RAIL PROFESSIONAL JUNE ISSUE 313

Sustainability Through Longevity

Safety tailored solutions, designed with your employees and their wellbeing in mind

With over three decades of safety-critical expertise, the OPC delivers bespoke solutions that strive to improve people performance, identify talent and nurture a safer culture.

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Partnering with the OPC means collaborating with a dedicated team focused on safety and people performance. Trust us for tailor-made solutions from pre-selection to employment. We prioritise safety and strive to enhance your processes to go beyond industry standards.

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EDITOR’S NOTE

Fresh research from Hitachi Rail's Better Connected Report 2025 reveals encouraging momentum in the sustainable mobility transition, with 31 per cent of respondents across nine countries expecting to increase their train travel over the next twelve months. The comprehensive survey of over 11,000 people provides compelling evidence that passenger attitudes are shifting decisively toward rail, particularly as air travel expectations move in the opposite direction. However, the findings also highlight critical infrastructure challenges that must be addressed to capitalise on this growing demand.

The report's most striking revelation is that overcrowding remains the single greatest barrier to public transport adoption, particularly across European cities where rail networks are already well-established. This insight underscores a fundamental challenge facing the industry: how to expand capacity and improve service quality to meet rising passenger expectations. With over 40 per cent of respondents anticipating increased train travel over the next five years, and strong public support for policy interventions including short-haul flight bans where highspeed rail alternatives exist, the pressure on operators and infrastructure providers to deliver better connected, more reliable services has never been greater.

Coming to this month's issue, our interview with Councillor Jim O'Boyle and Andy Davis reveals how Coventry's Very Light Rail project is pioneering affordable urban transport solutions at just £10 million per kilometre – a stark contrast to traditional light rail systems costing over £100 million per kilometre. Their insights into navigating various hurdles while maintaining technological edge offer valuable lessons for projects seeking to balance innovation with regulatory compliance, particularly as the UK pursues its net zero ambitions through integrated transport solutions.

We also examine the technical precision required for major infrastructure upgrades through Mabey Hire's work on the £100 million Wigan-Bolton electrification project. The company's specialised approach to lifting the 150-yearold Grade II listed Deep Pit bridge 1,600mm off its abutments demonstrates how heritage constraints and modern infrastructure demands can be successfully reconciled through careful engineering and real-time monitoring systems.

Risk management features prominently in our coverage, with RSA's Steve Medhurst and Nigel Probert sharing insights from the Troon station fire recovery. Their emphasis on pre-loss scenario planning and real-time collaboration offers a template for how insurers and operators can work together to maintain service continuity under pressure – particularly relevant as the industry faces increasing scrutiny over resilience and performance.

The regulatory landscape receives detailed analysis through CIRO's response to the Great British Railways consultation. CEO Phil Sherratt's call for operational autonomy and long-term thinking highlights the tension between political oversight and professional expertise – a theme that resonates across our coverage of East-West Rail's challenges and the ongoing debate over infrastructure priorities.

We also address practical operational concerns, from Daniel Docking's comprehensive guide to tackling invasive weeds that cost the British economy £247 million annually, to employment law insights from Freeths on implementing effective whistleblowing policies and adapting to the Employment Rights Bill's flexible working provisions.

SAM SHERWOOD-HALE EDITOR

Peterborough

Hub built by Cairn Cross, 2023)

All the latest from CIRO, Transport for Wales, ScotRail, and HS2

INTERVIEW

12 Sam Sherwood-Hale spoke to Councillor Jim O'Boyle and Andy Davis about Coventry's Very Light Rail project and how it's pioneering affordable urban transport solutions at just £10 million per kilometre

Phil Sherratt, CEO of CIRO, calls for strategic clarity and whole-system thinking in rail reform while emphasising the need for

Rena Magdani and Matt McBride from Freeths on implementing effective whistleblowing policies and adapting to the Employment Rights Bill's flexible working provisions

Sue Williams, Managing Director at Hexagon Consultants, explores data driven oversight methods on UK rail and how these can improve rail systems

With Gabriel Stroud, CEO and co-founder of AssessTech Ltd, about transforming rail safety through developmental competence management

Jonathan Spruce, ICE Trustee for policy and external affairs, examines how NISTA could solve the historic challenges of the UK's 'stop-start' approach to major rail initiatives

Mabey Hire provides specialised propping and monitoring systems for historic bridges in £100 million Wigan-Bolton rail electrification project

Daniel Docking, Technical Manager of the Property Care Association's Invasive Weed Control Group, offers insight into tackling invasive weeds on track

More Than Just Technical – GTR's pioneering approach to embedding Non-Technical Skills across its Engineering and Train Presentation teams

Steve Medhurst and Nigel Probert from RSA on the role of claims in risk management and lessons from the Troon station

Updating costsbenefit tools

Improving signal assessments

Delivering value from Standards

RSSB. Driving cost reduction

The rail industry faces high maintenance and operational costs, but our outputs significantly reduce these expenses and drive efficiency, playing a vital role in delivering value for money.

In 2024-25, we delivered significant savings to the rail industry, such as low adhesion research which aims to reduce annual costs to the industry of £355m.

As rail reform progresses, we will continue to enhance the sharing of operational and engineering data, identifying efficiencies, and uncovering cross-sector opportunities.

Find out what we are doing to drive cost reduction across the rail industry. www.rssb.co.uk/costreduction

With Simon Bowe, Managing Director of Juniper Systems Limited, about ultra-rugged handheld computer technology for harsh

Sam Sherwood-Hale spoke to Clair Weston, Head of Marketing for uvex Safety (UK) Ltd, about

Andrew DeLeone, Martin Vaujour, Kevin Harris, Bogdan Godziejewski, David Brook

Network Rail Property and Partners to Regenerate Waterloo Station Area

The creation of the new partnership between Network Rail Property, Places for London (Transport for London's wholly owned property company) and the London Borough of Lambeth follows the Waterloo Station Vision published last year which set out a series of long-term aspirations for both the station and the wider area.

London Waterloo Station is the fourth busiest station in Great Britain. Located next to the cultural hub of the South Bank and home to major organisations including St Thomas's Hospital, The Old Vic, Southbank Centre and BFI Southbank, London Waterloo Station needs to serve and connect a growing workforce for the capital, alongside the growth for tourists and leisure customers during weekends and holidays.

The partnership between the three parties will explore opportunities to deliver a new station destination, improving the customer experience within and around the station environment. This forms an integral part of a wider regeneration plan.

Working closely with key stakeholders and the local community, future regeneration will improve wider permeability, create iconic open spaces, alongside bringing forward the widest range of development and investment opportunities.

The plans will be brought forward in a series of phases, working with both private and public sector partners.

Robin Dobson, Group Property Director, Network Rail said: ‘This is a great step forward in combining both our resources and assets across Waterloo and South Bank. We will work with neighbouring partners to deliver a regeneration plan that unlocks huge growth and

investment opportunities across the Borough, delivering the widest mix of uses and something very special for this important part of London for future generations to come.’

Graeme Craig, Director and Chief Executive, Places for London added: ‘Millions of people pass through Waterloo every year to work and explore the South Bank and beyond. Through this new collaboration, we can ensure those customers are getting the very best London has to offer as they travel through this historic transport hub. This a great opportunity for Places for London to work with Network Rail and the London Borough of Lambeth to provide a new and improved vision for the community and all who come to Waterloo.’

Cllr Claire Holland, the Leader of Lambeth Council, said: ‘We are delighted to be joining Network Rail and Places for London in committing to this significant investment in Lambeth, and we look forward to working with them to progress this project. The collaboration agreement we've signed paves the way for a transformation of both Waterloo station and the surrounding neighbourhood.

‘As a council we are keenly focussed on growth opportunities that benefit Lambeth residents. This project significantly supports that aim by creating job opportunities, attracting more businesses to the area and will also see new homes built. We now look forward to working closely with local business groups, the South Bank's world class arts centres, universities and hospitals in the area to ensure the scheme really delivers for Lambeth.’

mLink Surpasses Eleven Million Passenger Journeys

More than eleven million passenger journeys were made over the last year using the mLink mobile ticketing app, Translink has announced. This significant achievement highlights the growing demand for seamless, contactless travel across Northern Ireland, as passengers continue to embrace digital ticketing options for their daily commutes.

Across Translink services, around 5.1 million journeys were completed using Metro services, with almost 2.2 million on board the Glider. Around 1.1 million journeys were on Ulsterbus services, and nearly 2.8 million were carried out on NI Railways.

Since its launch just over a decade ago, mLink has become an increasingly popular ticketing choice for passengers, with more than 20 per cent of all fare-paying journeys now completed through the app.

Translink staged a surprise ‘piece of cake’ celebration in Belfast Grand Central Station to mark the milestone and highlight the ease and convenience of using the app. Passengers coming through the station got the opportunity to enjoy some tasty baked treats throughout the day to mark the success.

Translink's Mark Davidson said: ‘mLink is a great example of how our passengers are embracing smarter ways to travel. The

app makes ticket purchase quick, easy and convenient, while supporting our drive towards a more efficient, sustainable public transport network.

‘mLink customers can buy tickets for a wide range of services, including Belfast Metro, Glider, Goldliner, Ulsterbus, Foyle Metro and NI Railways. This reflects our

ongoing commitment to enhancing the customer experience, reducing queuing times and providing greater ticketing flexibility. As demand for contactless travel options continues to grow, mLink is an integral part of Translink’s strategy to lead the transformation of transport across Northern Ireland.’

Stadler and Amey Headline Sponsors for Public Transport Summit

Transport for Wales announced that Stadler and Amey were headline sponsors at the Public Transport Summit that took place in Wrexham on May 22 and 23.

Wales' first Public Transport Summit brought together influential transport and business leaders from both Wales and England. The two-day Summit examined how to unlock economic prosperity through the public transport lens.

Over the previous five years, Stadler and Amey had become partners in helping deliver transformative change to the public transport network in Wales. Stadler provided brand-new trains to the Wales and Borders rail network in Wales and Amey was a key partner in delivering the £1 billion electrification of the South Wales Metro.

Speaking before the event, James Price, Transport for Wales CEO said: ‘We’re pleased to announce that Stadler and Amey will be the headline sponsors at our Public Transport Summit. The Summit will be an opportunity to explore the future of public transport and our sponsors will be part of the discussion.’

Ralf Warwel, UK and Ireland sales director for Stadler, added: ‘Stadler is delighted to be delivering 71 trains for Wales and Borders. Pioneering battery technology is an important feature on the CITYLINK tram-trains we are providing, as well as on 24 of the FLIRTs. They underscore

Stadler’s commitment to green technology and promoting a decarbonised railway. It is an honour to be part of Transport for Wales’ summit. We salute our client, as they seek to emphasise the connection between high quality public transport and economic growth in Wales.’

Sector Business Director for Rail at Amey, James Holmes added: ‘For over 100 years, Amey has transformed the UK’s infrastructure, connecting communities, driving the economy, and improving lives. Working collaboratively with TfW and our

supply chain, we have blended our whole lifecycle capabilities to design and deliver an innovative railway systems solution focused on outcomes. Transforming the Core Valley Lines into a modern, electrified metro-style service, we've created sustainable, reliable travel and extraordinary opportunities for the people of South Wales.

‘We’re delighted to sponsor the Public Transport Summit to showcase our expertise, network with leaders across the industry and help shape public transport for future generations to thrive.’

Strategy to Transform Northern England by 2050

Transport for the North has published its Strategic Transport Plan outlining ambitious goals to revolutionize rail connectivity across Northern England over the next 25 years. The North's rail network currently faces significant problems that are holding back economic growth. Only 27 per cent of the region's population can access 500,000 jobs within an hour by rail, far below other parts of the UK. Performance has declined to unacceptable levels, with train operators in the North performing worse than those elsewhere. The network suffers from poor connectivity between major population centres, with services often running only hourly in less populated areas.

TfN's plan aims to create a fit-for-purpose rail network that acts as the backbone of a high-quality, reliable passenger network capable of supporting future growth. The strategy prepares for potentially doubling or tripling rail travel between now and 2050, with goals including better connectivity, more capacity providing a seven-day railway, improved customer experience with accessible stations, and greater freight opportunities.

Three fundamental programmes need delivery to achieve the transformation. Northern Powerhouse Rail would include a new line from Liverpool to Manchester via Warrington and Manchester Airport, a new line between Manchester and Leeds via central Bradford, and significant upgrades to routes including the Hope

Valley line between Manchester and Sheffield. The TransPennine Route Upgrade is currently being delivered to provide faster, greener journeys and unlock freight capacity across the Pennines. With HS2 phases 2a and 2b cancelled, TfN says there remains a need for alternative solutions delivering similar connectivity and capacity levels.

Currently, only 48 per cent of the North's 600 stations have adequate step-free access, and TfN wants all stations to meet minimum accessibility standards by 2050. The plan also aims to triple rail's share of freight from 8.5 per cent to 25.5 per cent by 2050, which requires addressing bottlenecks and improving connectivity to ports and airports.

Rail is positioned as key to achieving near-zero carbon transport by 2045, with electric trains producing around 28 per cent of the emissions of a petrol or diesel car for a single traveller. TfN acknowledges that while full delivery of major schemes like Northern Powerhouse Rail may take into the 2040s, initial upgrades could be delivered by the early 2030s. The plan represents the most comprehensive vision for Northern England's rail future since TfN's establishment in 2018, requiring sustained investment and political commitment to deliver the transformation needed for the region's 16 million residents.

New Liverpool-Manchester Railway Could Drive £90 Billion Economic Boost

Plans for a new railway connecting Liverpool and Manchester could spark a £90 billion economic transformation across the North West, according to regional leaders who today unveiled an ambitious proposal to reshape infrastructure delivery in the UK.

The proposed line, running from Liverpool Lime Street to Manchester Piccadilly with stops at Liverpool Gateway station, Warrington Bank Quay and Manchester Airport, is forecast to deliver a £15 billion economic uplift and support 22,000 jobs during construction, which could begin in the early 2030s.

Mayors Steve Rotheram and Andy Burnham, alongside former Rail Minister Huw Merriman and business leaders from across the region, are urging the government to work in partnership on the plans, arguing that a firm commitment now would provide certainty to investors and help retain the skilled workforce built up through HS2.

‘Two centuries ago, the Liverpool-Manchester Railway changed the world – kickstarting the railway age and powering a revolution in trade, travel and opportunity. Today, we have the chance to do it again’ said Steve Rotheram, Mayor of the Liverpool City Region.

The railway would form a key component of the Northern Arc –an emerging economic corridor stretching from the Mersey to the Pennines and beyond. Recent analysis suggests this wider vision could add £90 billion in cumulative GVA to the UK economy by 2040 and double the size of the region's economy in less than 30 years.

Despite being shorter than either the Elizabeth Line or East-West Rail, the proposed line would bring more than half a million extra people within 30 minutes of Liverpool and Manchester city centres, whilst freeing up local rail capacity and slashing journey times.

The report also outlines a fresh approach to infrastructure delivery – rooted in local knowledge, supported by private investment, and shaped by the latest technology. It proposes a locally-led model that aims to avoid the delays and cost overruns that have plagued past national schemes.

Five new 'growth opportunity areas' around each of the stations could unlock up to 500,000 homes and tens of thousands of jobs

along the railway corridor, with regeneration planned ahead of the railway's arrival.

Huw Merriman, who chairs the Liverpool-Manchester Railway Partnership Board, emphasised: ‘The government must invest in infrastructure to achieve its number one priority of growing the UK economy. With years of concentration in the south, there needs to be a fair balance of where that's targeted and the time is ripe to rebalance the nation.’

The previous government committed £17 billion to the LiverpoolManchester line following the cancellation of HS2's northern leg, with the project's inclusion in the High Speed Rail Bill confirmed in the 2024 King's Speech.

By sequencing the project carefully, local leaders believe the railway could help retain the supply chains and specialist workforce already assembled for HS2 – avoiding the ‘boom and bust’ cycle that has held back past infrastructure efforts.

From creating thousands of skilled jobs and cutting carbon, to unlocking investment and rebuilding local pride – the LiverpoolManchester Railway is being put forward as a central part of the country's long-term plan for growth.

UK’s First Signals-free Commuter Railway

The Great Northern ‘Northern City Line’ to the City of London has become the UK's first commuter railway to operate without signals at the side of the track, heralding a major milestone in the national deployment of cutting-edge digital technology.

Traditional signals – the ‘traffic lights’ at the side of the track – have been used in one form or another since the route between Finsbury Park and Moorgate opened 121 years ago. These signals were permanently removed over the weekend of 17-18 May as part of the £1.4 billion East Coast Digital Programme, with Siemens Mobility engineers taking the final step to switch off and remove the legacy signalling infrastructure.

This marks the first 'no signals' conversion on the national rail network since the Cambrian Line pilot in 2011, and represents the first implementation of its kind in a busy, metro-style passenger corridor. In place of traditional signals, drivers are now guided by an in-cab computer screen that receives information from the European Train Control System digital signalling technology, which tells them how far and how fast they can travel.

Rail Minister Lord Peter Hendy said the cutting-edge programme was ‘bringing our railways into the 21st Century and beyond', adding that digital signalling 'could reduce delays by up to a third, evidence that this Government's Plan for Change is making a real difference to people's everyday lives’.

The digital signalling system delivers multiple advantages over traditional infrastructure, providing greater reliability and better punctuality while being even safer and more environmentally sustainable. With signalling information provided directly to drivers

via cab screens, there is no longer need to maintain extensive lineside equipment, meaning engineering work will reduce by almost half. The modern digital system is also less prone to failures, potentially reducing thousands of hours of delays.

Oliver Turner from Govia Thameslink Railway described the technological leap as being ‘like moving from a Nokia 3210 to an iPhone 16’, explaining that ‘it effectively allows our drivers to see around corners by telling them how far and how fast they can travel’.

The Northern City Line, running mostly underground and serving six stations across its 3.5-mile route, has undergone dramatic modernization. As recently as six years ago, the route operated with the UK's oldest mainline electric trains from 1976 on a signalling system using air-operated 'trip cocks'. The transformation involved introducing a £240 million fleet of digitally-enabled Class 717 units and comprehensive signalling infrastructure replacement.

The system contributes to a greener railway through reduced physical infrastructure requirements, with the East Coast Main Line upgrades expected to deliver a 55,000 tonne reduction in carbon emissions over 60 years. Work is now underway to extend the system to the East Coast Main Line, with the section between Welwyn Garden City and Hitchin set to become the first mainline stretch operating with the new technology.

Industry experts have highlighted this transformative change as symbolic for the rail industry as it celebrates the 200th anniversary of the birth of the modern railway in 1825, with digital signalling projected to create significant long-term cost savings and play a key role in the railway's future.

The Future of Very Light Rail in Coventry and Beyond

As the Coventry Very Light Rail project continues to gain momentum, it represents a transformative approach to urban transport that could be replicated across the UK and internationally

With its innovative track system sitting just 30 centimetres into the ground and the ability to navigate 15-metre radius turns, CVLR offers a practical solution for smaller cities previously priced out of traditional light rail systems.

The partnership between Coventry City Council, WMG at the University of Warwick, TWM, and the Very Light Rail National Innovation Centre in Dudley demonstrates how regional collaboration can drive national infrastructure solutions. As battery technology advances at the UK Battery Industrialisation Centre, and with the first route plans under development, Coventry is positioning itself at the intersection of transport innovation and practical implementation.

With funding secured through the City Region Sustainable Transport Settlement and government funding from the West Midlands Combined Authority, the project now faces the challenge of navigating bureaucratic hurdles while maintaining its technological edge. As the UK pursues its net zero ambitions, Coventry's integrated approach to electric buses, innovative rail, and expanded charging infrastructure offers a compelling model for sustainable urban mobility that balances environmental goals with practical, affordable implementation.

In the aftermath of the Commonwealth Games, the West Midlands launched an ambitious business support programme aimed at transforming its supply chain capabilities. At the heart of this initiative is Coventry's pioneering Very Light Rail (VLR) project, which promises to revolutionise urban transport at a fraction of traditional light rail costs. We spoke with Andy Davis from C&W Business Solutions, who leads the Very Light Rail and Electric Light Vehicles workstream of the Business Growth West Midlands programme, and Coventry City Council’s Councillor Jim O'Boyle, the driving force behind Coventry's VLR project,

How did the Business Growth West Midlands programme come about, and what are its key objectives?

Andy Davis: It's a Commonwealth Games legacy funded programme running in the 2024/25 financial year and is the first time that Business Growth West Midlands has run a business supply chain transition programme. With the Chancellor about to publish the new national industrial strategy, having this sort of programme focusing on supply chain transition could be really helpful for developing new and emerging sectors in our region for the long-term.

We had three delivery partners for the programme and three streams: ours looked at electric light vehicles and very light rail, and we had a stream examining the aerospace and space sectors, and a third stream similar to ours which looked at micro mobility. We were all keen to engage with SMEs and key customers across the region.

