honorary fellowship. I have been overwhelmed by the reaction to my Shaping Zero rallying call, from people within the civil engineering community and far beyond. Their reactions seem to fall into two groups: some people are shocked and genuinely had not realised the wider impacts of what we all do; others seem hugely relieved, in their words, that ‘at last we’re going to talk about this!’ It is not possible to overstate the urgency of climate action. It poses a genuinely existential threat to our future on this planet and it will directly affect the rest of our own lives as well as those of our children and grandchildren. Now that we have seen the problem, I sincerely hope that enough engineers are up for the challenge-of-our-lifetimes helping to solve the climate crisis or at least finding solutions that are good enough to buy us more time.

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Laying down the law Martin Fleetwood

Calming the waters on liquidated damages Within the rail industry there are many contracts which deal with the construction of objects, whether that is a major piece of infrastructure, such as HS2, a fleet of new trains or something much smaller such as a set of signal equipment cabinets


ach contract is likely to have a provision which allows for liquidated damages (LDs) to be claimed by the purchaser in certain circumstances, primarily where the product being provided is not delivered on time or to the quality levels set out in the contract. The aim of LDs is to offer a party financial compensation in the event that another party acts in breach of its contractual obligations. The interpretation of the LDs clause and the ability to make a claim against a party in breach has been the subject of the long running case of Triple Point Technology Inc v PTT Public Company Ltd, which finally reached its conclusion on 16 July when the UK’s Supreme Court passed its judgement. While this column has commented on this case before, the Supreme Court’s judgement marks the end of the line for the parties and clearly sets out the position that all contactors need to take account of.

The origins of the case Triple Point Technologies Inc (Triple Point) was contracted by PTT Public Company Ltd (PTT) to provide software and software implementation services (the Works) to PTT. The Works were to be provided in phases over a period of time and the contract contained a timetable identifying each phase of the Works and the individual stages within each phase. Within the contract was a provision (in Article 5.3) that required Triple Point to pay compensation at an agreed rate from the date that a stage of the Works was due to be delivered under the timetable until the actual date that PTT accepted that stage of the Works. There was a level of protection for Triple Point as PTT had limited grounds for refusal. The Works were delayed. Stages 1 and 2 of Phase 1 were completed 149 days later than anticipated in the timetable and work did not start on preparing the Phase 2 scope of works. Following discussions between the parties, PTT accepted the Works performed for stages 1 and 2 of Phase 1 and paid the relevant invoice. However, Triple Point also demanded payment in respect of other invoices it delivered relating to its licence agreement and orders for the Works. PTT refused to pay these on the basis that they were not due for payment at that point under the terms of the contract and in May 2014, as a result of the refusal to pay, Triple Point suspended work. PTT argues that this amounted to a wrongful suspension of work and terminated the contract in March 2015. Following the termination of the contract, Triple Point brought proceedings against PTT for the outstanding amounts in its unpaid contracts.

PTT counterclaimed for: • Damages for breach of contract on termination in respect of PTT’s wasted costs for hardware purchased prior to termination. • Liquidated damages for delayed completion of the Works up to the date of termination. • The costs of procuring a replacement system, plus interest. The earlier court hearings In the original court hearing, PTT was successful and was awarded $5 million (£3.6 million) in damages, of which some $3.46 million (£2.49 million) was in respect of LDs for delays prior to termination. Triple Point appealed on various grounds including the level of the LDs. The decision of the Court of Appeal was problematic as while it found that LDs were payable by Triple Point, it decided that they were only payable in respect of the Works that had been both completed under the various stages identified in the contract and accepted by PTT. The key point for the court was that Article 5.3 specifically referred to LDs being payable for the period ‘up to the date PTT accepts such work’. In the Court of Appeal’s interpretation of the contract, LDs could not be claimed in a blanket fashion for any other stages or phases of the Works, even if they should have been delivered under the timetable as there had been no ‘acceptance’ to set the period over which the claim could be made. Because the contract was terminated there had been no acceptance. This decision caused considerable anxiety within the contracting community and inevitably the case came before the Supreme Court. Rail Professional



needed to be both completed and accepted in order for Article 5.3 to apply, “inconsistent with commercial reality and the accepted function of liquidated damages.”. The court took the view that LDs offer predictability and certainty when it comes to remedying an event such as delay to completion. It did not follow that the parties would require this certainty only in circumstances where the works are completed and accepted.

There have already been official amendments proposed to the NEC Suite of standard form contracts to clear up any uncertainty.

Lady Justice Arden also noted that: • It was general law that LDs accrued up until termination of a contract. • It was only after termination that the parties should seek damages for breach of contract. • The application of LDs clauses such as Article 5.3 do not become qualified on works having been completed and accepted. • Parties do not have to specifically provide for the effect of termination of their contract on their LDs obligations.

The Supreme Court’s decision In the leading judgement, Lady Justice Arden was unequivocal in finding that the Court of Appeal had erroneously interpreted Article 5.3. She found the decision that work

A practical conclusion The Supreme Court’s decision confirms the orthodox interpretation of the LDs clause – that LDs are recoverable up until the point at which the contract is terminated and that any wording in a LDs clause specifying that acceptance of the work is

required, as in Article 5.3, is additional to, and not a substitute for, any such right. This confirmation may come as a relief to parties and their legal teams who are no longer faced with the immediate concern that negotiated LDs clauses may not apply as traditionally thought, and as suggested by the Court of Appeal. This case acts as an important reminder that parties should, at all times, seek to apply drafting that is clear in its intention and application. There have already been official amendments proposed to the NEC Suite of standard form contracts to clear up any uncertainty. All NEC4 contracts now contain an express stipulation that any delay damages will cease at termination, with further delay losses after termination forming part of a claim for general damages. Martin Fleetwood is a Consultant at Addleshaw Goddard’s Transport practice. The Rail Team has over 30 lawyers who advise clients in both the private and public sectors across a wide range of legal areas. As well as contractual issues, the team advises on operational matters, franchises, concessions, finance, regulatory, property, employment, environmental and procurement issues. 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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Women in Rail


Christine Fernandes

Bridging the gender gap in the UK rail industry Christine Fernandes, Chair of Women in Rail Wales Regional Group and Business Development at CAF, considers the gender imbalance within the rail sector


hile workplace diversity in the UK rail industry has made great strides since I joined two decades ago, there is still much to be done to improve gender balance. Despite rail’s amazing growth, creating manifold job opportunities, women are still underrepresented within the workforce. The industry struggles to attract women to consider a career in the sector and, consequently, there remains a deficit of talent and diversity of skills. According to the recently published Williams-Shapps Plan for Rail, just 13 per cent of the workforce is female. Additionally, very few women are in senior decision-making roles. We also know that there are still old-fashioned preconceptions around gendered occupations and that the sector is simply not seen as an exciting career route by girls. However, thanks in a large part to the work of Women in Rail (WR) in the last few years, the rail industry has become aware of these challenges and substantial progress has been made to tackle this

perception and redress the gender imbalance. WR and the Railway Industry Association, for example, launched the Equality, Diversity & Inclusion Charter at the end of last year. Championing EDI in the UK railway industry, more than 170 rail businesses have signed the charter to date, including some large rail companies such as my employer CAF. And, of course, one of WR’s key objectives is to inspire young people to consider a career in the rail industry and especially girls. This is one of the underpinning values of the charity I am keen to pursue during my tenure as chair of the Women in Rail Wales Regional Group. Our activities have been severely curtailed by the Covid-19 pandemic but not our enthusiasm and passion to make a difference! In the next few months, we will be growing our network of likeminded partners, delivering presentations at school, college and university careers fayres and attending STEM events to showcase the breadth of exciting employment opportunities the UK rail industry has to offer. We will not only be focusing our efforts on those youngsters on the cusp of leaving school and university but, through being more visible within the wider Welsh community, spreading the word to parents that there are great opportunities for their daughters to have career and thrive in the UK rail sector! By advocating a positive image of the rail industry among girls and young women, sharing success stories and highlighting the important role females have to play in its future, we are actively promoting rail as a career of choice. And that’s not just in front-line and engineering roles, but also the multitude of other positions available in the sector such as in Operations, IT, Marketing and Media, HR, finance and driving the green agenda. It is only through inspiring the next generation of women to join the rail sector that we will begin to bridge the immense gender gap. A diverse workforce will broaden the talent pipeline, inspiring creativity and innovation, which will benefit the entire rail industry. Christine Fernandes is Chair of Women in Rail Wales Regional Group and Business Development at CAF Rail Professional

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Delivering the goods Alex Veitch

The route to net zero for rail Alex Veitch, General Manager for Public Policy at Logistics UK provides an overview of Logistics UK’s response to the government’s approach to the decarbonisation of the rail industry


n July 2021, the government published its transport decarbonisation plan, Decarbonising transport: a better, greener Britain, its ‘greenprint’ for transitioning transport to a Net Zero industry. Within the plan is a commitment to make the rail network Net Zero by 2050 – a move supported by Logistics UK and its members – through an extensive electrification programme and use of battery and hydrogen technologies. The Rail Environment Policy Statement: on Track for a Cleaner, Greener Railway was published alongside the plan, which sets out in more detail the government’s direction for the rail industry on environmental sustainability. With transport the largest contributor to UK greenhouse gas (GHG) emissions, the logistics industry is aware of the part it must play in reducing its emissions and is making notable progress in this space already. Technology is developing rapidly, with Britain’s first hydrogen powered train making its debut journey in September 2020, with an aim to start carrying paying passengers by the end of 2021, and further developments for freight are taking place overseas: Canadian Pacific’s Hydrogen Locomotive Program is in the process of developing North America’s first hydrogen-powered linehaul freight locomotive. Progress continues to be made on the electrification of Britain’s railways, with two fifths of the network now electrified. In the last three years, the government completed almost 700 track miles of rail electrification in England and Wales, and since the start of 2019, contributed more than £9 million to 26 FoaK (First of a Kind) projects that will help decarbonise the railway or reduce harmful emissions. We are pleased to see the government pledge to electrify more of the network to enable electric rail freight to run on more routes. In the view of Logistics UK and its members, electrification is the most viable solution for reducing rail emissions, particularly for freight; a belief supported in the Williams-Shapps Plan for

Progress continues to be made on the electrification of Britain’s railways, with two fifths of the network now electrified.

Rail, where electrification is detailed as likely to be the main way of decarbonising most of the network. Logistics UK has long been asking government to fund ‘infill’ electrification projects, which can be delivered cost-effectively and swiftly, to enable rail freight operators to immediately switch services over to electric traction; we are pleased to see this will form part of the government’s electrification strategy and that the government is committing to working with the rail freight industry to ensure that the existing electric network can be better used. We also await promised government detail on future electrification programmes, with the government confirming the programmes will be led by the newly established body, Great British Railways. While electrification will dominate the network, there is still a place for alternative traction power, such as battery and hydrogen Rail Professional



trains, in less used parts of the network owing to the high cost of installing electrification. However, it remains to be seen how suitable these technologies will be for moving heavy freight trains, or whether their use will be focused on passenger travel. Of course, there is more to the railways than train and track: for rail to be truly Net Zero, the associated infrastructure, such as stations, terminals and depots, must also be

zero emission, and any fuels used across the network must be sourced renewably. Increased capacity for rail freight will be vital for the logistics industry to transition effectively to Net Zero; the development of HS2 will be crucial in unlocking this capacity and supporting shifts from road and air to rail. Logistics UK welcomed the publication of the government’s transport decarbonisation

We are keen to work with government on its plans to introduce a rail freight growth target and its intention to develop policies to incentivise the take up of low carbon traction by rail freight operators.

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strategy, which helps to provide more certainty and confidence to business. We are keen to work with government on its plans to introduce a rail freight growth target and its intention to develop policies to incentivise the take up of low carbon traction by rail freight operators. We will be continuing our engagement with the government on the details, future actions and forthcoming strategies outlined in the plans. Logistics UK is one of the UK’s leading business groups, representing logistics businesses which are vital to keeping the UK trading, and more than seven million people directly employed in the making, selling and moving of goods. With Covid-19, Brexit, new technology and other disruptive forces driving change in the way goods move across borders and through the supply chain, logistics has never been more important to UK plc. Logistics UK supports, shapes and stands up for safe and efficient logistics, and is the only business group which represents the whole industry, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers whose businesses depend on the efficient movement of goods. For more information about the organisation and its work, including its ground-breaking research into the impacts of Covid-19 on the whole supply chain, please visit

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Seizing the moment Rail leaders must balance honesty with real intent and an accelerated pace of change when responding to the Williams-Shapps Plan for Rail and DfT’s Decarbonisation plan, says Edward Morley of PA Consulting


he Williams-Shapps ‘Plan for Rail’ sets out a new operating model for Great Britain, and is a positive message for a growing, inclusive, greener public transport for the next generation. It is now matched by the intent of the DfT plan to decarbonise the entire transport system in the UK. The industry was already changing towards it, but then Covid-19 happened. It disrupted usage, obliged government support and created uncertainty about the future. Now the industry must transform and broaden integration not just to achieve the ambitions of the plan, but to find a new normal. With these challenges laid bare, the industry must take the sustainability pledge seriously. But it must also align to the other two parts of a triple lock, so in total – Sustainable, Social and Affordable. The rail industry must quickly make a step change transformation to go further and faster to bring these commitments to life, and in doing so embrace new levels of industry co-operation. Customers are increasingly conscious in their buying practices of committing purchasing decisions to this triple lock, and the railway must make decisions with this in mind. The level of change requires honesty of thought and clarity of voice Truly embracing the end of fossil fuels to drive sustainable and costefficient travel is a daunting proposition. As zero-emission vehicles dominate the forward landscape, freight and passenger rail must make its own positive contribution to environmentally friendly transport, to meet the ambition to remove diesel from the network by 2040, establishing a route to fully net zero by 2050. The industry must fully embrace and accelerate its own traction decarbonisation network strategy. Historical uncertainty about options and funding have been largely removed, so it is now essential the industry creates consistent trust and belief in this strategy so that the wider supply chain invests, embraces, and innovates towards change. This requires creativity and clear narrative to drive home the case for change. The whole industry and its wider government stakeholders must hold firm to a shared vision and message. By doing so, the rail freight growth and early take up of low carbon traction for rail freight can be truly realised. Integrating transport is an inevitability that must be embraced to support sustainability By helping to shape the future, rather than just to build infrastructure, the rail industry must continue boldly seeking to be part of an integrated transport system. This is the only way that social and affordable parts of the triple lock are achieved. The inevitable truth remains – not every door-to-door journey can, or ever will be, on a train. Rail must continue to have a significant role in mass transit of goods and people. It must extol its strengths (as mass transit) and manage its weakness (that it is governed by a timetable). It needs new capabilities in asset management thinking and more dynamic delivery to make this happen. The industry must make the most of the strengths and digitise the network to reduce the weakness. Manging a dynamic timetable will enable more open access opportunities (as well as smarter maintenance and renewals). Thinking more widely and inclusively, the rail industry can be

at the forefront of better integration with the wider transport infrastructure to maximise the opportunities; the extra capacity created will support the significant shifts from road and air to rail. Innovation must be accelerated and expanded The rail industry must find ways to successfully bring innovation to market. Right now, the challenges of Covid-19, lifestyle choices and travel behaviours are happening concurrently with extraordinary innovation in technology. The shift to digitise the railway over the last two decades has been significant, but the next two decades will see even more significant transformation. Wise investments are essential. The industry must openly explore many ideas and then systematically refine its innovation portfolio to the vital few that will create both social and affordable value. There is a common perception that the rail industry finds it difficult to innovate. However, the tension between the extraordinary pace of technological change and adoption to the railway has more to do with a need to purposefully enable early innovative thinking and to embrace the share of failures within the development process that follow. In the last few years, the purposeful approach to R&D funding and resourcing across the industry has begun to pay dividends. Where innovation success is ultimately dependent upon its value creation, the industry must Rail Professional



either work collaboratively across the end-to-end value chain or become an aggressive early adopter of other sectors’ proven success. Now, more than ever, the industry must release the change opportunities that it has created, removing innovation fragmentation, and finding collaborative relationships that are perhaps longer in duration, but that are certainly more fairly and equitably incentivised. Here the government, as the new direct funder rather than franchise coordinator, has far greater opportunity to direct and guide the uptake of innovation through the services that new concessions are paid to provide and in doing so better exploit innovation for the benefit of the whole of the national railway. This new approach will require ongoing, and consistent management of the significant, but finite, resources to manage programmes of innovation. The opportunity however exists to embrace and collaborate into more of the wider government investments in hydrogen and battery technology as they develop. By doing so, sustainable decarbonisation can be accelerated and affordable. The transition to net zero is another opportunity to demonstrate the railway ‘doing the right thing’ Doing the right thing has been at the heart

of railway culture for generations – in an industry where safety and the customer have been decision making imperatives. Now the sustainability of the environment becomes another imperative. To embrace this future, the industry must design rail into communities as part of a sustainable system of energy exchange and shared value. By finding the social value – the value to whole communities –the railway becomes attractive, connected and sustainably affordable. As we emerge from Covid-19 and transition to net-zero this instinct and moral compass must remain core to strong decision making. Rail must champion investment to improve rail journey connectivity with other modes of transport. As new lines are opened, and developments grow alongside them, the rail industry must proactively lobby for and design infrastructure that is ‘connected’. In doing so it will support the triple lock of an affordable, socially valuable, and sustainable railway and will create clear and purposeful end-to-end journey options for the conscious customers the industry serves. Railway travel must remain a choice, so customer focus is key The railway must remain a mode of choice for customers. Pre-Covid-19 predictions of 40 per cent growth in rail usage by 2040 is

still likely. The industry must continue to transform the experience, making the endto-end journey more convenient, through the modernising of ticketing and retail at hubs and stations. Part of this success must involve maintaining the generosity of those who work on the railway and by driving choices towards making the journey experience simple, informed, punctual and keeping the conscious consumer in mind. The shape of Williams-Shapps was unlikely to surprise many. The DfT’s response through its decarbonisation plan is equally bold, and just as exciting. As the creation of the CP7 funding settlement proceeds, every part of it must align to the vision of the next two decades to describe how the immediate actions of the next five years will help to drive the industry further and faster towards the ultimate sustainable outcomes, whilst continuing to be affordable and releasing social value at the same time. This is no easy challenge…but certainly an exciting one.

Edward Morley is transport expert at PA Consulting

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Chaplaincy in focus Liam Johnston

Support through trauma and grief Everyone who works on the UK rail network understands the ever-present risk of psychological trauma caused by either witnessing or being involved in the recovery process following a railway related fatality


rontline rail staff and management can have a sense of fear and inadequacy when approaching this subject, or journeying with those who have had such traumatic experiences and who continue to live with the effects of trauma caused by such events. The emotional and physical effects of trauma on those affected and the complex nature of individual responses can leave people feeling like it’s an area best left alone. The consequences of this often are that colleagues can feel isolated and alienated by their traumatic experiences. This is where Railway Mission Chaplains can help; offering an independent, confidential and impartial support service to railway colleagues, regardless of position or background. We have a simple guide designed to help railway and British Transport Police colleagues following traumatic events. Whilst there is nothing simple about trauma and the way it can wreak havoc on the lives of those affected, managers and colleagues can be informed and sensitive to the effects which will, in turn, help everyone to be more supportive and understanding. However, railway fatalities are not the only causes of trauma; trauma can be caused by a range of events such as child abuse, rape, domestic violence, severe illness or injury, the death of a loved one, miscarriage, witnessing an act of violence or being attacked and more. Railway Mission chaplains have supported railway colleagues to cope with the effects of these traumatic events and will continue to support any railway colleagues who need care and compassion. Another important area where chaplains bring extra value to the railway community

is supporting colleagues after a death in service. Employers should take into account that everyone deals with death differently, and each employee’s needs will be different. These differences may be cultural, religious or born out of personal life experiences or personalities. Some people might need support soon after the death of a colleague and also at some points in the future, for example on the anniversary of the death or if there is an inquest. Managers should be prepared to tailor their support to each individual’s needs. Supporting colleagues after a death has a range of benefits. It helps people feel valued as individuals and maintains good working relationships between management and team members. But it also reduces their stress or anxiety which in turn helps avoid or reduce sick leave, keeping the workplace productive and stable. Managers should communicate with employees and ask what support they feel they need, but it is also important to remember that many people feel selfconscious or embarrassed about needing support, and so managers should also let them know what support they will offer, but to allow the support to be as natural as possible. Chaplains find that it is in the relaxed and casual conversations that people open up their thoughts and feelings rather than in a forced and sterile meeting. Chaplaincy is here to support managers through the process of grieving and supporting others in their team. Some employees will have a network of family and friends supporting them through the process of grieving for a colleague. However, sometimes the death is of a family member. When a manager hears about the death of a close family member, it’s good to

offer your condolences, and on the Railway Mission website, there is a guide to what you might say to someone who has lost someone close to them. It might be a challenge, but managers should assure them they do not need to come to work if they do not want to, and it should be made clear that work should come second. Managers should ask how they’d like to keep in touch and if appropriate check if there’s any important work they need someone else to take on. If someone is upset they might not feel able to talk right away, or someone else might contact the company on their behalf. If this happens, it can help to follow up with an email, or call them a few days later. Talking in a calm, empathetic way can help team members feel supported, and help ease their anxiety about work. Railway Mission chaplains are available to help managers and support them as they seek to support their own team members through a difficult time. Chaplains offer that independent, impartial and confidential support to rail industry colleagues. Despite the organisation being a Christian organisation, support is offered to everyone regardless of faith, background or position. From the north of Scotland to the south of England, from the Welsh coast to the Humber, railway chaplains are available to support the railway community through the most difficult of situations.

Liam Johnston is Executive Director of Railway Mission he can be reached via the contact information below

Twitter: @railwaychaplain Visit: Rail Professional

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Rail security Steve Green

The answer is unification Steve Green, Regional Manager UK at Genetec explores unification and how can it help rail operators who are already faced with numerous challenges due to the Covid-19 pandemic


he rail industry in the UK is ripe for revitalisation. That’s because many rail operators are learning how old, siloed ways of working have held them back for too long, particularly in the physical security realm. Technologies such as video surveillance, access control and intruder prevention have typically been deployed on a standalone basis according to a specific organisation or even department’s immediate needs. Because of this, stations, service facilities, operation headquarters – and vehicles – now find themselves with a range of different, disconnected physical security products that fail to present a single picture of what is happening on the network. Now, as older security technologies are becoming obsolete, there’s an opportunity to re-strategize. The focus is now shifting towards increased collaboration and how to best deploy and manage physical security across the entire rail ecosystem. And there is a new conversation starting to emerge – one that centres around unification. Unification Unification is a buzzword you hear more and more often in the security industry and means something beyond integration. In this case, a unified physical security platform is a comprehensive software solution that manages the different components of a security environment through a centralised open architecture built to provide complete access to all data. A unified platform goes above and beyond tagging or bookmarking video when an access control event occurs or offering the capability to unlock an accesscontrolled door from within the video surveillance user interface. It’s a platform that combines information from all available sensors to provide greater awareness to operators. This not only means showing video feeds when alerts are triggered by the access control system, but also being able to see data from all related sensors in a single click, from anywhere in the system. Unification for actionable insights Rail operators have a vested interest in increasing the number of sensors they use, to get as much data as possible about their facilities and vehicles. But this is only effective if the data can then be made meaningful and turned into useful information. This is where unification comes into play, as it allows all the data collected to be visualised in one place, regardless of the combination of sensors from which it originates. Thus, public transport companies can gain a single version of the truth and have a real overview of the network in real time. This can enable operators to make more intelligent business decisions and ultimately enhance passenger safety and satisfaction. It can enable operators to monitor the number of passengers on board or within a station to deduce real and projected occupancy rates and follow train journeys to communicate precise arrival/ departure times.

A unified system is not limited to GPS or video analytics data either. It can go far beyond that, including video surveillance, access control, automatic license plate reading, telematics, communications, etc., allowing not only for better user information, but also for improved quality, efficiency, and safety of operations. Unification to improve internal and external collaboration Rail operations have traditionally been heavily siloed making collaboration between different department and functions difficult. The outcome? Disjointed communication, slower processes, and overstretched budgets. That is why organisations are turning to a unified approach. Pooling budgets, requirements and expertise avoids unnecessary overlap and allows for the provision of a more comprehensive system than each department could hope to procure on their own. Moreover, such an approach simplifies the secure sharing of realtime information with validated third parties: i.e. law enforcement Rail Professional



agencies in solving their investigations, first responders in their response to emergencies etc. Here, it is essential that privacy remains a top priority. There are ways to ensure the privacy of individuals recorded by your video surveillance system while safeguarding potential legal evidence. For instance, dynamically anonymising individuals in the camera’s field of view without obscuring actions and movements. By using permissions, you can easily control which operator can review the original footage. Moreover, the original clip can also be encrypted using security certificates to prevent unauthorised access. Unification to enhance cybersecurity Physical security tools are vulnerable to cyber-attacks when relying on a variety of integrations between distinct systems. A unified physical security platform consists of a suite of products developed as one unit. It means you can turn different systems – video, access control, intercoms, intercoms etc. – on or off, but you can’t break connections because there aren’t any. In contrast, an integrated physical security system is the result of combining one thing with another. It is built on connections and if one of them breaks it can impact all

the others. Routine upgrades can quickly wreak havoc and create headaches for administrators and end users. While there is nothing organisations can do to make themselves completely impervious to a breach, every effort must still be made to reduce susceptibilities. One way to limit an organisation’s cyber vulnerabilities is to carefully select partners for both hardware and software, ensuring that they follow cybersecurity best practices. Trusted partners will have built cybersecurity into the design of their solutions, with multiple layers of protection such as encryption, authentication and authorisation. Unification brings together all security system components seamlessly in a single software platform with one user interface in a way that can vastly improve physical security management. Unification can also open a new world of collecting and using actionable business intelligence that can greatly enhance business operations. Rail operators are demanding simplicity and greater functionality. Why not offer them both?

