RAILWAY F o r S E N I OR R A I L M A N A G E M E N T
Early Issue 104
zzzzzzzzzzzzzzzzzzzzz S T R A T E G I E S
NEWS Industry News Infrarail 2014 4 See Page
Network Rail meets level crossing closure target
Geotechnical Engineering l Infrastructure
Conferences & Exhibitions IMechE Training Courses
RS Live! 2014 Preview page 6
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From the Editor
know we British love to talk about the weather but, as far as the rail network is concerned, it has been a dominant theme of late. Not for the usual reasons at this time of year, however – no significant snow and ice (south of the border at least) to
cause problems, but wind and rain – and lots of it. Network Rail has not only had a very busy period of planned maintenance and
Advertisement Designer Jamie Elvin
renewals recently, but has had to devote significant resources
Profile Editor Libbie Hammond
winds. Embankments have had to be re-stabilised or completely
Advertisement Sales Dave King Head of Research Philip Monument Editorial Researchers Keith Hope Karl Riseborough Gavin Watson Alex Merritt Administration Tracy Chynoweth
to dealing with the aftermath of the torrential rain and gale-force re-built; track ballast has had to be reinstated; flood water has had to be pumped away; and services have had to be diverted or cancelled – in some cases for a matter of weeks. Let’s hope there is some respite soon and then the debate about the resilience of our rail infrastructure to natural influences can take place. Aside from the weather, we are pleased to announce that our Railway Strategies Live! conference will once again take place this year. As last year, the venue is the Royal Geographical Society in London and a fascinating programme is being assembled – further details appear within this issue.
So save the date: 15th May 2014
Issue 104 ISSN 1467-0399 Published by
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zzzzzzzzzzzzz Contents Issue 104
Four predictions for the UK supply chain 9 Adrian Chamberlain Time to invest in transport 12 Arnaud Dutt Key Assets 14 Rob Russell
Venice Simplon-Orient-Express 20 BEA Sensori 24 ATG Access 28 Oleo 31 Bachy Solletanche 34 Lowery 37 Neary Rail 40
Industry News 3 Infrarail 2014 11 Conferences & Exhibitions 43 IMechE training Courses 43
Focus on Geotechnical Engineering
Ballast control to save on maintenance & manpower 16 Mike Horton Focus on Infrastructure Keeping on the right track 18 John Langley-Davis
RS Live! 2014 Preview 6
NEWS I Industry
Record-breaking festive rail investment programme
t more than ÂŁ100 million, the festive investment programme was the biggest ever carried out by Network Rail and was planned in conjunction with train operators to minimise the impact on passengers during what is traditionally one of the quietest periods for rail travel. Hundreds of engineers from Network Rail and its suppliers worked the equivalent of more than 600,000 hours at more than 100 locations across Britain over the period, often in extremely difficult weather conditions. Highlights of the work completed include: Network Rail
l A new platform, track and signalling equipment at Gatwick Airport station. Around 1300m of track was laid, a 50m footbridge was renewed and a new 250m platform, complete with a new lift, escalators and high-level walkway to the station was completed. Upgrading the Brighton main line
l Commissioning of new signalling equipment at Peterborough, part of a wider project to relieve a major bottleneck on the East Coast Main Line which includes a new track layout, longer platforms, station bridges, extensions and new lifts (completion March 2014).
l Electrification work at Manchester Victoria, which saw 400m of track lowered and 1300 tonnes of spoil removed to create additional headroom for overhead power lines so electric trains can run from Manchester to Liverpool starting in December.
A record-breaking programme of upgrades to Britainâ€™s rail network was successfully completed over the Christmas and New Year period, providing new tracks, new and longer platforms, new lifts and footbridges at stations, upgraded signalling equipment and electrification equipment to allow cleaner, faster electric trains to run
Work at Manchester Victoria
l Installation of a new rail bridge in Ipswich, part of a 1.1km stretch of new railway connecting the East Suffolk Line and Great Eastern Main Line to increase rail capacity to the port of Felixstowe (completion March 2014).
l A major upgrade of Gravesend station, including a new platform allowing longer 12-car trains to call at the station for the first time, providing more seats and extra space for passengers. There will also be improved facilities including a new footbridge and lifts to all platforms (completion May 2014).