How did the turnout for the events compare to expectations?

Andy Davis: Engagement with the programme actually exceeded our expectations considerably. Our Market Education Event was the first event for our stream of the programme, and we were really pleased with the level of interest–we had about 55 SMEs join us, which was more than anticipated. We had several key speakers representing VLR in Coventry, UK Tram, the European Electric Light Vehicle Association, and Transport for West Midlands. It was a good mix of strategy, policy and practitioner-level professionals, alongside the cohort of interested SMEs.

I think it reflected that we've got a wellestablished EV sector in the region and a growing very light rail sector. Bringing these two together in this event, and throughout the programme, seemed particularly timely. Throughout the programme we also ran a series of expert led workshops and Meet the Buyer events for the SME cohort and key customers to attend, network, and build relationships.

Could you tell us about how the Very Light Rail project evolved in Coventry?

Cllr O'Boyle: First, I should mention that Coventry is the location for the UK Battery Industrialisation Centre, which we as a Council own and are the 100 per cent shareholder. We bid for that funding back in 2017 because we recognised that as the automotive sector evolved and went electric, we needed to capitalise on Coventry and Warwickshire being at the beating heart of the motor industry within the country.

It was always a sprat to catch a mackerel in terms of wanting to have an R&D facility and create potential opportunities for companies from across the world to develop new battery technology. If we're going to survive industrially as a country and have

a viable automotive sector going forward, you actually need to produce the batteries and cells in this country. If you don't do that, then I'm absolutely certain that the automotive sector will disappear and go where the batteries are developed because of the cost of importing – it's expensive, difficult and not viable, especially now we're outside of the European Union.

As for CVLR (Coventry Very Light Rail), that goes back to 2016. Before the Combined Authority that's now led by the Metro Mayor, there was the transport authority – it's had loads of different names over the years. They had this fixation for far too long on Midland Metro, which is a light rail scheme similar to ones you've got in Nottingham or Manchester or Sheffield – hellishly expensive, not made in this country, and not viable in cities and towns that aren't as big as the second city in the country.

The transport authority wanted to offset high-speed rail with something called a Sprint bus, which is basically a bus that is partially guided down kerb sides. That's what I inherited. Nobody really supported it, and of course it's never materialised subsequently anywhere else in the region.

What I said was we wanted to develop something that actually would be attractive to Coventry. One of my officers mentioned VLR and suggested we talk to the Warwick Manufacturing Group at Warwick University. I went to meet them and said we wanted something that would work for Coventry. Fast forward and VLR as it's known evolved, really tailored towards cities and towns maybe the size of Coventry, which in population terms is about the eleventh or twelfth biggest city in the country with about 365,000 people.

What makes VLR different from traditional tram systems?

Cllr O'Boyle: At the moment, there's this extension taking place in Midland Metro towards Dudley, and it's costing £59 million a kilometre. Completely uneconomic, completely unrealistic for towns and cities that want to look at potential modal shift forms of public transport. We set a target of £10 million a kilometre for CVLR.

The vehicle was designed and built in Coventry, and what's particularly unique is the track form, which is completely patented in this city. At the moment, if you go into busy towns and cities and start digging up the roads for trams, as soon as you start digging, what do you find? You find all the utilities. You find the sewers and all the rest of it, and then you have to move them and replace them, and suddenly the costs go through the roof. That's what makes them uneconomical at well over 100 million a kilometre.

Our track form just sits 30 centimetres into the ground – you don't have to move all of the utilities and it's sectional, which means you can separate it if you need to get

‘Our track form just sits 30 centimetres into the ground – you don't have to move all of the utilities and it's sectional, which means you can separate it if you need to get to a utility. We've invented something completely unique and it works.’

Councillor

Jim O'Boyle

to a utility. We're working with utility firms and they're all on board. We've invented something completely unique and it works. We know it works because at the end of the day, it's a vehicle that goes up and down track. It's got the same gauge as any other normal train, so it could go up and down the West Coast main line if no other vehicles were on it. It can be interoperable with any tram facility in the country.

And it can go round tight corners – 15 metre radius – which means that it can be retrofitted into cities and towns similar to Coventry that don't have the wide, rolling boulevards of bigger cities. It brings what's known as modal shift – people know where it's going because it's on track, so they leave the car at home. I'm not one of these politicians who says to people you must leave your car at home, but I think it's right we give people opportunities and alternatives and choice.

Andy Davis: There's a high degree of VLR specialism and expertise that we've developed, a lot of it in Coventry through both the strategy and the political push and the plans for delivering it in the city, but also elsewhere in the West Midlands, such as in Dudley through the Black Country Innovation Manufacturing Organisation (BCIMO). They've got the demonstrator track located there where they're doing all the testing facilities on the track, the signalling, and the vehicles themselves. As Councillor O'Boyle said, they're all there to see in operation.

The technological advantages of VLR, such as the turning circle, are all clearly demonstrable. I think that was one of the points that came out at our Market Education Event – there's real potential for smaller cities that haven't got the space to put in lots of additional track and infrastructure. But there's also potential for VLR in more urban-to-rural settings,

or in rural locations in relatively small schemes that could really benefit from a more affordable and usable sustainable transport system.

What challenges have you faced in getting government support for the project?

Cllr O'Boyle: Because CVLR is breaking up a cosy relationship within the transport industry that believes only one form of light tram works, breaking into that industry has been very difficult. Because technically it's not an off-the-shelf proposition – it doesn't exist – therefore they can't find government officials who can get their heads around the fact that yes, it's research and development, but it's based on fairly obvious engineering formulas.

We've used amazing automotive lightweight technology that has informed the build of the vehicle, building on the traditions of Coventry and the wider region's automotive sector. We've built a vehicle that can stand up to almost any stresses and strains that any sort of passenger carrying vehicle can do.

Coming back to the Transport and Works Act, we've got to go through these tests –years and years and thousands of miles of all sorts of things. Fair enough, that's the law, I get that.

But you could go out tomorrow, do a few lessons and get yourself an HGV licence, and then Monday morning get in a 40-tonne artic and go up and down your local residential road and no one would bat an eyelid. And we're talking about having a fixed, rail-based system that is overseen with all sorts of safety features and technologies, and we have to go through absolute torture to get there.

‘The technological advantages of VLR, such as the turning circle, are all clearly demonstrable. I think that was one of the points that came out at our Market Education Event – there's real potential for smaller cities that haven't got the space to put in lots of additional track and infrastructure.’

Andy Davis

Is it any wonder this country can never seem to finish stuff? We're just very, very bad at wanting to go forward with new technology. That's why we're so far behind with battery development in the automotive sector in this country. There's never been one gigafactory anywhere in the world that hasn't been massively supported by government subsidies, and there's one gigafactory that operates at the moment in the UK, operating at about 1GW capacity – that's Nissan's in-house supplier up in Sunderland.

What stage is the funding at currently?

Cllr O'Boyle: Last year there was the City Region Strategic Transport Settlement agreed with the various combined authorities around the country. The West Midlands got a share of about £1.01 billion, and of that, about £70-odd million was identified for CVLR. But it's then drip-fed into the scheme subject to loads of staging posts that need to be reached and agreed, and that's what makes it very difficult because it's overseen by the DfT.

Luckily, I've engaged over the last couple of years with politicians who are now in significant positions. Louise Haigh is well aware of it, Tracy Brabin, who's the new mayor of West Yorkshire, wants to introduce a light rail scheme – they won't get the money for a proper light rail scheme, but CVLR has the potential to help support that. We had Ed Miliband up there last year, and Jonathan Reynolds, who's the new Business Secretary – I know quite well personally –they're all keen to do it. And now Richard Parker, the mayor of the West Midlands, he's well up for it as well. I gave Steven Morgan, the Rail Minister, a ride in it last year.

If the government now wants to proceed more rigorously in terms of their net zero objectives and understanding wider transport schemes and actually getting out into the country to help support infrastructure, this will play a fairly prominent role in it, I believe.

What needs to change in terms of government approach to these projects?

Cllr O'Boyle: I've been a councillor now for 17 years and people think that councillors – we're not MPs, we're not ministers –

don't really understand government. The truth is, if you want to get things done as a government, you’ve got to get in there and promote it. You've got to get your officials to do what it is that you want them to do. This inertia has existed in government for far too long and really needs to be unlocked. If you bring it in, particularly on a regional basis, and give regional and local government powers to get on and give them their head to do it, then you'll start to see projects really fly.

You've got to hold people to account. It's not just about politicians being held to account – politicians need to make sure their officials are held to account. That is how you get jobs done.

How does this tie into the broader net zero agenda?

Andy Davis: That's part of the reason behind this programme – helping local supply chains to think about that longer-term shifts they will need to make in terms of what they do and how they do it. Many of the SMEs have traditionally operated in sectors that could be declining and shrinking in the future but now need to think about those new growth sectors, those new opportunities for investment and jobs, and those new means of how we'll all be living and travelling.

In Coventry in particular we're exceptionally well placed with that real strategic drive around becoming an allelectric city. We've got the first all-electric bus city in the country, we've got very

light rail, two universities and two high value manufacturing catapults, and we've also got a number of energy utilities headquartered in the city and they're leading really interesting innovation around not just providing power to residents but about power generation and charging infrastructure for the future.

Cllr O'Boyle: If we're going to be serious about wanting to go net zero over the next 20-odd years, these are the sort of schemes that can make a huge difference in terms of driving down our carbon footprint. The transport sector's done remarkably well, the automotive sector is doing remarkably well moving from petrol and diesel driven engines – and it's a massive, massive cost.

That's why these companies have merged, they've come together, they're actualising all their knowledge, which they never used to do in the old days when they were very protective of their own intellectual property. Now you've got companies like Stellantis – I used to work for Peugeot – they're part of a huge conglomerate. That is in order to maximise their investment potential as an industry to support the end costs that will generate profit in 10-15 years' time. That's how they work and that's how government needs to think.

Coming back locally, Andy mentioned E.ON – Coventry is the only city in the country that's got a strategic energy partnership with them. They're bringing forward really interesting projects designed to reduce our carbon footprint. That's the

way forward – you've got to take people with you. People always ask me why Coventry's thrown all its eggs into the electric basket. We haven't done that, but the automotive sector is going electric – it would seem crazy for us to ignore that.

That's why Coventry's got the most vehicle electric charge points anywhere in the country outside of London, not because we're saying to people you must go and get an electric car, but because it gives people a choice. A lot of people in Coventry don't have any off-road parking, so the incentive to have an electric car or car charger is gone, isn't it? We're taking away those barriers. All Coventry buses by the end of next year will be electric – the only city in the country to do that. All our double-deckers are already electric.

To be fair, and I say this in all modesty, we are really leading the way here in the country with some of these things and they're not difficult to do because the industry wants to do them. These industries want to do them. People have a go at energy companies – I know they've made money and people claim they've been ripped off and all of it, but I tell you, if we want infrastructure and we want clean energy going forward in the future, as consumers, we need these companies to do very well, they need to thrive because no one else is going to do it.

Working with them is exactly the right thing to do, and we'll get it done. Government don't have the answers for everything, but together with partners, you can really start to make progress.

FOR SPANS OF UP TO 30mFROM FOOTBRIDGES TO HEAVY LOAD SUPPORT GIRDERS

THE CHEEK OF IT

by Chris Cheek

Latest NTS Results Show Further Rise in Rail Trip Making

9.2 per cent growth as leisure travel overtakes commuting as main reason for rail use The Department for Transport (DfT) has published new data from its National Travel Survey*, combining data from the last six months of the 2023 survey with the first six of 2024

The limited number of tables predates publication of the full 2024 survey results later in the year. The figures point to a continuing recovery from the Covid-19 pandemic, with overall trip rates increasing over the year since the last set of interim results. The public made an estimated 922.4 trips per person per year (tpppy) by all modes in 2023/24, up by 4.6 per cent compared with 2022/23. However, the figure remained 3.2 per cent below the 2019 figure of 952.6 trips. Shopping trips, for long the backbone of travel demand, increased slightly, up 1.4 per cent to 167.8 tpppy, but still down by 7.1 per cent from 2019’s figure of 180.6.

Looking specifically at the rail market in England, the overall trip rate increased by 9.2 per cent, reaching 18.9 tpppy compared with 17.3 in 2022/23. The last pre-Covid figure recorded in 2019 was 22.1, leaving a shortfall of 14.5 per cent.

Analysis of responses on people’s reasons for making their journey shows that trip rates increased over the last twelve months for all purposes except education (down 2.4 per cent). Comparing 2022/23 rates with those of 2019, we see a continuing shortfall in three categories: business travel (39.7 per cent), commuting (34.1 per cent) and personal business (0.3 per cent). There were increases in the other purposes, though, including escort trips (53.1 per cent),

education (24.7 per cent), leisure (25.8 per cent) and shopping (4.6 per cent). The chart at Figure 1 illustrates the changes, but also shows the same figures for 2010, and we see that gains made between 2010 and 2019 have been wiped out – especially in commuting and the lucrative business travel market.

Translating those trip rates into percentage shares, we see from Figure 2 that the importance of commuting has diminished, now accounting for 34.7 per cent of trips, twelve points lower than in 2019. Leisure travel now accounts for 37 per cent of passenger journeys, and has overtaken commuting as the single largest reason for using the railway. Business travel has fallen back from 9.8 per cent to 6.6 per cent, one of the reasons that revenue yields have failed to recover. The change has wiped out a decade of steady growth and taken the market share back below 2010 levels.

The increased importance of education is notable, though it fell back slightly in the most recent survey. Shopping too has seen a small increase in trip rate but has a lower share of the market than in 2022/23.

There have been major shifts in the demographic profile of rail users, according to the survey, with trip rates recovering amongst older people (see table). The growth in 2023/24 covered all ages except the 17-20 year olds, where there was a 14.2 per cent drop in trip rates – particularly amongst

‘Leisure travel now accounts for 37 per cent of passenger journeys, and has overtaken commuting as the single largest reason for using the railway.’

young men, where the fall was over 23 per cent. Amongst the 21-29 year olds, there was a barely perceptible improvement of 0.4 per cent. Strongest growth of over 45 per cent came amongst the over 70s.

Comparing trip rates with the last prepandemic year, two age-groups, the under 17s and between 21 and 29, actually show an improvement of 38.7 per cent and 11.3 per cent respectively, but the others show sharp falls: this is as high as 23.9 per cent amongst those aged 40-49 and 23.5 per cent for those in their fifties. Those age groups coming closest to recovery were 60-69 and 70+, the latter coming to within 3.7 per cent of preCovid trip rates; this is in stark contrast to the bus market, where trip making amongst older people remains significantly down, despite free off-peak travel.

There are significant differences in behaviour between men and women. Overall, women’s trip rates came within 94 per cent of the 2019 figure, whilst men only reached 88.3 per cent. In the most recent twelve-month period, trip rates amongst all males under 30 fell, whereas females under 17 and in their twenties reported higher rates. Overall, men made more rail trips than women in all three surveys shown, though the gap has narrowed since 2019.

Comment

This latest update to the National Travel Survey offers further confirmation, if it were needed, that patronage on the national rail system is continuing to recover from the shock of the Covid-19 pandemic, but that the changes in consumer behaviour have been radical, and the new pattern seems to be settling in for the long term.

This both echoes and reinforces figures from the DfT show that in the first three months of this year, which suggests if anything that demand started to go backwards. Patronage averaged 88.7 per cent of pre-pandemic levels excluding the Elizabeth Line between January and April this year. This compared with 85.8 per cent across the whole of 2024 and 87 per cent in fiscal year 2024/25. The market is inching towards full recovery, but it still seems some way off. However, given these changes to the market place, the concept of recovery may becoming irrelevant.

The NTS update goes a long way to explaining the shortfall, mapping both the changes in journey purpose and in the age and gender of rail users. The loss

All People

Males

of commuting trips is well known and understandable, given the moves towards working from home and hybrid working. Some 275 million commuting trips a year have been lost since 2019 – rather more than the national shortfall of 215 million. Business travel accounts for a further

67.4 million lost journeys. However, these losses are offset to some extent by gains in education (33 million) and leisure travel (a whopping 132.2 million. As noted, it is salutary that leisure travel now accounts for a greater market share of trips than commuting.

The shifts in the age profile of users both reflects and influences this. The fall in commuter trips can be linked with the decline in trip rates amongst those between 30 and 59, whilst the increased usage amongst the under 17s can be linked to the rise in educational and leisure travel. The recovery in trip rates amongst older people is also presumably about leisure trips, and is in sharp contrast to the bus industry.

Quite where this leaves the industry as it stands on the brink of another major reorganisation is an open question. Revenue yields are still an issue – as we shall no doubt see when ORR publishes the latest National Rail Trends statistics next month. In the meantime, it is almost certain that the industry will be required to contribute something to the savings in the government’s Comprehensive Spending Review to be announced shortly as I write.

Economic uncertainty and social change resulting from the continuing high-tech revolution will continue to have profound effects on the passenger rail market. Meanwhile, the high-tech revolution itself continues to impact on the industry, witnessed most recently by the rollout of digital signalling on the Great Northern line – offering long-term cost savings, capacity increases and service improvements.

Exciting and challenging times ahead, then – in which flexible thinking and speed of response will be more than ever necessary. Let’s hope that the new stateowned GBR can deliver this.

*The NTS is a household survey of personal travel, from data collected via interviews and a seven-day travel diary, which enables analysis of patterns and trends. The statistics for the year ending June 2024 include data from the second half of 2023 and the first half of 2024. The results are based on a sample size of 7,518 households. The National Travel Survey mid-year estimates are available at https:// www.gov.uk/government/statistics/nationaltravel-survey-mid-year-estimates-year-endingjune-2024.

LAYING DOWN THE LAW

by Martin Fleetwood

Supreme Court Ruling Impacts Workplace Facilities

Managing the consequences of the UK Supreme Court's judgement on the meaning of ‘sex’ in the Equality Act 2010

How ‘sex’ is defined in the Equality Act 2010 (EA2010) has been a hot topic for a while, with strong opinions on both sides of the discussion. Following the recent ruling of the UK's Supreme Court in the case of For Women Scotland v The Scottish Ministers the Equality and Human Rights Commission (EHRC) has published interim guidance to assist employers and businesses on the practical implications of the judgement until further guidance and an updated Code of Practice can be issued. All industries have a diverse workforce, and the rail sector is no exception. Managing the position with sensitivity and understanding over the upcoming month will be particularly important for all businesses, employees and the people who use their facilities.

The Supreme Court's judgement

Having considered all of the facts before it, the Supreme Court ruled that the terms ‘man’, ‘woman’ and ‘sex’ in the EA2010 refer to biological sex.

This means that, under the EA2010:

• A ‘woman’ is a biological woman or girl which means someone who is born female.

• A ‘man’ is a biological man or boy and means someone who is born male.

In its judgment, the Supreme Court noted that the definition of ‘sex’ in the EA2010 makes clear the concept is binary. Therefore, references to ‘man’ and ‘woman’ under the

‘Being able to detail what decisions were made and when and being able to link this with the then prevailing advice and guidance is likely to be important for an employer in managing any disputes that do arise.’

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.

EA2010 cannot be interpreted as a reference to ‘certified sex’, i.e. individuals who have a Gender Recognition Certificate, and must only look at biological sex. The result of this is that, for the purposes of the EA2010, a trans woman is a biological man and a trans man is a biological woman.

However, the Supreme Court also made it clear that this interpretation of the EA2010 does not remove protection from trans people, with or without a Gender Recognition Certificate. Trans people remain protected from discrimination on

NEWS IN BRIEF

TRANSPORT GROUPS CALL SPENDING REVIEW

'CRITICAL MOMENT'

The Urban Transport Group is urging the Government to use its forthcoming Spending Review to secure longterm funding for public transport. The network of transport authorities says investment is essential for economic growth and delivering government missions on health, safety, and net zero. A new report highlights transformative projects enabled by devolved funding, including the West Midlands Metro expansion, London's Elizabeth Line, and new Liverpool City Region rail stations. Future plans include West Yorkshire's mass transit scheme and the North East's Leamside Line reopening. The group calls for reformed bus revenue support, confirmed transport settlement allocations, zero emission bus investment, and multi-year funding for Transport for London. City regions are described as growth drivers requiring stable transport funding to unlock housing, employment, and productivity improvements.

NEWS IN BRIEF

HEATHROW

EXPRESS LAUNCHES EARLIEST SERVICE

Heathrow Express has introduced its earliest-ever departure from London Paddington at 4:34am, Monday to Saturday. The non-stop service reaches Heathrow in just 15 minutes, targeting passengers with early morning flights. With over 400 flights departing Heathrow before 7am monthly, the new service addresses growing demand for pre-dawn transport.