One way to limit an organisation’s cyber vulnerabilities is to carefully select partners for both hardware and software, ensuring that they follow cybersecurity best practices.

Steve Green is Regional Manager UK at Genetec

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Accessibility in practice

Molly Watt

Making railway freedom inclusive for all post ‘Freedom Day’ Molly Watt, usability and accessibility consultant at Nexer Digital explores the different ways railway travel can become more accessible reopening of nightclubs and large events and is inappropriate and even offensive for many, specifically among the disabled community. As a deafblind adult, I have fought for my independence since losing my vision by the age of 14. Leaving my front door required mobility training with a cane, but as I realised that didn’t suit me, I was placed on a sevenmonth waiting list for a guide dog. I was gullible enough to believe that having a guide dog would solve all my issues, and despite my amazing hearing aids, exceptional dog, Bella, and access to other assistive tech, we live in a society where only a select few are adequately aware of disabled needs. This select few is nowhere near enough to make the whole disabled community feel that their needs are understood and accepted, when you consider there are 14.1 million disabled people in the UK.


espite some efforts to address accessibility issues, the railway network is still far from being disabled-friendly. Accessibility issues are not simply limited to physically getting around the train or train station, but run deep in the sector. Staff are often not adequately trained to understand special needs, and digital offerings lack fundamental inclusive features. For many people with disabilities, ‘Freedom Day’ is a ridiculous, pitiful turn of phrase created by the media. The term is hung on the

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The pandemic’s toll on mobility When the pandemic hit, the years I had spent building up my confidence and independence with my support system and mobility and access tools were crushed. Problems have always existed when asking for assistance, trying to use an online service or trying to be part of an event, but Covid hugely amplified this. Isolation is a familiar feeling for people with disabilities due to society’s ignorance, and the pandemic made it a little too easy to hibernate. Due to my condition, Usher Syndrome, I am prone to allergies and have a weakened immune system, making me vulnerable but also giving me an excuse to just stay at home, to steer clear of shops or anywhere where I

could potentially gain contact with the virus. The single thing that forced me to leave my house at all the past year was my guide dog, she needed the exercise, as did I. Freedom Day dread ‘Freedom Day’ came and went with some celebrating in nightclubs and others in heated debates on whether wearing a mask should be common sense, but many of us don’t feel ‘free’. People in disabled communities already struggle to leave their homes due to lack of mobility, safety and now, extra health concerns. Add mental health issues into the mix, and many people have suffered immensely the past year but again, many with disabilities struggled before Covid too. The past year has highlighted access issues within physical and digital spaces to me more than ever. Does England’s opening of nightclubs and big events and requests to the public to use their common sense where face masks are concerned signal my own access to life again and the return of the confidence I spent years building? No – I still require support in areas that still do not know how to assist people with disabilities, both in physical and online environments. As the world reopens, people begin travelling to the workplace, and large-scale events return, rail providers must make improvements so that people with disabilities are not excluded from safely enjoying life post-lockdown and travelling on trains. Accessibility is an obvious feature in physical train stations, but it often feels like a boltedon afterthought where online provisions are concerned.


Physical accessibility improvements Rail organisations must scrutinise all aspects of the physical space, from the car park to the toilets to the train itself. Every step of the journey must be assessed asking if someone who was deaf, blind, in a wheelchair or cognitively impaired would be able to navigate it. Even in a well-designed physical space, those with additional needs may still need further support, so it is equally as important to provide staff with the right training to understand the various needs of a wide range of passengers and offer the correct assistance. In addition, employees should be clearly visible at all points of a person’s trip to assist where needed. Online accessibility considerations As more elements of rail travel become digital, providers must ensure that these can be used by people with all kinds of access needs. Inclusive design needs to be embedded in websites with text of a sufficient, adjustable size that contrasts against the background, optimization for screen-readers and other tech used by those with additional needs and closed captions or sign language on videos. As society becomes more reliant on smartphones, organisations must ensure that implementing mobile features will not

exclude those who do not use smartphones, as is often the case for older people. These standards are not just nice-to-haves either, the government’s deadline of 23 June 2021, which makes meeting digital accessibility regulations a legal requirement for public sector organisations has now passed. It is now a legal duty for organisations to make sure their websites and mobile applications meet accessibility requirements. The UK is reliant on its railways and 19 per cent of the country’s adult population have disabilities. With the current state of accessibility in the train network, providers may find they are excluding or making life even harder for a huge number of people and alienate a significant portion of their potential customer base. As the country reopens following the pandemic, these shortfalls must be addressed so that everyone can enjoy reuniting with friends and family, no matter their needs. I yearn more than ever for my independence, but since that confidence evaporated in the space of a year, I cannot afford to spend another 15 years building up again – I need everything in the digital and physical environment to be inclusive, welcoming, useable and accessible. We need it now, more than ever.


About Nexer Digital Established in 2007, Nexer Digital (formerly Sigma) is a leading digital User Experience (UX) agency that designs accessible and inclusive services and digital products that help people to live and work better. By putting users at the heart of its solutions, Nexer helps to add genuine business value and bring people together. Nexer works with companies large and small, in the public, private and not-forprofit sectors, nationally and internationally. The team believes strongly in developing long term, mutually beneficial strategic partnerships with its customers, with key clients including mental health charity Mind, Astra Zeneca and the Department for Education. In addition, Nexer also runs the North of England’s leading digital UX event – Camp Digital. Now in its tenth year, Camp Digital attracts world-class speakers who discuss the most important topics and trends in the UX and digital community. Nexer Digital is part of the Nexer Group – a Swedish technology firm with over 4,000 staff around the world. Molly Watt is a usability and accessibility consultant at Nexer Digital


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Delivering a net zero ready rail system John Downer, Rail Market Director at Jacobs looks at the pivotal role that the UK rail industry can play as we prepare to deliver a net zero ready transport system


n 2018, greenhouse gas emissions from rail (passenger and freight) made up just 1.4 per cent of the UK’s domestic transport emissions, but rail made up ten per cent of all passenger miles travelled. Shifting an extra four per cent of those passenger movements and four per cent of freight movements onto rail from other modes would save more carbon than the rail sector’s current total emissions, as the Railway Industry Association recently reported in its Why Rail Electrification report. Rail has embraced its part in meeting the UK’s 2050 net zero target, e.g., removing diesel powered trains by 2040. But if you see this through the passenger lens – how much do passengers truly understand the carbon impact of their journey choices? The far bigger prize here is that four per cent+ modal shift, but we must electrify rail before road transport is significantly electrified and maintain rail’s position as a more sustainable (less particulates, lower material use per kilometre travelled), passenger focused (comfortable, less congestion stress) and efficient mode of transport. With the range of solutions in circulation that can create a net zero ready rail system, the focus must move to ‘enabling decarbonised delivery’ rapidly to maximise the opportunities. Let’s explore the challenges underlying a few of these questions.

We think there are seven pertinent questions that are central to thinking why and how to enable decarbonised delivery: 1. How can we decarbonise the railway without compromising passenger experience? 2. How can we minimise disruption to services? 3. How can we link rail into existing and new modes of transport as part of a system wide approach to transport decarbonisation? 4. How do we make decisions in the short term that will produce the best outcomes for a net zero world? 5. How do we use rail to improve air quality, especially in stations that are within air quality management zones? 6. How do we reduce noise pollution from rail, especially freight? 7. How do we design, create and deploy railway infrastructure that is ready for the climate of the future whilst still operating safely and comfortably?

Putting passengers first and supporting connections I believe we can increase passenger numbers by enhancing their experience and helping them understand the carbon impact of their journey choices. Electrification brings schedule benefits and more trains of better quality. We need low carbon journey planning apps that partner the train with active travel/bus/electric vehicle-enabled ‘last mile’ journeys to offer and inform passengers ways of making end-to-end low carbon journeys. On a ‘putting passengers first’ review for the Ely Area Capacity Enhancement scheme, our insights identified an additional yearly net carbon saving based on rail freight versus road. Multiplied over a five-year period (noting the benefits will keep on accruing over decades), this will decarbonise the scheme by 113,000 tonnes of carbon by removing 212,000 lorries from the road, along with community benefits from traffic reduction (even when HGVs are no longer diesel powered from 2040). Rail Professional



Whole system thinking The most cost and carbon efficient choice of power supply is undoubtedly electric. And this needs to encompass the whole railway system, including vehicles, infrastructure, power supply and operations. We’ve been working the immense challenge of power supply resilience to enable a passenger focused train performance outcome on the East Coast mainline since 2014 through the Rail Electrification Alliance (REAL). The opportunity that bringing together track and train through Great British Railways creates could ensure the whole system thinking, planning and execution prevails for electrification in a smarter way than we have seen before. When a vehicle specified and procured right now will be expected to remain in service beyond the net zero target year 2050, and we’re only scratching the surface of long-term electrification planning (Scotland aside), we face a decarbonisation dilemma. So, how do we make rolling stock investment decisions today when we are so poor at forecasting change, amplified by the uncertain operating environment. The Transport Decarbonisation Plan and

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Sustainable Rail Strategy have arrived; each providing hope for whole system decarbonisation thinking through the principles they establish for the future of integrated travel, and the detailed integrated implementation plans they require. Low embodied carbon infrastructure Cross rail industry collaboration is vital to create a consistent demand for low carbon products. By setting out clear ambitions for carbon reduction when procuring infrastructure, the supply chain is given a clear direction to encourage investment for low carbon alternatives. The industry must collaborate to make product acceptance, and the ability to challenge standard design processes for new products shorter and easier. This will produce more case studies for the use of low carbon materials, like the visually stunning and collaboratively designed FLOW bridge, unveiled at Rail Live, which my colleagues provided the technical expertise on fibre reinforced polymers on, minimising unnecessary over-design and specification. Greater progress faster can be made if we develop and refine the process for accepting

and introducing new technologies to the railway, which FLOW proved you can do. Through approaches like design-out waste and decarbonisation challenge workshops and design reviews, collaboration has been essential to embedding proactive decarbonisation as part of the TransPennine Route Upgrade’s wider integrated sustainability strategy, for example. Keep these seven questions to hand when you are making choices to ‘enable decarbonised delivery’ – as this is going to need active testing and piloting of new, holistic approaches to the way services are procured and planned, and re-framing business cases to consider and prioritise better, greener outcomes, including enhancing passenger experience to increase passenger numbers. Taking the premise that road and rail will be net zero at some point in the future, the choice of using rail will become more about broader sustainability, social value and passenger experience benefits.

John Downer is Rail Market Director at Jacobs

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An accessible railway is better equipped for the future Gemma Hope, Director of Policy at Leonard Cheshire describes the benefits of making rail travel more accessible


here are 14.1 million disabled people in the UK. As people live longer, we should expect the prevalence of disability and longterm health conditions in our society to increase. But how well is our rail network working for disabled people, and how will it cope in the future? Last year, Leonard Cheshire found almost half our stations are not step-free (41 per cent). This excludes some disabled people from travelling by train from their local station for work, education or to see friends and loved ones. At the current rate of improvement, work across the whole rail network wouldn’t be completed until 2070 as part of the government’s Access for All funded projects. Everyone should have the right to travel where they want So, Leonard Cheshire wants end-to-end journeys to be fully accessible from the purchase of a ticket through to station and on-board train information. What kind of difference would this make to society?

If accessibility is achieved, our research showed it could help around 51,000 people with work-limiting disabilities into employment. In fact, our economic modelling showed the knock-on impact would include benefits to the Exchequer of as much as £900 million, with a potential £2.5 billion boost to economy too. You really can’t overstate how game-changing inclusive transport is. Emily, from London put it this way: ‘I want to lead an independent life, but one of the struggles I face as a legally blind person is travel. As someone in my mid-20s, I’m broadening my horizons to look for work and to build a career. Yet one of the questions I often ask myself when applying for jobs is ‘how am I going to get there?’.’ Similarly, Simon from Cambridgeshire told us: ‘I worry about how inaccessible transport stops people from entering the job market. I usually need a taxi before and after any train journey. Only those in paid employment have the luxury of receiving help with such costs from Access to Work. ‘You don’t get that help for unpaid work

experience, voluntary work or even going for an interview. If you must take a longer route to avoid unmanned stations, that will make your taxi journey even pricier. There’s no help for the extra travel costs disabled people face. This has screwed up employment prospects more than anything else.’ Of course, accessibility requires funding up front. An estimated £4.3 billion is needed for creating step free access to platform level for disabled people across the rail network. Sounds big, but it’s just a fraction of overall transport capital spending. It’s the equivalent of just a single year of spending on High Speed 2. It’s just two per cent of current transport capital investment. Emma, from Birmingham said: ‘When I hear how much money it would cost to make stations accessible, it’s frustrating. To the government that’s a tiny amount, but it could make such an impact on disabled people’s lives. The government should make the investment and reap the benefits of the purple pound. It would boost our spending and earning power.’ Our charity will continue to call on the government for funding for greater rail accessibility. While we wait for change, it’s really important to think about the passengers who are trying to travel but facing difficulties. Accessibility is far more than just step-free stations. Sarah, from East Midlands told us what Rail Professional



rail travel is like for her: ‘I’ll be sat waiting for rail travel assistance, thinking ‘I’ve got a connection; I’ve got to go somewhere else’. Many times I end up missing my connection and having to cancel the plans I had with my friends.’ Rail networks and rail professionals have made notable improvements in this last decade. We also welcomed the findings of

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the Williams-Shapps Review and believe it is an important step-forward. The plan for dedicated funding for accessibility improvements is a sign of more serious investment in this aspect of rail travel. Going forward, we would encourage more consultation with disabled people to understand what they need from the rail network.

Earlier this year, we threw our support behind the Department for Transport’s ‘It’s Everyone’s Journey’ campaign. Because as more people begin to use public transport again, it’s the ideal opportunity to reassess attitudes towards disabled passengers and raise awareness about the various ways accessible travel can be improved. Hopefully this article has given you insight into why public awareness campaigns are only one part of making rail work for everyone. Whenever we think about how our rail networks work and what our rail networks need to do in the future, accessibility, in all its forms, needs to be on every stakeholder’s radar. Put simply, the future of rail must not continue to exclude such a large part of our population. For now, at Leonard Cheshire, we call on Boris Johnson to prioritise the acceleration of Access for All, so disabled people can enjoy the life opportunities provided through modern, accessible rail travel. We want to raise awareness about all the different ways rail could be more inclusive and show that this doesn’t cost the earth. To find out more about Leonard Cheshire’s accessible train campaign please visit: Gemma Hope is Director of Policy at Leonard Cheshire

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Two great shows, one exciting rail event Railtex and Infrarail exhibitions have successfully served the rail market for over 20 years and this year have come together to form the ultimate show for the industry global market, which the UK – as the home of the railways – should be at the centre of. What opportunities are there for the UK and where do its strengths lie? The programme will include keynotes, Q&A sessions and panel discussions held by a remarkable line-up of speakers, including prominent industry figure Graham Stuart (MP, Minister for Exports), Robert Ampomah (Chief Technology Officer, Network Rail) and Mike Muldoon (Head of Business Development UK & Ireland, Alstom). Also returning to the programme will be the ‘Unlocking Innovation Zone’, organised by the events’ Main Partner RIA and supported by Network Rail and UKRRIN (UK Rail Research & Innovation Network of universities). The sessions will focus on new ideas and thinking to be explored in order to benefit the railway sector, as well as its passengers and economy.


ailtex / Infrarail will gather the whole railway industry together in Birmingham. It will be the first time the exhibitions have taken place since the beginning of the Covid-19 pandemic. Following the initial decision to postpone Infrarail 2020 to 2021, Mack-Brooks Exhibitions, Organisers of the events, made the strategic decision to co-locate Railtex and Infrarail to better serve the needs of the market. Now gathered under one roof, the exhibitions will serve the entire railway supply chain and present an impressive array of technologies and innovations ranging from total railway systems to the smallest specialised components.

and services online. Powered by this new matchmaking technology, a new scheme – ‘Meet the Buyer’ – will aim to promote fruitful exchanges and the establishment of new commercial partnerships.

A new format For the first time, Railtex / Infrarail will become a hybrid event. The new setup will merge the onsite offering with interactive digital networking opportunities. A new matchmaking system will connect visitors to relevant suppliers, allowing them to arrange meetings based on complementary profiles. International visitors who won’t be able to attend due to travel restrictions will have the advantage of exploring the latest innovations

• Growth – rail can be a catalyst for economic growth, how to ensure it is supporting investment, jobs and GDP? • Geography – how to ensure rail reaches and benefits all corners of the UK? • Green – rail will be essential to meet decarbonisation goals. How can clients and the supply chain work together to decarbonise the network even further? • Global – across the world, nations are investing in rail infrastructure. It is a truly

Speakers As the leading one-stop-shop event for the entire railway industry in the UK, Railtex / Infrarail reflects the dynamic developments in the sector and the vision of the rail network of the future. This year, conversations on the future of the industry will once again take centre stage with RIA’s ‘Future Focus Conference’, a three-day feature that will offer insights around four main themes:

Daily sessions Sessions will run each day covering: • High-Level Challenges – Opportunities from UK rail clients. • Near Term Challenges – Opportunities from Tier 1s and Tier 2s. • Funding and Partners conversations to take innovations to market. • Elevator Pitches from a range of contributors, including SMEs and startups – curated in collaboration with UKRRIN and other associations. Education & Seminar Programme Beyond the main exhibition, Railtex / Infrarail 2021 will once again be offering a comprehensive supporting programme, including insights from leading industry figures, keynote addresses and industry seminars by representatives of companies taking part at the exhibition highlighting their innovations and technical

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For more than a decade, RIA’s Unlocking Innovation Programme has showcased new ideas and thinking from across the industry. developments. The sessions are all free to attend and are also CPD certified. The Seminar Theatre plays host to a selection of technical seminars from within the rail industry. It is situated on the showfloor and sessions can be attended free of charge with no need to book. For more than a decade, RIA’s Unlocking Innovation Programme has showcased new ideas and thinking from across the industry. The aim of the programme is simple – it brings together those with the ideas and ambition to drive change with those who can turn those ideas into reality. Throughout the years, the Unlocking Innovation has brought together thousands of rail professionals, helping to build supply new supply chains, supporting clients in finding creative solutions and showcasing the incredible work going on in the industry. Unlocking Innovation is supported by two strategic partners - the Network Rail R&D Portfolio, a £357 million fund focused on improving the quality and value for passengers and freight customers of the rail network, and the UK Rail Research and Innovation Network (UKRRIN), a £92

million partnership between academia and industry to spur innovation in the sector. For the first time ever, Unlocking Innovation will be at Railtex. An Unlocking Innovation presentation programme will run each morning and afternoon throughout Railtex - covering: • High Level Challenges/Opportunities from UK rail clients. • Near Term Challenges/Opportunities from Tier 1s and Tier 2s. • Help with Funding and Partners to take your innovation to market. • Elevator Pitches from a range of contributors, including SMEs and startups, curated in collaboration with UKRRIN and other associations. The Future Focus Conference – organised by RIA – is a ‘free to attend’ high level, strategic conference covering the key issues of the day for our rail network. The Conference will run throughout the three days of Railtex / Infrarail, with key political, client and industry figures speaking throughout. In 2019, the Future Focus Conference saw speeches from then-Rail Minister Andrew Jones MP, Simon Adams of Crossrail 2, Michael Flynn of Digital Railway and many more. The Future Focus Conference is the place to be for the latest industry thinking and insights, covering the key projects, technology, trends and research that will impact rail into the future. Demonstration Two lengths of track placed in the hall on the exhibition floor will be the setting for exhibitors to display and demonstrate tools and equipment in an authentic rail setting. Leading track products supplier British Steel is the sponsor of the track. Meet the Buyer / Commercial Officer RIA’s Meet the Buyer / Commercial Officer programme offers the opportunity for pre-booked meeting slots with a range of UK and overseas rail buyers. Held in 2019, the programme provides the chance for

businesses to learn about different markets and how they can overcome barriers to getting new products and services onto the rail network, both at home and abroad. Railtex / Infrarail Matchmaking Railtex/Infrarail Matchmaking will be the official one-to-one business networking service for exhibitors & visitors attending the event. Registered users will be able to search and connect with new and existing business contacts, manage event schedules and arrange meetings on exhibitor stands and/or in the dedicated matchmaking lounge. This personalised, easy-to-use tool allows you to search for connections by their interests, sectors, products, services and geographic location. Only those who have already registered for their badge (visitors and exhibitors) will be eligible and will receive on-site text and email reminders along with support from the on-site concierge.

Railtex / Infrarail supporting programme • Strong conference programme with 40+ speakers • Two conference streams • CPD accredited programme • On –Track display • The Recruitment wall • Matchmaking – NEW for 2021 • Plant and Machinery exhibits • First Time Exhibitor Zone – NEW for 2021

Covid-19 security measures Railtex / Infrarail are working closely with the NEC and continue to follow guidelines from the World Health Organization (WHO) and local health authorities to provide a safe return to face-to-face events. Opening hours have been extended and admissions and departure times will be staggered throughout the day. range of safeguards include: • (Pre)registration and admissions policies advising on who should and shouldn’t attend shows (high-risk and at-risk individuals). • Covid-19 safety training and awareness briefings and e-learning for staff, exhibitors and contractors. • Prescribed, mandatory personal and respiratory protective equipment (PPE & RPE) including face masks. • Protective measures such as acrylic screening. • Specified (third-party) medical services, facilities and prescribed infection control and medical response protocols. You can visit the Rail Professional team at Stand P02, we look forward to seeing you there!

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Does your station need a facelift? Patience Atkinson-Gregory of horticultural suppliers Amberol works with station adopters across the UK. Here she explains why it’s important to keep our train stations looking good


he railway sector is just one of many to feel the adverse effects of 18 months of Covid-19 restrictions. With new variants of Coronavirus continuing to emerge, many passengers remain reluctant to return to public transport, so the industry will need to work hard to tempt travellers back. While there is little that rail professionals can do about Covid rates and restrictions, there are important areas that they can directly influence. There are many different reasons why people travel by rail: convenience, leisure, business, necessity – or sometimes just for the pleasure of the journey. But whatever reason people have for choosing to take the train, the environments that travellers encounter on their journey are crucial to their experience. Taking care of the station environment This doesn’t just mean clean, comfortable carriages or a punctual and efficient service;

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it also includes the stations that people use or travel through en route. Train stations are often the first place that a passenger sees when they enter a town or city – and first impressions count. So, it pays dividends to keep a station looking attractive and welcoming. The Community Rail Network is an organisation made up of community rail partnerships across Britain which promote work around a range of areas, including sustainable travel, disabled access and community involvement. The Network recognises the importance of good station upkeep and runs a popular station adoption scheme for volunteers with over 1,000 membership groups across the UK. These groups work on a range of projects to improve their railway station, including infrastructure projects, fundraisers for equipment, work to improve access such as installing lifts, litter picks, painting and art installations and planting up floral displays.

These volunteers can make a massive difference to the station environment – which in turn makes a significant difference to the traveller’s experience. Station improvement in action Friends of Beeston Station (FOBS) in Nottinghamshire is one such group. Set up just four years ago with the original aim of looking at station access, the group also recognised that the station needed a bit of a facelift to make it more attractive to passengers. Having produced a business plan outlining maintenance tasks, the group instigated a successful campaign to improve access at the station and are hoping that lifts will be in place by 2024. They run regular litter picks and have created an attractive display of photographs on one of the station’s platforms as well as planting up flower beds and containers in and around the station building to ensure that the whole area looks tidy and welcoming.