NEWS I Industry
zzzzzzzzzzzzzzzzzzzzzzz New half-barrier system installed at Balnacra in Scotland – a previously open level crossing on the line to Kyle of Lochalsh
Network Rail reaches target of closing 750 level crossings The closure of a level crossing on the East Coast Main Line in Cambridgeshire means Network Rail has now reached its target, set in 2010, of closing ten per cent of Britain’s crossings – 750 in total – by April 2014, contributing to a reduction in the overall risk level crossings pose to the network by 25 per cent
Cardells level crossing on the East Coast Main Line in Cambridgeshire, which has now been closed.
he majority of crossings closed are, like Cardells crossing in St Neots, footpath or user-worked crossings (on private land and largely used by land-owners, farmers, delivery and utility vehicles but run across main line railway). Since 2010, Network Rail has invested £131 million in a national level crossings improvement programme, which by the end of March will have resulted in:
l 38 footbridges to replace crossings l 57 new spoken warnings installed to announce “another train is coming” when one train has already passed through l Obstacle detection radar technology installed at 13 sites l New barrier technology installed at 33 sites which previously had open crossings l New warning lights installed at 16 crossings l 250 power operated gate openers installed to prevent vehicle owners crossing the tracks on foot unnecessarily or gates being left open l ‘Wavetrain’ sound vibration technology trialled at Whitehouse Priory View crossing in Norfolk l GPS technology installed on the Marks Tey – Sudbury line allowing signallers to pinpoint a train’s location and provide better safety information to those requesting
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Watch the ‘See Track: Think Train’ TV advert at http://bit. ly/1gQ8VLA For more information on Network Rail’s programme of activity on level crossings visit:
The new bridge at Mors Gorse, Cannock
Power Operated Gate Opener Technology (POGO) on a level crossing. Automation reduces the number of times a user has to cross the railway to close gates and ensures gates are not left open, posing a risk to others permission to cross l 21 crossings fitted with red light safety cameras to dissuade motorists from jumping the lights l 13 mobile safety camera enforcement vans operated by British Transport Police l 100 new Network Rail level crossing managers l National TV and digital advertising campaign – ‘See Track, Think Train’ l Rail Life schools awareness campaign www.rail-life. co.uk Network Rail has pledged to close a further 500 crossings in the next five years, investing more than £100 million over this period as part of its ongoing programme of work to improve safety and reduce risk to passengers and the wider public. Robin Gisby, managing director of network operations for Network Rail, said: “Britain’s railway is safer than ever before, but even so there will always be a certain level of risk to motorists or pedestrians where a road, footpath or cycleway crosses the tracks. Network Rail is committed to reduce that risk as much as possible and if we are able to close a level crossing, we will. “Reaching our target to close 750 crossings in four years is good news for Network Rail, train operators and of course the public, but we cannot be complacent. There is much more we can do to make the level crossings that remain safer and we will continue to introduce new technology, upgrade crossings to include lights or barriers where appropriate and work with schools, communities and other organisations to spread awareness of our
safety message. “We’ve pledged to close a further 500 level crossings in the next five years. Successfully closing a crossing isn’t always a straightforward process, so we will need the support from local authorities, landowners and the public to help us achieve our new target and improve safety further still.” Ian Prosser, director of railway safety at the Office of Rail Regulation (ORR) said: “We welcome Network Rail’s closure of Cardells crossing in St Neots, Cambridgeshire. To remove 750 level crossings or ten per cent of their total in Britain, by April 2014 is a significant achievement for the company. Though Britain’s level crossings are among the safest in Europe, there is no room for complacency. They still pose a significant risk to the public and ORR has recently announced millions of pounds’ worth of extra funding for Network Rail to close or upgrade level crossings in the next five years.” In 2013, there were ten accidental fatalities at level crossings and ten collisions between trains and road vehicles. zz
Level crossing database A South Wales-based company has secured a contract with Network Rail, to configure the database systems for its level crossings. There are some 6500 level crossings across Britain, many in rural areas on private land where users must operate the crossings themselves. As a key safety measure on these crossings, users must register with Network Rail and contact them before using crossings for the first time. Network Rail has a vital database of authorised users and must regularly communicate with them by SMS, phone and email in order to keep registered users informed of safety issues, maintenance work and much more. To manage this, Connect Assist has configured a sophisticated new customer relationship management (CRM) system for Network Rail, allowing the company to keep track of all of its outbound communications. Network Rail chose to build the new database using Oracle RightNow as the CRM platform. It then selected Connect Assist to develop the system because Connect Assist chief executive, Patrick Nash, it is one of the most experienced at a user-operated level companies in the UK at configuring the crossing Oracle RightNow CRM platform.