GREATER ANGLIA WINS SILVER INCLUSION AWARD

Greater Anglia has received a silver award from Inclusive Employers, the UK's leading membership organisation for inclusive workplaces. The recognition highlights the train operator's efforts to improve gender representation in driver and leadership roles, staff engagement through surveys and events, and accessible HR policies. The award also praised leadership training quality and colleague communication systems.

RECORD 5,000 UNEMPLOYED FIND WORK ON HS2

HS2 has achieved a significant employment milestone with over 5,000 previously unemployed people securing jobs on Britain's biggest construction project. An additional 199 jobseekers joined the workforce between January and March, bringing the total to 5,023. The project has worked with the Department for Work and Pensions and local authorities to create dedicated training academies and bootcamps. Fast-track routes into employment help people secure jobs in as little as two weeks. In the West Midlands, 1,870 formerly unemployed people now work on HS2, while Greater London has seen 1,339 people transition from unemployment to construction careers. The programme addresses UK skills shortages while supporting local communities along the construction corridor.

the ground of gender reassignment. Trans people are also able to invoke the provisions of the EA2010 on direct discrimination and harassment, and indirect discrimination on the basis of sex. Applying the current interpretation of case law, this means that a trans woman can claim sex discrimination because she is perceived to be a woman and a Gender Recognition Certificate is not required to give this protection.

The need for interim guidance from the EHRC

The EHRC intends to produce further guidance in due course and provide an updated Code of Practice but this will take time. A public consultation on changes to parts of the Code of Practice (related to services, public authorities carrying out public functions and associations) has also begun. It is intended that the updated Code of Practice will be produced for ministerial approval before the summer. However, in order to provide some clarity to businesses, employees and others on managing the new position, the EHRC has published interim guidance for employers and service providers on the practical implications of the judgment.

The interim guidance provides that in workplaces, it is compulsory to provide sufficient single-sex toilets, as well as sufficient single-sex changing and washing facilities where these facilities are needed. It is not compulsory for services that are open to the public e.g. facilities at railway stations, to be provided on a single sex basis or to have single-sex facilities such as toilets. They can be single sex if it is a proportionate means of achieving a legitimate aim and they meet other conditions of the EA2010. However, most toilets at stations have traditionally been single sex facilities.

The guidance confirms that in relation to both workplaces and services that are open to the public:

• Trans women (biological men) should not be permitted to use the women's facilities.

• Trans men (biological women) should not be permitted to use the men's facilities.

This ensures that they remain as single-sex facilities. It is equally important that trans people should not be left without facilities to use. In places where there is single-sex provision, where possible, mixed-sex toilet, washing and/or changing facilities should be provided in addition to sufficient singlesex facilities. Where toilet, washing and/or changing facilities are in lockable rooms (not cubicles) which are intended for use by one person at a time they can be used by either men or women (biological or trans). This is often the case for a disabled person's toilet at a railway station.

EHRC Consultation

The EHRC is currently undertaking a public consultation on updates it intends to make

‘As this is a complex issue, guidance is likely to evolve over the coming months. Employers will need to keep up with any relevant changes’

to its statutory Code of Practice for services, public authorities carrying out public functions and associations. Given the public nature of Britain's railways it is something that the relevant parts of the rail sector should be engaging in. The consultation is limited to specific parts of the code which are set out on the EHRC's website and seeks views on whether the updates articulate clearly the practical implications of the judgment and enable those who will use the Code to understand, and comply with, the EA2010. It does not seek views on the legal aspects of the definition of sex as these were made clear in the Supreme Court's judgment. The consultation is currently set to close on 30 June 2025.

Practical steps for employers

While this judgment concerned whether trans women with a Gender Recognition Certificate should fall within the definition of ‘woman’ for the purposes of the Equality Act 2010, it has much wider implications. Employers may want to consider:

• Looking at their existing workplace facilities to ensure they comply with the judgment.

• Auditing existing policies and procedures for trans people.

• How they want to respond to the judgment (internally and externally).

• How they plan to handle any issues which may arise in the workplace.

Understandably, this is a sensitive issue and employers will want to handle employee relations carefully and respectfully and consider their employee communication strategy (if they feel they need one). It is also advisable to record any considerations or decisions on how to respond to and manage the implications practically should any disputes arise.

As this is a complex issue, guidance is likely to evolve over the coming months. Employers will need to keep up with any relevant changes. Being able to detail what decisions were made and when and being able to link this with the then prevailing advice and guidance is likely to be important for an employer in managing any disputes that do arise.

Take Your Next Step

Apply today for Certificate, Diploma or Degree courses with CIRO

If you’re looking to take the next step in your career, a CIRO academic course could be the perfect opportunity.

We offer Certificate, Diploma, and Degree-level courses in Railway Operations Management, taught by industry experts and designed to equip you with the knowledge and skills needed to advance your career.

For more information, get in touch with our academic team, visit ciro.org, or join our virtual open evening to hear from past and present CIRO students during a live Q&A session.

Virtual Open Evenings

We’re delighted to be hosting two online open evenings on June 24th and August 5th for those who are considering a CIRO academic qualification. Whether you have already registered your interest for this year’s intake, or are just curious about the possibilities, come along and speak to the team.

To register, email learning@railwayoperators.co.uk

Richard

Pill is CEO of the British Regional Transport Association.

The BRTA is a voluntary membership-based, public transport improvement association.

East-West Rail, Universal and Bedford

Richard Pill, CEO of the British Regional Transport Association, examines railway development options for the OxfordCambridge corridor

There was once an east-west railway linking Oxford-BletchleyBedford-Sandy-Cambridge and had links with north-south main lines. It was closed in 1967 and the following ‘what happened’ to various sections has informed hitherto progress to restoring it as a through entity bit by bit.

Oxford-Bicester-Bletchley/Milton Keynes Central has been rebuilt and is expected to open from August 2025 for passenger and (presumably) some freight operations too.

Bedford-Bletchley, the bit which never closed was modernised but singled at both ends. This may impinge operational efficiency and needs to be redoubled throughout.

Bedford-Sandy/East Coast Main Line (ECML)- Cambridge was closed, tracks and infrastructure dismantled and 60 years of abandonment, other development and encroachment means a literal rebuild will face many challenges and costs, with hardships as people lose their homes for a relocation.

Ironically, the new route proposed by East-West Rail Company (EWRC) has equal problems whereby 60 houses are needed for the northern route, brand new build where there has never been a railway course, steep gradients and challenges like getting through the A1/A421/A428 Black Cat Roundabout intersection and a segregated station at Tempsford, let alone pioneering through West Cambridgeshire to go south to link with the Hitchin-Royston-Cambridge Lines at near Shepreth Junction, south of Cambridge.

Neither route is without problems and the British Regional Transport Association (BRTA) have steered a middle course whereby we want the old route which to

mainly clear between Bedford and west of Willington, through or deviation at Willington to new-build south side of the River Great Ouse on embankment to avoid flooding, go north of Blunham and approach Tempsford from the south-west, either side of Station Road, Tempsford and physical linking rails to outer slows of the ECML as well as through tracks onwards to Cambridge.

Our physical tracks linking with ECML would allow more passenger and freight directly to and from the Oxford corridor and associated links and vice versa. North of Stevenage, East Bedfordshire and south of Peterborough would all be linked directly from where people live to the Universal Theme Park as well as Bedford, which like many places needs regeneration and sustained footfall and spend. If we do not have the Bedford-ECML section, Cambridge and East Anglia remain cut off by rail and the benefits lowered as a result for all involved.

The Northern Route required an extra two tracks north of Bedford Midland Railway Station and it is yet to be confirmed as to its suitability for freight. Contrast our route which following the River Great Ouse on old trackbed alignment to west of Willington is flat and facilitates an easterly approach to Bedford and access northwards to Bedford Midland and beyond for passenger and freight and vice versa, which the EWRC Northern Route does not. BRTA’s route also leaves open the door of a new-build extension Bedford-Northampton rail link for Thameslinks to include Northampton and beyond and freight to the new Northampton Depot, DIRFT and vice versa. Again, EWRC does not facilitate that inclusive agenda.

‘With Universal opening in 2031, rail should be a top priority, as these areas bestriding the Oxbridge Arc have waited long enough!’

The

implications of the Universal Studios development

Universal Studios Theme Park will be significant for several reasons:

• It will attract a projected eight million people per year and East-West Rail will undoubtedly get a slice of that market, both directly and coincidentally. That means revising footfall and flows, reach and range upwards.

• Rail has the advantage of land-use, contrast the environmental and land guzzling road upgrades and parking capacity demand.

• People will want to attend it from both ends of the Oxbridge Arc and radial north-south main lines connecting with it, a point which means designing through rail physical access should be an important consideration now, going forward.

The

feasibility

of implementing hourly Oxford-Bedford services

The Bedford-Bletchley section has had a Cinderella status for many decades. It has been automated and modern signalling. It has passenger and freight being used on it now and has a lot of spare capacity and could do more revenue earning business if the frameworks were liberalised to allow Open Access, more freight, more use of the resuscitated Forders Sidings at Stewartby and more through and end-to-end transit freight operations to and from the Oxford corridor and wider disseminates thereof.

It is BRTA’s view that the local allstations shuttle must remain in full, as these halts fill trains and feed into main lines and larger urban areas at both ends.

EWRC trains should exploit the semi-fast end-to-end market, Open Access likewise, a Nottingham/Leicester-Bedford-OxfordBristol Cross Country style through service has been mooted for example. WatfordCorby semi fasts likewise, with new stations north of Bedford on the slow lines, cutting A6 trunk road traffic of growing outlying areas into Bedford and freeing up parking capacity at Bedford Midland Station too. Bedford should be included in Oxford services from day one, and we have publicly called for local leaders and agencies to call for one per hour semi fast between Bedford and Oxford, to avoid changing and differential timetabling at Bletchley disenfranchising potential rail users, which will boost all existing rail services.

‘Congested roads amidst the promises made that bypassing Bedford would reduce traffic, have proven false and the exact opposite has happened, whereby with no rail alternative, more road space has attracted more traffic.’

BRTA sees that if Oxford-Milton Keynes are eight coaches long, the existing Platform 1A at Bedford Midland will be inadequate. We have called for more bay platforms. Our view was that if rails east of Bedford went via St John’s and the triangle reinstated in a new design fashion, east-west freights would avoid Bedford Midland Station ‘box’ contrast the Northern Route which put everything through the Bedford Midland Station interfaces.

Moreover, until the Northern Route is built, which could be ten years’ time,

Oxford-Bedford trains and BedfordBletchley services will need more baying and longer platforms. BRTA does not think it operationally expedient to think you can stable trains waiting over on through lines which are needed for intensive operations by Thameslink and East Midlands Railway (EMR) for example.

Some are dismissive of our bays call, but if we want more trains, whatever route is chosen, bays interim will be required. Otherwise, Universal opens 2031 and we will have no real benefit from Oxford corridor trains services calling at Bedford. This is unacceptable and should have been foreseen in any case. New tracks linking approaches to Bedford Midland to existing lines for freight are needed and so upheaval is what we will face for many years to come, unless the matters are resolved amicably.

In 2019 the original consultation did not include the old route, so the public had no say. Likewise, Office for Road and Rail (ORR) stipulated no new level crossings, everything must be bridged and the idea of ‘special dispensations’ has not been forth-coming, leaving our route in jeopardy as places like Priory Park Entrance does not lend itself to bridge the railway due to a river culvert sandwiched between old railway trackbed and the adjacent Barker’s Lane.

RAIL LIFTING JACKS & PIT EXPERTS

In summary, both Northern Route and our route have pros and cons. However, development pressures abound, time is running out and demand is not an issue with Universal adding to the case for a full-blown east-west rail solution circa 50 miles radial of north of London and south of Leicester and Peterborough.

It is BRTA’s view that swift action and a coming together of agencies, councils, EWRC, public and Government Reforms of the structure of the rail landscape, must deliver now, not wait to beautify or gold plate each other prior to any services commencing. As someone who started campaigning since 1985, time is running out, but equally, congested roads amidst the promises made that bypassing Bedford would reduce traffic, have proven false and the exact opposite has happened, whereby with no rail alternative, more road space has attracted more traffic and it is high time in BRTA’s view, rail got a slice of that potential and social, economic, environmental and the moral case means rail should be a top priority, as these areas be-striding the Oxbridge Arc have waited long enough!

A reader can be found on our Blogspot: https://brtarailvolunteer.blogspot.com/ and more on our website: https://brtarail.com/ our-campaigns/

CIRO Calls for Strategic Clarity

CIRO welcomes the Government’s direction, but structure alone won’t deliver success. Great British Railways must have the freedom to operate with clarity of purpose, insulated from short-term political cycles, says CEO Phil Sherratt

While we support the broad aims of the Government's Railway Bill, our response to the consultation calls for a clearer, more coherent approach to reform, whilst emphasising the need for strong leadership, operational autonomy, and a shift toward long-term, whole-system thinking. The establishment of Great British Railways (GBR) presents an opportunity to address long-standing fragmentation within the industry, but we caution that this ambition risks being undermined by excessive political control, blurred governance, and insufficient engagement with the professionals responsible for delivering the railway on the ground.

Our response emphasises the critical importance of GBR having the freedom to operate with an entrepreneurial mindset, with flexibility and independence from political interference. While we support the Secretary of State's role in setting longterm strategy, we highlight concerns about potential contradictions in the consultation, particularly regarding the Secretary of State's power to: ‘Issue directions and guidance to shape how GBR carries out its functions.’

We warn that railways operate over decades, not election cycles, and frequent shifts in political priorities risk undermining essential long-term planning. As the consultation states, GBR should operate with ‘authority, independence and clear strategic direction,’ but we've identified that this could be threatened by various approval mechanisms and limitations proposed elsewhere in the legislation.

‘Structure alone won't deliver success. Great British Railways must have the freedom to operate with clarity of purpose.’

We support the establishment of a long-term strategy for GBR, set by the Secretary of State. However, our response stresses the need for clear boundaries that allow GBR to make independent decisions based on professional judgement. Railways operate over decades, not election cycles, and frequent shifts in political priorities risk undermining essential long-term planning.

The rail industry has suffered for too long from fragmented responsibilities and siloed thinking. We call for a holistic approach to planning and operations that reflects the interconnected nature of infrastructure, services, customers and communities. This systems-based mindset is a cornerstone of CIRO's professional development programmes and is critical to delivering a modern, responsive railway.

We strongly advocate for decisions –particularly those relating to performance, access, safety and investment – to be informed by individuals with practical, frontline rail operations expertise. Our response urges the Government to ‘seek to involve experienced and relevant railway operational and engineering specialists wherever appropriate during the formation of regulatory frameworks.’

While welcoming reforms to access rules, we urge Government and GBR to ensure freight and open access operators are treated fairly and transparently. We raise concerns that the consultation's reference to decisions being made ‘in the public interest’ is open to considerable interpretation and emphasise the need to articulate clearly how such decisions would balance the varying needs of local and long-distance passenger services, freight and open access.

The Institution warns that local political interests must not override national strategic objectives, especially where infrastructure is shared across regions. There are specific concerns that increased roles for Mayoral Strategic Authorities ‘could risk the prioritisation of local services at the expense of commercially important long-distance services or freight.’

We support the concept of five-year funding periods but highlight that many enhancements require longer-term financial certainty. CIRO urges a pragmatic, outcome-based approach to investment that avoids short-termism and removes artificial boundaries between renewals and enhancements.

Our response notes: ‘While a five-year settlement for operations, maintenance and renewals might be appropriate, enhancements require a longer-term view. That said, a more pragmatic approach to distinguishing between renewals and enhancements would be helpful, to avoid a dogmatic approach which prioritises like-for-like replacement over sensible enhancements.’

We emphasise the critical role of people in the success of GBR and broader rail reform. While the consultation focuses on structural change, equally important is ‘an accompanying programme of culture change to give those working in the industry a whole system mindset as we move to GBR.’

Through our programmes – including apprenticeships, university partnerships, and our new MBA in Railway Operations Management – CIRO is equipping professionals with the skills needed to manage a complex, modern railway. Our Professional Operators Development (POD) framework is already being used by members to track whole-system competencies.

CIRO welcomes the direction of travel set out in the consultation and sees a clear role for the Institution in helping GBR and the wider industry transition to a more integrated, effective model. As the only professional body dedicated solely to railway operations, we are uniquely positioned to provide the thought leadership, training, and collaborative networks that will support the success of reform.

The response we've submitted to Government reflects CIRO's long-standing commitment to ensuring rail reform is shaped by those who understand the operational realities of the network – and who are passionate about building a better railway for Britain.

Phill Sherratt is CEO of The Chartered Institution of Railway Operators (CIRO).

From Flexibility to Accountability

Rena

Magdani is Partner and Head of Employment, Pensions and Immigration and Matt McBride is Partner at leading law firm Freeths.

Leading law firm Freeths recently published the results of their 2025 Employment Survey. We asked Rena Magdani and Matt McBride from the Employment team at Freeths to share some insights

‘Having a clear whistleblowing policy can help your business in the long run by helping you to tackle issues early and by protecting your reputation.’

The survey offers a comprehensive analysis of the evolving HR priorities and challenges facing businesses in the UK. It also allows us to compare what businesses are prioritising this year compared to last. One issue that is getting more attention this year compared with last is whistleblowing initiatives, with 37 per cent of respondents saying they are promoting these. Having a clear whistleblowing policy can help your business in the long run by helping you to tackle issues early and by protecting your reputation.

What is a whistleblower?

A whistleblower is someone who makes a protected disclosure. This needs to be a disclosure of information – not just an allegation – about some form of unlawful activity. The whistleblower needs to have a reasonable belief that there’s unlawful activity happening and that the disclosure is in the public interest.

Your whistleblowing policy should:

• Highlight that whistleblowers only need to demonstrate a reasonable belief in the alleged wrongdoing.

• Say who whistleblowers should contact and how.

• Explain the process so whistleblowers know what will happen and the protections they’ll be given.

• Try to maintain confidentiality as far as possible.

• Make it clear that it's a serious disciplinary offense to retaliate against whistleblowers.

• Be written in simple language avoiding legal or technical terms.

• Be reviewed regularly.

• Have senior level support.

• Take into account data privacy.

Flexible working

In contrast to whistleblowing, the number of businesses focusing on flexible working in 2025 is down to 50 per cent compared to 62 per cent in 2024.

In 2024, flexible working was an important way for businesses to stand out and attract staff in a challenging climate for recruitment. The reduced focus on flexible working this year may be because the proportion of firms attempting to recruit new workers fell to its lowest level in three years, according to the British Chambers of Commerce’s quarterly recruitment outlook report in October last year. But there are significant sectoral differences and transport is the sector most likely to be attempting to recruit according to the same report.

‘Flexible working is more than working from home – it can include job sharing, remote working, hybrid working, part time hours, compressed hours, flexitime, and more.’

With the Employment Rights Bill making flexible working the default, and the fact that a good flexible working policy can attract staff, it’s worth reviewing your policy.

Get Employment Rights Bill ready

Flexible working being the default in the future means that requests can only be refused for reasons falling within the relevant statutory grounds and if it is reasonable to do so. Employers must give their reasons for refusing flexible working requests and explain why they consider it reasonable to refuse the application.

Think flexibly

Flexible working is more than working from home. It can include: job sharing, remote working, hybrid working, part time hours, compressed hours, flexitime, annualised hours, staggered hours, phased retirement and more. Are there options that you haven’t considered that could benefit both your business and your staff?

Make hybrid working work

Effective hybrid working takes planning. Consider how to maintain effective communication; clarifying roles and responsibilities; how to manage performance management effectively; how to support staff appropriately; how to facilitate networking; how you’ll check on employee wellbeing; and how to manage conflict.

Sexual harassment training

Since October 2024, all UK employers have had a duty to take reasonable steps to prevent sexual harassment in the workplace and training is an essential part of that. Our survey revealed that only 40 per cent had already implemented training programmes for their employees, 34 per cent have them in development and 26 per cent had no plans to implement yet. Employers who do not implement training programmes are not complying with their legal obligations and are exposed to claims.

For help with sexual harassment training (in-person and e-learning), whistleblowing, flexible working policies or any employment issues contact Rena Magdani, Partner and National Head of Employment, Pensions and Immigration on 0345 272 5715 or rena. magdani@freeths.co.uk or Matt McBride, Partner on 0345 274 6949 or matt.mcbride@ freeths.co.uk.

Norbar is a UK manufacturer of battery, electric, pneumatic and manually operated torque multipliers, wrenches, torque measurement equipment and bespoke torque control solutions specially developed for the rail industry

Contact Norbar and speak to The Voice of Torque Control

Sue Williams is Managing Director at Hexagon Consultants. For more information about Hexagon and its services, please visit: www.hexconsultants.com. To message Sue Williams directly, please visit: www.linkedin. com/in/suedale-williams-supplychainspecialist/

Data Driven Oversight Methods on UK Rail

Sue Williams, Managing Director at Hexagon Consultants, shares her insights on data driven oversight methods, how these can be used and the capabilities for improving rail systems

The adoption of data-driven oversight has increased significantly in recent years across the rail sector and other industries. Most notably, the UK government has implemented measures to enhance transparency and accountability in its rail systems. From March, all rail stations will feature screens displaying the percentage of trains delayed or cancelled, aiming to hold operators to account and encourage service improvements.