The power of flowers In fact, one of the simplest and most costeffective ways of transforming a station – whether it’s the platform, entrance, ticket hall or even the car park, is by planting up floral displays. Some stations already have flower beds, but for those which don’t, planters are usually a good option, offering portability and ease of maintenance. Many groups are also successful in seeking sponsorship for flowering containers from local businesses to help fund purchase and planting. Both FOBS and nearby station adopters Attenborough Elderflowers have transformed their stations through the use of plants and flowers. This in turn has attracted much praise and approval from passengers and their communities, as well as external validation when FOBS won a certificate of excellence in the silver level of the ‘It’s Your Station’ category at the Community Rail Awards 2020, with Attenborough winning the same award in 2018 and 2019. The importance of consultation When planning their restoration project, Attenborough based much of the work on a survey that they carried out to assess the views of both commuters and residents. These demonstrated high levels of support for new planting schemes as well as finding ways of highlighting the history of the station and the village, which the group achieved through the creation of a series of story boards on the platforms. As a result, Attenborough station is now used for more than just commuting, with wider involvement across the community, e.g. carers bringing the elderly, small children or people with learning and other disabilities to sit amongst the plants and watch the trains go by. During different Covid-induced lockdowns, some people also used the station as a place to meet safely within official guidelines to sit and chat in the attractive station environs whilst self-distancing. In addition to station adopters, Britain in Bloom groups are often active in improving their local stations as part of their work in the community. For example, the work that Friends of Norwich in Bloom carry out at


Norwich train station is a real community effort. The group has installed large floral fountain planters to create an attractive entrance, as well as barrier baskets. The plants are grown by a local college and a nearby nursery, whilst the group generate income from the planters through sponsorship to sustain the maintenance and production of the plants. The problem with water However, one of the issues around growing plants and flowers is access to water. Some stations, particularly smaller rural stations, don’t have easy access to water while running hoses across station platforms is a significant trip hazard. One solution that some station adopters and Britain in Bloom groups use is installing self-watering planters. These containers have a built-in water reservoir and so usually need watering just once or twice a week at most. Gary Smerdon-White of Attenborough Elderflowers explains how using self-watering planters has worked for them. ‘There is no water resource on the station except for rainwater from the pedestrian bridge over the rail lines. So, we decided to invest in some self-watering planters to help address the watering issue. The planters are ideal for our purposes; they save time and water and have resolved the watering problems we had during periods of drought.’ FOBS also use self-watering planters after finding that the small floral baskets that were mounted on the railings dried out very quickly. Maintenance was very demanding, and the flowers often failed to thrive – or sometimes just died. Secretary of FOBS, Sarah Hampton comments: ‘Self-watering planters and baskets were needed because we just couldn’t keep up with the demands of watering in hot weather. Moreover, the self-watering feature has been invaluable over lockdown when our work at the station has been restricted.’ The East Midlands Railway (EMR) team that supports FOBS now encourages other station adoption groups to use selfwatering planters while the Association of Train Operating Companies (ATOC) award

assessors also support the use of selfwatering planters from a conservation and convenience point of view. Finding the funding As with many services, financing station improvement projects can be a challenge, but there are a range of funding sources available. For example, Attenborough secured a grant from Nottinghamshire County Council based on the criteria of maintaining and enhancing community health and cohesion. They also gained funding from the National Lottery Community Fund based around environmental welfare, health and social cohesion. FOBs is able to apply for grants from both EMR and the Community Rail Network to fund relevant projects, while railway staff also offer support on community days organised by EMR. Our railway stations are worth investing time in as the end results can significantly impact on passenger use and satisfaction. If we want people to return to taking the train, we have to be prepared to work with the community to make our stations brighter and better places to be. Patience Atkinson-Gregory is MD of horticultural manufacturer Amberol who supply self-watering planters, benches and litter bins (including speaking ones) to railway stations and network, local authorities, educational organisations and businesses

For more information Visit: Email: Call: 01773 830 930 Rail Professional



HS2 contributes to T&M growth Horsham’s T&M Bowser Solutions continues to grow its fleet of tankers in line with ongoing demand from its biggest contract – HS2


e hear a lot about the numbers associated with the landmark HS2 project, whether they be related to the miles of track, depth of the tunnels, multi-million-pound regeneration programmes, or years until completion. Well, here’s another metric or two for you: one company is delivering 7.5 million litres of water to the London end of the project and three million litres of water to the Birmingham Curzon Street section – every month. For context, there are 2.5 million litres of water in the Olympic swimming pool in Tokyo. That water is provided by T&M Bowser Solutions (T&M), a manufacturer of custom-built bowsers (tankers). ‘What made that [litre] total more remarkable’ says Terry Beasley, Managing Director at T&M, ‘Was that we’ve been delivering more diesel than water to the Birmingham end of the project, while London had been consuming more of the water.’ As we’re talking about numbers, today, 70 per cent of T&M’s entire fleet of 110 vehicles is working on railway projects and over 90 per cent of them are on HS2, with the remainder fulfilling commitments to Crossrail. In fact, such is demand from both the Birmingham and London phases of the project, Beasley recently signed off on the manufacture of 50 additional four-by-four, 10,000-litre vehicles. And with one single project presenting so much long-term work, further expansion is likely – it might even be necessary. ‘We’ve got about the same amount of four-by-fours at each site’ continues Beasley, ‘There’s more machinery in the midlands, which is the longer, larger part of the project as we see it, hence the greater demand for diesel, generally. But water is in constant demand throughout.’ Legacy project T&M’s fleet includes its four-by-four, 10,000-litre and 30,000-litre capacity trucks that are widely utilised for bulk water supply to the railway sector. A lot goes into laying track, and, at each stage, a variety of plant

Rail Professional

A four-by-four, 9,000-litre vacuum water tanker.

and vehicles are required to keep the job moving. Wherever the equipment goes, the requirement for water—and fuel— remains essential. Beasley says: ‘(HS2) is a legacy project that everyone wants to be part of. Our customers on the north (Balfour Beatty VINCI) and south (Skanska Costain Strabag, SCS JV) recognise that timely delivery of water and fuel is fundamental to success. Without constant access to water and fuel, major rail projects would shudder to a halt.’ Of course, HS2 doesn’t represent a foray into rail for T&M, but more an increased commitment to the sector. T&M has been serving the rail construction industry since inauguration more than three decades ago. Over that time, while the ambition of railway projects has changed, the major task of getting to plant and vehicles, often in remote, rural, locations has remained the same. There’s a simplicity to that requirement, yet it poses great logistical challenges. Ensuring bowsers have the right fuel attachments for this unique sector’s trains and plant is just the starting point. ‘We can get water where most people can’t’ Beasley says. ‘Often it comes down to our ability to adapt; we’ll make a vehicle do what the customer wants it to. Over the years, we’ve built up a reputation for delivery. Of course, without it, we wouldn’t

continue to get contracts. It helps that the same companies are involved across our customer base – road, air, rail, construction and ground investigation – but that only works in your favour if you become reputed for delivery of the solution that they need.’ Before commencement of HS2, only 25 per cent of T&M’s fleet was engaged on rail projects. This summer marks six years of



Self-filling bowsers

supplying bowsers for the Crossrail project, which is delivering the Elizabeth line to provide a 10 per cent increase in rail capacity in central London. ‘Crossrail is interesting’ says Beasley, ‘Because it’s been such a longrunning project; they come in all shapes and sizes in this industry.’ T&M welcomes HS2 HVO project Beasley was enthused by news that, during London Climate Action Week, which

A four-by-four, 9,000-litre vacuum water tanker.

took place 26 June to 4 July 2021, HS2 announced a pioneering project to use hydrotreated vegetable oil (HVO) fuel for the first time in the UK in a piling rig on a HS2 site in the capital city. SCS JV, through Cementation Skanska, undertook a three-week trial to find more ecofriendly fuels to use on construction sites for piling activities. HS2 is committed to reducing carbon emissions in construction and has challenged all its contractors to reduce emissions by 50 per cent against construction baselines. T&M is ahead of the curve, having delivered HVO fuel to the point of use for Skanska on several major projects, as the UK contractor revealed plans to HVO-power all its site-based plant and equipment to become carbon net-zero by 2045. T&M will follow its lead in due course. Skanska has utilized the high-performance fuel Green D+, from Green Biofuels Ltd., as a diesel substitute that generates a 90 per cent saving in CO2 emissions. Skanska monitored the difference between fuels by utilising Green Biofuels’ smart tank system that maps and controls energy usage onsite. However, the green benefits are already

Not yet utilised by HS2, but T&M recently developed a system that self-fills bowsers from static tanks, offering end users numerous benefits including full fuel traceability and safety. The unique concept enables fuel to be traced accurately from point of delivery to consumption, removing the risk of short delivery by fuel companies. More importantly, the solution eliminates a requirement to work at height, while risk of theft and spillage are also eliminated. Such traceability accommodates the variables that greatly impact fuel consumption and efficiency, including duration and location of job, type of plant, time of year, weather, etc. It is estimated that these factors can impact fuel consumption by 30 per cent. Beasley says: ‘Previously, there was a requirement for the bowser driver to climb onto the equipment and fill through the top of the tank, but the (T&M) solution allows filling at ground-level; it’s quicker and safer than traditional methods. We are the only company that can trace the fuel from the moment it is delivered to site through to it being put in the fuel tank of the machine. We are constantly looking at ways to reduce accidents within the refuelling process; climbing onto large machinery, carrying a heavy fuel hose, often covered in mud, is inherently dangerous.’

universally accepted by an industry at the dawn of a new era. Beasley says: ‘We have been getting approvals from our vehicle manufacturers (to use HVO) while maintaining existing warranties. We have also been talking to other companies that are using it already and there seems to be the opinion that it is not suitable for older vehicles, say, Euro 3, 4 and 5. But as 95 per cent of our vehicles are Euro 6, we are in a better position than others to make this switch. Practically, you can run on HVO this week and diesel next week, if the vehicle is relatively new, so the barrier to entry is low. It’ll be interesting to see where the HS2-HVO journey goes. Everyone needs to buy a ticket.’

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Intelligent monitoring to manage earthworks risk Climate change has brought increasingly frequent extreme weather events and slope failures have become more common, particularly following heavy rainfall

Installing cellular cameras and tilt nodes on earthworks


ailways in many parts of the world are built on embankments or adjacent to steep slopes. Failures can manifest in gradual settlement and disruption, or sudden landslips, and can pose a significant threat to human life. Historic management practice has been based on manual inspection and attended survey. More recent technological development has brought automated survey instruments, remote sensing and better data management, e.g. improved weather forecasting. All have limitations, however, such as limited spatial and temporal sampling and the need for frequent site visits and associated costs and risks. Remote condition monitoring specialist Senceive has pioneered the use of IoT technology over the last decade to provide a robust and proven wireless intelligent monitoring solution (IMS) to detect and respond to ground movement and provide early warning to geographically dispersed stakeholders. The core element of the system is a network of long-life movement sensors connected to each other and the internet via a wireless radio platform. The Rail Professional

Senceive IMS incorporates many of the properties common to other IoT technologies: it is cost-effective; small; easy to install and needs little or no maintenance over an ultra-long (10-15 year) life. It does not need mains power and has self-healing properties in the event of damage to individual components. It can integrate triaxial movement sensors with a wide range of other sensors including automated cameras as well as geotechnical and structural logging instruments. Over the last decade this technology has moved from the laboratory to become widely adopted by users such as Network Rail and HS2, who together installed more than 10,000 of these smart sensors in 2020 alone. Network Rail feels the pressures of managing railway earthworks more than most operators. Its network is intensively used and dependent on the performance of more than 190,000 earthwork assets in geologically diverse conditions. Most pre-date modern geotechnical standards by a century or more and were built fast, cheap and steep in the 19th Century heyday of railway construction. Asset management policy requires periodic examination of these cuttings and embankments - many of which are at remote locations. They are monitored and assessed to determine locations that might be vulnerable to landslides and require repairs and maintenance. As a result of the age, scope and degradation of the earthworks, combined with more extreme weather events, engineers face considerable challenges that are not solved by long-standing inspection and assessment methods. Record-breaking rainfall figures have coincided with a growing number of slope failures in recent years and it is widely recognised that a better solution is needed to manage the risks associated with trains hitting debris on the track or damage to the material supporting the track. That better way takes the form of wireless condition monitoring technology that is simple to install and operate, and provides automated warning of slope failure based on a huge volume of virtually real-time information. The system is built around the Senceive FlatMesh™ wireless mesh communications platform. Movement is detected by a grid of triaxial tiltmeter sensors that detect rotational movement and report to a solar-powered cellular gateway that relays data to Network Rail Control. 4G digital cameras provide high resolution images on a pre-set schedule, or when triggered by movement outside a pre-set threshold. In many situations it compares favourably to more well-established ways of gathering information. The traditional, manual monitoring approach involves an examiner collecting data from instruments such as inclinometers, piezometers and extensometers. This requires an individual going to site, maybe on a monthly basis, reading the instrument, taking those readings back to the office, downloading them and interpreting them. It may provide an indication of long term change at a site but doesn’t tell when a landslip has happened. In most cases the first news of such a failure comes when a train driver or member of public reports it. Network Rail were


convinced of the effectiveness of the wireless remote monitoring solution following the prevention of a potential disaster at Barnehurst in 2018 where an early installation of just 20 sensors and automated cameras detected a landslip and closed the line shortly before the morning rush hour. One of the advantages is the speed and ease of deployment. Faced with the challenge of instrumenting 20 kilometers of track at 36 locations in Kent and Sussex in four months, Senceive, Network Rail and contractors BAM Nuttall and J Murphy installed 5,790 tiltmeters, 222 cameras and 111 gateways. The mesh network can incorporate a wide range of sensors, such as the piezometers at Pagdene Cutting that are now reporting soil moisture data without the need for site visits. The system will operate with minimal maintenance for 1015 years, at which point sensor batteries will need replacement. Once installed, the system is operational almost immediately and while it is normally set to sample every 30 minutes to optimise battery life, it is smart enough to respond to events, for example by increasing sampling frequency to near real-time and sending high resolution imagery in the event of movement outside pre-set thresholds. This

is invaluable in preventing false alarms, such as those caused by a branch falling on a group of sensors. It has already proved its value by warning of a landslip at the approach to Wadhurst Tunnel after heavy rainfall – movement was detected and near real-time alerts were sent to asset managers and ‘flight engineers’ at NR’s Control Centre who manage train movements. The line was closed and the risk of an accident averted. The impacts are far-reaching: in the areas covered so far, when the ground moves the trains can be stopped – almost immediately. This means improved network resilience in the face of a warming climate; improved safety through reduced risk of derailments and fewer site visits; reduced carbon emissions, and another step on the journey towards intelligent infrastructure and predictive maintenance. The Network Rail routes in Kent and Sussex are the pioneers in large-scale intelligent earthworks monitoring. Rollout is now underway in Wessex, with more deployments in Kent and Sussex before next winter. Work is already underway to extend the initiative across the UK and then overseas, with significant progress in France, Germany, USA and more.


Landslip near Whitmore, Stafford. Image: Network Rail

Embankment failure at Godstone. Image: Network Rail

Harnessing intelligent monitoring to keep people and infrastructure safe Prevent bridge failures through structural health monitoring

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Measure changes in track geometry to optimise your maintenance programme

Monitor ground behaviour to build and manage tunnels effectively

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How do you develop a safe culture? And how do you know you are going in the right direction? The first article in this series looked at what safety culture is, considered different models to describe a safe culture, and the component parts that make up a safety culture. This article focuses on developing a safe culture and discusses some specific factors that can influence success


he safety vision is the real starting point for developing a safe culture. The vision sets out the rationale for developing a safe culture and the desired end state in terms of systems, people and safety outcomes. It allows you to think about and articulate what safety means for your organisation, what aspect(s) of safety you are going to focus and what a safe culture should look like for your organisation to improve safety outcomes. There are different areas of health, safety, and wellbeing that can be addressed through culture, such as occupational health and safety, operational safety, product safety, process safety. Having a combined Health Safety Environmental & Quality (HSEQ) function can encompass a culture of positive health and wellbeing together with an environmental safety culture. Of course, this can make it hard to know where to begin and which area(s) to focus on. Do you tackle all the above within one culture programme? Alternatively, do you focus on just one area? If so, then you also need to think of the impact on the others. Although the specific risk management strategies for each area is different, the approach to developing a positive culture within each one is likely to focus fundamentally on the same things: • What is the risk? • Why is it important? • How do the behaviours, beliefs, actions Rail Professional

and attitudes of employees positively or negatively affect the management of the risk? and • How do existing organisational systems shape and influence beliefs, actions, behaviours and attitudes of employees? Let’s take Occupational Health and Safety (OHS) vs. Product Safety Culture (PSC). Both can present risk to organisations as a failure in these areas can result in harm, either from doing the work (OHS) or from a malfunction or failure of product (in the case of rail this could be a critical system on a train). Both use specific risk management strategies to manage the risk, yet these are still affected by similar aspects associated with a safe culture such as leadership, learning from positive and negative events, developing skills and knowledge, willingness to question and challenge, perceptions of the risk and how effective people believe the risk control measure are. The organisational aspects are likely to cover risk assessment, process, and procedures, reporting and investigation systems and the management of change. Risk can often be a good starting point for any culture programme. For example: • What risk(s) is my organisation looking to control? • Why is it important they are controlled? • What impact will behaviour, beliefs, actions and attitudes of employees have? And most importantly;

• What systems, behaviours and attitudes do I need to develop to better manage the risk? This thinking can help to identify which areas of safety can be addressed within a culture programme. It can also be used to develop the safety vision to facilitate culture development. To assess or not to assess? Assessment helps an organisation understand and reflect on their culture. It can help shine a light on positive aspects of culture and those less positive aspects. It can allow an organisation to start a conversation with their workforce on what culture looks like. What do staff think the organisation values and expects from them? What do people believe the safety risks are to the organisation? What behaviours should people be demonstrating? And, what if anything, needs to change or be developed for this to happen? However, you don’t always need an assessment to be able to identify issues with culture. For example: • If your incident investigation reports focus very heavily on what the frontline member of staff did wrong and the discipline procedure is often utilised when someone has an incident, you don’t really need a culture survey to tell you that you may have more of a blame culture than a just and fair one.


• If your managers and senior managers do not fully understand the safety risks facing their business, or are not aware or not provided with all the necessary safety data to make effective strategic safety decisions, you do not need a survey to tell you that you may not be fostering an informed culture that will facilitate effective safety decision making across the business. Assessing culture is helpful but not essential for developing culture. Having a clear safety vision and understanding the risks you wish to manage through culture can help determine if an assessment is needed or if there is enough information in the business already to help understand the problem and start to develop a plan of action. Culture surveys will often tell you what people believe or feel, which is important, but the additional data needed to understand safety culture will come from within the organisation. Be it incident and accident reports, safety Key Performance Indicators (KPIs), audits of the safety management system, site observations and walk throughs, hazard and incident reporting levels, competence assessments, rectification and close out of asset maintenance activity, product and process failures and of course near misses, operational and safety related incidents.

What does culture development look like anyway? There can be a perception that developing culture requires a large-scale programme of activity that encompasses many aspects of the organisation, from top management down to front line staff. Of course, there is nothing wrong with these types of programmes – the big bang, high visibility approach can stimulate culture change through an organisation, helping to change the way an organisation operates and improving resilience to manage future change and emerging risk. However, this perception can also put people off. The sheer scale can mean that organisations become reluctant to think about safety culture and the topic is moved to the ‘too difficult basket, not cost efficient or let’s keep it on hold file’. Another view is that any intervention that helps to change or influence the attitudes and behaviours of staff is culture development. For example, if you change your incident investigation process to include a much more detailed analysis of human factors, you are helping to gradually change attitudes and behaviours. This could be attitudes and beliefs around why people make mistakes and how you should deal with people who make mistakes. You may well start to see changes in behaviour


e.g. managers don’t look to blame the individuals for an error but instead look to see why that error occurred, and staff become more open and report more human factors issues in the workplace that are affecting their performance. Leaders may start to focus more on how the organisation can improve rather than how staff should improve. Increased human factors data generated from incident investigation can also facilitate a more informed culture, with leaders using richer data to make strategic safety decisions. This can help to make culture development more digestible to senior leaders but can run the risk that you end up with a range of smaller uncoordinated set of activities. Before embarking on culture development, it can be worth thinking about which approach to take. Do you want the big bang or a smaller set of activities? Or something in-between? It is worth asking, to find out what your company ready for? what would your leaders sign up to? What would your staff sign up to? Is culture development already taking place and can you build on that? In the next article we will answer these questions by explaining what to do when you’re ready to develop your culture.

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All encompassing cyber-security for the rail industry Cyber security specialists, RazorSecure have formed a new strategic partnership with Comtest Wireless


he partnership optimises the expertise RazorSecure has in protecting rolling stock from cyber-attacks with Comtest Wireless’ best in class rail telecoms, signalling and interlocking network optimisation and performance management expertise. The result is a comprehensive suite of cyber-security protection solutions across track, telecoms, signalling and rolling stock assets and infrastructure. Historically the rail industry has operated separate networks for rolling stock (trains and carriages) and track and signalling. The track and signalling networks rely on rail telecommunications, such as the GSMRailway (GSM-R) network. Covering more than 210,000 kilometres of track worldwide and 150,000 in Europe, this network provides essential, dependable communications between drivers and signallers, helping to increase safety, reduce delays and improve performance. Comtest Wireless solutions help the rail industry test, measure and monitor the performance of these network and signalling systems. In November 2020, the company also launched its first-generation security monitoring installation, NetProbe Owl, enabling network engineers to detect security and disruption issues on monitored GSM-R and ERTMS networks. Founded in 2015, RazorSecure has built a reputation for creating world-leading cyber security solutions for train manufacturers and operators. Customers include rail manufacturers such as Siemens and operators such as West Midland Railway, Northern, Capital Corridor and Arriva. RazorSecure is primarily focussed on protecting rolling stock from the risk of cyberattack through hardware and software. The company launched the first Security Gateway designed from the ground up for the rail companies earlier this year. RazorSecure’s Delta software continuously monitors the

train networks, using anomaly detection to signal when a cyber security threat is taking place. An integrated solution The new partnership provides one integrated cyber-security solution across the entire rail network. This is particularly important as the rail industry moves to integrate networks across both rolling stock and wayside systems, providing further opportunities for hackers to probe vulnerable systems. Alex Cowan, CEO of RazorSecure, comments: ‘This partnership delivers real functional benefit to the rail industry in its fight against cyber-attack. By combining our expertise with that of Comtest Wireless, we can deliver a best-in-class solution that reduces risk and provides peace of mind across the on-train networks, and the wider trackside networks.’ Steve Dance, Director at Comtest Wireless comments: ‘Cyber security is an increasingly important issue across the rail sector and this partnership is a natural extension for Comtest Wireless. Our solutions already collect passive data on the rail telecoms and signalling networks, so it was a logical progression to include security monitoring. Our partnership with RazorSecure takes this to the next level as our complementary expertise enables both companies to offer an end-to-end solution for rail cybersecurity globally.’ The 2016 EU Directive on security of network and information systems (NIS Directive) requires EU members to boost the overall level of cyber security in the EU and to develop a culture of security across sectors that are vital for the economy and society, such as utilities and transport. This has focussed rail companies on designing and implementing effective ways to control and manage risk within the control of rail networks.