Network Rail to use Railway Strategies Live 2014 conference to launch its new Product Acceptance process for the first time in an open forum
RAILWAY FOR SENIOR RAIL MANAGEMENT
zzzzzzzzzzzzzzzzzzzz S T R A T E G I E S
2014 Network Rail
Hosted in association with
Thursday May 15th 2014 Royal Geographical Society (with IBG) 1 Kensington Gore, London SW7 2AR
l The Supply Chain of the Future l Finding the Right Route to Market
or the UK rail industry to truly develop an effective and world-class supply chain it needs to grasp the opportunities afforded to it by the broader economy. Sectors such as automotive, aerospace and defence are outperforming rail and offer many mutual benefits in terms of products, goods and services, along with complementary technologies businesses in these sectors offer valuable best practices and examples from which the rail sector can learn and profit. Working in very close affiliation with the Rail Alliance and its members, Railway Strategies Live 2014 will deliver a conference that is going to cover the sort of topics that really matter to those in the rail supply chain. Not only is it going to put the spotlight on the small to medium enterprise (SME), but it is also going to see the launch of a very exciting new process from Network Rail. Following the results of a recent Rail Alliance research report (The SME in the Railway Market an Entrepreneurial Leap of Faith), Railway Strategies Live is going to take a look at how the rail sector can make better use of the innovative capabilities of the SME in the supply chain. It will discuss why the Route to Market is so very difficult and complex, and try to identify what is being done to put this right. Another factor that makes Railway Strategies Live a must-attend event is the news that Network Rail will be using the conference to launch its new Product Acceptance process for the first time in an open forum. Finally, the conference will deliver more exciting news about how the railway supply chain is transforming the way it collaborates and co-ordinates itself, as well as highlighting new opportunities, technology and innovation. The speaker programme will be drawn from Network Rail and other leading UK rail companies and government as well as some international organisations. Railway Strategies Live 2014 will deliver a conference that is designed to be a useful and memorable learning experience for all delegates, and valuable resource for sponsors and exhibitors. With extensive prospects for networking it will be a unique opportunity to meet the people you need to in order to drive your business forward. The conference is already attracting interest from former delegates, sponsors and exhibitors keen to secure repeat attendance. There are a number of sponsorship/exhibiting opportunities available, which will enable forwardthinking businesses to expose their services and skill sets to an audience of delegates who are ready to embrace innovation and bring state-of-the art technologies and approaches to the UK railway sector. For further details of the event, email Mark Cawston: firstname.lastname@example.org for delegate enquiries, email Maxine Quinton: email@example.com or telephone: 01603 274130 and ask for Mark or Maxine, or visit:
The Eighth Annual Conference from Railway Strategies (in association with the Rail Alliance) is being held at the Royal Geographical Society (www.rgs.org) London, Thursday May 15th 2014
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MetroRail co-located with Light Rail, RailTel, Rail Power and Air Rail 1-2nd April 2014 Business Design Centre, London It’s all about urban transit l As cities and passenger numbers grow, urban transport is becoming increasingly connected. Building on ten years of MetroRail, the urban rail show is designed to help you cover every aspect of urban rail in just two days. No matter where your interest lies – light rail, heavy rail or infrastructure – we have content, networking and new partners for you.