The Labour government has similarly announced plans to display punctuality performance data on station screens.

These developments indicate a growing trend for the rail industry leveraging data and technology to enhance oversight, improve performance and better efficiencies.

Understanding oversight methods Data-driven oversight means using data collection, analysis, and automation to keep track of and improve complicated processes – like managing energy use, monitoring financial transactions, or overseeing large networks. Through components such as sensors, GPS and IOT devices, it helps identify patterns, spot issues, and make better decisions based on real-time information.

How can oversight support improvements

By adopting data-driven oversight methods, UK rail systems can collect live data from train movements, use predictive analytics to foresee issues, and monitor performance metrics to pinpoint inefficiencies.

This proactive approach transforms management from merely reacting to problems into making well-informed

decisions, ultimately reducing delays, optimising asset use, and enhancing the passenger experience. Capabilities include:

1. Predictive maintenance – AI and IoT sensors are able to monitor track and rolling stock conditions, tracking faults and preventing failures before they occur to improve service reliability and create more robust processes.

2. Remote condition monitoring (RCM) –Real-time data from infrastructure and rolling stock helps detect faults early, reducing downtime and thus improving operational and cost efficiency.

3. Performance analytics – Data-driven insights improve timetable adherence, congestion management, and service reliability. Accurate tracking replaced outdated reporting to optimise performance.

4. Compliance & regulatory reporting – Automated data collection ensures adherence to Office of Rail and Road (ORR) regulations. Similarly, digital audits offer improved efficiency in compliance reporting.

5. Passenger flow analysis – Digital methods such as CCTV, ticketing systems, weather reports and mobile and passenger data help to improve overall station management, reducing overcrowding and enhancing safety. Integration of data from multiple sources in turn provides users with a more interactive experience to align with consumer demand.

6. Investing in digital twins for infrastructure – Virtual models or 'twins' of rail assets allow vigorous testing of operation changes, maintenance and renewal process without disrupting

networks. By creating system replicas, rail systems can utilise this oversight to better plan, prepare and reduce risks.

7. Automated monitoring & alerts –AI systems can be used to monitor performance metrics and generate alerts such as non-compliance, safety risks or inefficiencies. This data oversight provides regulators with live reports to identify risks, challenges and prevent disruptions to services. This automated monitoring supports improved incident response and risk management, with data identifying and predicting high-risk areas and supporting faster response times.

8. Supply chain and asset management – Data integration into rail systems will optimise inventory management, procurement, maintenance planning and fleet management for efficiency. Should problems with a supply chain arise, this can have a significant knock-on effect across all other areas of the rail service. With the increasing challenges facing supply chains, especially in the aftermath of the pandemic and geo-political tensions, organisations need to develop robust and resilient systems.

In practice

As the UK government places increased accountability on rail services and the use of data driven technology continues to accelerate, we should expect the rail industry to embrace the benefits of improved oversight.

At Hexagon, we partnered with AI specialists, Aerogility, and Network Rail High Speed to test an AI powered digital twin model, originally developed for the aerospace sector- on the HS1 infrastructure connecting the UK to Europe. The project provided a proof of concept for how this technology could streamline rail operations, maintenance, and inspections, leading to greater efficiency and cost reduction in asset management. By applying datadriven strategies, the project provided HS1 improved oversight and knowledge to support its digital vision.

In turn, the automated model supports Network Rail High Speed's wider target to reduce the number of systems and processes it uses across its business concerning the efficient operation, inspection and maintenance of the railway through the application of data-led knowledge and strategies.

Looking ahead

Over the last decade, there has been a rapid acceleration in industries and suppliers implementing oversight methods to improve efficiencies, a trend that is expected to continue. In order for the UK rail systems to effectively navigate challenges and meet the growing demand and pressures of both the government and consumers, they must embrace data-driven oversight methodsenhancing their abilities to work proactively and reduce risks.

GABRIEL STROUD

CEO AND CO-FOUNDER OF ASSESSTECH LTD.

Gabriel Stroud is the CEO and cofounder of AssessTech, a leading provider of developmental competence management systems and training solutions for the railway industry. With over 20 years of experience in rail operations and technology, Gabriel has been at the forefront of promoting a safety-first culture through effective competence management and continuous professional development.

What was the inspiration behind starting AssessTech?

AssessTech was founded to enable railway personnel to take ownership of their own competence by providing them with access to performance criteria, learning materials, and grading. This grading allows them to understand what they do and don’t know, and what they need to prioritise, ensuring they are able to improve performance and reduce incidents by being proactive individually. We believed that technology could support a more developmental, coaching-style approach where the focus is on helping people get better, not just passing or failing them.

Tell us about AssessTech.

We’ve been going since 2008, so over 15 years now. It’s been quite a journey! AssessTech provides digital competence management systems for individuals working in safety-critical roles in the railway. We offer software, training, and consultancy, all of which have been designed to help railway companies manage risk and improve performance through proactive competence development.

What is your Unique Selling Point?

It’s our focus on developmental competence management, ensuring that those working in safety-critical roles in the railway have the confidence to perform their respective roles competently. We’re not just about recording assessments; we’re about helping individuals understand and take ownership of their own competence, resulting in an increase in productivity and performance.

What types of companies do you collaborate on projects with?

We primarily work with UK train operating companies. We also work closely with industry regulators and governing bodies to ensure our services are always aligned with industry standards and compliance.

What kind of challenges did you face in the early days?

Convincing people to go digital was a big one. There was quite a bit of hesitation and scepticism about changing from paperbased assessments to digital ones, especially around whether systems could be flexible enough to accommodate complex railway processes. It took time, trust, and a lot of listening to get it right. We spent time with our users, shaped the product around their needs, and offered lots of support and training. That’s still our approach today.

What’s next for AssessTech?

We’re focused on continually evolving our electronic competence management system

‘We're not just about recording assessments; we're about helping individuals understand and take ownership of their own competence, resulting in an increase in productivity and performance.’

to meet the changing needs of our clients and stay closely aligned with industry regulations and standards. Our goal is to help our customers meet their compliance objectives and support better decisionmaking, reducing risk, and creating a stronger culture of continuous development.

How is your company addressing the increasing importance of cybersecurity in the rail industry?

Security is absolutely central to what we do. As a provider of digital competence management systems, we handle large volumes of sensitive personal data, from assessment records to training history, so protecting that information is a top priority. We're ISO 27001 certified, which means we follow a rigorous, internationally recognised approach to information security management. Security is built into our software from day one, right through design, development, and deployment.

In addition to this, we operate secure hosting environments with extensive data backup, redundancy, and recovery measures in place. Our clients trust us not only to help them meet their compliance objectives, but to safeguard their data every step of the way.

With the coming launch of Great British Railways, how do you anticipate your place within the supply chain changing?

We expect more central coordination, which could make it easier to standardise best practice and share innovations across the industry. We’re already working closely with clients to make sure we’re agile enough to support that shift.

What are some of the biggest challenges your sector currently faces?

One of the challenges the railway has always faced is transitioning from a reactive approach to incidents, accidents, and events to a proactive one. Our software is designed to be proactive. What we now need to do is start harnessing the data we have to become truly proactive. With the changes in the environment at GB Rail, we need to ensure

that data is front and centre, along with how it is interpreted.

What are some potential solutions?

The dream is to have centralised reporting for data to be mined and used properly. Once we have reached the point where data can be used proactively, we are ahead of the curve. Once we are truly proactive, we’ll be able to reduce incidents and improve performance on the railway drastically.

What do you expect to be the biggest challenges that come from this transformation of the railway industry?

Although there is a level of standardisation in the industry, each TOC operates in a slightly different way, depending on its operating environment and location. So, the challenge is how do we establish agility and best practices across each TOC, ensuring they don’t lose their unique identity, while working towards the common goal of reducing incidents and improving performance on the railway.

Where does AssessTech see itself in the next ten years?

We want to be at the heart of developmental competence across the industry, not just in the UK but globally. Still innovating, still supporting safety and performance, and still putting people first.

ASSESSTECH LTD.

Founded in 2008, AssessTech is a leading provider of digital competence management systems for the railway industry. Its ISO 27001-certified solutions enable safety-critical personnel to take ownership of their competence through innovative software, training, and consultancy services, helping railway companies reduce risk and enhance performance through proactive development.

Want to know more about AssessTech?

Address: AssessTech Ltd., First Floor, 20 Bedford Road, Guildford, Surrey, GU1 4SJ

Transformative Solutions

Expert-led Training Tailored Consultancy

Competence isn’t just about passing assessments, it’s about continuous growth.

Our training solutions focus on:

• Skills development to close competency gaps

• Engaging, interactive learning experiences for better retention

• Certification & assessment support to maintain compliance

• Upskilling railway professionals for career progression

Our solutions provide railway organisations with real-time visibility of their workforce competence.

Our solutions help organisations to:

• Identify risks before they become issues

• Track and manage compliance

• Optimise workforce training based on data insights

• Improve decision-making with analytics

Every railway organisation faces unique challenges.

Our consultancy services provide:

• Personalised competence management strategies

• Risk assessments to prevent safety incidents

• Compliance support to navigate evolving regulations

• Change management solutions for digital transformation

Developmental competence management for a safer railway

Contact Us:

Office: St James House, 20 Bedford Road, Guildford, Surrey, GU1 4SJ

Email: info@assesstech.com

01483 338646

Jonathan Spruce is ICE Trustee for policy and external affairs.

NISTA’s the Name, Delivery’s the Aim

As the National Infrastructure Service Transformation Authority takes shape, Jonathan Spruce examines how this merger of the NIC and IPA could solves the historic challenges of the UK's ‘stop-start’ approach to major rail initiatives

On 1 April 2025, the new National Infrastructure Service Transformation Authority (NISTA) came into being, merging the functions of the National Infrastructure Commission (NIC) and the Infrastructure and Projects Authority (IPA).

NISTA sees its role as ‘ensuring the government’s strategies for infrastructure and service transformation deliver the growth and opportunity the country needs’. More pertinently, NISTA ‘assists departments in overcoming challenges and obstacles to achieve their delivery objectives by advising on top-priority projects, financing options, and maintaining a strategic focus’.

So, if this new organisation is about focusing on delivering the right project for the country with efficient and effective delivery, how will this affect the rail industry, which, let’s be honest, has one or two recent challenges with project definition and delivery?

Well, the Institution of Civil Engineers (ICE) has recently published a paper outlining its recommended priorities for NISTA. In summary, these are:

• Provide independent advice and challenge to the government.

• Enable long-term strategic infrastructure planning.

• Oversee a credible pipeline.

• Embed best practice and raise capability across government.

• Inform and engage the public.

• Engage globally.

How these recommendations affect the rail industry, hopefully in a positive and constructive way, are explored below.

First, NISTA’s independent voice will be important to allow government and the industry to have an honest conversation about the progress of a particular project and its challenges. One of the criticisms often levelled at HS2, for example, has been the opaqueness of the costs, the frequent changes of delivery timeframes. At present, what is the incentive for project promoters to provide robust information if it could affect future funding, and at the same time, what is the expertise available to readily challenge any information provided?

NISTA intends to take an evidence-led approach to its work, but this evidence needs to be accurate and subject to scrutiny, so for this to really work effectively, a truly independent voice is required to improve confidence from all sides, which should help identify challenges to delivery early and allow more constructive approaches to addressing these.

Second, we have often had a ‘stop-start’ relationship with our programme of major rail projects. Think not just HS2, but also Midland Mainline electrification and the Transpennine Route Upgrade, both of which are now in the delivery phase but have had several gestations over different governments.

Our rail network is a complex system, and inevitably affects people and goods, so establishing a clear, deliverable long-term plan for rail will not only allow the industry to align its skills and processes to serve that plan, it will allow regional and local

‘NISTA's independent voice will be important to allow government and the industry to have an honest conversation about the progress of a particular project and its challenges.’

authorities to align their own priorities with national ones. This will become increasingly important since the government aims to further devolve rail responsibilities to regional administrations and elected mayors.

Third, establishing a credible pipeline will also help the industry adapt and respond effectively. One of the government’s views of the existing infrastructure pipeline is that there is too much in it. The relative lack of update and delivery within the existing Rail Network Enhancement Pipeline (RNEP) is testament to that.

In June, the government will publish a new Ten Year Infrastructure Strategy alongside the outcome of the multi-year Spending Review. Having a focused pipeline of rail projects that the industry considers deliverable and has longevity will be crucial to overcome some of the issues with RNEP in the past. Crucially, this process will need to include details of how the pipeline can evolve/be updated to reflect changes in priorities or circumstances – the ‘static table’ approach of RNEP feels a bit dated in a more data-intensive environment.

Fourth, the ICE is keen to see that the principles of the Construction Playbook (which is also due for an update soon) are taken forward by NISTA and applied to major infrastructure projects. The Construction Playbook provides practical guidance and a platform to embed sustainable outcomes while delivering projects at pace and scale. Mandating the use of the Construction Playbook can be achieved by converting the current ‘comply or explain’ requirement to ‘comply’.

Embedding sustainable outcomes at the outset is critical to all projects, and within the rail industry, there are examples of when not setting out such agreed outcomes at the start has led to issues (HS2, again), but also where adopting those principles and establishing a clear vision at the outset has helped with effective delivery – most notably on the Transpennine Route Upgrade.

NISTA’s creation is part of a threepronged strategy to tackle underinvestment and instability in the UK’s infrastructure systems. It is pleasing to see that the government has listened to the industry in setting the aims for NISTA. It may not solve everything, but it feels like an opportunity to address some of the issues of the past. Its success will be judged in time, but let’s engage positively now and improve the rail industry for the better, bringing to the fore all of the great things that we do rather than the negative headlines we often see.

Bridge Lift Expertise Deployed

Mabey Hire provides specialized propping and monitoring systems for two historic bridges in £100 million Wigan-Bolton rail electrification project

A£100 million rail infrastructure project, the Wigan to Bolton electrification project, has upgraded the existing line, including modifications to 17 bridges. For two of these bridges, Mabey Hire was contracted to provide bespoke propping and jacking systems, along with precise movement monitoring, enabling the Deep Pit bridge to be lifted 1,600mm off its abutments.

The full scope of the project, which concluded in January 2025, has seen the railway line between Wigan and Bolton electrified, along with improvements to the signalling between Lostock Junction and Wigan North Western Station. This includes installing 450 new stanchions for overhead line equipment and lengthening three platforms to address overcrowding at peak times, together with the modification to the 17 bridges and two level crossings.

Appointed by main contractor, Kier, which has been acting on behalf of Network Rail, Mabey Hire’s work was focused on two bridges: Deep Pit and High Barn. Working with structural engineers, Tony Gee & Partners, and Lead Temporary works designer, DYSE, Mabey Hire supplied its Mass 50 propping, lifting beams, hydraulic jacks and monitoring equipment for the improvements to the historic bridge structures.

Billy Darcy, Senior Engineer at Mabey Hire, explained: ‘Along with other structures along the line, the 150-year-old Grade II listed Deep Pit bridge had to be lifted, providing room for the new overhead line equipment to be installed underneath. This involved raising the 40-metre-long iron truss footbridge 1,600mm off its masonry abutments and resting it on temporary supports for six weeks over a live railway. Comprising of a pair of trestles at each end of the structure, our propping scheme enabled us to lift the bridge from above using DYWIDAG hanger system bars and our hollow ram hydraulic double action jacks, all linked to a sync pump.

‘Due

to the unique challenges presented, some bespoke fabrications were utilised, including a cradle with skate tracks to help guide the bridge while the lifting bars were threaded through the truss members. This made for quite a complex arrangement involving tapered bearings.’

Billy Darcy, Senior Engineer at Mabey Hire

‘Due to the unique challenges presented, some bespoke fabrications were utilised, including a cradle with skate tracks to help guide the bridge while the lifting bars were threaded through the truss members. This made for quite a complex arrangement involving tapered bearings. We also used our structural monitoring equipment to measure the displacement whilst the jacking was carried out.’

This monitoring took place over a fourweek period and included installing biaxial sensors onto each of the props, designed to monitor the degree of movement or lean in the X and Y axis, as well as four laser displacement sensors which were clamped onto the bridge deck itself. These were aimed vertically downwards, recording any movement relative to the ground surface. In both instances, all the measurements were relayed directly to Kier via Mabey Hire’s Insite web portal, allowing real-time access to the monitoring data and instant alerts should the pre-agreed tolerances be exceeded at any point.

In a second phase just prior to the end of 2024, the 45-tonne Deep Pit footbridge was carefully lowered back onto its re-engineered abutment to rest on new bearings, 1,075mm above its original height. In order to minimise disruption to rail users, much of the work was carried out at weekends, with the actual bridge lifts taking place during carefully planned nighttime or extended possessions.

Mabey Hire also supplied its Mass 50 propping for the High Barn bridge, with similar works required to allow for the necessary alterations of the bearing shelves on the bridge. This required two sets of

75-tonne hydraulic jacks, due to the 420mm travel being just above the standard stroke of the equipment. Further complicating this task were site constraints, which made it impossible to sink temporary foundations alongside the northern abutment. To work around this, Mabey Hire cooperated closely with structural engineers, Tony Gee & Partners, to design a base which spanned the rail line.

Speaking about the High Barn contract, Billy said: ‘With one end of the stub beams having to be resin anchored into the masonry structure, we worked with engineers Tony Gee & Partners to come up with an alternative scheme design. After the alterations to the abutments were fully finished, we reversed the jacking process and relocated the deck onto its new bearings at a final height of 390mm above the original position.’

The design manager and consulting engineer for Kier on the project, Paul

McGlade, commented: ‘Both Deep Pit & High Barn were technically challenging bridge jacking projects, each with its own set of unique tasks. Mabey’s design team provided crucial knowledge and equipment to provide bespoke solutions which allowed for speedy installation during the tight timeframes of railway blockades. The 24/7 monitoring solutions were invaluable for real time data, allowing for confidence in how the structure was performing under load while trains were running.’

In addition to offering the UK’s widest range of temporary works solutions –including groundworks support, propping and jacking – Mabey Hire can also enable monitoring of structures or sites, ensuring contractors are operating effectively with no detrimental impact on the surrounding area.

Find out more about how Mabey Hire can support projects in the rail sector, here: https://www.mabeyhire.co.uk/oursectors/rail

Tackling Invasive Weeds on Track

Daniel Docking, Technical Manager of the Property Care

Association’s Invasive Weed Control Group, offers some insight into good practice in tackling the issue

Invasive, non-native plants such as Japanese Knotweed and Buddleia have long presented challenges for the rail sector, legally, economically and ecologically. Effectively managing invasive non-native plants, including Japanese Knotweed or Buddleia, in rail environments demands a detailed understanding of their life cycles, potential entry pathways, recognised industry experts who are adept for planning and coordinating remediation strategies.

Understanding the biology, behaviour, and lifecycles of these species, allows the implementation of preventive or remediated measures to curtail their spread, via the use of sustainable control methods, tailored to specific habitats and plant species.

There’s a pressing need to take action to control their spread. Japanese Knotweed alone is estimated to cost the British economy around £247 million per year. That can play out in the rail sector in a variety of ways, including the consideration of further complications, costs for planned development work being impacted by delays or the presence of controlled waste, with invasive non-native plants in the soil.

And while there is no evidence to suggest damage to actual rail tracks, infrastructure damage, specifically to gangways or railway archways caused by invasive non-native plants is another pressing matter.

But it’s not just an economic concern. There are legal considerations too. Japanese Knotweed can be found in every county of the UK. It is tied to legislation, which means landowners have a responsibility to manage infestations responsibly.

Encroachment into neighbour land/ properties is a specific problem for the sector, highlighted by Network Rail’s welldocumented prosecution for this.

There are a range of ecological, environmental and safety factors too. We have a responsibility to minimise the spread of invasive non-native plants, to ensure the UK’s biodiversity is maintained for future generations to enjoy.

Invasive weeds can have a considerable impact on terrestrial plants, including disrupting habitats and ecosystems, outcompeting desired vegetation for resources including sunlight, water, and nutrients, reducing biodiversity, spreading disease, and interfering with the genetic integrity of native flora.

Some invasive non-native plants can also impact human health by exacerbating allergies, creating breeding grounds for disease-carrying organisms through poisoning, and posing physical hazards such as obstructing waterways and exacerbating flooding or increasing the risk of wildfires.

The right route to manage the challenge

With the stakes high in managing invasive non-native species, rail professionals need a trusted route to ensure compliance and set out good practice.

A key consideration in addressing this need is met by the ‘UK Code of Practice for the Management of Invasive NonNative Plants,’ which offers a single point of reference for invasive weed control professionals operating across a range of sites, including trackside.