Matías Santana on Unsplash

About RazorSecure Founded in 2015 by CEO Alex Cowan, with headquarters in Basingstoke, RazorSecure provides leading companies across the rail industry with tailored cyber security solutions. As specialists in rail, RazorSecure technology is powered by machine learning and designed to protect rolling stock, signalling and infrastructure systems. RazorSecure software has been deployed in over 1,600 rail vehicles and protected over 30 million rail passenger journeys. More information is available at About Comtest Wireless Comtest Wireless is an Anglo-Italian company with over 20 years of experience in working with leading rail telecoms and signalling suppliers, system integrators, infrastructure owners and train operators globally. The Comtest tools and solutions enable customers to effectively and efficiently deploy, test measure, analyse and monitor rail telecoms, signalling and interlocking networks on new and operational lines. More information available at Rail Professional



Unlocking the hidden potential of digital railway security Wayne Webster, Business Development Manager – Critical Infrastructure Transport, at Abloy UK, discusses the untapped potential that digital security ecosystems offer the rail industry require no external power source to provide precise and cost-effective control over access permissions. Keys and cylinders are embedded with data encryption technology, including a unique identification code that cannot be altered or duplicated. Access is managed and controlled using web-based software, meaning access rights can be granted or withdrawn swiftly and easily utilising mobile technology.


istorically, the global railway industry has been ahead of the times when it comes to digitisation, and a recent shift towards big data, the Internet of Things (IoT), and an increase in demand for integration has signalled the sector is ready for change. Recent developments in innovative webbased, wireless and wire-free solutions have the ability to transform the railway industry into a safer and more secure environment, while offering additional data and functionality to make railway infrastructure truly smart. But with a vast number of outdated legacy systems in place across the UK’s current rail infrastructure, what steps need to be taken to not only upgrade and tighten security, but also reap the additional data benefits that an integrated ecosystem can offer? Rail Professional

Bringing systems up to date There is an ever-widening disparity of security, safety and access control between modern digital technology used in high-speed railway networks and older mechanical technology used in legacy railway networks. Older legacy systems based on mechanical technology (locks, padlock, manual key control and logistics) are vastly inferior in operational efficiency, safety and security compared to the modern digital technology available. Abloy UK can offer a blended solution of mechatronic and mechanical solutions that deliver the benefits of real time access control, data and key control. For example, electro-mechanical systems that utilise web-based technology can offer a versatile and far superior solution. Systems such as these integrate the mechanical master key system with electronics, they

What about big data? Retrofitting a system, such as CIPE Manager and CLIQ® onto the UK’s rail infrastructure is stage one of the transition towards smarter railways. However, when it comes to creating an ecosystem and gaining real insight from the data produced, we have just begun to scratch the surface. The scope of possibilities that digital system integration could offer beyond access control and audit trails is vast. Cloud and web-based manager platforms allow for centralised and remote access management, meeting the growing demand for large organisations to use cloud-based physical access control systems. SaaS based solutions offer the simplest way to manage all the software that connects digital technology across the stations, rolling stock and infrastructure, including the convenience of smartphone identification. But where the real potential lies, is in the data that could be collected throughout the process of a person gaining access to a particular area or asset. When the system allows access to a person with the correct credentials, a number of protocols could be triggered before they can secure and leave the area. For example, they could be required to record faults and any maintenance work they have carried out, and perform other critical functions such as highlighting remedial works, ordering the required parts and requesting the time in the programme to carry out the works. This would generate a report to feedback to the central hub, offering a comprehensive



overview of not only who has accessed which areas and when, but what happened while they were there and what actions need to be carried out in the future. The future of railway access control Having the convenience of an online control centre that can manage all your access rights remotely from anywhere – including a mobile solution – is the future of railway access control. This is what Abloy as a truly global solutions provider brings with its advanced mechanical and electronic security ecosystem, and potential to integrate with external systems and partners. This is a huge benefit to legacy systems as new technology can be digitally accessed and managed, often with wire-free installation and Bluetooth technology. Installation can be more cost effective and adding additional keys or access points is easier too. Digital solutions offer a huge breakthrough, adding more control and security while making the system simpler to manage, install and update. Therefore this could be the answer to adding operational excellence and future access management to legacy systems. Tel: 01902 364 500 Email: Visit:

The key to security and data on the Railways

CLIQ Features & Benefits Key Management & Control Eliminate the risk of lost or stolen keys Greater control of 3rd party access

Smart Management Linking access rights with training and competencies Know when and where people are working


Routine and exception audit reports

Geographic Mapping View lock status and asset location

Peace of Mind Approved for government use

Integrations Compatibility with existing command and control systems Full SDK for integration with existing Apps

Ecosystem Applications to integrate with wider existing and evolving Ecosystems

For more information contact: | 01902 364500 | | 07827 355840

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29/07/2021 09:37:49 Rail Professional

No matter the project you’re working on, we can get you up to speed with industry best practice. We’re an independent body that makes collective industry knowledge freely available to our members. Our tools, resources and engineering services allow the railway to be safer and more sustainable. We also offer consulting, training, research and events. So there’s no need to duplicate work that’s already been done. Here are three of the hundreds of resources we offer:

Shrink your carbon footprint

Optimise performance

Reduce risk on the network

Our Rail Carbon Tool helps you reduce carbon emissions through design and construction, for capital and operational cost and carbon savings.

Our Human Factors Hub provides a range of guidance, tools, products and services to help you support railway staff performance through systems thinking.

Our RED Programmes are safety briefing videos that will help you raise awareness of operational safety issues to your workforce.

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Adapting learning to a new environment RSSB is the GB rail industry’s independent voice on safety and standards. Established in 2003 to implement recommendations from Lord Cullen’s public enquiry into the Ladbroke Grove accident, the company is member-owned and member-funded


he company’s constitution restricts full membership to companies whose work includes supply or support to, or operation of the railway in Great Britain. Affiliation is offered to companies who want to benefit from some of the advantages of membership but do not meet the criteria for membership. One of the many benefits for members and affiliates is preferential access to training courses. The railway relies on high-calibre, competent professionals at the top of their game. RSSB leverages the expertise and knowledge of trainers who are leaders in their field to offer high-quality courses that help build industry’s competencies. The training courses are delivered by technical leaders that designed them, and they are regularly updated to reflect the everchanging environment of the rail sector. Training courses Covid-19 has challenged our industry extensively over the last 18 months and many companies have had to reinvent themselves to move forward in an uncertain world. But the pandemic has also created opportunities for how the industry operates – especially in learning and development. Employers still need to build, grow and refresh employees’ capabilities as they are critical to safety performance of GB rail. Restrictions with instructors and learners being able to meet face-to-face has resulted in creative ways for delivering training for staff development. To support the rail industry to grow, refresh competencies and minimise skills fade, RSSB’s training courses have been developed to give members and affiliates the greatest flexibility for learning. All courses can be delivered in a face-to-face setting of the company’s choosing, or remotely. E-Learning courses are also available in some key topic areas such as mental health and non-technical skills. To see the full list of courses, visit All training courses, regardless of the format of delivery, cover the same materials,

case studies and group learning exercises. Courses blend practical application with academic theory and use industry-related case studies and interactive exercises. This approach enables delegates to gain knowledge and learn skills they can apply immediately at work. Remote learning is here to stay. It has allowed RSSB’s trainers to create bite-size modules which can be delivered to small groups. This reduces learner fatigue and gives businesses more flexibility to schedule training. Employees are able to schedule training in with their day job. In addition, the modules are structured to facilitate reflective learning. Learners are also encouraged to seek further support from the trainers between modules, and to help them to apply the learning. This gives the best individual learning experience and supports the implementation of learning to individual roles. Remote training and Transport for Wales An example of how remote learning and a modular approach benefited learners is the Risk-Based Training Needs Analysis (RBTNA) course that was delivered to Transport for Wales Rail Services (TfWRS) in May 2020. TfWRS approached RSSB to help review and redevelop the RBTNA for its conductor

role. The course was originally face-to-face delivery, but it was adapted into three twohour sessions and delivered remotely due to the Covid-19 pandemic. Nicola Wilkinson, Commercial Training Manager, Transport for Wales Rail Services said: ‘Due to Covid-19, the training went from one day of face-to-face training to three bitesize sessions of two hours. However, this new approach allowed us time to reflect on our learning and apply the knowledge to our own RBTNA. The work we’ve done so far on our RBTNA has been enlightening and enabled us to consider alternative options for training and assessing our people going forward.’ Martyn Howells, Senior Conductor Manager, Transport for Wales Rail Services said: ‘The bitesize approach was invaluable. By focusing on one section at a time, the training effectively had built-in check points and gave me assurance that I fully understood each section before moving on to the next one. I cannot thank RSSB enough for using this approach for what is quite a complicated subject.’ All of RSSB’s training courses can be tailored to your organisation’s needs. Email to discuss your requirements and a member of the training team will be in touch. Rail Professional



The people factor Andy Symonds, Business Development Consultant at CACI Ltd explains why digitalisation will increase safety in the future


hile the UK rail network is one of the safest globally, modernisation programmes should not neglect to consider the advances in technology and understanding of human behaviour, which can further reduce or eliminate safety risks. Working practices in the rail industry remain unchanged since privatisation, and previous interventions through technology or analogue structure have met with workforce disappointment. However, as we usher in a new era of UK rail, it is crucial to understand how available technologies change and benefit the success-critical aspects of both the rail workforce and railway resources. Although the number of near misses on the rail network over the past five years is low, it remains consistent at between four and six such incidents per month. Statistically, this makes fatalities inevitable at some point, which is one statistic we should not be prepared to accept. Indeed, the need to continually identify and eliminate risks to personnel and passengers must be an area where we can never rest on our laurels.

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According to the RSSB, verbal communications, written information on the day, and risk management are the three top contributors to near-miss events. Using manual methods to roster and disseminate information to necessary personnel is complicated and will inevitably result in mistakes. Furthermore, it makes the analysis and risk assessment of fatigue almost impossible. The RSSB finds that fatigue is a factor in some 20 per cent of high-risk accidents in the rail industry. Stringent fatigue management protocols underpinned by a technology system that can model ‘what if’ scenarios to indicate whether it is safe to accept work based on all elements of a risk assessment, are vital. This informs better decision making and reduces the chance of human error. Technology-based solutions can assess shift patterns and staff competencies to ensure rostered staff are skills-matched to given work and have had an adequate rest period before undertaking tasks with safety risks. Digital systems arm managers with the information they need to reduce safety risks and adapt to workforce availability, making the best use of available human capital to ensure work execution is safe and efficient. Additionally, fatigue management can link appropriately qualified staff and their location, considering their commute from home, improving rest patterns and improving morale. Besides providing insight into existing workforce qualifications, experience and competencies, modern technology provides train companies with comprehensive analysis of current workforce capabilities to identify skills gaps and accelerate the upskilling process accordingly. This can link to internal training programmes and recruitment efforts to ensure that the workforce is appropriately staffed to cover the array of tasks at hand. Turning data into actionable information Digital systems are highly capable of tracking the circumstances relating to an event, whether that involves people or safety procedures. If any patterns or correlations between specific events occur, these can be highlighted and further analysed.

The top ten incident factors called out by the RSSB (written info on the day; workload and resourcing; verbal communications; teamwork and leadership; risk management; process and procedure documents; person’s environment; fatigue, health, and wellbeing; competence management and infrastructure; and vehicles, equipment, and clothing) can all be mitigated through training programmes while strengthening the core health and safety framework. Of course, effectual and appropriate training is not only about reducing risks, but also about effectively upskilling people within the organisation. It can improve morale, provide individuals with career development paths, and reduce levels of (and costs associated with) staff turnover. Automating routine processes Automation is used across many industries to increase efficiency, reduce costs, increase consistency and eliminate human error. The rail industry is no exception, but the thought of applying this to people may not be an obvious one. Whether tasks involve checking accreditations, transferring written communication, or ensuring adherence to the prescribed procedures, a digital solution removes the risk of human error associated with routine personnel scheduling and management processes by automating them. The system will know the previous schedules, locations, and accreditations held by each individual, allocating personnel with the correct training and skills for the tasks and automatically delivering pertinent information to carry out the work safely and efficiently. Assuring managers that staff have the necessary skills, correct information is delivered on time and a record of actions taken is automatically logged in a central hub, makes monitoring and evidencing regulatory compliance incredibly straightforward. For recurring incidents, actions such as remedial training or management reviews can be automatically triggered. Automation of such processes frees administrative personnel to work on other areas of the business and help improve processes and procedures.


We live in a world where data is all around us. Ultimately, by using a digital solution to gather data, support the scheduling and management of the workforce and monitor outcomes, deeper insight can be generated into the reasons for near misses and accidents. Although we will never be able to eliminate all risks associated with working on the rail network, armed with detailed intelligence, rail operating companies and the engineering firms responsible for maintaining rail networks can put practical steps in place to mitigate risks and enhance safety for both personnel and customers. It also empowers them to make better and more efficient use of the human capital they have available and provides them with a way of enriching workforce experiences and morale. As data touchpoints expand through systems over time, additional patterns and correlations may enable further reduction in risks and drive greater efficiency. This valuable, deeper understanding and visibility of cause-and-effect correlations will also support the strategic decision-making process and make the rail network more


The system will know the previous schedules, locations, and accreditations held by each individual, allocating personnel with the correct training and skills for the tasks and automatically delivering pertinent information to carry out the work safely and efficiently. resilient for the future. Crucially, however, while digital solutions offer a return on investment in terms of efficiency and best use of resources, they offer a way to reduce near-miss incidents and, in due course, save lives – making them an invaluable addition to rail network modernisation programmes.

Andy Symonds provides expertise on Workforce Management and Scheduling solutions as Business Development Consultant at CACI Ltd. Andy has been working in the Public Sector for over 20 years and comes with considerable experience in delivering software solutions that meet the organisation’s workforce needs.




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Risk it? ... or play it safe? Occupational psychologists, Dr Stephen Fletcher and Laura Hedley, from the Occupational Psychology Centre (OPC) share insights about risk anticipation gathered from hundreds of Post Incident Assessments (PIA) and how recognising, anticipating and responding to risks better could help improve safety performance All these different types of risks could leave us vulnerable to making a mistake – impacting on our safety performance and possibly leading to an incident.


he OPC has been working in the rail industry since 1992, and its psychologists have a special interest in why rail employees make errors and have safety incidents. Having undertaken hundreds of Post-Incident Assessments (PIA), interviews and development plans for rail employees including: train drivers; conductors; controllers; signallers and track workers, risk anticipation is a common Non-Technical Skill (NTS) shortfall. Risk can be defined as the exposure to a chance of injury, harm, loss or the possibility of something bad happening. In relation to safety-critical roles, the OPC have categorised risk into three areas: • Firstly, personal risks. i.e. risks in the context of our health and well-being, such as suffering from lack of sleep, or emotional pressure due to difficulties in a relationship or a recent bereavement. Our mental health may be included in this too, for example, if we are suffering with depression, anxiety or stress. • Secondly, work risks might include tiredness towards the end of a shift or things out of our normal routine, like a different traction, stopping pattern or route for our shift. • Finally, environmental risks. It’s easy to point to the weather – heavy rain, fog or snow as all risk factors, but equally the time of day maybe a factor e.g., nighttime. Rail Professional

The importance of risk: OPC learnings from post incident assessments over the last 20 years Anticipating and managing risk is a safety issue. If we anticipate risks and manage them so they are controlled and/or diminished then it can help keep ourselves and others safe. Dr Fletcher said: ‘Our Post Incident Assessment work has suggested that some rail employees have found it difficult to anticipate and manage their risks, leading them to have one or more safety incidents. It’s our opinion that some of the best rail employees are more effective at anticipating and managing risks. They often feel uncomfortable taking risks; and, they are more likely to work at a steady pace, without responding to time pressures.’ So, what are some of the insights from the PIA’s that contribute to a good personal risk strategy? Planning for risks is key to safe performance A safety-critical worker who ‘plans’ for risks that may affect their performance that day, is less likely to have a safety incident. They are more aware of risks and can take steps to effectively manage them. This may mean ‘thinking ahead’ and mentally plotting where possible risks may occur during a shift or route. The safer employee is more likely to start their shift with a clear idea of where the risks might be and also how to reduce or avoid them. ‘I’m feeling tired today, so I need to use concentration techniques to stay focused.’ ‘It’s raining heavily tonight, so there may be slip hazards at my station. I need to remind passengers to be cautious and not rush.’ ‘I had words with my daughter, earlier and I’m feeling distracted. I need to ‘park it’ for my shift to stay safe.’

OPC psychologists encourage those rail employees engaged in a post incident development programme to prepare their day with a risk assessment, anticipating their risks and helping to manage them with an action plan. Laura Hedley, Senior Occupational Psychologist at the OPC said: ‘Some of the best safety-critical employees might do this risk assessment and action plan as a diary, others may make notes or just do it in their head. Written down with some focused attention is better, but the really important point is that they do it. We advise them that just as a driver prepares a train for departure, so they should prepare themselves too.’ Recognising things change – undertaking dynamic risk assessments Up front planning for risks is important and can help guide us as to what to focus on. However, sometimes the day just doesn’t turn out as expected! That’s life! ‘There are unexpected delays on the track. I need to stop worrying about my own journey home.’ ‘The weather’s changed to thick fog and visibility is poor. I need to reduce speed and not worry about running late.’ ‘This maintenance job is taking longer than expected and I feel pressured to get it done and trains running again. I need to make sure that safety comes first and not rush the job.’

The safer railway employees will undertake a dynamic risk assessment during their shift, recognising if something has changed, and understanding that the risks need to be re-evaluated. They will ask themselves ‘Do I need to re-think my risk plan? Are there new risks I wasn’t anticipating? Have the risks increased, stayed the same or decreased and therefore what action should I take to manage them?’ When the OPC reviewed incidents involving a track company they found that often safety incidents occurred when a situation had changed. For example, the

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location of the work had changed, or additional tasks being added to the job, or the time by which trains had to run again was sooner. For this track company its track workers had not done a re-evaluation of their risks. Laura Hedley went on to say: ‘Situations can change but often the employee doesn’t recognise the change in risk, leaving them vulnerable. Then they have an incident. Our rail employees need to be ever vigilant to change. Acknowledging risk changes and making important updates to their personal risk plan helps keep them and others safe. We can’t afford to carry on, regardless.’ The subtle and accumulating risks can be the most dangerous In-your-face risks such as a person falling on the track, a fire alarm going off, or an approaching hurricane are easily identifiable and obvious to spot. Another key learning OPC psychologists gleaned from personnel involved in safety incidents is that it is often the small, subtle, less obvious but equally important risks that we can sometimes miss. An accumulation of these can collectively leave us very exposed with the possibility of a more major safety incident occurring. Because each risk is subtle and emerges over time, then an employee may fail to detect them leading to an incident. We sometimes call these a ‘Risk Journey’ Taking a recently appointed train driver, a hypothetical risk journey build up could look like this:

that they perceive the risk as nowhere near happening, when in actual fact it was already upon them and a safety incident was almost inevitable. As small risks accumulate, the probability is that an employee is much more likely to have a safety incident.’ Different people with different risk profiles: who takes and who doesn’t take risks Not acknowledging and anticipating risks is a ‘risky thing!’ Sometimes an employee may not have the experience to recognise a risk, or they may forget to think ahead. At the opposite end of the spectrum, there may be veteran employees whose experience makes them complacent or routine-bound. They may not recognise risks as they emerge. An employee whose approach to risk is denial, or they see acknowledging risks as a weakness may not be ideal for a safetycritical role. Those who find taking risks exhilarating, may also choose to take more risks, more often. Some employees are very risk averse. They can be effective at recognising risk and putting mechanisms in place to manage them safely. They don’t feel the need to take a risk for the excitement or the thrill of it. They are more likely to believe that the safest option is always the best option. Great safety-critical employees feel uncomfortable taking risks and feel that no risk is worth taking, whatever the situation. So, our tendency to take risks

shift, as well as dynamic risk assessments during a shift are essential. • A post-shift risk review of any near misses, or things to do differently next time, is also positive. Encourage immediate corrective action of ‘risky’ behaviour: • When a safety-critical employee displays risky behaviours, however small, the OPC would recommend incorporating these into an immediate action plan. Even small, apparently inconsequential things could lead to more serious incidents. Post incident re-training of employees who may have had ‘minor’ safety incidents: • The OPC runs development programmes focusing on the NTS of risk awareness and management. These are suitable for managers, team leaders and frontline employees. They help individuals anticipate risks better, manage them and can help improve their safety performance, as well as the safety performance of those who work for them. Encourage reporting risks when encountered or observed: • Encourage a reporting culture around risk. Either self-reporting or ‘whistleblowing’ in order to mitigate risks. Reporting risky behaviour can be important for the employee at risk, as well as other employees, passengers and the organisation. Incorporating the NTS of Risk Anticipation into recruitment processes: • The OPC would recommend using a psychometric tool that assesses for risk anticipation as part of a talent acquisition process for safety-critical roles. OPC Assessment’s Risk Anticipation and Time Focus Questionnaire (RTQ) is a personality questionnaire that profiles a person’s preferred style and behaviours around risk anticipation and management. It can also be used as part of a PIA when supporting individuals who may have had a safety incident. Dr Fletcher summarised by saying:

In a PIA the OPC will ask the employee, ‘Did you feel at risk immediately prior to the incident?’ they will most often respond ‘no’. They didn’t spot the numerous small, subtle risks and anticipate their combined potential to lead to a safety incident. In this example, if the driver had recognised each of the individual risks, they could have intervened at a number of points earlier across the risk journey, put some actions in place, and possibly avoided the ‘Fail to call’. Dr Stephen Fletcher said: ‘Individuals’ perceptions about risk can be very interesting. When we meet with an employee after an incident, we often find Rail Professional

could be an individual difference based on our experience and/or personality. Some OPC recommendations for anticipating and managing risk As the saying goes ‘To be forewarned is to be forearmed’. If we are to help improve safety performance and reduce the number of railway incidents still further then there are some actions we can consider: Encourage good personal risk management habits for all employees: • Proactive risk assessments prior to a

‘The NTS of risk anticipation and the management of risks are really important skills to recognise in contributing to strong safety performance. Having a risk averse employee who proactively thinks about risks up front – who anticipates them, plans for them and dynamically responds to them is much more likely to avoid an incident. It’s important that we recognise even the smallest risks and their potential to accumulate. It is to our peril that we habituate risks or that we are dismissive of their potential impacton safety. Planning for risks is planning for safety!’

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Unique skills, knowledge and precision make you great at your job Choosing the right personal protective equipment for the task at hand enables you, to give your full potential regardless of the situation


ndeed, your environment may impact your abilities to see clearly, hence impacting precision and increasing the risk of accidents in the workplace, at both your workstation and on your way to work. It is therefore important for you to be confident in your eyewear to protect you from fog-obscured vision. Temperature variation and humidity may indeed create fog on your safety eyewear, which ultimately blurs your vision. Fogging is indeed the first challenge met by eyewear users which can ultimately lead to a decrease in your productivity. The effect is increased as you give your best to your job and your body temperature and perspiration increases, naturally impacting the temperature variation between your body heat and the cooler environment surrounding you. Whether you need prescription or plano safety eyewear, the probability is high that you already experienced the fogging up of your lenses while being focused on your duty, resulting in a slower pace, more approximative movements and overall discomfort. While wearing other PPE such as helmets, face masks or respirators, this phenomenon is even more common, increasing the need for an efficient, simple, and durable solution so that you always stay at your best and ensure visual clarity. PPE eyewear manufacturers have been working intensively over the years to engineer more effective anti-fog solutions, whether as coatings or sprays and ensure both protection and comfort to users in all occupations. After optimizing every aspect of their coating’s technical performance and analysing all of the solutions available on the market, Bollé Safety launched PLATINUM: an exclusive anti-fog and anti-scratch coating applied on both sides of the lens through a dipping process to provide the highest durability and effectiveness. Engineered with hydrophilic properties, PLATINUM uses the natural humidity to create a homogeneous, colourless

film of water on the surface of the lens which acts like a water repellent to ensure optimal clarity. This innovative coating goes beyond all international standards (K & N rated under EN166 standard) to ensure you get the best visibility so that you are in the optimal position to give your best and maintain performance. Four times more resistant to fogging and twice more resistant to abrasion than EN166 requirements, PLATINUM provides exceptional performance, encompassing resistance to both autoclave cycles and to the most extreme temperature to protect you regardless of your work environment. Because you don’t always require the most advanced anti-fog solution to have a clear vision and be in full capacity of your movements, Bollé Safety developed PLATINUM LITE a simpler version of the coating that provides effective anti-scratch & anti-fog properties for you to always stay alert and maintain visual comfort. Whichever coating you would use, PLATINUM & PLATINUM LITE coatings are both durable and washable to reduce their carbon footprint while enabling you to use the product all day long and every day with peace of mind. Available on safety glasses, prescription eyewear, goggles, OTG and face shields, the PLATINUM range of coatings are a must have for every worker. No matter your work environment, it is recommended to use optimal anti-fog coatings such as PLATINUM with sealed/positive safety glasses or with poor ventilated eyewear that reduces air circulation as they increase fogging risks. Indeed, your body heat is often enough to create fog in these circumstances. As you may be using safety eyewear without a fog-resistant coating, manufacturers have developed anti-fog sprays that create a fog protective layer onto the lens. Bollé Safety’s latest product, the B300, is one of the most

effective products on the market and was specifically designed to provide the best protection on all lens materials without damaging other coatings such as antireflective. The B300 optimal performances make it an asset to your team’s results and can be used in all situations, on both your professional equipment and your personal reading glasses. As visual comfort and performance go hand in hand, you deserve your safety eyewear to show you what they are truly made of. See for yourself and unleash your full potential. Tel: 0208 391 3194 Email: Visit: Rail Professional



Pioneering the Intelligent journey Nomad Digital is the world’s leading provider of passenger and fleet connectivity solutions to the transport industry The primary reason a passenger connects to the WiFi service is usually to use the public internet; doing so in an environment with limited connectivity can be costly for the vehicle operator to run. Providing services that can inform and entertain the passenger without generating too much internet traffic is a cost-saving for the provider and benefits the passenger, as they don’t have to rely on connectivity. Services within the Engage Portal can work offline (although connectivity is needed periodically to update content), resulting in a more seamless experience for passengers.


t offers a comprehensive solutions portfolio to operators and builders, which significantly enhances passenger experience and increases fleet operational efficiency. As passengers continue to demand seamless connectivity and the other value-adding services that come with it, Nomad continues to drive its solutions with passenger experience and innovation at the forefront of its operations. We are dedicated to delivering an enhanced service, offering benefits to passengers and operators by improving connectivity for trains, metros, trams, and buses globally, achieving success through innovation, skilled people, and hard work. Our product range helps improve the passenger experience and delivers efficient technology, both operating on one common platform. We are completely focused on a seamless, smart and enjoyable journey for everyone. With a unique combination of deep technology, rail sector experience and knowhow, our experts are what set us apart from the rest. Our cutting-edge, future-proofed technology offers a comprehensive portfolio Rail Professional

of solutions and services, such as WiFi & Internet Access, Trackside Networks, Vehicle Connectivity, Real-Time Management & Reporting, Security-as-a-Service, Infotainment & Entertainment, to name a few. Commitment to digital solutions We have a huge focus on engaging passengers, as this is still the top area of interest for transport operators. Passenger experience and safety will have our continued commitment, and our digital solutions provide the opportunity to entice passengers back to rail in this postpandemic world. Let’s look at our Engage Portal – first impressions always count! Often, the first point of contact that passengers have with a transport operator’s onboard services is when they log into the WiFi service. Therefore, the train operator must provide an attractive landing page, which should match the branding of the service and vehicle operating company. It will act as the hub for the train operator’s Nomad Engage Portal.

Part of the Intelligent Journey Key attributing factors of using Nomad’s Engage Portal is its ability to offer information and entertainment to the passenger; not all vehicles have the hardware capabilities to provide passenger information within the carriage. For example, carriages may not have display screens and even where screens are deployed, they cannot provide personalised or in-depth information. The Engage Portal helps to address this problem, acting as part of the Intelligent Journey and improving passenger experience by providing information such as moving maps, train schedule information, information regarding destinations, taxi information, onboard locations of the buffet carts/toilets, as well as ordering food via an online menu. Building in third party information and services is also a great opportunity to add value. Partnering with local businesses (near



destination stations) can create greater exposure for both parties. For example, they may provide passengers with local taxi service information when the train is within a set radius of the station. Entertainment A train or bus journey can be a great opportunity to do some reading, catch up on a TV show, or even watch a movie. Static media (newspapers, magazines, audiobooks) can be updated periodically by the vehicle operator and provided to their passengers in an offline format. This benefits the passenger by providing a better viewing experience and improving internet connectivity as the available bandwidth is not used up streaming media. This also has financial benefits for the train operator in reduced data charges. For example, daily newspapers can be electronically updated in the morning and fed in an offline format to passengers throughout the day. Security Premium media content is encrypted via a Digital Rights Management (DRM) system to ensure that it cannot be copied. Displaying this type of media requires trusted systems with appropriate keys to unlock the media. The Nomad Digital Engage Portal comes equipped with a DRM

application accepted by a wide range of global media providers. This provides the technology to unlock media on the vehicle, allowing the transport operator to stream offline hand-selected movies to their passengers.

onboard systems and passenger devices may connect. We very much remain committed to investing in and supporting amazing technology. Want to know more? Contact our team of experts using the below.

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Nomad is the pioneer of the Intelligent journey – a shared and secure network infrastructure to which all authorised onboard systems and devices may connect. As passengers continue to demand seamless connectivity and the other value-adding services that come with it Nomad drives its solutions with passenger experience and innovation at the forefront.

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Customer-centric approach Siegfried Luft, Co-founder and CEO, Netskrt Systems on the smart way to unlock innovation in the UK rail industry


he pandemic has certainly been a difficult time for individuals and businesses alike. From displaced workforces to new regulatory barriers, everyone was faced with unexpected challenges affecting their lives and businesses. While the struggle to pivot and accept the ‘new normal’ was difficult, many industries saw this as an opportunity to re-envision their operations and pave a new path for digital transformation. Railways are the transit bloodline for many countries and the UK is no exception. With new mobility options offering improved digital customer experience, it is time to take a look at what opportunities lie ahead for the UK rail industry. The effect on the UK rail industry Like many other countries, the UK too struggled to stand firm amidst the ongoing uproar. The deadly pandemic impacted lives and businesses in the country and brought the economy to a virtual standstill. According to official estimates, the UK economy recorded its biggest contraction in more than three centuries in 2020. Every sector, including rail transportation, incurred the wrath of Covid-19. According to recent figures, passenger numbers on Britain’s railways had reached their lowest level in at least 150 years and the period between April and June 2020 saw the lowest demand for train travel, with just 35 million journeys made. The path to recovery: customer experience is the key A year later, the railway sector is recovering and getting back on track. The effects of the pandemic have been extremely harsh, therefore the path to revival needs to be exceptionally innovative and strategic. There is a dire need to address the travellers’ concerns and formulate strategies that are focused on instilling trust and enhancing customer experience. Today, there are a number of vectors that define customer experience in the railways. The rational and informed customers

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expect much more beyond the conventional elements of customer experience. Ticketing, time-scheduling, safety, quality spaces, etc. all fall under must-have services. Therefore, the companies need to assess the evolving customer needs and try to adapt and fit in accordingly. Smart investments that serve immediate and long-term goals should be considered while drawing the recovery plan. The companies operating in the space need to ask this imperative question – what does the customer want? Or how to serve the evolving customer behaviour? The answer to these will define their future strategy. Fill in the gap with technology: evolving customer behaviour The tech-savvy generation of today certainly cannot imagine their life without the internet. According to a recent survey, it is expected that Britons will spend the equivalent of 22 years, one month and four days of their life online. These whopping numbers speak volumes for the significance of the internet in our lives or we can comfortably say that the internet has joined the league of ‘basic needs’ beyond food, clothing, and shelter. It is interesting to note that among the total time spent online, watching streaming video occupies a large share of the traffic as people today indulge in a broad range of streaming entertainment options, everywhere they go. According to a recent study in the UK, revenue in the video streaming segment is projected to reach £2.1 billion in 2021 and is expected to show an annual growth rate (CAGR 2021-2025) of 7.03 per cent. The growing expectations from the customers/users have indeed encouraged network providers to innovate and provide the infrastructure that supports the expanding demands. As a result, with the advent of 5G technology, users today are enabled to have a seamless video viewing experience and, therefore, the expectation bar has also risen. Adhering to the ongoing trends, the rail operator/companies would be required to

provide customers with a futuristic approach as the customers not only hope for smooth internet connection in their homes, offices, or colleges but expect the same or better network performance even on the go. eCDN: the game-changer for the UK rail industry Scrutinizing the needs of the travellers, a majority of rail operators or companies in the UK offer onboard Wi-Fi access for passengers, with some operators even providing video-on-demand services. When travelling by train in the UK, one has access to onboard Wi-Fi in around 90 per cent of train services. However, frequently due to increased demand and burden on the available bandwidth, railway operators find it difficult to supply enough capacity to passengers for video streaming, thereby prohibiting them from enjoying a seamless video viewing experience. To fulfil the increasing demand, the operators need to integrate technology that extends the reach of their existing internet service and allows rail operators to deliver unfettered access to video streaming. One potential solution is Edge Content Delivery Network (eCDN) technology, which allows rail operators to offer uninterrupted video streaming services to their passengers so that they can watch their favorite movie or show just like they


do at home. It is the technology that focuses on improving onboard Wi-Fi performance and passenger satisfaction by enabling seamless internet video streaming from popular content delivery providers, without consuming precious train-to-internet cellular bandwidth. The role of eCDN to meet the customer needs With ever-changing customer needs and expectations, it would be safe to say that eCDNs undoubtedly hold immense potential to take the standard of the customer experience up a notch, as it allows them to watch ultra-high-definition (UHD) video from their favorite providers using their own subscriptions over onboard Wi-Fi networks. This is crucial to passengers as they accelerate the shift towards streaming internet video, and away from linear broadcast TV or stale onboard on-demand video libraries. Once integrated into the existing network infrastructure, the technology supports various browsing activities of the travellers as they can conveniently use their own devices and subscriptions to watch ultrahigh-definition (UHD) movies and shows as well as select live broadcasts such as sporting events. Most importantly, the

eCDN conserves train-to-internet 4G and 5G cellular bandwidth, which is typically the chief bottleneck, thereby improving the internet experience for passengers. The roadmap of eCDN As the world is heading towards a more technologically driven era, we can expect the usage of the internet in the rail environment to grow on par with consumption elsewhere. One can always foresee the user experience to be similar to the one at home or in the office. As more innovations pour in, the technical hurdles can be addressed through an efficient combination of improved connectivity complemented by technology such as eCDN. Moreover, as the railway operators integrate eCDN into their existing network infrastructure, they open the opportunity for future innovation, as there can be several functions that will be developed over time to further strengthen the role of this technology. The pandemic has undoubtedly affected individuals and businesses in many ways, however, the railway industry, in particular, can be considered among those which have been severely hit by unforeseen circumstances. Changing consumer behaviour patterns during the


pandemic was not a surprise for the railway operators, however, as the situation begins to normalize, it is extremely crucial for the rail operators to introduce a passengerfirst strategy, in order to bounce back. Technologies like eCDN can play an imperative role while designing customercentric strategies for travellers. As the preference for video content streaming surges even in mobile environments, an efficient and forwardlooking tech infrastructure has become a prerequisite to cater to emerging consumer needs. In the future, we can expect more such innovations backed by technology to transform the industry in an attempt to maintain the relevance of the rail industry for years to come.

Siegfried (Sig) Luft, a serial entrepreneur, has been at the forefront of technical innovation for over twenty five years. Prior to co-founding Netskrt Systems, Sig founded Siaras, a pioneer in cloud computing. Sig was also founder and CTO at Zeugma Systems, which was subsequently purchased by Tellabs. Sig was a co-founder of Siara Systems, which was purchased by Redback Networks in 2000; and part of the founding team of Fiberlane/Cerent Corp., which was acquired by Cisco Systems in 1999.

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Remote condition monitoring An intelligent and connected rail system management infrastructure is critical towards the efficient operation of a rail system


ata collection, analysis, reporting and follow up activities throughout the rail system are what keeps that system operating at a reasonable cost. Drilling down in the information and asset management system is rail and flange lubrication. This must be managed as an integral part of a rail system infrastructure and in a way that maximizes workforce safety and asset performance. The lubrication of rail curves and wheel flanges is performed at hundreds, if not thousands of points throughout a rail system using wayside lubrication stations. Maintenance of the hundreds of stations in any rail system is an enormous task. Without a management system to oversee the wayside applicators, the physical and operational condition of the units would be nearly impossible to manage without a large workforce dedicated to the task. The solution is to use wayside applicators with remote condition monitoring function such as the Whitmore® applicators utilizing the Elecsys RFM Remote Condition Monitoring (RCM) system. This system can be installed as an add on to new or existing applicators. The trend towards remote condition monitoring of wayside applicators is not limited to the UK. It is a global trend. Trackside lubrication assets are essential parts of most rail safety programmes. As technology moves forward, the requirement to strategically deploy maintenance personnel in the rail industry has become a possibility. Rail personnel spending less time in the danger zone on track and less time travelling to service wayside assets are key drivers in remote monitoring of applicators on track. The safety goal of reduced workforce exposure to danger can be achieved by incorporating remote condition monitoring technology in all trackside applicators. Remote condition monitoring systems provide the real time status of trackside lubrication assets from a functional aspect by reporting critical data by various means. The following information and capabilities should be provided by the RCM system: • Web-based portal for visual data analysis

and extraction. • Mobile phone network for data transmission (optional add-on satellite capability). • Alarms/Notifications by e-mail or text message. Data includes: • Reservoir Level – Whitmore utilizes a patent pending weight loss recognition system. • Ambient Temperature. • Door Open/Closed. • Battery Status (normal-low voltage-dead) – Low voltage or dead suggest low/no functionality of the applicator system. • Solar Panel Status. • Axle Count Log. • Product Dispensed. • Remote Pump Operation (manual). Alerts of unit status are important from a conditional aspect. For example, ‘Open Door’ or ‘Low Battery Voltage’ alarms require that a person respond. However, other data may be more important with regard to function, asset protection and cost control. Incipient issues are identified. For example, a ‘Low Lubricant Reservoir Level’ alarm suggests that the rail lubricant may run out jeopardizing the rail and wheel flanges. A ‘Low Battery Voltage’ alarm suggests that the trackside applicator may not be functioning correctly or at all. These types of alarm conditions will permit the informed maintenance management team to schedule an appropriate response; something as simple as refill the curve grease reservoir to replace a low voltage or dead battery. Wayside applicator integrity is effectively and efficiently maintained while simultaneously minimizing workforce exposure to the danger zone. The essential function of a wayside applicator is to periodically apply controlled quantities of curve grease, such as Whitmore BioRail® or friction modifiers such as Whitmore TOR Armor® or Whitmore RailGuard™ to the rail in order to control friction, wear and noise. The applicator will house a reservoir which holds curve grease

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or friction modifier. The Whitmore Electro™ 10 or 20 wayside applicators with the Elecsys RFM Remote Condition Monitoring system utilize Whitmore’s patent pending weight loss recognition system. The weight loss recognition system monitors and reports data regarding the amount of lubricant or friction modifier in the applicator. The system detection capacity is up to 182 kg (400 lb). This not only allows the reservoir to be topped off at a consistent interval, but it also allows the operator to calculate the amount of product used per time interval. That is, it permits the operator to verify lubricant/ friction modifier consumption. Low or high consumption indicate problems such as low voltage or over-running of the pump. The inclusion of remote condition monitoring of wayside applicators in rail management systems is essential in optimizing some of modern rail’s critical performance areas including (1) workforce safety, effectiveness and efficiency, (2) asset optimization including performance and service life and (3) cost control.

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In uncertain times we need our railway industry more than ever Darren Caplan, Chief Executive of the Railway Industry Association looks at the role the rail industry will play in the UK’s economic recovery


s you’ll be reading this, you’ll likely be at – or may soon be attending – Railtex/Infrarail, a leading UK rail trade fair, and one which the Railway Industry Association (RIA) is happy to support. Railtex/Infrarail will be one of the first physical industry events many people have attended since the Coronavirus pandemic hit in March last year, having spent the past 18 months staring down a webcam to countless online meetings. I’m sure you’ll agree with me how great it is to once again be out and about, seeing old friends and colleagues and being able to network and engage with others, in a way that is simply impossible to recreate virtually. There is also no better example of why our rail industry is so vital to the UK economy, and why it will continue to be well into the future. Between 7-9 September, rail professionals will arrive in Birmingham from all over the country, utilising our fantastic railway network to get to the trade show and using the show as an opportunity to

showcase their fantastic goods and services. The UK railway industry should be proud of the role it played in getting us here, hopefully as we emerge on the other side of the pandemic. During the height of the various lockdowns and restrictions, the rail network’s role as a critical piece of infrastructure was clearly demonstrated. The industry helped transport key workers and resources around the country at a vitally important time. The sector also supported the UK when many parts of the economy – through no fault of their own – were shut down. At one point during the first lockdown last year, rail accounted for 25 per cent of all construction work taking place in the UK. We are grateful to Government and clients across the country for supporting the industry at such an important time. The role of rail in an economic recovery As the world returns to something like normality, rail has just as important a role to play, particularly as the economic recovery will be the key issue of the coming

For every £1 spent in rail, £2.20 is generated in the wider economy. So the more we invest in rail, the more we will clearly boost investment, jobs and economic growth around the country more widely. Rail Professional

years. Rail is a perfect candidate to lead this recovery, thanks to what we, at RIA, call the 4 ‘Gs’. First, Growth: For every £1 spent in rail, £2.20 is generated in the wider economy. So the more we invest in rail, the more we will clearly boost investment, jobs and economic growth around the country more widely. Secondly, rail is Geographically spread. Our railway touches almost every part of the country, from Penzance to Paisley, so rail investment can benefit places that often can’t be reached by other Government policies, helping to support areas with high unemployment or social deprivation. Thirdly, rail is Green. As RIA’s Rail Decarbonisation 21 Campaign highlights, rail contributes just 1.4 per cent of transport emissions despite carrying ten per cent of all journeys and accounts for just 0.5 per cent of all UK emissions. With the UK needing to reach Net Zero by


2050, and remove all diesel-only trains off the network by 2040 in England and Wales and 2035 in Scotland, we need to get on with further electrification and fleet orders of battery and hydrogen rolling stock. And finally, rail is Global. Simply, the world is investing in rail – with the European rail body UNIFE estimating that even with the impact of the pandemic the global rail market will grow between one to 2.3 per cent each year up to 2025, and could grow at a value worth up to 204 billion euros per annum. Supporting the UK rail industry therefore not only helps deliver greater connectivity for passengers and freight at home, it also builds a competitive, global sector, supporting rail suppliers to develop capabilities that they can export abroad. The continuing role rail will play For these reasons – and many more – we can’t take our foot off the pedal when it comes to rail investment. In 2020, RIA published its ‘10 Reasons to Invest in Rail’ document, which has recently been updated, setting out that we believe rail has an essential future as the backbone of the UK’s transport infrastructure. The report can be found at and whilst I won’t list all the reasons here, there are a few which are particularly pertinent. One key reason is that rail is a long term game. When asked recently whether rail projects were still worth developing at a Transport Committee session, the Transport Secretary Grant Shapps answered strongly: ‘I think absolutely, unequivocally, yes. If you think about other railway lines that were built 150 years ago – the West Coast, the East Coast Main lines – not two world wars, not recessions, not the Spanish Flu, none of these things stopped the inexorable growth in the need for people and goods to ultimately travel.’ The Transport Secretary is correct. Whilst habits may change, people will still very much look to travel whether for leisure or work after the pandemic. No online experience will beat heading to a country retreat for a holiday or meeting a business associate to thrash out a deal in person. What’s more, after every economic recession in recent history – in the 1980s, 1990s and 2000s – rail passenger numbers have bounced back after an initial slump. Another key reason is the long term nature of rail project investment. Parts of the UK rail network are nearing 200 years in age and are still in as much use (if not more) than when they were first built. Rail projects take time to deliver, so we’re not building projects for now, but for future generations. To make long term investment decisions on the future of our railway based on the two years of the pandemic would seem highly questionable.

What does rail need to lead the recovery? Of course, the industry cannot deliver a recovery on its own – instead we need to work with clients like HS2, Network Rail and Transport for London and with the Government, to deliver a world-leading rail network. Crucially, rail suppliers need certainty from clients and Government as to what projects are coming down the line. That’s why RIA has been campaigning for the publication of the Integrated Rail Plan on the North & Midlands and for the Rail Network Enhancements Pipeline, a list of planned rail upgrades up to 2024. On the latter, the delay has seen over a £1 billion removed from the enhancements budget, but (at the time of writing) industry still has little idea of how this reduction in funding will impact projects, and which ones will be going ahead. Certainty and visibility is vital – it allows suppliers to plan, invest in staff and processes and thereby become more efficient, leading to greater costeffectiveness for rail projects. We also need to ensure we continue delivering on planned projects, meaning we deliver the full HS2 network – including the Eastern Leg – Northern Powerhouse Rail, Trans Pennine Route Upgrade, East West Rail and Crossrail 2. We also need to ensure that we are decarbonising the network, so there needs to be a rolling programme of electrification and fleet orders of low carbon rolling stock such as battery and hydrogen trains. Our RailDecarb21 campaign ( uk/RailDecarb21) has been building up a coalition of support for these asks, with now three Parliamentary committees backing the campaign’s recommendations, including the Transport, Public Accounts and House of Lords Science & Technology Committees. There is also backing from across industry, with 17 organisations from across the rail sector signing a letter to the Transport Secretary calling for a rolling programme of electrification. It was therefore really positive to see the Government back these asks in the Transport Decarbonisation Plan published in July, and we look forward to working with them in the coming weeks and months to deliver on that strategy. Rail is also an export. The Government should ensure rail has a ‘front and centre’ role as a key sector in Free Trade Agreements; after all, the sector exports some £800 million a year in goods and services and the Rail Supply Group’s Export Survey found that priority markets for UK suppliers align clearly with those of the Government – Australia, the United States, India and Canada etc. were all in the top ten. When asked which markets we could see greater rail exports to with support from industry and Government, Australia, the US and India came up as the top three.


...the Rail Supply Group’s Export Survey found that priority markets for UK suppliers align clearly with those of the Government – Australia, the United States, India and Canada etc. were all in the top ten. In particular, the Government can support the industry by reintroducing the recently closed Tradeshow Access Programme (TAP) which provided small amounts of funding for SMEs to exhibit at overseas trade fairs. TAP was highly successful – many rail companies report how the Programme has led directly to orders overseas, helping boost UK plc’s exports potential. RIA – along with trade bodies from across the economy – is urging the scheme to be reinstated or a similar programme introduced. Conclusion So as the sector joins Railtex/Infrarail this month, I really do look forward to catching up with many of you in the industry who I have only been able to see online over the past year. This tradeshow will reveal so much of the fantastic products and services that UK rail has to offer; and it shows we remain a vibrant sector and that we will continue to be a vital part of the economy well into the future. I hope that you’ll have a great show, meet both old and new friends and colleagues and that – together with Government and industry – we can help lead the economic recovery the UK so crucially needs in these uncertain times. Darren Caplan is Chief Executive of the Railway Industry Association Rail Professional

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Translink’s road to Zero Public transport sits at the heart of a ‘green’ recovery and events of the last year highlight the opportunity to build back greener and tackle the climate emergency


ranslink is progressing a range of new and exciting developments to make public transport the first choice for travel. These include new fleet investment via a move to Zero Emission technologies, new sustainable passenger facilities and a new Translink Future Ticketing System (TFTS), which will facilitate on-board contactless and accountbased payments, improving choice for everyone. Support for safe, sustainable public transport Recent research commissioned by Translink, surveying public transport users and nonusers in Northern Ireland, reveals that 79 per cent of respondents expect to return to

their normal workplace by the end of 2021, with 50 per cent of those surveyed also saying they would be happy to use public transport immediately as restrictions ease. The same research has identified several factors that will be key to encouraging greater take-up of bus and rail services, including the use of face coverings, enhanced cleaning and provision of hand sanitisers, measures in which Translink has led the way throughout the pandemic. The research also revealed that Translink is recognised by local people for keeping our economy moving and keeping communities connected. Significantly, over two thirds agreed that public transport is a better option for the environment and for our air quality. Translink aims to operate a Zero emission

fleet across our network by 2040, with bus fleets in Belfast and Derry~Londonderry achieving this by 2030. Our initial hydrogenpowered double-deck buses – the first in Ireland – have entered service, with another 100 Zero Emission vehicles set to join the bus fleet in the coming months. By the end of 2021, Translink will operate the UK’s fourth largest Zero Emission bus fleet. We also have ambitious plans for our railway network, with 21 new Class 4000 CAF train carriages entering service on the NI Railways network in the coming months, helping to increase capacity as the economy reopens by providing additional seating capacity on the network and allowing us to operate longer trains. Alongside colleagues in Irish Rail, we are developing a plan to procure new fleet for our cross-border Enterprise service, allowing us to move towards the operation of an hourly service between Belfast and Dublin. In the coming years, we will also introduce a fleet of new bi-mode trains for use on the NI Railways network, as well as working towards the electrification of the rail network by 2035. We are also participating, along with colleagues in Irish Rail and other key stakeholders, in an all-Ireland Strategic Rail Review, initiated by Government Ministers in Northern Ireland and the Republic of Ireland, to discuss potential expansion and greater connectivity across the island-wide railway network, as well as participating in the UK Government’s Union Connectivity Review. These major transformations in public Rail Professional



and will provide customers with better integration, flexibility and convenience on-board all services through contactless card payments and a tap on-tap off account based ticketing system. Translink is also working with the Department for Infrastructure to enhance Park and Ride capacity across Northern Ireland and to continuously improve customer service on our bus and rail services.

transport over the coming years will play a key role in the Race to Zero Infrastructure fit for the future Pre-pandemic, record numbers were travelling by public transport in Northern Ireland with the highest passenger journeys on public transport in 20 years. This was testament to the increased investment, such as new rail fleet and the Glider

Bus Rapid Transit system over preceding years. As Northern Ireland seeks to rebuild from the pandemic, enhanced investment in public transport will be key to decarbonising transport and a driver of the green economic recovery. The Belfast Transport Hub is a transport-led regeneration project and essential site preparation work is progressing well, ahead of an anticipated start

to main works in early 2022, with the project scheduled to complete in late 2024. The facility will significantly increase capacity, delivering 26 bus stands and eight railway platforms (including provision for the cross-border Enterprise service), as well as cycle storage and public realm improvements. The Translink Future Ticketing System (TFTS) is programmed to get underway later in 2021

Translink at the heart of the recovery Public transport is key to the social, economic and environmental wellbeing of Northern Ireland and Translink has a vision to transform public transport, to be the first choice for transport for today and for tomorrow as we build back responsibly post Covid-19 and playing a key role in the Race to Zero. Find out more at

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Reducing rolling stock downtime: refurbish or replace? Nick Andrew, Managing Director at CWE explains how important rail freight is to the UK economy


s a business working in the rail sector, it often feels like the freight industry is seen as the less glamorous cousin of passenger rail. However, the truth is that rail freight is crucial to the UK economy. According to figures from Network Rail, it brings £1.7 billion to the UK economy and not only helps relieve congestion, it significantly contributes to the drive towards net zero emissions. Network Rail estimates that each freight train takes around 76 HGVs off the UK’s roads and carries more than £30 billion of goods around Britain each year – the equivalent of 1.66 HGV kilometres a year. A recent report published by the Rail Delivery Group, based on independent research by Deloitte, goes even further, estimating that rail freight delivers £2.5 billion in economic and social benefits to the UK annually. It says that rail will play a crucial role in ‘levelling up’ Britain and Rail Professional

spearheading a green recovery, as more businesses rely on its cost-effective and environmentally friendly credentials to transport goods and other materials around the country. While the latest figures from the Office of Rail and Road show that – like passenger trains – rail freight usage fell in 2020-21 compared to the same period in 2019-20 due to the Covid-19 pandemic, this was largely in the first half of the year. The second half (October 2020-March 2021) saw an 0.5 per cent rise on the same period in the previous year. Arguably, despite the reduced usage in the initial stages of the pandemic, during the past 18 months, the rail freight network has become even more important, transporting vital goods during a time of repeated lockdowns. This means that any downtime can not only be costly, it can also severely disrupt many other industries – from retail to construction – that rely on it for transporting goods and materials around the country. It plays a critical role in ensuring an effective, cost-efficient, and future-fit logistics infrastructure – and in helping the UK reach its net zero goals. This means that, given its importance, it is vital that anything that reduces downtime and keeps rolling stock on the tracks is crucial, particularly during a period of economic uncertainty. Keeping cost outlay to a minimum is paramount, which is why refurbishing – rather than replacing – vital components can help improve efficiency and streamline the supply chain, while also ensuring as minimal downtime as possible. Reducing costs and improved efficiency Given its critical role in the UK economy, everything in rail freight is focussed on keeping the assets running. Margins can be tight, so any solution that streamlines the process and allows the operator to optimise

According to figures from Network Rail, it brings £1.7 billion to the UK economy and not only helps relieve congestion, it significantly contributes to the drive towards net zero emissions. the performance of the rolling stock is welcome. However, it’s often not as easy as simply providing a refurbished part. For example, a significant proportion of rolling stock is 30, 40, even 50 years old, which means it’s often really challenging to identify the make of the part that needs to be exchanged. We recently worked with BTG Rail on a major buffer overhaul project that was not only significantly more cost-effective, it reduced downtime. We were able to achieve this due to our extensive stock catalogue: a digital database which actually acts as an


Arguably, despite the reduced usage in the initial stages of the pandemic, during the past 18 months, the rail freight network has become even more important, transporting vital goods during a time of repeated lockdowns. encyclopaedia of parts and can be used to cross reference current and obsolete parts, so that rail operators can easily identify which are interchangeable and what they need without delaying the process. The ‘catalogue’ complements our ‘service exchange’ – where ‘dirty’ parts can be exchanged for refurbished equivalents – and parts-testing facilities; to provide rail operators with the most comprehensive and streamlined solution possible. Each of these services helps rail customers to minimise waste and reduce product

obsolescence, and can often remove the requirement for imported goods – for example, the majority of buffers are manufactured in Europe – so that cost and carbon savings can be made. Supporting decarbonisation Another benefit of a refurbish rather than replace approach is that it supports the decarbonisation of rail. As well as keeping more rolling stock operational, and removing more HGVs from the road, it significantly reduces waste.