The PCA produced this 360-degree overview of all elements involved in the management of invasive non-native plant control last year.

Of significance to the rail sector is the fact that it offers a trusted reference point for planners, developers, environmental groups and surveyors in the industry, with a remit to develop to ensure that these invasive plants are not allowed to spread beyond the confines of the site.

The Code of Practice is an important document in tackling this challenge, setting out the competency standards and procedures to deliver real impact in addressing the issue.

Intended for use in England, Northern Ireland, Scotland and Wales, the Code of Practice has been informed by the Great Britain Invasive Non-Native Species Strategy 2023 to 2030 produced by the Department

THE PROPERTY CARE ASSOCIATION

The Property Care Association (PCA) is the leading representative organisation for the UK’s building protection industry. Its skilled and audited membership operates across domestic, commercial and civil sectors in the structural repair, structural waterproofing, wood preservation, damp protection, flood remediation and invasive weed control industries.

Focused on the complete building envelope, their expertise protects the integrity and comfort of domestic buildings in both new build and refurbishment projects, guarding against moisture damage, damp, mould and decay.

Members also deliver cutting edge techniques to protect commercial and civil structures against water penetration and ground gases, as well using the latest scientific methods to tackle invasive weeds, including Japanese Knotweed, across all urban, rural and watercourse environments. Formed more than 90 years ago, the PCA is noted for its training and technical expertise, with knowledge built up over the decades combined with a focus on best practice and innovation forged in partnership with industry, academics, fellow trade associations and professional bodies, as well as local and national government partners.

The PCA is currently developing training programmes, guidance documents and other support material to support the government’s 2025 introduction of the Future Homes Standard. www.property-care.org

for Environment, Food & Rural Affairs (Defra), Welsh Government and the Scottish Government.

The information included conforms to, or improves on, recommendations provided by the Environment Agency (EA) Invasive Species Ireland, the Royal Institution of Chartered Surveyors (RICS), the Scottish Environment Protection Agency (SEPA), and Natural Resources Wales (NRW) for the survey and management of invasive nonnative plants.

More details on the guide can be found at UK Code of Practice for the Management of Invasive Non-Native Plants

Signposting to trusted contractors

When it comes to appointing professionals to undertake invasive weed control, PCA’s Invasive Weed Control Group is a first port of call.

This is a collective group of industry professionals offering clear guidance on best practice and standards, as well as being a reference point for reliable, competent and trustworthy invasive weed contractors.

Our members have a range of options to treat infestations, so it’s essential to engage a competent Certificated Surveyors in Japanese Knotweed (CSJK) who will have the specialist skills and knowledge to

identify Japanese Knotweed or any other invasive plants that may be present.

More details about the PCA’s Invasive Weed Control Group can be found at https:// www.property-care.org/homeowners/invasiveweed-control/.

A framework for good practice

Providing a route to trusted contractors and producing the Code of Practice are just some of the initiatives from the PCA designed to support professionals operating track and trackside in the rail sector.

‘Japanese

Knotweed alone is estimated to cost the British economy around £247 million per year. In the rail sector, this can lead to complications including delays to planned development work, controlled waste management issues, and potential infrastructure damage to gangways or railway archways.’

Another of particular interest is an event specifically dedicated to the control of invasive weeds, the Property Care Association’s (PCA) International Invasive Weed Conference.

Hosted by the Invasive Weed Control Group, the conference is open to professionals with an interest in protecting rail environments.

Featuring dedicated sessions, it offers an opportunity for people to learn more, network and share knowledge, with speakers including experts who are working on and studying these issues at a regional, national and international level.

Full details of the 2025 conference can be found at https://www.property-care.org/ events

DANIEL DOCKING is Technical Manager of the Property Care Association’s Invasive Weed Control Group

Gall Zeidler Consultants celebrates 25 years of innovative solutions and engineering excellence, marking a quarter-century dedicated to advancing tunnelling and underground infrastructure.

We leverage our expertise in transportation, infrastructure, water conveyance, energy, and mining to help clients overcome challenges and deliver world-class infrastructure projects sustainably and responsibly. Over decades, we’ve built a diverse portfolio of major projects, many ranking among the most significant worldwide. With a diverse team, we operate globally through nine offices across Europe, North America, Latin America, and Asia.

More Than Just Technical

In collaboration with the OPC, GTR is embedding Non-Technical Skills across its Engineering and Train Presentation teams, supporting confident, safety-conscious behaviours and setting a new industry benchmark

Engineers play a critical role in maintaining the smooth operation of the rail network. Working across depots and trackside environments, they ensure each train is safe, reliable, and service-ready through thorough inspections, fault diagnostics, repairs, and routine maintenance. Their efforts contribute to faster turnaround times and support the roll-out of new rolling stock, improving both operational performance and the passenger experience.

Historically, their role has relied mainly on technical proficiency. So, how could we develop and support these teams further?

Govia Thameslink Railway (GTR), one of the UK’s largest rail franchises, is leading the way in embedding Non-Technical Skills

(NTS) training across its entire engineering and train presentation workforce of c. 750 employees. This pioneering initiative, delivered with support from Laura Hedley, Head of Consultancy and Talent Services at the OPC, marks a proactive shift in how engineering competence is developed and sustained.

John O’Shea, Engineering Training Manager, explained: ‘Our engineers are technically excellent, but we’re always looking for ways to improve. We’ve seen the impact of incorporating Non-Technical Skills within GTR’s driver teams, so we were keen to mirror this best practice. It’s all part of our commitment to giving our people the best tools and insights they need to excel, meeting the highest standards in the industry.’

The NTS of outstanding engineers

NTS are the personal characteristics that an individual brings to their role, such as abilities, skills, personality, and motivation. Alongside technical competence, they enable employees to deliver safe and effective job performance.

To excel in their role, engineers need strong attention to detail and a methodical approach. Following instructions accurately, despite time pressures, is vital. Ongoing checks during maintenance or repairs can help catch mistakes earlier, reducing the risk of errors later.

John shared an example: ‘Throughout my career, I’ve sometimes seen engineers arrive on site only to realise they’ve forgotten a key piece of equipment. This setback can create personal stress and pressure, especially

‘We’ve seen the impact of incorporating NonTechnical Skills within GTR’s driver teams, so we were keen to mirror this best practice.’

John added: ‘The feedback was fantastic. Every trainer, including myself, found it fascinating. Exploring how NTS can impact daily operations, and understanding the psychology behind them, really brought the concept to life. For example, realising something as simple as missing paperwork, could be a glaring NTS gap, made it tangible, relatable and impactful.’

Designing the Engineers’ workshop

when there's a strong desire to do a good job. It can also lead to compromised decisions or risky shortcuts at the expense of their wellbeing. By recognising these situations as opportunities to strengthen Non-Technical Skills, like decision-making, we can help engineers stay focused, safe, efficient and more resilient in high-pressure situations.’

Laura added: ‘This NTS training programme wasn’t introduced in response to a rise in safety incidents, but because of GTR’s ongoing commitment to safety and drive for continuous improvement. They recognised that strong NTS provide a foundation for building technical excellence. By matching industry best practice, their aim is to strengthen teams and deliver lasting benefits for both the organisation and its people.’ She continued: ‘The OPC has conducted more than 600 Post-Incident Assessments (PIA) with rail employees involved in safety incidents. Our analysis shows that incidents rarely stem from a lack in technical knowledge, but often from a shortfall in Non-Technical Skills.’

A tabletop review to kick-off

The first step was a tabletop review of existing training materials. Laura said: ‘It was important to see if any NTS were already part of GTR’s engineering training. Some, like communication, were already included. However, the review showed we could strengthen the detail of those already covered and take a more structured, focused approach overall.’

Introducing NTS to the Trainers

All GTR’s engineering training team took part in a three-day introductory course on Non-Technical Skills (NTS), covering all twenty-six identified by the RSSB, and their vital role in safety. Following the course, trainers also helped to identify the top seven NTS felt to be the most essential for an outstanding GTR engineer. The initial session helped trainers understand how NTS influence safer working behaviours, setting the stage for developing a dedicated engineers’ workshop.

Mike Banner, Train Presentation Trainer, said: ‘At first, I wondered what it was all about. But within a few days, its importance quickly became clear, and genuinely intriguing. That made me want to understand it even more.’

‘We believe GTR’s NTS engineering training is a trail-blazing initiative, and likely a first for train operators, so we designed the first workshop with that fresh perspective in mind.’

Laura continued: ‘We created an introductory session to explore the fundamentals of NTS and their vital link to safety. Knowing the topic would be unfamiliar, we focused on making it engaging, relatable, and easy to approach.’

The workshop covered key questions:

• What are Non-Technical Skills (NTS)?

• Why do they matter in engineering roles?

• How do they support safer, more effective performance?

• What’s the link between NTS, personal safety, and incident prevention?

• How does the NTS framework apply in UK rail?

‘More than just theory, NTS were presented as practical tools for maintaining high safety standards, clearly linked to realworld engineering application, and brought to life through case studies and videos.’ shared Laura.

Empowering the training team

Once the introductory workshop was finalised, the next step was to equip GTR’s eleven-strong engineering training team

to deliver it to the engineers themselves, through an OPC three-day ‘Train-theTrainer’ programme.

On day 1, Laura delivered the full workshop, modelling both content and delivery style as if the trainers were engineering delegates. Over days 2 and 3, the trainers each practised delivering the workshop, receiving targeted feedback and coaching to build their understanding, confidence, and skill.

John explained: ‘We already have a highly accomplished training team, so once we’d been trained by the OPC, we have the capability and capacity to take the content forward. What really adds value is our deep understanding of the depots, the people, and the GTR culture. It means we can deliver NTS training in a way that feels very relatable and relevant to our teams. The ‘Train-the-Trainer’ model gave us the structure, and our experience brings the material to life.’

Laura added: ‘The feedback for our ‘Train-the-Trainer’ model was fantastic. GTR’s trainers felt energised and confident. Ready to roll the training out across all GTR depots.’

‘By matching industry best practice, their aim is to strengthen teams and deliver lasting benefits for both the organisation and its people.’

Introducing NTS to the teams

The training team has begun rolling out the one-day NTS introduction course to all new engineering and train presentation staff as they join GTR, with plans to extend it to all existing team members. The aim is to embed the workshop across all five depots, and more than 750 employees.

Mike Banner shared: ‘At first, some employees say, ‘I already know this’ or ‘It’s just common sense, isn’t it?’ But once we start to look at the NTS framework, we start to see how the individual NTS elements connect. It’s not about highlighting what team-members are doing wrong, it’s helping to recognise what’s already working well and where there’s room to develop.’

He added: ‘We hope this training also gives new engineers confidence to challenge unsafe practices when they see them on the floor. Some behaviours might have become accepted or the norm over time, but by asking questions, they might prompt existing employees to think twice about what they’re doing.’

Tools to assess key NTS for top engineering talent

OPC Assessment provides a range of proven psychometric tools to help identify highperforming engineers who demonstrate the prerequisite Non-Technical Skills (NTS) needed for safe and effective job performance.

The Safe Personality Questionnaire (SAFEPQ) evaluates personality traits linked to safe working behaviours e.g., cautiousness and conscientiousness. The Safe Concentration and Attention Test (SCAAT) is a leading tool for assessing sustained focus and attention to detail. The Core Skills Mechanical Reasoning Test (CoreM) measures mechanical understanding, crucial in many engineering roles.

These tools are available through OPC Assessment’s user-friendly online platform, Candela™ with some also available in paper format.

The next phase of NTS training

GTR recognises that developing NonTechnical Skills (NTS) is an ongoing journey. With support from the OPC, the next phase of training is already underway for engineers and train presentation teams. Trainers have identified seven critical NTS, such as attention to detail, checking, and risk anticipation, that will be explored in greater depth in an upcoming workshop. The aim is to help the teams understand, apply, and consciously strengthen these skills in their daily work.

To prepare for rollout, Laura will once again lead a ‘Train-the-Trainer’ session, equipping the internal training team to deliver the next stage of the programme.

Mike shared: ‘One colleague came up to me after the introductory session asking how he could develop his NTS further. That kind of interest shows there’s real enthusiasm for the next phase and the teams are already recognising how important NTS are.’

‘This is a long-term programme’ Laura added. ‘Over time, this two-stage approach, starting with an introduction and followed by focused NTS training, will become embedded into the employee lifecycle in GTR’s engineering and train presentation teams.’

‘More than just theory, NTS were presented as practical tools for maintaining high safety standards, clearly linked to realworld engineering application.’

‘It’s not about highlighting what team-members are doing wrong, it’s helping to recognise what’s already working well and where there’s room to develop.’

Once fully rolled out, GTR plans to assess NTS alongside technical skills, and integrate NTS into other processes like wellbeing conversations, one-to-one development, and incident investigations.

Setting a new industry benchmark

This initiative marks a pioneering step in the rail engineering sector. While NTS are well established for some key roles like train drivers and signallers, their structured application in engineering and train presentation is probably a first. By placing equal value on Non-Technical Skills, GTR is shaping a workforce that’s not only technically skilled, but also confident, safetyminded, and consistently demonstrating safe, effective working behaviours.

Andy Richards, Head of Engineering Training at GTR concluded: ‘This isn’t just a training programme, it’s a cultural shift. We’re building teams who think critically, speak up, and drive safety performance every day. The OPC’s expertise has helped our training teams embed NTS in a way that’s practical, structured and relevant. It’s been a very collaborative experience that’s helping GTR lead the way in raising safety standards across engineering.’

If you’d like to strengthen your Engineering teams’ Non-Technical Skills from the inside out, contact the friendly team at the OPC, to see how we can help.

Tel: 01923 234646

Email: admin@theopc.co.uk

Visit: www.theopc.co.uk

Disruption to Control

Steve Medhurst Global Transportation Specialism Leader, RSA, and Nigel Probert, Technical Claims Manager, RSA on the role of claims in risk management

Insurance is vital to protecting businesses and infrastructure from operational risk. In the rail sector, where disruption has immediate and far-reaching effects, its value extends beyond policy. By managing the unexpected, insurers help organisations recover quickly, maintain services, and uphold public confidence.

Preparation and response is key

Take the 2021 fire at Troon station, for example. It caused major damage just as the historic Scottish town was getting ready to welcome thousands of tourists and sports fans arriving by train for the Open Golf Championship.

Despite numerous heritage restrictions, the rebuild progressed quickly because of close coordination between RSA, Network Rail, and the adjusting team. Consistent

communication and collaboration enabled real-time decisions on repairs and costs, helping the project move at pace.

Not every incident will follow the same path, but the principles that underpin a strong response often begin well before anything goes wrong. Through pre-loss scenario planning, insurers and clients work together to explore different types of disruption, test resilience, and identify where vulnerabilities might exist. These sessions help clarify cover, claims processes and decision-making pathways. All of which help make sure the right people are involved early on.

In a sector where pressure to restore services quickly is high, this kind of preparation builds confidence and creates a clear plan of action so that when the unexpected happens, everyone knows what to do and can focus on recovery from day one.

‘Through pre-loss scenario planning, insurers and clients work together to explore different types of disruption, test resilience, and identify where vulnerabilities might exist.’

Managing pressure in real time

During major incidents, pressure on train operators is immediate and intense. The priority is always to restore services safely and swiftly, while managing disruption for passengers, stakeholders and regulators. All under tight time constraints.

At Troon Station, this pressure was particularly acute. With the line needing to reopen quickly, and the 2024 Open Golf Championship looming, there was no margin for delay. Multiple stakeholders were involved, and new issues were expected to arise throughout the rebuild. Regular site visits and real-time collaboration with Network Rail enabled confident, fast decision-making as the situation evolved.

While insurers don’t make operational calls, they can help ease the burden. Interim payments enable round-the-clock working, speed up recovery and reduce downtime. Clients also benefit from procurement guidance, helping them weigh whether to tender or use existing suppliers. In highpressure situations like Troon, this kind of support ensures momentum isn’t lost.

Supporting recovery and reputations

In the case of Troon, initial coordination between the insurer, loss adjusters and Network Rail focused on immediate priorities including structural assessments

and ensuring the station remained accessible through temporary facilities. As the rebuild progressed, clear and consistent communication ensured that new challenges were addressed quickly, avoiding unnecessary delays.

This coordination gave Network Rail the assurance it needed to press ahead with confidence, knowing planned actions and associated costs were understood and supported. For public bodies managing highprofile sites, that certainty is critical.

Alongside financial flexibility, it’s this trusted day-to-day engagement that makes claims handling such a vital part of resilience. When clients are confident the work will be backed, they can act quickly, protect reputations, and keep projects moving under pressure.

Why claims handling matters

In specialist sectors like rail, the value of insurance lies in its ability to help organisations navigate complex challenges quickly and confidently. Every incident is unique, but the same principles apply: clarity before loss, capability at the point of impact, and collaboration throughout. When these align, claims handling becomes a powerful strategic tool for managing risk and cost.

STEVE MEDHURST Global Rail Specialism Practice Leader, RSA Insurance

Steve Medhurst leads RSA Insurance’s Global Rail Practice and brings over 25 years of experience in rail insurance. He has been instrumental in shaping RSA’s specialist rail proposition, supporting operators, infrastructure providers, and supply chain partners with insight-driven risk strategies. Steve sets the strategic direction for the business’s global transportation portfolio and maintains a longstanding personal connection to the sector through active involvement in heritage railway operations.

With over 25 years at RSA Insurance, Nigel Probert brings deep technical expertise in managing complex, high-value claims, with a particular specialism in the rail sector. As Technical Claims Manager, Nigel plays an essential role in delivering expert-led resolution strategies, supporting sizeable rail clients through major incidents and operational challenges. His depth of experience enables RSA to respond with precision, mitigate disruption, and protect client operations across the transport and infrastructure landscape.

Tailored Solutions

NIGEL PROBERT Technical Claims Manager, RSA Insurance

11:30 - 12:00 Great British Railways – turning the plan into reality

Chair: Daisy Chapman-Chamberlain, Specification Manager – Department for Transport

12:00 - 13:15 Break

13:15 - 14:00 Devolved responsibilities

Chair: Isabella Lawson – RIA

Speaker: Martin Tugwell, Chief Executive – Transport for the North

14:15 - 15:00 Does open access have a future?

Chair: Daisy Chapman-Chamberlain, Specification Manager – Department for Transport

Speakers: Ian Yeowart, Managing Director – Alliance Rail/ Grand Union Trains; Martijn Gilbert, Managing Director –Open Access, Firstgroup

15:15 - 15:45 Cost versus sustainability: is there a trade off?

Chair: Lucy Prior MBE MSc, Strategic Growth Director – The Mental Wealth Company

Speakers: Jo Lewington, Chief Environment & Sustainability Officer – Network Rail; Michael Noakes, Head of Rail – Department for Business and Trade; Craig Harvey, Commercial Director-Rail – British Steel; Angela Cruickshanks, Head of Environment & Sustainability (UK&I) – AtkinsRealis

10:00 - 10:30 Not forgetting what we've learned on HS2

1030 - 11:00 Rail Reform: securing the long-term future of the railway

Speaker: Andrew Haines, Chief Executive – Network Rail

11:30 - 12:00 Is Scotland the blueprint for GBR?

Chair: Daisy Chapman-Chamberlain, Specification Manager –Department for Transport

Speaker: Alex Hynes, Director General, Rail Services – Department for Transport

12:15 - 12:45 Supporting a successful railway

Chair: Dickon Ross, Editor – RAIL

Speaker: Lord Peter Hendy, Rail Minister

13:00 - 13:45 Freight escape

Chair: Steve Naybour, Head of Programme Management and Controls Wales and Western – Network Rail

14:00 - 14:45 Making the railway accessible to all Chair: Daisy Chapman-Chamberlain, Specification Manager –Department for Transport

ENGINEERING THEATRE

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

10:45 - 11:15 The need for a rolling stock strategy

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speaker: Ian Prosser CBE, Former HM Chief Inspector of Railways and Director – Double O Safety Consulting

11:30 - 12:15 Primary Engineering Workshop

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Railmed

12:30 - 13:00 The state of play of electrification today

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

13:30 - 14:00 Making sure water isn't the enemy of the railway

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speaker: Mona Sihota, Head of Drainage – Network Rail

14:15 - 15:00 A new era of railway testing

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speakers: Simon Jones, Chief Executive – Global Centre of Rail Excellence

15:15 - 15:30 Building diverse teams, and getting the best out of them

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speaker: Poggy Murray Whitham, Programme Manager –EqualEngineers Ltd

10:00 - 10:30 Where are we at with the ETCS roll out?