Recycling parts minimises product obsolescence and saves emissions from manufacturing by reducing the amount of parts that are made new. As mentioned earlier, with parts such as buffers often needing to be imported, refurbishing removes the need for transporting parts, reducing both costs and carbon. In addition, refurbishment can often be carried out on-site. For example, we can take services including welding for on-site structural repairs. Such processes help rail operators to keep downtime low and cut both costs and carbon, by removing the need to transport wagons offsite. Supporting the growth of rail freight We are passionate about working with the rail sector, and freight is the backbone of the UK economy. However, where demand is high and margins are tight, innovations in refurbishment systems and processes will not only support the industry to decarbonise, it will also help rail organisations cut costs, increase productivity and keep more of their rolling stock on the tracks – which is crucial to the ongoing health of the UK economy. Nick Andrew is Managing Director at CWE

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Repair and servicing of rolling stock components DRB Group currently supplies and overhauls service for a wide variety of safety critical components and systems


he company has undertaken scheduled overhaul of train components for many years and take ownership of complete component maintenance programmes; from initial inspection to determine pass or fail, decision to repair or replace, repair if required, through to final inspection. Examples include: • Gear cases • Axle boxes • Bogies • Tail pins • Anti-roll torsion bars • Door control modules • Door actuators • Camshaft motor actuators, • Air reservoirs • Emergency door control valves • Tripcock panels • Shoe arms

Rail bogie repair • Upgrade connection between bogie and brake hanging bracket • Better mechanical connection, greater corrosion resistance • New solution designed by DRB and given rail authority approval • 3,000+ bogies, six train operators Inspection and re-machining of Gmeinder axle drive gearboxes • Inspect for alignment and dimensional accuracy (using Faro arm) • If required, bearing bores re-bored to achieve alignment/size • Lower running temperature and vibration achieved once rebuilt Refurbishment of door opening system • Overhaul of existing door opening modules • Full strip down, clean and refit with new upgraded components • Monitored test cycle before release • Control modules, valves and actuators • 3,400+ units overhauled Rail Professional



Camshaft controllers Rolling programme of repair/maintenance • Diagnostics, repair and testing • Re-bore and bush internals, reclaim camshaft vane • Purpose designed/built testing equipment Supply of roof panels • Manufacture of roof and body panels, plus support Solebars and brackets • Individual unit or kit from supply • Available for all classes • Anti-corrosion material Manufacture of brake hanger brackets • Manufactured and supplied 3,000+ brake hoods to UK rail industry • Available from stock

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PFISTERER’S KP 5HL Capacitive Voltage Device is now approved for use on the Network Rail Infrastructure! Used throughout the world this robust, precise, and easy to use device is critical to ensuring the safety of your workers whilst undertaking tasks on or near to Overhead lines. With over 100 years of power connection expertise, PFISTERER manufacture and supply innovative products to support power transmission, distribution and Rail/Light Rail Infrastructure

PFISTERER KP-5HL CAPACITIVE VOLTAGE TESTING DEVICE IS COMPLIANT TO THE FOLLOWING INTERNATIONAL STANDARDS ƒƒBS EN 50121-5 Railway applications. Electromagnetic compatibility. Emission and immunity of fixed power supply installations and apparatus ƒƒBS EN 50122-1 Railway applications. Fixed installations. Electrical safety, earthing and the return circuit. Protective provisions against electric shock ƒƒBS EN 50124-1 Railway applications. Insulation coordination. Basic requirements. Clearances and creepage distances for all electrical and electronic equipment ƒƒBS EN 50163 Railway applications. Supply voltages of traction systems

Contact our UK rail sales team: | +44 (0) 114 4788500 Rail Professional



Taking the next step in permanent embankment access Highly innovative step solution for embankments alongside railways, highways and other challenging work environments Main advantages of KITEStep system: • Minimal bank preparation required – the modular structure is suspended on the posts above the ground. It can be installed over existing concrete steps by bolting post mounted flange plates to existing concrete. • Permanent, strong solution • Reduced weight – the parts that make up the steps will be within a two man lift for manual handling purposes – concrete/masonry steps require much heavier materials. • Low load – the overall mass placed on the bank in the modular approach is significantly less than its masonry/ concrete equivalent and requiring less ground engineering. • Fast and easy installation – installation time for KITEStep is significantly less and it is ready for use immediately. This reduces shift time and the associated costs of labour and equipment etc. • Slip-resistant steps – the steps are open gratings so there is minimal retention of slippery leaf mould and water that could become icy. • Engineering compliance – the product can be tested for engineering compliance before installation by calculation if required.


ITE Projects has been providing compliant handrail and access solutions for a number of years, to a wide range of companies in the rail, aviation, highways, energy and marine sectors. We noticed an opportunity for improvement in embankment access systems, so KITEStep has taken KITE Project’s reputation for innovation and quality and created a bespoke solution. KITEStep have designed a modular system of high strength steel runners and treads that weigh less

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than 50kg (dependant on site-specific dimensions) per component and can be installed and used immediately. The only excavation required is for the posts that hold the system in position, which can be done without the use of machinery, which removes the dangers of using excavators on slopes. Adjustable treads mean that virtually any angle of the slope can be accommodated, and pre-cut finished parts mean that only hand tools are required to assemble. Landings are available to enable a rest period or change of direction.

Safety, integrity and expert advice are at the heart of KITEStep service. The clients depend on KITEStep to deliver the very best solutions to meet their needs. KITE Projects specialises in designing and supplying handrail and access solutions for infrastructure projects, and focuses on compliance, ensuring that solutions produced are compliant to loadings specification or any other stipulations. It frequently works in infrastructure markets which include; rail, aviation, highways, energy, marine, data and military sectors and produce solutions to fulfil their handrailing and access requirements.


The project package begins at design and goes through to site survey to producing a compliant result that fulfils the client’s expectations and is comprehensive and siteworkable. In addition to the products, what makes clients return to KITE time and time again is its ability to provide expert advice to ensure you implement the right systems and components to deliver the best value and functionality. It is the relationship KITEStep has with its clients that sets it apart. KITEStep can assist you in evaluating its products and can help you to implement them to ensure they work the way you want them to. Typical applications KITE focusses on compliance, ensuring that solutions produced are compliant to loadings specification or any other

stipulations. The company is FORS Silver registered, Achilles, RISQS, Constructionline and ISO9001 approved. KITEStep has taken KITE Project’s impeccable reputation for service, innovation and quality and created a bespoke staircase solution giving safe access for engineers working on embankments such as next to railway lines and highways. Having worked with some of the largest transport agencies in the UK including Network Rail and Highways England, KITE knows that unstable, semi-permanent, one-size-fits-all embankment staircases do not deliver the quality standards required. KITEStep solves this by delivering bespoke embankment staircases tailored to your project scenarios, that are permanent and strong, and can be delivered in a timely, cost effective manner.


KITEStep in numbers • 95 per cent reduction in ‘muck-away’ • Two men lift – max weight of a single component • 40 per cent labour time saving compared to masonry/concrete equivalent • 25 years+ service life thanks to galvanising (dependant on geographical location) • 80 per cent of the materials used are recyclable

Tel: 01962 886290 Email: Visit: Rail Professional


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Rail Professional




A journey through all things hydraulics Approved Hydraulics started 36 years ago as Geoff Hindle (a man with a van), focusing on repairs and service work to the hydraulic industry


he work covered all and everything under the hydraulic banner but was focused more towards the truck hydraulic industry (lorry cranes, skip loaders, hook lifts etc...). Over the years the company has changed and evolved to move into new areas. As the repair business became less sustainable due to a lack of engineers and longer free service contracts from equipment manufacturers, the company decided to move into more of a sales role, using the years of hands-on experience to ensure customers would not only receive the correct parts for the job, but also the back up and knowledge support on how to fit and install components correctly. The company has always been based around Manchester, covering the Northwest of the UK as a service and repair company. However, as the company moved into sales, we now cover all the UK and Ireland and more frequently export to Europe and the rest of the world. We cover a large range of sectors, almost all involved in the hydraulic industry in some way. However, some more prominent than others such as the forestry market, rail

market, truck hydraulic market, industrial hydraulics for factories, demolition markets and subsea and offshore sectors. Rail Specific UK dealerships As well as providing support and knowledge, to become a leader in any market you need to have good quality products behind you. We hold five main rail attachment UK dealerships that we believe offer all this. Intermercato AB (based in Sweden) Officially the sole UK agent for over ten years. Intermercato offer the largest range of log grabs in the worldwide market. They are predominantly known for their strength to weight ratio, many in the market consider them indestructible. We supply a large number of our TG 42S and TG 35S (amongst others) to the rail industry. These are typically used to manoeuvre rail tracks during construction. The Intermercato grabs gained their notoriety in the rail industry after customers had been using them to physically rip old rails up from the ground without issues to their equipment. An issue they had been having

‘As the son of the owner, I always wanted to work for the family business, I have been saying it ever since I was around three years old. However, I was not allowed to simply join the company, I first had to study for a National Diploma in Electrical Engineering then a Higher National Diploma in Mechanical Engineering before finally attaining a BEng Degree in Mechanical Engineering. Joining the business when I was younger meant I had always been around and used to seeing hydraulic equipment and therefore had a slight leg up on many my age at the time. Over the past few years, I have worked my way through the company from handling stock control to sales and now head up the Attachment Sales Department for the company along with also being a shareholder of the business.’ – Adam Hindle

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with another well known brand were jaws which had been bending and snapping. ‘Approved Hydraulics have been our partners and sole UK agents for more than ten years now and we are more than pleased with the way they represent us and our products. They have a very dedicated sales team with high technical ability and sales back-up that can be trusted 100 per cent.’ – Lotta Hilderbrand (MD) Baltrotors LV (based in Latvia) Baltrotors produce one of the most extensive ranges of rotators available on the market. These already have a great name in the rail market. Our rotators are used daily

on all types of equipment including log grabs, clamshell bucket grabs, sleeper grabs, rail handling beams and universal beams to name a few. As a sign of their quality and trust all Baltrotors GR range of rotators come with a two-year warranty as standard. We carry a full range of these rotators on the shelf from 1T to 16T along with a full range of rigid rotators from 5T to 15T ‘Approved Hydraulics have been our sole UK agents for around ten years. We’ve always had a great relationship. We are confident that Approved Hydraulics can offer you a fantastic and knowledgeable service when buying rotators.’ – Arthur Goliks (Head of International sales)

FEMAC (Based in Italy) FEMAC produce one of the most comprehensive ranges of excavator mounted flails and fixed tooth mulchers. This year they have increased the range considerably by making many of the standards or forestall flails interchangeable with a fixed tooth rotor. The range covers flails and mulchers for machines from 1T to 30T in weight. Network Rail have been taking these units for the past few years and have been very impressed with the product, ordering another unit recently. ‘We have worked solely with Approved Hydraulics for over five years now and we are very happy with their sales and expertise to ensure they can offer you the best out of our range of flails and mulchers they have one of the highest technical abilities of any of our worldwide dealers.’ – Francesco Fratini (MD) CMB (based in Italy) CMB produce a huge range of excavator attachments covering material handling, demolition, forestry, rail, and material handling industries. All the equipment is made from high quality Hardox and stenex material meaning all the attachments are built for heavy duty use and a long life. The most popular units in the range currently for the rail market is are the BBC clamshell buckets with a large user taking ten rigid rotator versions recently for their fleet. ‘It is always a pleasure to work with Approved Hydraulics, their sales team knows how to best advise the customer and find the ideal solution, for any excavators attachments need. Moreover, the after-sales service is excellent, thanks to a team of truly competent professionals.’ – Luca Zampieri (Head of international sales) What was the motivation behind this venture? Approved Hydraulics began their own product range around five years ago called HYDRA-Part. HYDRA-Part covers a full range of standard hydraulic components including control valve, line mounted valves, pumps, PTO units, tanks, motors, stabiliser pads and cages to name a few of an ever growing range. We spent some time shopping around and negotiating on quality and price with a world of manufactures. We signed UK sole rights on most of the range and is all branded under our HYDRA-Part registered trademark. We had always sold these items but with no real strong hold or price advantage to the customer. After the world started to buy online, we were left with only two options, compete in this market, or simply bow out! We have never been the type of company to turn down a challenge, so we decided to compete. Once we found all the right parts at the right price, we started to sell all our products on

Rail Professional


our purpose-built website. This has been very successful as we now sell a full range of standard hydraulic equipment to end users, dealers, and original equipment manufacturers. We have worked with rail companies for many years, initially on our standard equipment and in the repair sector. As the company moved into sales and sales of hydraulic attachments, the rail market became an obvious market for us. We already knew many of the companies in this sector and the type of equipment they used. We were also aware that our range of attachments were becoming well recognised in the market for great quality. After we supplied the first few attachments the sales grew naturally as our equipment was frequently being cross hired between companies leading into new opportunities. In addition to our components and grab attachment portfolio, we are also the UK’s sole distributor for Scanreco Radio Remote Controls. The Scanreco radio remote control systems are renowned for their ease of operation, unrivalled reliability, and flexibility. As a result, these systems are now adopted around the world by some of the leading manufacturers of lorry loader cranes, forestry machines, mining and general plant equipment. Radio remote control systems are varied and can be used for all types of applications with options to suit specific requirements. What demand are we seeing the moment and what is popular? Anything in our Intermercato range and Femac range is always very popular and we always have around 50 to 100 attachments on order at any one time. For the rail industry specifically our TG 42S Log Grab + GR16S Hydraulic Swinging Rotator and a bespoke built head bracket (to customers dims) have been popular for years with regular orders for four or eight units at a time. In more recent times we have seen an increase in clamshell bucket sales to this market. With the Minelli MBB (bulk bucket) and the MBV – FS (between sleepers) clamshell digging bucket proving to be the grab of choice for working on tracks. How is the rail market generally right now? The rail market always seems to be very buoyant due to everchanging transport plans and more recently the HS2 line being implemented. We very rarely see a dip in sales. As we have such a wide range of equipment if one item slows down for any reason, it’s very likely we are selling more of something else to compensate. However, there is always great room for manoeuvrability in the rail market as customers are always looking for the next best thing and suppliers are always producing the next best thing. This gives us


great scope for the future to keep expanding our services and keep offering customers great innovative products. Memorable deals we have been involved in When we first started suppling attachments into the rail industry a big steppingstone was when we picked up an order for four grabs at the Rail Live show (many years ago) from a large user. This was a large order for our growing company at the time, but it was a sure sign we were onto something good that we had to pursue. After years and years of knocking on one customer’s door with very little success, we received a call from them stating they had borrowed some clamshell grabs from another of our customers. They were really impressed with the function and quality of the equipment and finally ordered two bucket grab packages for their fleet. They have not looked back since! What’s next for the business? For the future, Approved Hydraulics are looking at increasing our own product range to improve our profile. We are very interested in embarking on more bespoke work as we have a great advantage over many suppliers through our years of knowledge and hands on engineering experience. We are always interested in customers’ input for this as this is essentially how we have evolved new items over the past few years. We also will be adding new products to our ever expanding Hydra-Part range. This year, Intermercato are actively producing and marketing a new range of specifically designed attachments for the rail industry. With the success of their other equipment in the UK within the sector, it is sure to be very successful for all parties involved. We are always looking at new and innovative new products to add to our portfolio and to that end we have recently introduced a range of rotary manifolds from the manufacturer Bini. For a range of applications that require the transfer of fluid between a stationary and a rotating part, Bini have developed an extensive range of rotary manifolds, each unit manufactured from the highest quality components such as high-grade alloyed steels, quality pressure seals, bushes and bearings. Approved Hydraulics has recently moved to new larger premises to facilitate efficient production and provide improved service to our current and future customers. The move was also motivated by the company decision to hold more stock for faster delivery on products that would normally be shipped from our worldwide suppliers, many of which are now available overnight.

Tel: 0161 480 0869 Email: Visit: Rail Professional

NO LIGHT. TWILIGHT. DAYLIGHT. SUNLIGHT. Buckz Viz hi-viz styles bring crucial see and be seen safety to the workplace round the clock and in all weathers. They’re waterproof too for the odd time it rains.

Call 01382 82 82 00 or email Rail Professional



If rubber is good enough for tyres it is good enough for safety boots As the Health & Safety Executive often points out, poor fitting safety boots often lead to ankle trips and sprains


uckbootz always knew that BBZ6000 would be a hard act to follow, but also that continually researching and developing new ideas could produce an even better product. One with immense visual impact and bristling with innovation. Shocked at the worker stats released from the Health & Safety Executive regarding serious incidents from poor visibility and moving machinery, the team at Buckbootz set out on a mission. This led to the safety footwear development that incorporated not only safety high visibility features but 360-degree safety reflective. The neoprene can also be rolled down the leg exposing high visibility lining providing even more added value safety. To raise the bar further, BBZ8000 provides a first in certified ankle protection with added support cushioning around the ankle

and Achilles area. Unlike many moulded polyurethane safety boots, BBZ8000 fits like a glove and not like a tube! For the modern-day worker, lighter weight is a must and BBZ8000 brings this as part of the specification with superior lighter weight safety components in a metal free spec. The spec includes a special Nail Stop anti-penetration midsole, a feature which is often ignored by many prominent safety footwear brands. The outsole is rubber providing maximum durability, abrasion and slip resistance. With many footwear styles cutting corners with polyurethane outsoles, we continue to champion rubber. Comfort is not ignored with a cushion support insole and slip in anti-abrasion heel piece which helps to prevent break-up of the lining. The boots are Cold and Heat Insulated allowing the boots to be worn all

year round. Finally, for workers who wear their boots all day, the antistatic function cuts across build-up of electric static. Safety Specification and other details: • UKCA Certified: S5 HRO CI HI AN SRC. • Available in three colour options – black with hi-vis orange, black with hi-vis yellow and blue with hi-vis orange. • Designed and developed by Buckbootz. Registered design certified. • Waterproof. • Non marking outsole. • Available in sizes UK 3 to UK 13. Contact Buckbootz for further information via the contact information below. Tel: 01382 828200 Email: Visit:


Unit 3 Falcon Park, Claymore, Tame Valley Industrial Estate, Tamworth B77 5DQ

T +44 (0)1827 28 9996

The Schweizer Electronic Group is a market leader for automated protection of track workers and equipment on running rails across Europe and the globe. Schweizer Electronic manufactures, maintains and supports equipment installed and used on railways across the globe. With over 50 years of experience, Schweizer Electronics’ systems provide safe access to running rail for maintenance and construction activities, recognised in creating the highest Safe System of Work (SSOW) in a Red Zone environment. In addition, its Level Crossings offer standardised and flexible solutions that also provide for reliability and attractive life cycle costs.

Level Crossings Manufactured from standard industry components with innovative LED optics and wheel sensor technology, our FLEX level crossing offers reliability and attractive lifecycle costs. · · · · · · · · ·

Certified SIL3 Modular design PLC driven Variety of crossing options Plug & Play Easily replaceable low weight barriers Improved WLCC RCM Conventional or Signal interlocking train

NR Approved

Warning Systems Lookout Operated Warning Systems · Reduced staff requirements · Protection at night and poor visibility · Mobile maintenance or Short worksites Automated Track Warning Systems · Automated and safer than lookouts · Simpler track access and improved productivity · Reduced staff costs · Work on live rail or near adjacent open line Signal Controlled Warning System · Solid state and RRI integration · ETCS and ERTMS integration capable

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Depot solutions Step on Safety has been back at the Selhurst Rail Depot in Croydon, this time constructing a single storey platform on Road 6 in the Maintenance shed

QuartzGrip Mini Mesh flooring provides a smoother surface for trollies and has 12mm x 12mm holes preventing small objects from falling through and complying with BS EN14122 Category B and the European 15mm ball falling test requirement

In addition to building a 143m raised platform at Selhurst Rail Depot, Step on Safety devised a handrail system with removeable sections to accommodate the different classes of train that would be serviced.


he 143 metre long platform stands at 1.8 metres high and provides trip-free access to an assortment of engines and carriages for cleaning and maintenance crews. The substructure was constructed fully from GRP Profiles with grey non-slip QuartzGrip® Mini Mesh GRP Flooring to ensure trollies and equipment can be wheeled along the road with ease. A safety screen made from ScreenGuard™ and a deep kick plate prevents operatives from falling from height or from dropping tools and equipment, while a specially designed handrail on the trackside allows safe access the trains. Engines and carriages of the different classes of train vary in length, so the handrail needed to be flexible enough to accommodate each type. Supplied in 100cm sections and fixed to the side of the maintenance platform, each GRP section can easily be lifted out to access doors wherever they are once the train is stationary. Replaced before the train leaves, it ensures there are no hazardous gaps left.