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

10:45 - 11:15 Machine learning at the frontline of maintenance

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speaker: Martin Mason, Insight Development Lead – Network Rail

12:15 - 13:00 Primary Engineering Workshop

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

13:30 - 14:00 Surviving a rapidly changing climate

Chair: Gareth Dennis, Strategy Lead, Test tracks | Engineering Services – Network Rail

Speakers: Nick Millington, Route Director, Wales & Borders – Network Rail; Steve Curphey, Sales Manager UK – Pandrol

The UK's Largest Outdoor Exhibition Returns

Join over 7,000 rail professionals at Rail Live 2025 on 18 and 19 June, held at Porterbrook's Long Marston Rail Innovation Centre

At the UK's largest outdoor rail exhibition, immerse yourself in a vibrant atmosphere, which blends networking with the latest advancements in rail technology, all set against the authentic backdrop of a real railway environment. This year's event features cutting-edge technology, engaging panel discussions, and excellent networking prospects.

You'll be able to explore the latest rail innovations and see technology you didn't know existed that can help you with your work practices, from safety, to productivity, to sustainability.

Innovations for Rail Live 2025 include an enhanced Engineering Theatre exploring critical topics such as the ETCS roll-out and machine learning in maintenance, plus the addition of a new Safety Theatre hosting the Rail Safety Week Conference. Network Rail will again have a significant presence with its specialized villages showcasing innovations across multiple domains.

You can join a variety of in-depth content sessions led by experts from Network Rail, the Government, and more. A full list of speakers is available overleaf.

Engineering and climate resilience

A key focus at this year's event is how the railway can survive and adapt to rapidly changing climate conditions. Nick Millington, Network Rail's Route Director for Wales & Borders, will be among the experts discussing how the industry is responding to what is often termed global ‘weirding’ as weather patterns change with increasing impact on railway infrastructure.

The Engineering Theatre will also feature discussions on the roll-out of the European Train Control System (ETCS), with Gareth Dennis, Strategy Lead for Test tracks at Network Rail's Engineering Services, chairing sessions on this critical digital signalling technology that will determine the future capacity of Britain's railways.

With future recruitment to the railway of increasing concern, this year's Rail Live will again include the popular Primary Engineer

‘Rail Live is your chance to join the railway family and be part of the UK’s largest rail exhibition.’

SPEAKERS

Lord Peter Hendy – Rail Minister

Alex Hynes – Director General, Rail Services, Department for Transport

Andrew Haines – Chief Executive, Network Rail

Angela Cruickshanks – Head of Environment & Sustainability (UK&I), AtkinsRealis

Craig Harvey – Commercial Director-Rail, British Steel

Daisy Chapman-Chamberlain – Specification Manager, Department for Transport

Dickon Ross – Editor, RAIL

programme, allowing children to investigate and build their own model trains, helping to inspire the next generation of railway professionals.

Held at Porterbrook's Long Marston Rail Innovation Centre on June 18/19, Rail Live also provides the unique opportunity to interact with over 300 exhibitors in a real railway environment, with live demonstrations of plant and equipment that can't be seen anywhere else.

Policy transformation and Great British Railways

The Policy & Leadership Theatre will host crucial discussions about the future shape of Britain's railways, with Lord Peter Hendy, Rail Minister, sharing the government's priorities for creating a sustainable and successful railway.

Andrew Haines, Chief Executive of Network Rail, will outline what a roadmap for change should look like under rail reform, while Alex Hynes, Director General of Rail Services at the Department for Transport, will discuss whether Scotland could provide a blueprint for Great British Railways.

Rail Live 2025 will also feature dedicated sessions on making the railway accessible to all and the critical importance of freight operations in reducing transport carbon emissions, with a special 'Freight Escape' session highlighting how goods movement by rail can be expanded.

Gareth Dennis – Strategy Lead, Test tracks | Engineering Services, Network Rail

Ian Prosser CBE – Former HM Chief Inspector of Railways and Director, Double O Safety

Consulting

Ian Yeowart – Managing Director, Alliance Rail/ Grand Union Trains

Isabella Lawson – RIA

Jamie Pogson – R&D Engineer Ballasted Track, Pandrol

Jo Lewington – Chief Environment & Sustainability Officer, Network Rail

Lucy Prior MBE MSc – Strategic Growth Director, The Mental Wealth Company

Martin Mason – Insight Development Lead, Network Rail

Martin Tugwell – Chief Executive, Transport for the North

Martijn Gilbert – Managing Director, Open Access, Firstgroup

Michael Noakes – Head of Rail, Department for Business and Trade

Mona Sihota – Head of Drainage, Network Rail

Nick Millington – Route Director, Wales & Borders, Network Rail

Poggy Murray Whitham – Programme Manager, EqualEngineers Ltd

Simon Jones – Chief Executive, Global Centre of Rail Excellence

Steve Curphey – Sales Manager UK, Pandrol

Steve Naybour – Head of Programme

Management and Controls Wales and Western, Network Rail

Tim Shoveller – CEO UK/Europe, Freightliner

Responsive Railway Engineering Specialists

enGauged is a bespoke, fast-moving civil and structural engineering design and consultancy business that provides support for organisations working across a range of rail projects all across the UK

The Company is an SME which is privately owned and prides itself on being able to respond and react efficiently, especially to the projects that are time sensitive. Understanding the needs of the operational railway is another one of enGauged’s many strengths, and it is able to design both temporary works and permanent solutions to suit the constraints of the industry.

The company undertakes site inspections and investigations, feasibility studies and option reports through to outline design, detailed design and construction support.

enGauged’s services cover the railway infrastructure and in particular lineside buildings, groundworks, depots, station platforms/buildings, footbridges, general civil/structural projects and temporary works.

It works hard to recognise and reduce the carbon footprint, wherever possible, in its designs through the solution and material selection. By supporting the use of Health and Safety by Design techniques and working closely with construction teams it is able to develop sustainable design with build in mind solutions which are safe and efficient to construct, use, and maintain.

enGauged is passionate about meeting its clients’ needs therefore early collaboration is a priority for the company to make sure it fully understands its clients' requirements. The company believes in honesty and integrity in delivery and have an eye to add value.

Should the project require input from multi-disciplines then enGauged possess the appropriate connections across all disciplines to obtain additional specialist services and advice as required to support projects.

The team has invaluable experience in managing successful relationships between clients, designers, contractors, the maintainer, the operator, and other stakeholders involved in delivering the projects.

‘enGauged prides itself on understanding operational railway needs, delivering sustainable solutions that are safe and efficient to construct, use and maintain.’

Tel: 01270 255 731

Email: enquiries@engauged.co.uk

Visit: www.engauged.co.uk

Visit the team at Rail Live 18th-19th June 2025 Stand M44

Pioneering Lightweight GRC Solutions

Founded in the 80s, BCM GRC Ltd has built a reputation of being the UK’s leading manufacturer of Glass-fibre Reinforced Concrete (GRC) and has become a popular choice for civil engineering solutions in the rail industry

GRC is one of the most versatile building materials available to architects and engineers. The extent of success and practical application in the rail industry can be illustrated by the fact that its lightweight (20 per cent the weight of precast concrete) and non-combustible (A1 fire classification).

British Rail incorporated the use of GRC for channel systems to protect cables and signalling equipment throughout the rail network in the late 80s. BCM GRC Ltd have continued to improve their channel system in line with industry requirements – now outlined in the framework agreement with Network Rail since the takeover.

GRC elevated cable channels (approved for use on Network Rail’s Infrastructure – PA05/00072) and ballast boards remain popular choices for the rail community. The system holds A1 fire classification, which is best in class. This has become a positive consideration in its use for many safetycritical applications (e.g. tunnel projects).

Transpennine Route Upgrade (TRU – West) is a standout project that has utilised the GRC channels in two tunnels (Standedge & Huddersfield) spanning a length of approximately 3,000 metres. With the composition of the material being ‘noncombustible’, the channels were favourable for these locations.

The manufacturing excellence of the business is due to the hard work of the highly experienced production team (based in Whitchurch, Shropshire) and UK based suppliers. As a result of this, reduced lead times can be achieved, with bespoke engineering solutions also available upon request.

Ferriby to Gilberdyke Resignalling

Network Rail were tasked with installing elevated channels on the Ferriby-Gilberdyke resignalling project. It was specified that the product must be lightweight, economical and easy to install. The ‘BCM GRC Ltd’ channel system was favoured as it met the above requirements.

The four-person team was able to install 100 metres in an eight-hour shift, installing the posts one day and GRC the next. Network Rail were very impressed with the product/ service provided and have since supplied contracts for the team at Huddersfield to Bradford, Doncaster, Morporth and Wymington amongst others.

Tel: 01948 665321

Email: Sales@bcmgrc.com

Visit: www.bcmgrc.com

Address: BCM GRC Ltd, Unit 22 Civic Industrial Unit, Whitchurch, Shropshire, SY13 1TT

Petzl's helmet and headlamp range covers the full spectrum of professional needs and is designed to work well together as full solutions with a range of accessories. petzl.com

PETZL WORK SOLUTIONS

A VERTEX helmet and DUO RL headlamp in use while performing tunnel maintenance near La Pelonière, France.

Petzl’s advanced headlamp technology and range of helmets and modular accessories offer solutions for whatever your requirements may be.

Petzl Helmet and Headlamp Solutions

French manufacturer Petzl is renowned the world over for its technical equipment and today it offers a complete package from helmets and headlamps to work at height harnesses for professionals

‘We are committed to creating safer places for those who work and play in the vertical and the dark worlds. For those who want to access the own inaccessible everyday’

There’s no question Petzl is a company with a fascinating story behind it. Developing out of one man’s passion for caving, the safety equipment manufacturer has grown to become one of the world’s biggest names in headlamps and personal protective equipment for those who work in darkness or at height. The Petzl company was established by Fernand and his son Paul in 1975 and today it continues to be owned and operated by the same family.

What Does Petzl do?

Petzl produces an extensive range of products designed for a variety of disciplines involved with industry and height and vertical environments including the ‘pro’ markets of rail, wind energy, arborism, rope access and rescue operators through to ‘sport’ markets of climbing, trail running and mountaineering. All of Petzl’s products are invented and developed at its headquarters in the heart of the French Alps.

What sets Petzl apart from its competitors?

One of the long-standing missions of Petzl has been to improve ergonomics and efficiencies, whether that’s offering integrated helmets and headlamps for rail, WAH solutions for working on a wind turbine or pushing the limits of difficulties on an Alpine climb. It’s about looking at the touchpoints of the products, how they’re handled and how they feel, so they are as simple and as seamless to use as they can

possibly be, but also so they make the job as efficient and stress-free as possible.

Petzl's philosophy for design and production is also based on accelerating change, transforming, and innovating in order to provide professionals and sports enthusiasts with the quality products they demand. Testing tower, experimentation centre, individual inspections, LEAN manufacturing process – Petzl was a pioneer in all of these innovations.

Petzl Helmets

The class leading VERTEX and STRATO helmets are both available in Hi-Viz and vented versions and are very comfortable with Petzl’s CENTERFIT and FLIP&FIT systems – guaranteeing that the helmet fits securely on the head.

The adjustable-strength chinstrap allows the worker to adjust chinstrap strength in order to adapt the helmet to different environments: work at height (EN 12492) or on the ground (EN 397). The clip has two positions, corresponding to these two uses: high strength, limiting the risk of losing the helmet during a fall, and low strength, limiting the risk of strangulation if the helmet is snagged while the user is on the ground.

With the potential for integration of a Petzl headlamp, hearing protection, and multiple accessories, it is an entirely modular helmet, thus meeting the specific additional needs of professionals.

Helmet and Headlamp Integrated Solutions

Petzl Headlamps can be installed on any helmet by using the headband, adhesive plates, or integrated mounts at the front or rear of Petzl helmets. With a power source that comes either from disposable batteries and/or rechargeable batteries, you can be sure that you'll have the light you need, when you need it.

The PIXA® headlamp offers a rugged design that is durable, waterproof & dustproof (IP68), impact resistant (IK08), fall resistant (up to two metres), crush resistant (up to 80 kg) and resistant to certain chemicals – ideal for intensive and demanding professional use.

It mounts easily to a helmet using the included SLOT ADAPT plate and is simple to operate with a single rotating knob – even while wearing gloves. With CONSTANT LIGHTING technology, the PIXA® delivers stable brightness and adapts to different work scenarios with three beam types:

wide, mixed, and focused. It offers up to 600 lumens, ensuring visibility for a range of tasks.

The powerful and lightweight XENA® headlamp offers an excellent weight-topower ratio (185 grams/1400 lumens). The battery pack is in the rear, making it balanced and comfortable to wear. Durable, it is fall and impact resistant (IK07) and also waterproof and dustproof (IP67), making it suitable for various work environments. It features a rotating knob that is easy to use even when wearing gloves and the removable battery is USB-C rechargeable.

The ARIA® range of headlamps are compact with very simple operation, HYBRID CONCEPT allows for use of either the CORE USB C rechargeable battery or 3

x AAA batteries to suit your needs. ARIA® is fall and impact resistant (IK07) while also being waterproof and dustproof (IP67).

To find out more about Petzl Helmet and Lighting Solutions, get in touch via the contact information below.

Tel: 015396 26400

Email: info@petzl.co.uk

Visit: https://www.petzl.com/GB/en

Linkedin: https://www.linkedin.com/showcase/ petzlprofessional/

The journey to climate targets begins on green rails

Saarstahl Rail is actively working toward a sustainable future through the production of low-carbon rails. This is possible thanks to the sister company Saarstahl Ascoval, which produces steel with an electric furnace.

The manufacturing process for the rails cuts CO2 emissions by 70% compared to conventional methods.

Saarstahl Rail employs a circular economy concept that calls for reusing recycled rails and thereby also limits its ecological impact.

40 Years of Precision Tool Control for Rail Safety

Swedish-engineered TengTools celebrates four decades of excellence in 2025, providing the rail industry with modular tool control systems that enhance safety, reduce downtime, and prevent costly tool loss

Since its inception in 1985, TengTools has grown from a specialist hand tool supplier into a premium solution provider, delivering modular tool control systems trusted by professionals worldwide. As the company marks its 40th anniversary in 2025, its commitment to supporting industries like rail maintenance and engineering has never been stronger.

Designed in Sweden, built to last TengTools products embody Swedish engineering excellence. Designed with durability, ergonomics, and sustainability at the forefront, offering tools and storage solutions that exceed ISO, DIN, and other international standards. TengTools customers enjoy the confidence of a lifetime guarantee, ensuring every TengTools product delivers reliability and long-term value.

Streamline your workflow

The rail industry depends on efficiency and, above all, safety. Downtime is costly, but safety lapses can have far greater consequences, including serious injury, operational delays, and regulatory penalties. One of the most critical risks is misplaced tools being left behind after maintenance or inspections – a major hazard that can lead to equipment damage or track obstructions.

TengTools addresses these challenges with comprehensive tool control systems that:

• Prevent misplaced tools through highvisibility, precision-cut tool storage that highlights any missing items instantly.

• Reduce tool loss and replacement costs.

• Cut downtime with faster tool access and identification.

• Improve safety by minimising foreign object debris (FOD) risks.

• Enhance productivity through ergonomic design and modular storage.

The Get Organised™ tool control system tailors tool storage and control to each customer’s needs. From standard sets to fully bespoke solutions, TengTools helps rail professionals streamline their workflow while ensuring compliance and efficiency.

Modular Tool Control – TT Series & FOAM Series

At the heart of TengTools’ offering are the tool control systems:

• TT Series – modular tool trays covering a wide range of essential tools, allowing users to build or expand their kit as needed.

• FOAM Series – custom precision-cut EVA foam trays that organise tools for fast identification, reduced loss, and greater safety. These systems help rail professionals maintain control over their tool inventory and meet industry requirements for accountability.

Beyond Tools – Data-Driven Innovation

The latest RFID tool tracking solutions offer cutting-edge accountability and efficiency. By integrating digital tracking into tool storage, rail operators can:

• Monitor tool movement and location in real-time.

• Automate inventory checks.

• Reduce administrative overhead.

This ensures that maintenance teams are always ready, with the right tools available when and where they’re needed.

Collaboration and support

TengTools understands that no two businesses – or tool storage requirements – are the same. The UK team works closely with clients to develop tailored solutions that align with operational goals, safety standards, and budget considerations. It’s not just about selling tools –TengTools partners with its clients to implement systems that drive efficiency and cost savings. Continuing to provide support long after the initial purchase, with aftercare, replacement parts availability, and training where required.

Sustainability through longevity

Sustainability is at the core of the product philosophy. By offering durable, repairable

tools and modular systems, TengTools reduces the environmental impact of frequent replacements. Get Organised™ with TengTools is not just a workflow improvement – it’s a long-term investment in

and sustainability.

Whether it’s day-to-day maintenance or complex overhauls, TengTools delivers the efficiency, accountability, and safety that rail professionals demand.

If you’re ready to streamline your workflow and reduce tool-related costs, then get in touch via the contact information below.

Tel:

Email: sales1@tengtools.com Visit: www.TengTools.com/uk

Staying Safe on the Tracks

As electrification expands to meet environmental goals, specialised safety equipment has become essential to protect workers and maintain operational integrity across this critical infrastructure

The UK rail industry plays a vital role in the nation’s transport infrastructure, moving over 1.8 billion passengers and millions of tonnes of freight annually. With such heavy reliance on this complex and often electrified network, ensuring the safety of personnel and the operational integrity of the rail system is paramount. One of the most critical aspects of this is the effective use of electrical safety equipment.

The electrification of the UK rail network

A significant portion of the UK rail network is powered by electricity, primarily through overhead line equipment (OLE) and third-rail systems. These systems carry high voltages – up to 25,000 volts AC on overhead lines and 750 volts DC on third-rail networks – posing serious hazards to anyone working near them. With the ongoing push for greener transportation and reduced carbon emissions, further electrification projects are set to expand, making electrical safety an even more pressing concern.

Why electrical safety equipment matters

Electrical safety equipment serves two primary functions: protecting workers from accidental contact with live systems, and maintaining operational safety during maintenance, repairs, and upgrades.

Protection for personnel

Workers involved in rail maintenance, inspections, and construction are often exposed to high-voltage environments. Personal protective equipment (PPE) such as insulated gloves, dielectric boots, arc flash clothing, and face shields are essential in mitigating risks. Equally important are voltage detectors and insulated tools, which help personnel identify live components and perform tasks without direct exposure to electricity.

ALADIN Personal Voltage Alarm, is designed to provide an additional layer of safety for workers operating near energised

equipment. This unique solution is tailored for professionals engaged in maintenance, rescue operations, painting, pruning, and other activities in high-risk electrical environments.

A key feature is the ability to address critical scenarios such as unintentional proximity to voltage sources, unexpected return of voltage during non-energised operations, and working area errors where operators may mistakenly assume the network is de-energized. This makes the device invaluable for maintenance tasks, rescue situations, and other activities involving electrical equipment both indoors and outdoors.

Lockout/tagout systems, portable earths, and temporary short-circuiting devices are also used to ensure lines are de-energized and safe to work on. These devices must be regularly tested and used in compliance with safety protocols set by industry standards like BS EN 50110 (Operation of Electrical Installations).

The PENTA Rail approved MTag Voltage Detector Kits are widely used across the UK network. Designed specifically for the 25kV overhead line environment, these kits provide engineers with reliable, highvisibility earthing and voltage detection equipment that meets Network Rail and ENA technical specifications. The device has been optimised to ensure that maintenance crews can quickly and confidently verify no-voltage conditions before conducting work, minimising risks associated with high-voltage circuits. Its reliable detection capabilities even in railways stations or multiple parallel lines, and durable design, make it a trusted tool for maintenance professionals working on railway networks around the world.

Safe operation of the rail system

Electrical safety extends beyond the protection of workers – it’s also about preventing system failures and ensuring the safe operation of services. Equipment

such as circuit breakers, surge arresters, and grounding systems are designed to protect infrastructure from overloads, lightning strikes, and other electrical faults. Routine inspections using diagnostic tools like thermal imaging cameras or partial discharge detectors help detect faults before they escalate into service disruptions or safety incidents.

The CTS Tension Meter provides precise, real-time measurements of tension in overhead catenary systems, ensuring

that rail infrastructure meets the highest standards of safety and reliability, offering unmatched precision and ease of use for rail engineers and technicians.

The CTS Tension Meter has already garnered interest from key players in the rail industry, with several major rail networks adopting the technology to enhance their inspection and maintenance routines. By providing real-time, accurate data, the CTS allows operators to make informed decisions, reducing the risk of costly disruptions and accidents caused by incorrect tension on the contact wire.

Regulatory framework and training

The UK’s Office of Rail and Road (ORR) mandates strict adherence to health and safety regulations, including The Electricity at Work Regulations 1989. These laws require employers to ensure electrical systems are constructed and maintained to prevent danger. Training plays a crucial role here: all personnel working with or around electrified tracks must undergo comprehensive instruction on safe practices, equipment use, and emergency procedures.

Railway companies also conduct regular safety audits and drills to reinforce the importance of using the right equipment and following established protocols.

Embracing innovation

With advancements in technology, the rail industry is seeing improvements in safety equipment. Smart PPE that monitors worker location and exposure, remotely controlled power isolation systems, and AI-powered predictive maintenance tools are becoming increasingly common. These innovations not only reduce the risk of accidents but also improve efficiency and reduce downtime.

PENTA’s development of integrated safety systems – including telemetryenabled earthing kits that report

deployment status in real-time – is a glimpse into how the future of rail safety is becoming both smarter and more connected.

The UK rail industry’s commitment to safety hinges on the effective use of electrical safety equipment. As electrification continues to expand, so too must the investment in training, regulation, and the development of advanced protective technologies. Products like PENTA’s railapproved voltage detectors and portable earth kits are not just tools – they are critical components in the daily protection of rail engineers and the smooth operation of the nation’s railways.

About PENTA

We are an expert manufacturer of electrical safety solutions, driven by a commitment to ensuring your safety in every intervention.

PENTA is trusted by Linesmen, Maintenance Technicians, and Electrical Engineers working across global electricity generation, transmission, rail and distribution networks, as well as nine other critical industries.

We safeguard your operations with cutting-edge safety technology designed to meet the highest standards in the most demanding environments. Count on PENTA – where safety meets innovation.

CLAIR WESTON MARKETING MANAGER AT UVEX SAFETY (UK) LTD

Clair Weston is the Head of Marketing for UVEX SAFETY (UK) LTD, where she has worked since 2001. With over two decades of experience, she's passionate about uvex's mission to protect people and the planet, and has first-hand knowledge of the company's European production sites.

UVEX SAFETY (UK) LTD

Founded in 1926 by Philipp M. Winter in Germany, uvex (UltraViolet EXcluded) is a family-run global leader in protective equipment. With 61 per cent of products manufactured in-house across Europe, uvex combines innovation, quality and sustainability to deliver PPE for various industries including rail and construction.

Want to know more about UVEX SAFETY (UK) LTD?

uvex House

Farnham Trading Estate

Farnham, Surrey, GU9 9NW

Tel: 01252 731200

Email: safety@uvex.co.uk

Visit: www.uvex-safety.co.uk

What is your role within uvex?

I’m Clair Weston, Head of Marketing for the UK. I’ve been with uvex since 2001, which is quite rare these days, but I’ve progressed through the company and it speaks volumes about how deeply I believe in our purpose. Our mission to protect people and the planet is something I see brought to life daily across every part of the business. What truly sets uvex apart is our unwavering focus on three things: fit and wearability, sustainability, and quality. I’ve had the privilege of visiting many of our European production sites, and I’ve seen first-hand the incredible attention to detail, care, and innovation that goes into every product, from design and testing to final manufacturing. It’s that level of commitment that makes uvex a company that sets the bar, not just follows it.

How long has your company been in business?

uvex has been in business since 1926. The company was founded by Philipp M. Winter in Fürth, Germany who began by making protective eyewear in a small workshop. The business remains a family run business and has grown into a global leader in safety and sports products.

‘By involving the wearer in the selection process, this not only ensures a proper fit –crucial for their safety – but it also increases the likelihood of that PPE remaining worn throughout the day.’

Tell us about uvex.

The name uvex stands for UltraViolet EXcluded, highlighting the importance of protecting our eyes and surrounding skin from harmful UV rays. In addition to impact protection, UV rays can cause serious damage to our eyes, contributing towards conditions such as cataracts, macular degeneration, and photokeratitis.

Poorly designed PPE can do more harm than good and worsen issues like plantar fasciitis, back pain, or skin conditions due to poor fit or lack of breathability.

Our mission to protect people and the planet is something I see brought to life daily across every part of the business.

Just as we protect our skin from sunburn, it is crucial to shield our eyes and the delicate skin around them, especially for industrial workers who spend significant time outdoors. uvex safety eyewear provides comprehensive UV400 protection, helping to safeguard long-term eye health caused by prolonged exposure to UV radiation.

Which sectors do you work in?

uvex protects people across industries where safety is non-negotiable. From rail and construction to food manufacturing, oil and gas, renewables, warehousing and logistics, our PPE is trusted wherever hazardous environments demand the highest standards.

What

is your Unique Selling Point?

uvex stands out through a powerful combination of innovation, quality, sustainability, and full control over its manufacturing process. We oversee every stage, from design, raw material selection to final packaging, ensuring products are ethically made, high-performing, and deliver maximum protection for wearers.

A major USP is our European manufacturing heritage, with over 61 per cent of products made in-house. This gives us unmatched control over product quality and environmental impact. We lead in sustainable practices – using bio-based and recycled materials (including our own production waste), green electricity since 2014, solar power, and eco-conscious water and building management.

Backed by strong financial stability, uvex continues to invest in cutting-edge R&D and efficient production. We’re also a pioneer in carbon footprint transparency, offering detailed emissions data for our products which helps customers make informed, sustainable choices. In short, uvex doesn’t just make PPE – we set the standard for responsible protection.

What types of products and services do you offer?

The company uvex has three brands under its portfolio – uvex, Heckel and HexArmor – all provide innovative solutions and highperformance personal protective equipment (PPE) designed to support the safety and wellbeing of workers in demanding environments.

Each brand focuses on creating PPE that combines comfort, ergonomics, fit and functionality helping to increase wearer compliance and drive down workplace accidents. Heckel, known for its robust safety footwear, offers products designed to withstand extreme conditions while remaining lightweight and providing maximum protection. HexArmor specialises in advanced hand protection, utilising unique technologies like SuperFabric® to deliver ultra-high cut, puncture, needlestick and impact resistance.

uvex is also known for its innovative products that meet the highest standards of safety, quality, and performance. We offer a comprehensive portfolio of PPE, including safety eyewear, footwear, gloves, hearing, head, and respiratory protection.

When a client comes to you with a particular problem, what’s your process for coming up with a solution, and how closely do you work with clients throughout the projects?

When a client approaches us with a specific problem, we take a consultative approach, because we know that when it comes to protection, one size never fits all. It starts with a thorough assessment of their unique environment and needs. From there, we recommend tailored solutions that consider every detail, from job-specific hazards to compatibility with existing PPE.

We will collaborate closely with the client and set up wearer trials providing expert guidance and support, helping clients find products that truly fit and meet their safety needs. By involving the wearer in the selection process, this not only ensures a proper fit – crucial for their safety – but it also increases the likelihood of that PPE remaining worn throughout the day.

What challenges do wearers of PPE encounter in the rail industry?

Often the main challenge for many wearers of PPE is finding the products that fit. Regardless of gender or ethnicity, the products have to be right for you in terms of fit and comfort and be the right protection for your workplace hazards. At the end of the day it’s called personal protective equipment.

How do uvex products address these challenges?

Poorly designed PPE can do more harm than good and worsen issues like plantar fasciitis, back pain, or skin conditions due to poor fit or lack of breathability. At uvex, we tackle this head-on with ergonomically designed, lightweight products that work with the body, not against it, helping to minimise fatigue and discomfort.

We go a step further with fit clinics across all product categories, because proper fit is non-negotiable. Ill-fitting PPE can cause distractions, discomfort, and non-compliance, putting workers at risk. Our clinics ensure every wearer gets the right product for their role and body, boosting comfort, safety, and long-term

compliance and helps organisations avoid unnecessary costs.

What initiatives is uvex undertaking to support the sustainability goals of rail companies?

At uvex, sustainability is a core value. That’s why we’re a natural partner for rail companies committed to real environmental progress.

We lead with innovation: from carbon footprint labelling on our products to help clients make informed, sustainable choices, to embracing circular economy principles by using more recycled and bio-based materials. By 2030, we aim for all our packaging to be recycled or recyclable.

Our manufacturing is powered by green electricity and gas, with CO₂-neutral, solvent-free processes already in place. And we’re not stopping there – our goal is full climate neutrality across our value chain by 2045, with a 42 per cent reduction in emissions by 2030.

For rail companies aiming to hit ambitious sustainability targets, uvex delivers PPE that protects both people and

With protecting people incorporates numerous technologies to enhance

safety functionality

Our innovative solutions are ideal for workers in the rail industry, ensuring robust protection against various hazards.

From high-performance, comfortable safety footwear, colour recognition eyewear and needlestick gloves, uvex products are engineered to meet the rigorous demands of rail professionals, providing unparalleled reliability and comfort throughout the workday.

Choose uvex for superior protection and peace of mind.

SIMON BOWE MANAGING DIRECTOR OF JUNIPER SYSTEMS LIMITED

Simon is a seasoned business leader and a veteran of the IT Industry, with over 20 years’ experience of delivering ultra rugged handheld computer technology and innovation. Simon is committed to delivering impactful solutions that allow businesses and users to profit from their investment.

JUNIPER SYSTEMS LIMITED

Juniper Systems Limited delivers ultrarugged handheld computers, tablets, and GNSS receivers designed to withstand the harshest environments. Serving industries from rail and geospatial to forestry and civil engineering, the company combines cutting-edge technology with exceptional durability.

What challenges have you faced in the industry?

One of the key challenges is balancing innovation with durability. Our customers demand reliability and increasingly cuttingedge features, but in a form factor that can withstand extreme conditions. Meeting both expectations isn’t easy—it requires constant R&D, testing, and creative engineering. And of course, global supply chain disruptions in recent years have tested our resilience and pushed us to find smarter, more sustainable sourcing and production strategies.

What success have you experienced in the last twelve months and how do you measure success?

Over the past twelve months, one of our biggest successes was the launch of a next-generation rugged handheld device (Archer 4) that exceeded both performance and durability benchmarks. It was the result of close collaboration across design, engineering, and customer feedback loops. I measure success not just by sales or units shipped, but by long-term customer satisfaction, device longevity in the field, and how well we continue to align innovation with the practical needs of end users.

What does sustainability mean to you?

How has technology developed since you started in the industry?

Technology in the rugged handheld industry has evolved dramatically. We have moved from basic, single-function devices to powerful, multifunctional tools with high-speed connectivity, realtime data processing, and AI integration. Improvements in battery life, screen durability, and environmental resistance have also transformed user expectations and expanded industry applications.

Tell us about Juniper Systems Limited.

In 2013, Juniper Systems Inc established the EMEA Service Centre in the UK to deliver timely, localised support across the region. As a wholly owned subsidiary, Juniper Systems Limited, provides fully self-sufficient service and repair operations. Beyond servicing, the centre also offers comprehensive pre- and post-sales technical support, warehousing, and sales resources. These capabilities enable us to foster strong partnerships with companies requiring rugged technology solutions, including GNSS receivers, tablets, handheld computers, and our customisable mapping software.

Which sectors do you work in?

Want to know more about Juniper Systems?

Tel: 01527 870773

Email: rugged@junipersys.com Visit: www.junipersys.com

To me, sustainability means designing and delivering rugged handheld solutions that stand the test of time, supporting users with technology that performs reliably in demanding environments while minimising environmental impact and maximising longterm value.

Including the Rail industry, we also provide products and solutions that suit the Geospatial market, Forestry, Manufacturing, Mining, Civil Engineering and Construction, and we are always working to help customers in other sectors whose work requires rugged devices.

What is your Unique Selling Point?

Confidence and Trust – partners and users tell me they have confidence in our products and trust in the Juniper team to deliver ultra rugged, reliable solutions, backed up by exceptional levels of service and support.

What types of products and services do you offer?

Our range of Mesa Rugged Tablets are an ideal laptop replacement in harsh environments. With an IP68 rating, they can withstand dust, debris, water, and extreme temperatures without compromising functionality. Our Geode GNSS Receivers are available in scalable accuracy options including sub-metre, decimetre, and centimetre options. Uinta Mapping and Data Collection software was developed to work seamlessly with our tablets and GNSS receivers and allows users to map points, metadata, even images along with fully customisable form templates.

How have the products and services you offer developed over the years?

Over the years, our products have become more rugged to meet the needs of extremely demanding work environments. With options for both Android and Windows operating systems, our devices are upgradable as new versions of each OS are released.

When a client comes to you with a particular problem, what’s your process for coming up with a solution, and how closely do you work with clients throughout the projects?

Juniper employs a collaborative approach that sees our talented team of engineers, product managers and experienced professionals, work closely with our partner or client, to fully understand their world and expectations before offering solutions for consideration.

What are your plans going forward to ensure Juniper Systems services are still around for years to come?

In short, keep listening to our partners and users, whilst at the same time embracing technological innovations that will help us solve some of the global challenges to protect the planet and make it habitable for future generations.

What would you say is the most exciting technology in the industry?

Galileo High Accuracy Services (HAS) free, high-accuracy positioning service

Juniper Systems is already offering high-precision GNSS (HAS) receivers for use with rugged handhelds, tablets and smart phones that take advantage of the latest evolution – Galileo High Accuracy Service (HAS), which can deliver decimetre-level accuracy in real time, freeof-charge.

This is a game-changer for agriculture, surveyors, mapping, environmental monitoring, and utilities.

In terms of technology, how do you anticipate things might change in the next five to ten years?

In Rail, as well as almost all other sectors, Artificial Intelligence will become a driving force for progress. At Juniper Systems, we are exploring ways that our tablets and receivers can combine with AI to make work more efficient and accurate.

BUILT RUGGED.

The rail industry is one that requires mobile workers to complete tasks in any conditions. They need the tools to get the job done. The same goes for their digital devices. Whether it is inspections, maintenance, asset tracking and mapping, or general data collection, the devices they use must be as strong as they are.

Protecting Rail, Wheels and the Environment

Many lubricant manufacturers claim to produce eco-friendly lubricants. But how can you tell the claim from the reality? The answer is simple. Look for products with the Ecolabel

Have you ever stood at the edge of a train station platform and looked down at the gunk that accumulates below the track? Or leaned over the handrail on a boat and seen a chemical sheen on the water?

These are the telltale signs of lubricant leach, the unavoidable consequence of using lubricants and greases to keep engines and equipment running smoothly. Lubricants and greases play a key role in maintaining the safety, integrity and performance of most machinery and equipment. They are the lifeblood of our world’s infrastructure. Without them, our world would soon grind to a halt.

But lubricants and greases are made of chemicals and chemicals are bad for the environment. Right? Not necessarily. Not all chemicals are bad. Many biodegrade in a matter of months after performing their jobs, having had no negative impact on the environment, soil, animals or aquatic life.

The question is: How can you tell the ‘good’ products from the ‘bad’?

Ecolabel: the world’s most stringent eco certification for lubricants

The EU Ecolabel is awarded to products and services that meet the highest

environmental standards throughout their lifecycle. From the ingredients used through to packaging, performance and after-use biodegradability, Ecolabel products contribute to a circular, climate neutral and clean economy.

The Ecolabel helps consumers, businesses make truly sustainable choices. And not only do Ecolabel products meet European standards; they also meet the requirements laid out in the OECD testing regime for biodegradability and Environmentally Acceptable Lubricants (EAL) in the US.

Specifically, the Ecolabel guarantees that a lubricant or grease:

• Has a restricted use of hazardous substances, to protect the environment and applicators.

• Does not cause deforestation or biodiversity loss.

• Reduces raw materials extraction and processing.

• Is efficient, limiting the amount of product required.

This makes the Ecolabel the highest standard for environmental performance – and it should be the minimum standard for any environmentally conscious rail or rolling stock operator.

Which lubricants can be awarded the Ecolabel?

When it comes to lubricants and greases, you can split products into three categories based on the systems they are used in:

• Total Loss Lubricants (TLL), such as rail greases and wire rope lubricants, fully leak into the environment gradually after use.

• Partial Loss Lubricants (PLL), such as gear oils used in open gears, partially leak into the environment during use.

• Accidental Loss Lubricants (ALL), such as greases for hydraulic systems and closed gear systems, may leak into the environment during use.

RS Clare mainly produces Ecolabel lubricants and greases for TTL and PLL systems, where the need for high environmental performance is greatest. But it can reformulate almost any product to meet Ecolabel requirements if required.

Myth busting: good environmental performance affects application performanc

Many people believe that products with an environmental profile automatically perform less well during use. This is a common misconception.

Thanks to the ambitious Ecolabel criteria, lubricants and greases with the Ecolabel are among the best performing on the market. Why? Because, to limit environmental impact, the lubricants must deliver the desired application performance without using large quantities of product.

Many people also assume that biodegradable, environmentally acceptable products break down quickly, limiting their useful lifetime. This is another myth that needs to be busted.

Lubricants only biodegrade when they come into contact with specific microorganisms in the soil or water. They remain stable when in use – on the rail track, on a wire rope or in the bearing system. This means they can continue to perform

for many months and will only begin to biodegrade once they have done their job.

RS Clare’s approach is always to deliver the best product in terms of performance –whether it’s within Ecolabel requirements or not. In fact, many of its Ecolabel products are so good that some customers choose them based on their performance only, without realising they meet the highest ecostandards on the market.

The highest level of applicator safety

For RS Clare’s customers, employee safety is a high priority. This makes Ecolabel products the obvious choice. Due to their formulation, Ecolabel products are non-toxic to applicators and release very limited VOC into the air during application.

They are not safe enough to eat! But, with just a few basic safety requirements – such as protective gloves and goggles – they can be used safely, with no danger to applicators. This is one reason why many of RS Clare's' customers look for the Ecolabel on products or ask RS Clare to develop Ecolabel versions of products they already use. Because it gives them the peace of mind that their applicators are working with the safest possible products.

When it comes to employee health and safety, Ecolabel lubricants and greases only use approved chemicals and formulations.

• Ecolabel lubricants have a strict limit on the presence of hazardous substances.

The ingredients cannot be carcinogenic, mutagenic or toxic for human reproduction, nor can they represent any acute risks when in direct and indirect contact with any living organism –including applicators!

• The Ecolabel limits over-use, including the unintentional waste of lubricants or greases through over application. It does this by ensuring that instructions on dosing are printed on packaging or accompany products.

Protecting nature and water sources on land

When considered globally, large volumes of lubricants and greases are used in rail networks. These essential products help extend the life of the rail track and train wheels by minimising friction and wear at the wheel/rail interface. But they are also the ultimate example of TLL lubricants. Because once the lubricant has done its job at the gauge face of the rail, it seeps onto the track bed and into the environment.

Regulators across the globe are introducing ever stricter environmental requirements for rail systems to limit impact on the environment and minimise damage to sensitive ecosystems. For operators, this makes it imperative to consider the environmental properties of the lubricants and greases they use.

RS Clare produces a full range of biodegradable, non-toxic greases and lubricants for curved rails and other TTL rail systems. The EcoCurve products, for

example, utilise breakthrough technology at the molecular level to deliver unrivalled stability, consistency and performance while minimising the use of harmful chemical additives. It doesn’t stop there. Top of rail Friction control materials are also available as Ecolabel along with switchplate lubricants.

All products in the EcoCurve range carry the Ecolabel, ensuring they meet the exacting demands of the world’s most stringent eco-certifications, including those of the USA Environmental Protection Agency (EPA). Our EcoCurve products are:

• Biodegradable.

• Non-bioaccumulative, non-toxic and with low aquatic toxicity.

• Safe to handle.

• Made of 75-90 per cent raw materials from renewable sources.

• Not dangerous to aquatic life.

Ecolabel lubricant chemistry: a dream job for Chemists

Making lubricants that meet Ecolabel standards is no easy task. The chemists who do this are not only working for a better environment and more sustainable world – they are working at the cutting-edge of chemistry.

To be awarded the Ecolabel, lubricants and greases must comply with stringent criteria to reduce the environmental impact of the products on the air, water, soil, biodiversity and aquatic life. They can only contain a very limited amount of hazardous substances, but they must still guarantee excellent performance. They must also contain a minimum of 25 per cent biobased carbon content. And any plastic in the packaging must be at least 25 per cent recycled.

The full criteria stretch over 15 densely packed pages. For our team of chemists, this is tough challenge, but one that they take on with determination, skill and no little creativity – putting them at the forefront of industrial chemistry.

Key eco-lubricant terminology explained

There are many environmental terms and claims used in the lubricants industry. Here’s a quick explanation of some of the most common. Starting with ‘biodegradable’ – the biodegradability of a product is measured by the length of time its ingredients take to break down into natural elements after use. The quicker the ingredients decompose, the higher the rate of biodegradability and the less impact the product will have on the environment. It’s important to know that lubricants only biodegrade when they come into contact with specific microorganisms. They remain stable when in use and only begin to biodegrade once they have done their job. The biodegradability of a product is measured through the internationally accepted OECD 301 (A-F) testing standards. This leads to different biodegradability grades:

• Readily biodegradable – a mixture that degrades to 60 per cent CO2 inside 28 days.

• Inherently biodegradable – a mixture that degrades to 20 per cent-60 per cent CO2 inside 28 days.

• Non-biodegradable – a mixture that degrades to less than 20 per cent CO2 inside 28 days.