Access to the platform is gained via the NWR and DDA compliant GRP Staircases at each end and is controlled with Digi locks on security gates. Due to the length of the road, emergency escape ladders with breakout glass were required at set intervals and hatches with ships ladders allowed access to storage areas below the platform. Installation was completed in just seven weeks without requiring the use of heavy lifting equipment and without causing any disruptions to the live working depot. Constructed using GRP throughout, maintenance will be minimal as the material never rusts, rots, chips or fades. The anti-slip properties will last decades, remaining slip resistant even when wet or oily. Step on Safety was last at Selhurst in 2016, constructing two-storey maintenance platforms with fixed access points to the inside and roof of the vehicles arriving at the depot. Tel: 01206 396 446 Email: Visit:

Emergency escape ladders were installed at regular intervals allowing operatives to get away from the trains and off the platform quickly and safely Rail Professional

GRP Access Solutions for Platform, Depot & Trackside for the RAIL INDUSTRY



GRP Walkways GRP Hand Railing STEEL GRP Catch Pit Covers GRP Embankment Stairs GRP Access Equipment GRP Maintenance Platforms GRP Roof, Track & Cess Walkways GRP Vehicular & Pedestrian Trench Covers GRP Platform Gates, Steps, Ramps & Fencing

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01206 396 446



Bespoke projects across all platforms 3Squared is an award-winning Sheffield-based technology and software development consultancy, founded in 2002


pecialising in the development of mobile and web apps for major clients across the construction, rail, and manufacturing sectors, 3Squared operate both in the UK and on an international level, delivering innovative and ground-breaking technological solutions that aim to propel the rail industry forward. With nearly two decades’ worth of industry experience, 3Squared have long established strategic partnerships with key technology providers to create integrated and robust solutions to companies’ individual needs. Their overarching aim is to help businesses take advantage of the latest technologies to overcome business problems, improve efficiencies and reduce costs. From their team expansion to the signing of their coveted contract with HS2, to Network Rail, ScotRail, Bombardier, GB Railfreight and Freightliner signing up to use their bespoke RailSmart Employee Development System (EDS) tool, 2021 has been a milestone year for the business, which looks set to grow at rapid speed to support the future of the digital railway. Within the business, there are specialist iOS, Android and .Net teams who work together seamlessly to deliver bespoke projects that operate consistently across all platforms. In-house design and project management departments work closely together and offer clients a complete end-

to-end service, from requirements analysis, through to deployment and ongoing support and maintenance. What sets 3Squared apart is their intrinsic understanding of the key strategic markets in which they operate – construction, rail, and manufacturing – and their expertise in understanding and adapting new technologies to suit the individual requirements of these sectors, culminating in the delivery of cutting-edge solutions that overcome significant challenges. To enable 3Squared to support the complex rail network and deliver innovative solutions to deliver the railway of the future, the business is underpinned by four guiding principles:

4) Environment and wellbeing – 3Squared are committed to continually improving the way they manage their environmental impact, with a longerterm goal of developing a sustainable business. They take their environmental and social responsibilities seriously, continually investing heavily in the communities in which they operate and in the people they employ. For example, despite the wider economic pressures Covid-19 has caused in 2020, 3Squared have managed to not only retain its existing workforce, but also grow and hire new talent, driven in part by its academic partnership with Sheffield Hallam University.

1) People and partnerships – talented people are the lifeblood of 3Squared, and they continually invest in skills and technical knowledge, recruiting selectively to maintain their position as an innovative software development company. 3Squared firmly believe in working closely with their clients, forming long-term partnerships across the industry. This approach enables them to respond quickly to the rapidly evolving needs of their customers and the wider industry. 2) Performance improvement and best value – 3Squared provide dependable outcomes by working alongside their clients’ teams, in turn, generating results using thoughtful plans and firm programme-management disciples. They are advocates of having an open and transparent approach to pricing and service delivery, in turn equipping them to deliver the best value and results for their clients. 3) Technology and innovation – the technology landscape has changed the world we live in at a rapid pace. 3Squared have been at the forefront of this change, advocating innovation and new ideas since their inception. As proponents of this step change, they truly understand how to harness innovation and technology to deliver tangible value and results to its clients.

Tel: 0333 121 3333 Email: Visit: Social: @3Squared Rail Professional

Emission free, noise free powerful lighting The rail industry is demanding greener working practices. To help meet this demand Torrent Trackside is introducing our new ProRXM solar towerlights and Protrack battery link lights which represent the cutting edge of silent, emission free lighting. They need no fuel, are maintenance free and their powerful LEDs are enough to light the most challenging rail project. For more information phone our 24 hour hotline.

No Emissions No exhaust or greenhouse gases

No Noise

Perfect for built up areas

No Fuel No fuel costs, spills or mixing errors

No Maintenance

Just set up and go

24hr helpline

0845 769 7168 On track for a greener future Rail Professional torrenttrackside




Putting the spotlight on carbon emissions Carl Abraitis, Torrent Trackside Operations Director explains how new rail lighting is helping to drive down greenhouse gases

The ProRXM provides excellent lighting over a 550 square metre area.


he government has set a mbitious emissions targets pledging to achieve net zero by 2050. Put simply net zero is achieved when the amount of greenhouse gases produced are at least the same than the amount that is removed from the atmosphere. Rail is a low carbon form of transport amounting for ten per cent of total journeys but only 1.4 per cent of total transport emissions. Network rail is committed to reducing carbon emissions and has pledged to further expand on the ambitious emission cuts achieved during CP5 with a 25 per cent reduction during CP6 before moving on to net zero by 2050. It is in the supply chain where emissions remain worryingly high, around two thirds

of emissions come from the industry’s suppliers. Urgent action is required in this sector if the rail industry is to make a completely net contribution. Network Rail is working with these suppliers to find creative ways of reducing carbon emissions. Torrent Trackside is a major part of this initiative and has made considerable investment in battery technology over the past number of years bringing quiet, powerful and emission free tools and equipment to the market. Service and logistics are also an important part of Torrent Trackside’s drive to cut emissions. Their team of dedicated rail professionals will assist in planning the most efficient equipment for projects. Smarter planning leads to reduced loads and less transport needs. The national depot network means

equipment is never far from where it is required and low journey times and lighter equipment means less emissions. Lighting is an important part of rail construction and maintenance with considerable work having to be undertaken at night and in tunnels. The complex projects demand high quality, durable lighting and in the past this inevitably led to a reliance on fossil fuel powered equipment. There was no viable alternative to diesel fuelled tower lights and banks of generator powered link lights. The fossil fuelled lights provided an excellent light source but at the cost of high emissions from the diesel and petrol generators needed to power them. As well as the carbon emissions the generators were a source of noise pollution and localised particulate pollution. With over 22 million people living within 500 metres of a railway line this provided a pollution hazard not just for the railway operatives but also for the wider general population. Recently there has been a dramatic change in the development of non fossil fuelled lighting and Torrent Trackside is at the heart of this change. The company has teamed up with industry leaders Prolectric to offer their entire fleet of rail specific, emission free lighting to the rail industry. Prolectric are the UK’s leading experts on sustainable lighting and power and have spent the last few years developing ground-breaking technology to power rail specific lighting. Recently they were awarded the Queen’s Award for sustainable development. Torrent Trackside Operations Director, Carl Abraitis explained: ‘Torrent Trackside is the only specialist hirer of portable rail plant in the UK so we are ideally placed to provide Prolectric with an enhanced gateway into the rail industry. We have the logistics and expertise to ensure these new lights not only enhance the effectiveness of rail projects but start to cut carbon emissions across the whole of the UK.’ The partnership will concentrate on two key lighting systems. ProTrack, which is a battery powered link lighting set and ProRXM, a standalone solar powered tower light. Rail Professional



The ProRXM folds down for easy transport.

Each ProTrack battery pack can power nine lights for 32 hours.

Link lights are an important part of railway construction and maintenance consisting of pole mounted floodlights which are daisy chained along the edge of the track. Traditionally these would have been powered by a diesel generator but Protrack combines a high capacity battery with a set of nine powerful link lights which work together to light up 100 metres of track. The batteries weigh less than 50kgs, an easy two-man lift, and the battery can power the lights for 32 hours. The lights are positioned 10 metres apart and their powerful 2000 lumen LEDS combined with excellent optics provide brilliant white floodlighting that spans the length of the track. The lithium battery packs run in total silence so are ideal for high density environments and are completely emission free. A mains powered recharger can fully charge two packs at a time in six to eight hours. If no mains electricity is available then extra battery packs will be delivered to ensure power is available for the length of the job. Carl Abraitis commented: ‘The 32 hour

run time eliminates the need for recharging during a typical weekend possession, something not possible even a few years ago. Longer projects can be served by using rechargers or more batteries. The basic set consists of two batteries so one can always be on charge ready to go. This powerful and reliable lighting system is ideal for fully illuminating long lengths of track or for tunnel works and under bridges.’ Tower lights have been an integral part of rail lighting for decades their height and power illuminating large spans of track and construction sites. The ProRXM combines all the advantages of a tower light but without the need for fuel. A set of three highly efficient solar panels recharge a heavy-duty deep-cycle battery which powers four mastmounted LED floodlights to between 10,000 and 40,000 lumens. The hydraulic mast can be extended to 7.5 metres illuminating 550 square metres with bright, clear floodlighting. The ProRXM is easy to transport and takes up little space on site. It has been designed to match the footprint of a standard

The ProTrack is a powerful and efficient battery powered link lighting system, each set can illuminate 100m of track. Rail Professional

The ProRXM provides hassle free solar powered lighting even during dark winter days.

towerlight. To avoid damage the solar panels fold away neatly on the top of the unit and are covered when not in use. Once extended a hydraulic mechanism tilts the panels diagonally to minimise space, while capturing maximum sunlight. The solar towerlight operates reliably all year round, even in challenging winter conditions. The battery has sufficient capacity to ensure that even on winter days with 16 hours of darkness, the unit operates consistently and reliably. Once installed in place the ProRXM needs no maintenance or refuelling. Smart technology allows the light to be controlled remotely. Operation times can be programmed and monitored via a central control centre. Both lighting systems offer a huge saving in carbon emissions for the rail industry. Carl Abraitis explains: ‘If our lighting fleet was fully utilised for a year it would save over 1.5 million kilos of carbon being released into the atmosphere. The fuel savings are also impressive with over 600,000 litres of fuel not used saving almost £500,000.’ Both lighting systems are now being used for rail projects across the whole of the country. The partnership with Prolectric makes Torrent Trackside the market leader in the provision of battery and solar lighting with the largest fleet in the UK. Carl Abraitis added: ‘I see the demand for battery products and lighting growing significantly in the coming years, industry guidelines are now demanding battery and solar powered equipment is used instead of diesel and fossil fuel. I believe Torrent Trackside with its investment and industry expertise is in the best position to meet this demand’ Tel: 07715 159870 Email: Visit:

A bright and bold vision for LNER realised in colour, fabric and finish Colour, material and finish | Graphic design | Industrial design | Interior design | Production support Prototyping | Testing and evaluation | Usability and HF | Virtual reality |

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The high and low speeds of rail innovation in acoustic solutions With Railtex just around the corner, Steve Barnes, Business Development Manager with GRAMM Barrier Systems gives us some insight into the company’s innovative range of noise mitigation solutions for high and low speed rail projects across the UK and EU concrete, with acoustical absorption provided by Durisol. The size and pattern of the perforations are designed to protect and maintain the sound-absorptive capability. The reverse side of the panel facing away from the noise source, can be manufactured to offer a reflective or absorptive surface with Durisol depending on the site requirements. The panels can be manufactured in a variety of architectural textures, patterns and colours also for architectural or planning requirements. Due to the high density and strength of the CONCRETESoundBlok®, the system is well suited for areas where there are grade differences between the two sides of the barrier. A unique design feature of the CONCRETESoundBlok® barrier construction is that individual panels can be removed and replaced. CONCRETESoundBlok® is an ideal solution for rail sites where longevity and resistance to the forces created by highspeed rail are required. They can also be used for robust kerbs and low-level options.

WHISWall used at Chorley Wood in London with TfL


ith rail projects focussing on low carbon, innovation, and whole life costs with budgets over running on capital expenditure; clients are now looking at solutions which improve carbon footprint, costly to repair, renew and maintain on assets such as noise barriers. Clients do not want to be wasting unaccounted expenditure/increasing carbon with ongoing maintenance, repair or dealing with residential complaints if barriers performances are failing way too early. This in turn means more costs and an increase in carbon to put them right. GRAMM’s innovative range of solutions addresses all these issues for high and low speed rail. Rail Professional

CONCRETESoundBlok CONCRETESoundBlok® noise barriers are developed working in partnership with Durisol. Durisol are the originators of woodcrete and have hundreds of rail projects world-wide. CONCRETESoundBlok®/Durisol is highly sound absorptive 16 dB reduction, rigid, non-combustible, thermally insulating and freeze-thaw resistant material combined with pre-cast concrete. Our panels have been in situ for over 45 years in North America and should exceed a 60-year design life for use on all high/low speed rail applications. GRAMM’s standard systems can be noise absorptive on both sides or one side only. Each panel is made of high strength

WHIS®wall The WHIS®wall combines a low noise barrier with a weathering steel diffractor which is only one metre in height. This innovative noise barrier produces the same noise reduction solution as a three-metre conventional noise barrier, at a third of the height. The WHIS®wall requires no foundation and is easily installed with over 300 metres of barrier possible per day. Its performance alone already provides a reduction of nine dB, but combined with existing reduction measures like SilentRail, even much higher reductions are possible. A programme by the Department for Transport, funded the first application of a WHIS®wall alongside a UK railway track. In


this case Transport for London actively helped achieving this by providing a suitable testing location. In January 2020 the WHIS®wall installation was placed near Chorleywood Station (Metropolitan line) and testing began. End of April 2020, the results provided evidence of its success (Available on request) WHIS®top Especially for existing situations where more reduction is needed than the planned noise barrier or the barrier already in place, to solve this problem the WHIS®top was created. This is a lightweight aluminium diffractor which can be placed on top of all kinds of noise barriers, realizing an added noise reduction of four to five dB at only 40 kg/m1 and without adding wind load. That’s the same as raising the current screen by two metres, but without adjustments to the existing structure. POLYSoundBlok POLYSoundBlok is manufactured using a high performance/strength recycled polymer modular structure which is interlocking. Already installed on CrossRail and recently awarded Phase 2 of East West Rail due to its longer life, high performance, and sustainable credentials. POLYSoundBlok use high quality materials to ensure acoustic performance is unaltered over time and maximum resistance to external agents (chemical and atmospheric), as well as being more than 90 per cent recycled.

The main component of the acoustic barriers is PVC, at the end of their life (>40 years is the estimate) can be one hundred per cent recycled. POLYSoundBlok has the highest classes of acoustic performances provided by EN 1793 and EN 16272: sound absorption Class A5 16 DLa and sound insulation Class B3 28 DLr. The POLYSoundBlok panels do not require grounding systems as the polymer material used is electrically insulating, preventing that the barrier become an electrical conductor which is perfect for sites with OLE. POLYSoundBlok systems can span up to four metres reducing the number of posts, foundations, and the labour to install. Typically reducing a project programme by over 30 per cent reduction. SilentRail® SilentRail® have developed a revolutionary rail coating that reduces rail noise and protects from damage. Unwanted rail noise causes damage to both the ear and the surround fixture and fittings. Already trialled SilentRails® engineered rail coating, prevents the rail from vibrating, which dramatically reduces the noise. The system also protects the rail from damage and reflects heat, preventing the rail from buckling. SilentRail® is a dampening compound that is directionally sprayed onto the web of the rail by means of a patented


CONCRETESoundBlok incorporating Durisol used on high speed rail

SilentRail coating used on trial at London Overground

system that accurately places the material where it is most effective. The results have shown a reduction of up to 6dba. SilentRails® unique system, dampens the vibration and thus prevents the causes that are so damaging. SilentRail® is quick and fast to apply having first removed the dirt by means of chemical reaction. This then leaves the perfect surface for the solution to adhere to. Working at night in suitable conditions, hundreds of metres can be cleaned and coated. The treatment is permanent and

won’t wear with age. Further high-tech thermal coatings are also available, to prevent buckling and welded joints from breaking. GRAMM offer a full design, supply and installation service of its innovative rail noise barrier solutions You can contact GRAMM via the contact information below or visit GRAMM’s stand R59 at Railtex in September. Tel: 01323 872243 Email: Visit:

POLYSoundBlok used on Chadwell Heath at CrossRail Rail Professional



Roxtec UK and Cubis join forces to solve issues in rail infrastructure A new collaboration is set to power growth in the rail industry for safety seal manufacturer Roxtec UK and chamber system manufacturer Cubis Systems – and solve major infrastructure challenges in the process


orthern Ireland-based Cubis (part of the CRH Group) is the global leader in composite access chamber and cable protection systems, which are used in underground infrastructure networks across many sectors including rail. Roxtec UK, the British subsidiary of Rail Professional

Swedish-headquartered Roxtec Group, has a long history of supporting rail infrastructure projects around the world with its products, which seal cables against water ingress, fire and rodents. Waterproofing cable systems is vital as otherwise flooding can cause damage which leads to costly downtime across the network

and the need for repair work by engineers. Likewise, failing to seal underground cables from rodents can affect sensitive equipment, which may lead to accidents. Roxtec UK Market Manager Sam Roberts said that after the firm installed its solutions around Cubis’ products at West Ealing Station, as well as a floodproofing site in New Haven, it made sense to work together to proactively drive adoption of the complementary systems across the rail network. ‘Cubis are being used extensively through construction and rail projects. They’re being asked by clients how to seal their products, while at our end, we’re also being asked whether we can seal Cubis products’ he said. ‘It made sense to work together in tandem. Both companies are placing a focus on rail and our company goals are very aligned. This is an exciting new collaboration for both companies.’ Cubis’ high-strength modular composite products replace conventional materials like bricks and concrete, creating network access chambers and cable protection systems for the likes of under-track crossings, drainage catch pits and fixed telecommunications networks. Cubis has a large presence in the rail sector around the globe with activities in the UK, France, Scandinavia, North America and Australia amongst others. From light rail upgrades to major rail infrastructure ventures, it works closely with some of the world’s largest operators to provide access systems for telecoms, drainage, trackside signalling, power and cabling. Its customers include Network Rail in the UK and SNCF in France. Roxtec has access to extensive research and development resources, which allow the company’s designers, engineers, and test technicians to continually strive to find new


ways of sealing cables with the added benefit of cable retention and cable management. Roberts, a former cable team leader himself, worked closely with Roxtec’s technical team in Sweden to develop the tailored solution for Cubis’ products. ‘There were several occasions where I went to a site visit and the customer had installed a Cubis MULTIduct™ and needed us to make it watertight or provide 60 minutes of fire protection’ he explained. ‘We didn’t have anything off the shelf which would be able to do the job. ‘We therefore built a customised frame which is fixed to the concrete or to the Cubis MULTIduct™, which then makes it watertight from one end to the other. It goes from a duct into a chamber – so we’re sealing it either direct on to a duct, on to the building, on to a concrete surface, or actually to the access chamber itself. It stops any water going into the duct. Where Cubis has a six-way cabling system, we have two openings, so we allow as much cable space as possible; where they have four large cables, we have four large openings – it marries up perfectly.’ Roxtec’s flexible sealing products are used on board rolling stock and as part of rail infrastructure projects across the world, protecting life and assets against multiple hazards, and ensuring operational reliability. Alan Long, Chief Commercial officer at Cubis Systems, added: ‘We in Cubis are very excited about this cooperation with Roxtec. We have long recognised the strength and technical features of Roxtec products, and combining our capabilities in the common market sectors in which we both operate will help to deliver to our mutual customers better solutions. The rail sector is a natural starting place for us and we look forward to innovating and helping our customers.’ Founded in the garage of Swedish entrepreneur Mikael Blomqvist in 1990, Roxtec has grown to become the world leader within sealing solutions for cable and pipe transits. Today the company has in excess of 250 registered product certificates and more than 500 registered tests and approvals and is active in more than 80 markets around the world. Headquartered in Greater Manchester, Roxtec UK has experienced rapid growth in the rail industry both in the UK and across Europe. It has been involved in a variety of key rail projects, including the £5 billion Four Lines Modernisation project (4LM), which is installing hi-tech signalling equipment on London Underground network’s Circle, District, Hammersmith & City and Metropolitan lines, boosting the frequency of trains and cutting down on delays; heavy-duty cable seal solutions for Network Rail’s London Bridge Station; Crossrail’s new Elizabeth Line for London and the South East; and the supply of

cable and pipe seals for use within tunnels, substations, flood defences and signalling infrastructure as part of the UK’s HS2 project. Its seals serve as a fire barrier, with 120 minutes of insulation and integrity (EI) guaranteed, as well as water ingress protection in the event of a flood and, crucially, rodent protection. The Roxtec seals further protect against other complex hazards including the effects of lightning strikes, gas, dust, humidity, electro-magnetic disturbances and the risk of explosion. Like Roxtec UK, Cubis has seen huge growth in demand for its products from the rail industry in recent times – giving both companies an opportunity to drive innovation and grow collectively in the every important Rail sector. ‘Rail is probably their fastest-growing sector – it’s really ramped up for them. The growth at both companies has been steep and quick. That is why they’re looking to work with us, and why we’re working with Cubis,’ said Roberts. ‘The products that we’ve designed may end up becoming a standard for Cubis. The long-


term goal is to develop a range specifically for Cubis products, so when a customer requires their solution and for it to be watertight, it’s there and ready to go.’ Roxtec’s seals for cables and pipes are also used across the manufacturing, marine, offshore oil & gas, power and process industries sectors, while Cubis has been adopted widely across telecoms, energy, highways, defence & security and ports & airports. ‘The potential is huge’ said Roberts. ‘Both Cubis and Roxtec are used in all sectors, meaning the solutions can be transferred across industries and worldwide. There is no reason that it can’t be used anywhere. ‘It is so broad a spectrum. For example, we’ve installed our products on a conference centre which was using Cubis products and needed it to be watertight; we’ve also quoted for a military application. There really is no limit.’ Tel: 0161 761 5280 Email: Visit: Rail Professional


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h o c h i k i e u r o p e . c o m / e s p



ESP life safety systems essential to UK’s Critical National Infrastructure The Critical National Infrastructure are those facilities, systems, sites, information, people, networks and processes, necessary for a country to function and upon which daily life depends robust total communications solution for intelligent fire detection and fully integrated systems. It has a multi-purpose structure that provides the flexibility and expansion to accommodate simple addressable systems through to integrated building management and safety systems. This combination of intelligence and false alarm reduction is why the manufacturer is often the ‘go-to’ choice for busy national and international travel hubs. Another major benefit to the ESP range is the fact that it uses an open protocol system, allowing for other systems to ‘plug and play’ with the Hochiki products. This massively helps to reduce the cost to maintain and update life safety systems, vital for health and safety or managers working in busy commuter hubs.

Waverley Station, Edinburgh


n the UK, there are 13 national infrastructure sectors with transport being a key sector. Britain’s rail network is an integral part of the UK’s Critical National Infrastructure (CNI) and any compromise to the network not only impacts the network itself but can also have dire consequences for the essential workers who operate and maintain the system as well as the public who travel across the 20,000 miles of track up and down the country. One such disruption to the network’s smooth day-to-day running is emergency situations, such as the outbreak of a fire, where public and staff must be evacuated quickly and safely. Thankfully, thanks to modern fire detection systems that operate both within rolling stock and throughout the

railway stations these days, these situations are rare occurrences. However, false alarms do happen and can cause mass disruption with a significant impact on the reputation of the rail operator and of course the bottom line. Therefore, it is essential that the life safety systems which are in place not only detect and protect but are also there to prevent false alarms. Renowned for its specialist life safety expertise, Hochiki has gained the reputation as one of the world’s leading manufacturers of high quality commercial and industrial fire detection solutions. Hochiki’s ESP (Enhanced Systems Protocol) open protocol system allows for sensor settings to be adjusted according to the sensitivity required, ensuring that false alarm reduction sits at the heart of the technology. ESP is a

ESP in the real world – Ashford International Located just a short walk from the centre of Ashford in Kent, Ashford International Railway station is well known to European travellers as one of the primary UK transport hubs for Eurostar services to Paris and Brussels. Over time, Tim Garrett, Ashford International’s maintenance manager, began to experience significant problems with the station’s fire detection system. He explains, ‘We started to get an increasing number of false alarms and because the old system was a closed protocol system, we found that replacement parts were becoming difficult and expensive to source.’ Senseco Systems, an industry-leading, independent fire and security specialist, were the team charged with updating the fire systems. Led by Steve Thomas, the company’s Business Development Director, the decision to use the ESP range was based on a number of criteria, ‘Hochiki is well known and respected within the rail sector and its products are used in some Rail Professional



of the busiest stations in the UK. We also know that ESP is one of the most resilient protocols on the market and can utilise an existing cabling infrastructure without experiencing any deterioration in performance. These factors meant that Hochiki’s products could offer the requisite level of reliability, quality and performance required for this project. A total of over 700 HFP (Hochiki Fire Panel) devices were installed including 90 interfaces, 13 heat sensors, and 77 call points including weatherproof call points. Several combined smoke and heat detectors, single and dual input modules, and dual relay controllers were also used. For this project, due to the nature of the environment that the system would be installed in, it was important to the project team that the devices had a high resistance to unwanted alarms. To account for this, Senseco installed over 500 optical smoke sensors. These devices feature the company’s unique High Performance Chamber Technology, which minimises the differences in sensitivity experienced in flaming and smouldering fires. The result is a highperformance optical chamber that is equally responsive to all smoke types and helps to reduce the possibility of false alarms at Ashford International. Quality, efficiency, reliability and longevity – Edinburgh Waverley Station Another notable example of where a fully networked fire detection and alarm system has been developed and installed for Network Rail, is at Edinburgh Waverley Station. As part of a major enhancement programme, the new system provided a centralised control of fire monitoring, with more than 500 Hochiki detection devices integrated along with four main panels from Advanced Electronics. Central to the network’s system design was the flexibility to accommodate cause-

All products use Hochiki’s high integrity digital communications link ‘Enhanced Systems Protocol’ (ESP), giving the range its name. Rail Professional

Hochiki’s ESP intelligent range of addressable fire detection and alarm equipment

and-effect scenarios within complex fire strategies. For such a demanding project, system reliability and integrity were of paramount concern, and installer, Dante Fire & Security, affirmed that ‘Hochiki’s warranted product quality and reliability’ were deciding factors in determining Hochiki as the preferred technology for this prestigious installation programme. The quality assured, interference-free performance of Hochiki’s ESP range sensors was just one aspect of the efficient functionality demanded of the installation by the Network Rail specifiers. Commenting on the installation at the time, Neil Corney of Dante Fire & Security said: ‘The installation of the system was challenging due to the demands of working in a busy capital city railway station, with minimal impact on the operation of the station of paramount importance to the customer, however the flexibility of the system installed in conjunction with the efforts of the Dante Fire & Security and Network Rail project teams ensured this was achieved.’ The advanced system design, together with compatible products for troublefree integration, combined to fulfil the demands of a project where, as Network Rail commented: ‘Quality, efficiency, reliability, and longevity of the systems were high on Network Rail’s requirements.’ The ESP range is adaptable to a broad range of environments and applications. From small to exceptionally large areas, the range can be utilised to fit almost any environment. And because Hochiki has taken its mission to eliminate unwanted alarms to a whole new level by redesigning the chamber structure within its photoelectric smoke detector range – the range is especially well suited to railway stations which can be very dirty and dusty environments. The result is a highperformance optical chamber that is equally responsive to all smoke types and helps to

reduce the possibility of unwanted alarms. The opportunity to improve passenger safety and increase efficiency will always be a top objective for rail professionals, especially as passenger numbers increase with the world opening back up again following the global pandemic. Ensuring the safety and security systems are in place is key to this objective, and Hochiki have the expertise and experience to continue to innovate and push boundaries when it comes to life safety helping rail travel to successfully fulfil its roll within the country’s Critical National Infrastructure. Hochiki is a wholly independent, multinational, publicly listed group of companies with over 2,000 employees working across six manufacturing plants, 38 sales offices and 14 subsidiaries. For over 100 years, Hochiki Corporation has led the way in the design and manufacturer of innovative life safety solutions. Its leading edge commercial and industrial fire detection and emergency lighting products have acquired global acceptance as the benchmark for high integrity and long-term reliability. Hochiki’s European headquarters were established in 1993 in the UK. Operating under Hochiki Europe, the business provides advanced fire detection and emergency lighting systems across the UK, Europe, the Middle East, Africa and India. At present, Hochiki Europe builds in excess of one million conventional and intelligent detectors and ancillaries per year at its purpose-built production facility. To find out more about the full range of Hochiki Europe products, get in touch via the contact information below.