• Bioaccumulation – bioaccumulation is defined as the build-up of something inside an organism following contact with the skin, inhalation and ingestion. It doesn’t just apply to toxic substances – it can apply to any substance that builds up in living things. The organism is at risk of chronic poisoning if the foreign substance cannot be excreted quicker than it is absorbed. Therefore, the lower the levels of bioaccumulation, the better a product is for the organism and the wider environment. Microplastics, DDT insecticide and PFAS (also known as ‘forever chemicals’) are all known for their inability to break down in living organisms. As a result, these can pass up the food chain and have been linked to serious health risks in humans. Choosing a lubricant that contains nonbioaccumulative components means they are less likely to have an adverse impact on living organisms or their sensitive eco-systems.

• Aquatic toxicity – aquatic toxicity is usually determined on organisms representing the trophic levels of the food chain, i.e. vertebrates (fish), invertebrates (crustaceans, such as daphnia) and plants (algae). Measuring aquatic toxicity is especially important for lubricants and greases used in the marine industry, as the likelihood of these products ending up in water is high. However, it’s also important in TLL and PLL systems on land, such as rail lubricants, as they can wash off into waterways after use. The most common test for aquatic toxicity is OECD 201, which determines the effects of a substance on the growth of microalgae and/or cyanobacteria. The ideal requirement for substances is a NOEC (no observable effect concentration) of >=100mg/l. Look for this on the product data sheet.

Find out more via the contact information below.

Email: info@rsclare.co.uk

Visit: www.rsclare.com/rail

The full list of Ecolabel requirements can be found here: https://eur-lex.europa.eu/legal-content/EN/ TXT/?qid=1542112371100&uri=CELEX:32018D1702

Stations Transformed with Step-free Access

Stannah is managing a major accessibility upgrade at several Network Rail stations along the Wessex route, installing a total of 13 passenger lifts to date

These upgrades are part of a broader initiative across Network Rail's Southern region, aimed at making stations accessible for all. Funded by the Department for Transport’s (DfT) £350 million ‘Access for All’ scheme, Network Rail is working in partnership with South Western Railway (SWR) and the London Borough of Merton Council, to deliver accessibility upgrades along the Wessex route. This investment aims to create step free access around Network Rail stations and involves the installation of lifts, footbridges, staircases and other improvements.

The work

Stannah Lift Services working alongside principal contractor Octavius, who has been instrumental in these upgrades, working to improve accessibility with its lift solutions at stations Motspur Park, Barnes, Waltonon-Thames, Isleworth and Stoneleigh currently underway.

The work Stannah do improving accessibility in train stations across the UK is managed by its Major Projects division, who work on technically complex or longperiod construction projects, typically in heritage sites or infrastructure.

Stannah provided multiple lift solutions in accordance with ‘Standard Specification

for New and Upgraded Lifts’, supporting Network Rail in improving accessibility at stations across its routes. Built for durability and safety, the stainless-steel lift features black rubber bumper rails, offering a secure solution for both passengers and goods.

• Motspur – three passenger lifts, each with two stops and capacity for sixteen people.

• Barnes – three passenger lifts, each with two stops.

• Walton on Thames – two passenger lifts.

• Isleworth – two passenger lifts.

• Stoneleigh – three passenger lifts.

The solution

Motspur Park station on the Wessex route, to the historic Walton-on-Thames and Isleworth stations first built in the 1800s, have all undergone a major transformation to improve step-free access.

Peter Williams, Customer and Commercial Director for South Western Railway, said of the Isleworth official opening: ‘We’re very pleased to see these new lifts unveiled at Isleworth, which is in line with Hounslow London Borough Council’s ambition of making all of its stations step-free, will make this station fully accessible for the very first time.

‘We know just how big a difference these accessibility improvements make to customers and our local communities, which is why they’re a key part of our accessibility strategy.’

Results

The new Stannah lifts provide step-free access to currently five of the seven stations along the Wessex route, enabling local residents and commuters to use the railways with ease.

With these new lifts added to the Network Rail lift maintenance contract, where Stannah take care of over 1800 lifts and escalators at stations across the UK, part of their 100,000 strong lift service portfolio.

Stannah have been helping Network Rail make rail travel more inclusive and accessible for those with limited mobility or travelling with luggage and prams for more than a decade. Accessibility improvements like these are a crucial part in making London a welcoming city for everyone.

By making stations easier to access with Stannah lifts, Network Rail and its partners are encouraging sustainable travel choices and enhancing the overall passenger experience.

Pete Ford, Project Manager, Major Projects Department of Stannah Lifts, said: ‘It has been a real pleasure working alongside Octavius on these important projects. It was a great team effort bringing them to life, and it’s incredibly rewarding to see how our combined work is contributing to a more inclusive and accessible rail network. We’re proud to support Network Rail in creating a better travel experience for everyone.

‘Our renewed contract with Network Rail allows us to build on the excellence of our teams and processes, ensuring seamless travel for the thousands of passengers who rely on the network daily. We look forward to collaborating with Network Rail on future projects, delivering accessibility upgrades and ensuring inclusive travel for all passengers.’

Tel: 01264 343777

Email: contact@stannah.co.uk

Visit: www.stannahlifts.co.uk

STAUFF Line

Air horn systems, Wash wipe systems

Inter-car hose assemblies Pantograph systems

Waste disposal, Full pneumatic pipework systems

Seating framework, Grab rails and luggage racks

Body to bogie pipework, Levelling valve systems

A comprehensive range of quality products and innovative services, delivered to production line side for rolling stock OEMs.

Presented in kit form, tested and ready for immediate installation, reducing logistic, production and inventory costs.

STAUFF Line

The STAUFF Line process is adopted by global OEMs to successfully achieve cost savings in rolling stock manufacture.

Presented in kit form, tested and ready for immediate installation, reducing

AUFF Line p adopted by global OEMs to successfully achieve cost savings in rolling stock manufacture.

Braking systems, Sanding HOSES

Door operating systems, Door handles

High Tensile Wire Netting Systems

Stabilised Netting Systems (SNS) and Draped Netting Systems (DNS) are commonly used across the rail network to mitigate vulnerable or potentially dangerous rock slopes, cuttings and embankments

Stabilised Netting System (SNS) and Draped Netting System (DNS) are commonly used across the rail network to mitigate vulnerable or potentially dangerous rock slopes, cuttings and embankments, but how does one choose and design an appropriate high tensile mesh solution?

High tensile wire netting systems can be appropriate solutions for both of the design approaches for SNS and DNS prescribed in CIRIA C775 Rock netting systems – design, installation and whole life management 2018.

Where the chosen design approach is a Stabilised Netting System (SNS), the key mechanical performance property is the punch resistance of the netting system, as rockfall debris tends to be larger blocks detaching and sliding out from the rock mass in a direction which is initially horizontal.

The combination of high strength netting and a pattern of rock anchors aims to secure this detaching rock insitu by closely conforming to the slope and allowing minimal deflection of the netting under loading in a generally horizontal direction as the rock mass attempts to punch through the stabilising effect of the netting and anchors i.e. placing the netting into shear loading. To mitigate these effects, Maccaferri offers Steelgrid HR with a range of punching resistance strengths from 80kN up to 155kN and MacArmour with punching resistance strengths from 122kN up to 280kN.

Where the chosen design approach is a Draped Netting System (DNS), the key mechanical performance property is the tensile strength of the netting, as rockfall debris will predominantly be falling in a vertical direction which will require the netting to have a resistance to stretching in this vertical direction i.e. placing the netting into tension loading.

To mitigate high tensile loads being applied to the netting, Maccaferri can

offer Steelgrid HR with a range of tensile strengths from 75kN/m up to 180kN/m and MacArmour with tensile strengths from 65kN/m up to 170kN/m.

Composite meshes

The high strength and punch resistance of Steelgrid HR and MacArmour, deliver versatile high strength rockfall protection solutions suitable for a wide range of rock slope conditions and topography.

Steelgrid HR and MacArmour combine the flexibility of ‘Double Twist’ woven mesh with the robustness of high tensile strength wire ropes to form a composite netting system that offers high strength at low elongation and high punch resistance at low deformation, therefore providing maximum protection to the rock slope.

These meshes are both engineered with the high tensile wire ropes interwoven within the Double Twist mesh during the manufacturing process to provide an integral solution which enables better stress distribution throughout the netting and also in the crest line rope and anchors. This contributes to lower overall strain in the chosen netting solution.

With a focus on economical and sustainable design, Maccaferri can offer high tensile wire netting systems with a wide range of mechanical properties and corrosion protection to more efficiently meet project specific requirements.

Due to the flexibility of the Double Twist mesh, both Steelgrid HR and MacArmour are easily conformed to the rock slope to closely follow its profile allowing for greater adherence to the slope surface for increased restriction of debris movement within the netting system.

To meet the challenges of an ever changing climate, Maccaferri can offer enhanced metallic coatings Galmac C2 and Galmac C3 to provide >50 years design life and corrosion protection in the corresponding C2 and C3 environmental conditions as stated in EN ISO 9223:2012, Table 1 and BS EN 10223-3:2013, Table A.1.

In addition to an advanced metallic coating, both Steelgrid HR and MacArmour can be supplied with an additional PoliMac coating for BBA certified (95/3141) 120 year design life in many environmental conditions, including coastal and marine applications.

Both Steelgrid HR and MacArmour netting systems are supplied in a kit, with the necessary accessories such as rope grips, links and anchor plates, to provide solutions which deliver on the systems based approach prescribed in CIRIA C775.

Rock or soil slope?

Where the problem slope is more of a soil-based environment (rather than a predominantly rock slope), or there is a desire to provide erosion protection and the establishment of vegetation, Maccaferri can combine Steelgrid HR netting with either a UV stabilised polymer 3D matrix

of fibres which create a permanent high tensile strength erosion protection system called Macmat HS, or alternatively with a biodegradable coir erosion blanket to offer short term erosion control alongside the high tensile strength netting to create Steelgrid HR Bio.

Design efficiency

All of these high tensile strength netting systems feature in Maccaferri’s rockfall drapery net design software MacRo Design and soil nail facing design software Mac S Design, which are available free to use at https://edesign.maccaferri.com/HomeHub. With a transparent design methodology, the software also uniquely expresses the utilisation of the mesh under load, enabling engineers to determine a more efficient solution.

In the coming weeks, we will be exploring other mesh types and whether flexible meshes can ever be ‘active’ on a slope.

10 July 2025 6pm

The Garden, London SW8 1SP

What is the Railway Industry Association?

The Railway Industry Association (RIA) is the national trade association for UK-based suppliers to the rail industry and is active across the nations and regions of the UK

Established nearly 150 years ago, RIA has 400+ member companies from across the supply chain.

As the champion of a dynamic rail supply sector, RIA supports the delivery of a bigger and better rail industry, representing the sector as an essential generator of economic growth, jobs and investment as well as supporting a low carbon form of mass transit for communities across the UK.

RIA advocates, campaigns and lobbies to highlight the value of UK rail and engages with politicians from all parties and civil servants in the UK and devolved governments in addition to regional authorities. The association works closely with all the major rail clients across the country including Network Rail and Transport for London and collaborates with a range of industry partners and stakeholders to make the case for investment in rail. Key focus areas for lobbying include:

• The need for a visible and certain pipeline of rail work.

• Clarity on major rail projects and significant enhancements.

• Decisions on rolling stock manufacturing and refurbishment.

• Rail decarbonisation including electrification and battery traction.

• The benefits of leveraging potential retail solutions and data advances to improve customer experience and railway performance.

• Highlighting export opportunities for UK rail suppliers.

• Supporting SMEs.

Why join RIA?

RIA offers its members a whole host of benefits, helping to improve visibility of their business and products. RIA represents members' interests to Government, political decision-makers, major clients, regulators, and industry bodies. It holds regular events

with politicians, engages with government and industry consultations, and runs campaigns on major issues affecting rail.

RIA facilitates industry dialogue and knowledge sharing through a comprehensive events programme. This includes Member Interest Groups covering technical and policy-based subjects, providing forums for in-depth discussions on specific areas of rail industry development. The association also organises flagship conferences, such as the RIA Annual Conference and the RIA Innovation Conference, which bring together industry leaders, policymakers, and innovators. Additionally, RIA arranges specialised workshops and meetings, enabling members to engage directly with key industry stakeholders and decisionmakers, fostering collaboration and driving forward the interests of the rail supply chain.

The association keeps members up to date with industry news and information, supporting the development of key industry workstreams and promoting innovation and sustainability. RIA provides a platform for members to showcase news or business

developments through its website and social media channels.

Additionally, the association promotes exports of members' products and services by hosting trade missions and events, working closely with the Department for Business and Trade (DBT), and attending overseas trade shows in countries such as India and Australia.

If you are interested in joining RIA, please get in touch via the contact information below.

Tel: 020 7201 0777

Email: membership@riagb.org.uk

Visit: RIAGB.org.uk

LinkedIn: Railway Industry Association

Twitter: @railindustry

Workforce protection barriers with proven ALO, avoiding all line closures and costly programme delays with adjacent line open

Secure your workforce with trackside refuges built from with Retainer-Rock®, Legato® , Duo™ or Vee-Rock™ retaining walls and interlocking blocks

Ensure rail transport networks remain operational with embankment retention, using a choice of versatile interlocking blocks

Protect people, services and infrastructure with channels, troughs, cable protection covers, indicator posts and utility protection covers

Hoarding and fencing stabilisation, with ballast or counterweights, using above ground/no dig fencing and hoarding systems

Protect rail lines and stations from unwanted visitors with our bollards, Jersey-Lite™ , Jersey barriers and security block solutions

Securing the Future of Rail Infrastructure

Elite Precast Concrete stands at the forefront of the UK’s precast concrete product manufacturing sector, delivering innovative and sustainable solutions that underpin the safety and efficiency of the nation’s rail network

With a product portfolio spanning interlocking blocks, ballast and security barriers, drainage products and fencing, Elite Precast’s offerings are integral to both temporary and permanent rail infrastructure works.

Industry-leading expertise and rail focus

Elite Precast Concrete has built a reputation as a trusted partner to the rail sector, supplying products that are visible across the UK rail network. The company’s involvement in high-profile projects – including HS2, major signalling renewals and maintenance schemes – demonstrates its capability to support both large-scale and specialist rail requirements, as well as smaller projects where fast deliveries are a must.

A member of the Rail Forum network, Elite Precast is closely connected to key industry stakeholders, such as the Department for Transport and Great British Railways, enabling the company to remain at the cutting edge of rail sector needs and standards.

Innovative safety solutions for rail

Elite’s commitment to rail safety is exemplified by its RISQS-approved interlocking block systems, including the renowned Legato® and Duo™ ranges. These systems have been successfully deployed in projects like the Cardiff Area Signalling Renewals, where they enable safe adjacent

line open (ALO) operations – allowing maintenance to proceed alongside live tracks while minimising disruption and risk. Key benefits of Elite’s solutions for the rail sector include:

• Worker Protection – robust barriers physically shield track workers during live operations, addressing critical safety concerns highlighted by incidents, such as the Surbiton station accident.

• Durability and Flexibility –manufactured from high-strength, 100 per cent natural and locally sourced materials, Elite’s blocks are designed for a long lifespan and are fully recyclable at the end of life.

• Rapid Deployment – the interlocking design allows for fast assembly and removal, reducing possession times and project disruption.

• Versatility – products are used for retaining walls, refuges, fire breaks, blast protection, traffic management and hostile vehicle mitigation, with options tailored for both heavy-duty and agile applications such as the Jersey-Lite™ barrier for platform safety and lighting integration.

Sustainability and social value

Elite Precast Concrete places sustainability at the heart of its operations. All products are manufactured in Shropshire, using energy-efficient processes and are

designed to be long-lasting, recyclable and environmentally responsible. The company’s environmental management policy underlines reducing waste, promoting recycling and minimising resource use.

Elite’s social value initiatives include local employment, apprenticeship programmes and active support for community projects and charities, reinforcing its commitment to ethical business and regional development.

Unrivalled service and reliability

With over 200 years of combined precasting experience amongst its team, Elite Precast delivers exceptional customer service, short lead times and technical expertise. The company maintains extensive stock levels, enabling rapid UK-wide delivery – often within 24 to 48 hours.

Trusted by the rail industry

Elite Precast’s products are specified by leading contractors and civils engineers for both minor works and major infrastructure projects, including Network Rail, HS2 and iconic venues such as Silverstone and Millennium Stadium and events including the Olympics (London and Paris) and Commonwealth Games, and the King’s Coronation.

Its commitment to quality, safety and sustainability makes Elite a preferred supplier for rail professionals seeking reliable, future-proof solutions.

For more information on how Elite Precast Concrete can support your rail infrastructure project, get in touch via the contact information below.

Tel: 01952 588885

Visit: www.eliteprecast.co.uk

New Chair Appointed as Community Rail Partnership Undergoes Leadership Transition

The Gloucestershire and Oxfordshire Community Rail Partnerships have announced a leadership change as founding Chair Jon Harris steps down from his role at the Community Interest Company. Kevin Harris, CEO of Constructing Excellence South West and Director of Time for Strategy, has been appointed as the new Chair.

Since their establishment in 2020 and 2023, the partnerships have delivered several award-winning initiatives including the Gloucestershire Black History Map, Access to Nature programs, Moving Murals exhibitions, and the TrainTripper carbon savings tool. These projects have focused on sustainable travel, community connection, and place-based regeneration across both counties.

Alstom announces key leadership changes Alstom has unveiled significant leadership restructuring, effective June 1, 2025, as part of ongoing strategic positioning efforts. The changes follow the retirement of longtime executive Gian Luca Erbacci after a distinguished 27-year career with the company.

Andrew DeLeone will assume the role of Europe Region President, succeeding Erbacci. DeLeone previously led Alstom's Africa, Middle East and Central Asia operations since January 2021, where he established strong commercial momentum. Before joining Alstom, he held senior positions at Bombardier Transportation and General Electric's Power division. The University of Pennsylvania Wharton School graduate brings extensive international experience across India, Switzerland, South Africa, and the United States.

Martin Vaujour will take over DeLeone's former position as AMECA Region President while joining Alstom's Executive Committee. Vaujour, who has been with Alstom since 2009, most recently served as Head of M&A and Investor Relations. His background includes managing the Bombardier acquisition remedies process and leading the Russia-CIS region.

Carlisle Appoints Head of Operational Training

Carlisle Support Services announces the appointment of David Brook as Head of Operational Training, representing another strategic step in its commitment to raising industry standards. The company has completely removed subcontracted labour across security and events operations for over a year to improve consistency in quality and service delivery.

Joining Carlisle with extensive experience in education, David will develop accredited courses that diversify the organisation's service offering and raise training standards within the security and facilities management industries. His professional accomplishments include the Points of Light Award from Prime Minister David Cameron in 2014, the Keith Webb Award from the University of Huddersfield in 2009, and the Duke of York Community Initiative Award in 2007.

‘Honoured to join Carlisle as Head of Operational Training at a pivotal time’ David stated. ‘The shift away from subcontracted labour reflects a clear commitment to quality, productivity and transparency – principles that align with my own professional values.’

Institution of Railway Signal Engineers appoints new The Institution of Railway Signal Engineers (IRSE), the global professional body for railway signalling, telecommunications and related professionals, has elected Bogdan Godziejewski, rail director at Mott MacDonald (Netherlands), as its 101st president.

Formed in 1912, the IRSE is dedicated to advancing the science and practice of railway signalling and telecommunications. Headquartered in London, IRSE has several overseas sections, including in Australasia, Switzerland, Netherlands, France, Japan, Singapore, India, North America and China.

Bogdan, who is based in the Netherlands and has four decades of rail experience, will use his time as the IRSE president to draw on the insights, energy and experiences of young professionals. He will use this knowledge to help prepare the institution for future challenges and opportunities, with a particular focus on digital transformation.

He joined Mott MacDonald in 2014 and has led its digital signalling and train control competence centre; supporting major global projects including monitoring the deployments of ETCS in Belgium, and Communication Based Train Control (CBTC) for Sydney Metro. Bogdan has also contributed to various technical studies on the deployment of the CBTC in the USA (Washington, New York, Seattle) and in Canada (Toronto).

Bogdan has been a Fellow of the IRSE since 1997 and joined the IRSE Council in 2016, where he is active on various committees and working groups.

In his inaugural speech on ‘Engaging Generation Unlimited’ on 24 April in Amsterdam, Bogdan called for a much-intensified approach in supporting future leaders of the signalling discipline in their career development. He also reflected on his own career and emphasised the importance of being actively becoming involved in defining and realising a digitalisation vision of signalling and train control in the years to come.

GCRP & OXCRP New Chair (Jon Harris(left), Hannah McDonnell, Kevin Harris)

Working in partnership to deliver a bright

We collaborate with purpose, working with industry alliance partners to deliver cost effective and innovative solutions.

By leveraging our collective capabilities, our results are more customer focused and sustainable.

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