Tel: +44 (0) 1634 266568 Email: Visit:

+44 (0)1332 343 585 Rail Professional



Bespoke wire woven fabric for Deutsche Bahn IdeasTrain 2021 A pioneering project by railway company Deutsche Bahn, the IdeasTrain (Ideenzug) takes a revolutionary look at what the future of rail travel may hold and features a bespoke wire woven fabric by global textile manufacturer Camira


Camira has received numerous awards to date. The company has won five prestigious Queen’s Awards, including the Queen’s Award for Sustainable Development for the second time in 2015 and for International Trade in 2016. Rail Professional

reviously involved in the inaugural IdeasTrain project in 2017 – which saw a selection of Camira’s sustainable contract fabrics featured on the vehicle’s seating – the textile manufacturer has once again successfully collaborated with leading transport design studio Neomind and Deutsche Bahn to produce a custom made, wire woven textile for this year’s IdeasTrain Regio. Created to deliver a contemporary aesthetic with a sustainable composition, the wool rich fabric is a contemporary take on plush moquette, and is wire woven with a cut and loop surface. Designed to reflect the appearance of a flat cloth, whilst also creating a tactile finish through its contrasting textures, the construction is complemented by the soft grey colourway which was developed to work in harmony with natural daylight, as well as ambient artificial lighting. Sarah Mallinson, Transport Designer at Camira, said of the fabric’s development: ‘We’re passionate about delivering an exceptional rail experience to customers and exploring new ways in which we can do this through our fabrics using natural, sustainable materials – so to work alongside such industryleading companies as Deutsche Bahn and Neomind who share this ethos is a brilliant experience, and we’re incredibly proud of the new fabric we’ve created together.’ Peter Daly, Head of European Transport Sales at Camira, commented further: ‘The IdeasTrain is such an exciting project to work on – not only does it envision what could be possible in future rail transport, it actually brings these concepts to life and makes them tangible – and it’s truly an honour to be part of something so forward-thinking.’ Deutsche Bahn’s IdeasTrain DB Regio’s IdeasTrainCity, the walk-in model of an urban railway of the future, sets new


standards for rail transport in metropolitan regions. With it, Deutsche Bahn (DB) is once again demonstrating innovative solutions with which purchasers and rail operators in local transport can significantly increase quality and capacity on climate-friendly rail. The IdeenzugCity makes travelling even more reliable, comfortable and flexible for commuters and excursionists in regional and suburban rail transport. In implementing the IdeasTrainCity, DB relied on long-standing, proven technology, industry and product partners, including Camira. The aim of DB Regio and the partners is to jointly initiate and realise innovations for the future of local public transport and thus drive forward the mobility turnaround. Camira Camira are makers, designers and manufacturers of textiles, developing fabrics for the contract sector – including offices and schools, hotels, retail and hospitals – as well as for passenger transport on bus, coach and rail. Camira is a privately-owned UK textile group founded in 1974 under the name Camborne Fabrics, but its heritage goes back to 1783 through various acquisitions. Until a management buy-out in 2006, the company


was a subsidiary of Interface, an international manufacturer of textile modular floor coverings, for almost ten years. Today, Camira produces more than eight million metres of fabrics annually and markets them in over 80 countries. Headquartered in Mirfield, West Yorkshire, England. The company has manufacturing facilities in the UK and Lithuania, offices and showrooms in Europe, North America, Australia and China and a global network of account managers and specialist dealers. Camira has received numerous awards to date. The company has won five prestigious Queen’s Awards, including the Queen’s Award for Sustainable Development for the second time in 2015 and for International Trade in 2016. The company has always been a pioneer of innovation when it comes to a sustainable understanding of textiles and has been producing recycled fabrics for 20 years, as well as a number of ranges using natural wool and bast fibres, such as nettle, hemp and flax.

Tel: +44 (0)7341 868166 Email: Visit:

Textiles for the new era of rail travel As featured on the Deutsche Bahn IdeasTrain (Ideenzug) 2021, Camira is a textile manufacturer with centuries of heritage and a forwardthinking approach. Continuously exploring new ways to deliver an exceptional rail experience through bespoke fabric construction, we create textiles which transform seats and spaces. Find out how we can create the perfect fabric for your rail interior at

Rail Professional 130mm x 183mm Advert_0721.indd 1

02/08/2021 12:54 Rail Professional


zonegreen safe working solutions

Renowned as global market leaders in depot protection systems, the SMART DPPSTM delivers physical protection from vehicle movements to rail depot staff whilst providing visual and audible warnings. 7 - 9 September 2021 NEC, Birmingham Visit us at Stand N02, Hall 11 Tel: +44 (0)114 230 0822

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Protecting our depot workers Rail depots are undeniably dangerous places to work. The deadly combination of high-speed vehicles, high voltage electricity and powerful machinery is the perfect recipe for serious injury and fatalities


ven though we have one of the safest railways in the world, accidents are still happening with worrying frequency. A quarter of all workforce fatalities have occurred in depots in the last five years and they account for 20 per cent of all workforce harm, according to the Rail Safety and Standards Board’s (RSSB) latest Annual Health and Safety Report. The continued level of incidents in depots prompted the RSSB to conduct analysis with the Passenger Operators Safety Group of patterns in reported injuries. The study found clear spikes in incident rates at 10am and 11pm, which correlate with peak times for trains arriving at depots for servicing after the morning rush hour and at the end of the day. The RSSB states: ‘After arriving back on depot…trains are moved for refuelling, servicing and cleaning. This involves activities such as coupling and decoupling.’ It concluded that more attention needs to be paid to how trains enter depots, particularly during peak times. Managing the movement of vehicles If we are to mitigate accidents and injuries in rail depots, it is clear the movement of vehicles needs to be made safer. The easiest way to do this is to remove the margin for human error. Zonegreen’s flagship Depot Personnel Protection System (DPPS) is an innovative, automated means of allowing the safe and efficient movement of vehicles in and around maintenance depots. Workers are able to create ‘safe zones’ in which to operate and are physically protected by Network Rail approved powered derailers. The Sheffield-based rail depot specialists have developed and refined the system over many years and it has been installed in some of the most advanced maintenance facilities in the UK and abroad. Most recently, the firm concluded a two-year project as part of the £40 million upgrade of Norwich’s Crown Point depot. DPPS is providing protection on five roads and includes a signalling interface that controls outbound train movements,

only allowing routes to be set when staff are not working on the road and all third-party equipment is in a safe position. Staff log onto DPPS using contactless RFID tags that identify where they are working. The system then prevents any vehicle movements being authorised on that road until they have logged off and it is clear. If a signal is passed at danger (SPAD), the vehicle is physically prevented from entering the maintenance shed by either a Network Rail approved derailer or wheel stop. When a train needs to be repositioned, a designated person can authorise the action via DPPS’s user-friendly road end control panels, which are placed strategically within the depot (normally next to the doors), giving a clear line of sight to incoming and outgoing activity. Only after the derailer has been lowered will the proceed signal be given. Audible and visual warnings are activated simultaneously on the road when the derailer is lowered to indicate a train is on the move. Zonegreen’s RFID road end panel was five

years in the making and offers a number of additional features, compared to its predecessor, making it easier to manage vehicle movements. DPPS remains the only depot protection system that has been independently certified to be EMC compliant (electromagnetic compatibility) and the new RFID road end control panel is no exception. It has been assessed by Eurofins to meet European radio emissions and railway standards. This is critical in a depot environment, where there are so many pieces of complex equipment, including the trains themselves. DPPS can also be accompanied by Zonegreen’s advanced software, Depot Manager, which not only offers a complete overview of the depot protection system, but also provides vital traceability. It gives users access to key information, making operations quicker and easier to implement and can identify peak vehicle movement times, to allow additional focus to be placed on safety during these high-risk periods. Rail Professional



Although there is no defined SIL requirement for depot protection, some alternative products integrate an off-theshelf SIL2 PLC into an otherwise untested system. However, Zonegreen has subjected the whole of DPPS to the functional safety assessment, demonstrating its commitment to improving the depot environment for maintenance workforces. The firm’s continued research and development has enabled its team to create a standard DPPS product that can be simply and quickly configured to each depot’s unique layout. This means every installation, going forward, will be certified to SIL2 in respect of hardware failures.

Certified risk reduction Unlike most competitor depot protection systems, DPPS has been independently certified to meet the hardware safety integrity requirements of SIL2. This is a measurement of the performance required for a safety instrumented function and is defined by assessing the relative levels of risk reduction it provides.

See DPPS in action Zonegreen will be exhibiting its market leading depot protection system at Railtex/ Infrarail this year from 7-9 September on stand N02 in hall 11 of the NEC. Visitors will be able to see first-hand how staff are protected and vehicle movements controlled via the RFID-operated road end panel and powered derailers. They will also be able to learn more about the benefits of the Depot Manager software.

Gemma Houghton, the firm’s Sales and Marketing Director said: ‘After a very long wait, we are really looking forward to catching up with old friends and introducing DPPS to new contacts at Railtex. Although Covid dramatically reduced rail passenger numbers, most maintenance depots continued to be as busy as ever, so it will be a great opportunity to learn more about the developments that have been made across the industry in the last 18 months. ‘We have been hard at work throughout the pandemic installing DPPS at UK depots and looking for innovative ways to improve the system and demonstrate its effectiveness. Being certified to meet the hardware safety integrity requirements of SIL 2 is a fantastic endorsement of our product and we are very proud to have achieved this independent accreditation.’ For more information about DPPS, call in at stand N02 at Railtex or get in touch via the contact information below. Tel: 01142 300 822 Email: Visit:

Foundation Anchoring Solutions Slope Stabilisation Embankment Support Cable Route Systems

T: 01342 719 362 E: Rail Professional

Quality products for the modern overhead contact line

Conical couplings and forked collar sockets Catenary suspension Clamps / Turnbuckles Material for safety and earthing Section Insulators Neutral Section / Phase Break Insulators and installation material

ARTHUR FLURY (UK) LTD Unit 218 Milton Keynes Business Centre Foxhunter Drive Milton Keynes Tel: 01908 686766 MK14 6GD Email: Rail Professional URL:



Versatile coating system enhances indestructible paint rail industry role A highly versatile and robust epoxy coating system has now been introduced by specialist manufacturer, Indestructible Paint Ltd., with particular benefits for the rail industry


Air reservoir internal and external coating – RWIP120 system

Wheelset coated with RWIP120 system Rail Professional

he development – centred on the introduction of the company’s RWIP120 product – signals the organisation’s recent focus on the rail sector and gains from some four decades of experience of coating technology in many of the most challenging global environments. Indestructible Paint’s RWIP120, which is fully compliant with CR/PE0102 Repainting of Rail Vehicles specification, offers a range of performance benefits and, significantly, is available as either a one or two coat system. Mike Booth is Product Specialist in Indestructible Paint’s rail industry operation and draws attention to some its advantages: ‘Undercarriage coating objectives can often be achieved by the use of the system as a single 120 micron primer/finish coating’ he says. ‘Particularly as there are no specific aesthetic considerations while, in other areas, it can comprise a separate 60 micron primer with an additional 60 micron finish coat. Where appropriate, it can also then be over-coated with other Indestructible Paint finishes, epoxies and polyurethanes while customer needs can be further met by a choice of colours in a matt, semi-matt, semi-gloss or gloss finish.’ Indestructible Paint’s RWIP120 has been proven on a range of substrates, many of which are a common feature in the rail sector. These include steel, aluminium, galvanised and composite surfaces which all gain from the composition of the epoxy and its chemical bonding characteristics. The cured coating is a tough chemically resilient finish that has been tested against a variety of corporate and national standards. ‘The system is part of a family of coatings that we have developed at Indestructible Paint which are based on high grade, twopart epoxy coatings that have a long and successful track record in the aerospace sector’ continues Mike Booth.


Indestructible Paint’s RWIP120, which is fully compliant with CR/PE0102 Repainting of Rail Vehicles specification, offers a range of performance benefits and, significantly, is available as either a one or two coat system. ‘In the rail industry, typical uses can include underframe equipment as well as, as a primer, a range of applications from GRP end mouldings, aluminium frames and roof coatings to wheel sets, bogies and brakes.’

The performance capability of the RWIP120 range covers a long list of challenges faced by rail operators. From impact, chip and scratch resistance to the ability to withstand high humidity


environments, all are key benefits as are proven resistance to abrasion, salt spray and wash plant operations. ‘Our long and successful background in demanding application areas, such as aerospace and the offshore sector, have provided a firm basis for us to focus specifically on the needs of the rail sector’ concludes Brian Norton, Indestructible Paint’s Managing Director. ‘The introduction now of the RWIP120 coating is evidence of the suitability of our product range in this context and is clearly bringing key opportunities and advantages to a growing number of customers in the rail industry.’

Tel: 0121 702 2485 Email: Visit:

PROTECTIVE COATINGS FOR THE RAIL ROLLING STOCK INDUSTRY. Indestructible Paints Ltd have a vast range of high performance protective wet applied coating systems, based on the latest proven technology, for supply into the aerospace industries. Indestructible Paint Ltd are now adopting this technology for use within the passenger and freight rail sectors, offering long lasting protection against corrosion and other aggressive operating conditions, developed for use on a range of substrates, including steel, aluminium, GRP, phenolic mouldings, and carbon fibre composites, extending the operating life for its customers assets.

Included in the Indestructible Rail coatings range:• Epoxy / Polyurethane systems. • High temperature coatings. • Intumescent coatings. • Heat absorbing coatings. • Thermochromic coatings. If you do have any enquiries regarding our range of Rail products, please contact our Sales Department

Tel: +44(0)121 702 2485 Email: Web: 16-25 Pentos Drive, Birmingham, B11 3TA, United Kingdom

Rail Professional



Safety devices for UK railways Safety technology is one of the most sensitive areas of energy provision. Regardless of the voltage level – it is a matter of life and death


his means that reliable products, simple operation, and operational safety are absolutely essential. PFISTERER offers a full range of voltage detectors, earthing and short-circuiting equipment, earthing and operating poles, and permanent testing systems that are precisely tailored to any requirement thanks to the company’s modular system

Example of awareness video

Example of awareness video Rail Professional

design and its designated expertise and centre of competence. PFISTERER’s unique strategy in this filed is its total system solution approach which considers the following: • The application. • Operational environment. • User of the device. • Competency of the user. • Required Availability of the device.

PFISTERER does not supply ‘me too products but a complete end to end service resulting only in products which function reliably in the intended environment, with users than are competent in the products operation and the necessary tools or services to make sure the product can be maintained in a cost effective and efficient manner giving high reliability and availability. Recently for an infrastructure provider PFISTERER was asked if it had a voltage detection device for a specific application because of the perceived reliability of OEM devices. This resulted in PFISTERER modifying its existing device to suit the application. The company also assisted with reviewing the infrastructure provider’s isolation rules and procedures so safer practices could be implemented. Furthermore, it produced tailored awareness videos and online training packages to improve user competency and awareness of these safety critical products. Finally, PFISTERER is offering a tailored calibration service which can be managed via a ‘total safety management’ app resulting in high product availability. The end result is a total product solution that offers unparalleled performance and reliability and therefore safety. Device features Safety devices such as the KPTest 5 HL and KP-Test 5R offer the following:

• Reliable self-test. • Visual and acoustic signal. • Use in any weather. • For use in ‘Test before touch’. • Comes with a handy adaptor(s) to use with existing pole types. • Light weight. Standards and compliance • BS EN 50121-5 Railway applications. Electromagnetic compatibility. Emission and immunity of fixed power supply installations and apparatus. • BS EN 50122-1 Railway applications. Fixed installations. Electrical safety, earthing and the return circuit. Protective provisions against electric shock. • BS EN 50124-1 Railway applications. Insulation coordination. Basic requirements. Clearances and creepage distances for all electrical and electronic equipment. • BS EN 50163 Railway applications. Supply voltages of traction systems.

Tel: +44 114 478 8500 Email: Visit:



Lead the way, work as one, make it happen – an award-winning formula Managing Director of Prolectric, Chris Williams shares his thoughts on bringing sustainable technology to the sector and winning the UK’s most prestigious business accolade – a Queen’s Award


On 29 April 2021, Prolectric Services Ltd was delighted to become the proud recipient of the Queens Award for Enterprise: Sustainable Development 2021. The awards are personally approved by Her Majesty the Queen, and recommended to Her Majesty by the Prime Minister. The award is the UK’s most prestigious business accolade, and recognises Prolectic’s leadership in developing and bringing smart, sustainable technology to key industries. It was an incredible and humbling honour to be recognised by Her Majesty and the highest levels of Government. Winning businesses are able to use the esteemed Queen’s Awards emblem for the next five years, which Prolectric will carry with pride. So how did we get here? Sustainability isn’t just something we talk about – our entire business is built around it. Since introducing the first permanent solar-only street lights to the UK in 2011, Prolectric have gone on to become the authoritative voice in solar lighting, temporary power and security for the construction, rail and infrastructure sectors. Prolectric initially focused on large scale solar PV installations to social housing landlords and commercial sectors. The effective demise of the feed-in tariff in 2016 meant we had to rapidly change course or fail. Long term leadership We believed in the solar technology and saw much wider applications for it, particularly in sectors traditionally underpinned by diesel heavy equipment. The transition from fossil fuels to renewable energies will affect every industry

across the world. The pace of that transition is speeding up, driven by government legislation and customer demands. The sectors we serve are also undergoing rapid change. Internal and external pressures mean they are looking to move away from using polluting fossil fuels to achieve their carbon-saving commitments. Through extensive inhouse R&D we have developed a range of sustainable, environmentally friendly, solar and battery powered products to service these sectors. Being a major supplier to these markets has made Prolectric a fast moving, dynamic company which understands both the technology, and the regulatory requirements faced by our customers. As a company, we lead the way, work as one, and make things happen. Working to these core values is helping us to achieve our ultimate vision of accelerating the change to a more sustainable future for businesses, communities and the planet. Embedding a sustainable approach We aim to provide leadership and act as an authority on the subject of sustainability. We have also embedded a dedicated internal product development team. This team doesn’t just focus on technical delivery. They are tasked with understanding the particular rules, regulations and guidelines that affect the sectors we serve. Also, when developing a new product, the impact of the product is measured in carbon emissions, diesel savings and cost reduction. As a business, Prolectric takes active steps to ensure our business activities have a positive impact on society. As a result, Prolectric have been awarded a Gold CSR Accreditation in recognition of our continued contribution to Corporate Social Responsibility. This demonstrates that Prolectric is leading the way by creating

a forward thinking, socially aware and environmentally conscious business for both employees, customers and our community. So where to next? The main industries that we serve are enormous, their projects are substantial, and their power generation and night-time lighting needs are vast. These industries have always relied on large fleets of fossil fuelled machinery, such as diesel generators, to underpin these projects. Work sites are typically noisy and carry a heavy carbon footprint. We aim to continue to disrupt this way of thinking. We have proven, through research and development, extensive seasonal testing and real-world projects that our sustainable technology can not just reduce, but completely replace these fossil fuel fleets. We aim to see every lighting, power and on-site security system replaced by a clean, quiet and environmentally friendly alternative, and as part of that, Prolectric are constantly developing their technology and product range. We recently introduced a game-changing Solar Hybrid Generator (the ProPower) to the market, a revolutionary off-grid sustainable power solution. The ProPower has been specifically designed to deliver sustainable, reliable, temporary power to worksites. It packs the latest solar and LI-ion battery storage technology into a compact trailer – making it a clean, cost effective and easy to deploy hybrid generator that can significantly cut fuel usage and C02 emissions. But this is just the start, and there are many more innovations to come. So please stay tuned. Rail Professional



Keltbray welcomes new Managing Director - Rail Keltbray, a leading UK specialist engineering business, today announces the appointment with immediate effect of Neil Thompson, as itsnew Managing Director– Rail.

Birmingham Centre for Railway Research and Education welcomes new Professor in Rail Strategy The School of Engineering at the University of Birmingham is delighted to announce the appointment of Paul Plummer. Paul will lead research in the Birmingham Centre for Railway Research and Education (BCRRE) as its new Professor of Railway Strategy.

Rail Professional

Non-Executive Director appointed to High Speed 2 (HS2) Limited Board Transport Secretary Grant Shapps has appointed Tom Harris as a NonExecutive Director to the High Speed 2 (HS2) Limited Board. Tom has been appointed for a three-year term. Tom, who has been a NonExecutive Director on the HS2 Ltd Board since July 2020, was appointed as a community engagement leader to strengthen the company’s focus on community engagement.

Atkins appoints new digital lead for transportation

Leading rail expert joins 3Squared as Principal Consultant

Atkins – a member of the SNC-Lavalin Group – has appointed Kelly Burdall as Digital Programme Director for its Transportation division, responsible for improving the way technology and data is harnessed to increase the predictability of project delivery.

3Squared have appointed leading rail expert Jason Durk as Principal Consultant. At a time of real growth and opportunity for the company, Jason’s key objective at 3Squared will be to nurture and develop the sales and engagement department.

Network Rail’s Eastern executive team appoints Director, Industry Partnership Digital

Trainline hires European Carrier and Supply Director

FirstGroup Directorate changes Matthew Gregory has informed the FirstGroup Board of his intention to step down as Chief Executive and as an Executive Director at the conclusion of the Company’s AGM on 13 September 2021. David Martin,Chairman, will become interim Executive Chairman at the conclusion of the AGM on 13 September until a permanent Chief Executive is appointed.

East Coast Digital Programme’s Toufic Machnouk has been appointed to Network Rail’s Eastern region executive team to lead rail industry’s digital transformation.

Trainline, the leading independent rail and coach travel platform, has appointed Christopher Michau as European Carrier and Supply Director, with responsibility for the continued growth of the company’s network of rail carrier partners.


With 40 years’ experience in heavy duty lifting solutions, TotalKare combines world class products with industry leading support to facilitate effective maintenance and repair, keeping you on track for success.

CALL 0121 585 2724 VISIT WWW.TOTALKARE.CO.UK Rail Professional

The power of industry-leading network resilience For High Speed 1’s power assets, the result has been network availability over 99.99% for 10 years continuously, delivering a reliable travelling experience for passengers. Rail Professional

Profile for Rail Professional Magazine

Rail Professional September 2021 issue 275  

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