The event incorporates: MetroRail – network management, operations and global projects Light Rail – planning, design and implementation RailTel – signalling, telecommunications and automation Rail Power – energy efficiency, storage and recovery Air Rail – integrating airports with urban transport networks
Key speakers include: Terry Morgan, Chairman, Crossrail Mike Brown, Managing Director, Transport for London Pierre Mongin, Chairman & CEO, RATP Andy Byford, CEO, TTC (Toronto) Peter Dijk, CEO, Amsterdam Metro
Ibrahim K. Kutubkhanah, CEO, Jeddah Metro Andrew Bata, CSO, New York City Transit Dan Grabauskas, CEO, HART (Honolulu) Ramon Canas, CEO, Metro De Santiago Didier Bense, Board Member, Société du Grand Paris Anne-Grethe Foss, Deputy Chief Executive, Metroselskabet (Copenhagen) Aurelio Rojo Garrido, Secretary General, Alamys Duncan Cross, Deputy Director Operations, London Overground & Crossrail Peter Cushing, Metrolink Director, Transport for Greater Manchester Geoff Inskip, CEO, Centro (Birmingham) David Potter, Chief Engineer, Eko Rail (Lagos) For more details, please download the event brochure here: http://www.terrapinn.com/RS-brochure
Four predictions for UK supply chains in 2014
ADRIAN CHAMBERLAIN predicts four supply chain trends likely to affect other industries in 2014, and shares tips on how to get ahead
l 2013 was the year supply chain disruptions hit the headlines – from the Bangladesh factory disaster, to the horse meat scandal and ethics issues at several mobile phone companies. All the incidents showed how suppliers in lower level tiers of the supply chain can have a devastating impact on the financial performance and reputations of global businesses.
health and safety, ethics, bribery, corruption, compliance and financial well-being are now critical aspects of business activity which need to be monitored and reported on very closely. We predict that increasingly, buyers will be looking for systems to accurately record and benchmark suppliers’ performance in terms of sustainability.
Mapping the supply chain
The impact of new Procurement Directives
We believe that in 2014 consumers, governments and industry watchdogs will put pressure on big businesses, across a whole range of sectors, to scrutinise their operations in terms of health and safety, ethics and compliance. Most of the high-profile issues of 2013 involved suppliers beyond tier one. In 2014, we expect to see an increase in supply chain mapping – where companies from a wide range of business sectors work to identify exactly which companies are in their supply chains. Once businesses know who is in their supply chain, they can scrutinise each supplier’s operations and evaluate whether companies are aligned to their own values in terms of people, planet and profit.
Monitoring and benchmarking sustainability With increasing scrutiny on the origin of materials and the treatment of workers through all tiers of the supply chain, 2014 will mark the beginning of the end to companies paying ‘lip service’ to sustainability. This is due in part to a raft of new legislation and direction from Governments around the world.
Conflict minerals From May 31 2014, companies will be required to file reports on their use of ‘conflict minerals’ – metals sourced from mines that are usually owned by, and support the activities of, terrorist groups and armed gangs. The EU recently completed a consultation, calling for views on the potential implementation of a similar initiative to tackle conflict minerals within supply chains. With that in mind, we would urge European companies to take proactive action now, as it’s inevitable – and right – that these requirements are extended beyond the US and into other countries.
Welfare of workers Meanwhile, businesses should also prepare to disclose further information about the welfare of workers in their supply chain. The Home Secretary Theresa May has asked Labour MP Frank Field to review the evidence base for a new Modern Slavery Bill. The Home Office has published a draft version of the law and expects to publish a final version and an action plan in the spring. Both examples show that more than ever, CSR,
Early in 2014, the European Commission is expected to unveil the biggest raft of change in almost a decade to Utilities and Public Sector Procurement Directives. This could be a ‘double-edged sword’; providing real opportunities for suppliers including SMEs, but significant potential risk for buyers who are unprepared and could be challenged on procurement decisions. The changes are expected to include: l Buyers will no longer be able to impose a minimum financial turnover requirement on suppliers greater than two times the value of the contract. l SMEs tendering for ‘above threshold’ contracts will now only be required to provide evidence of compliance when the contract is awarded. l Clearer definition on what constitutes a ‘substantial’ or ‘material’ change to contract. The Cabinet Office is expected to enter the changes into legislation swiftly, within 12 – 18 months. As such, we would recommend buyers and suppliers get ahead of the game and act early before the changes become law. This includes checking procedures and contracts are ‘watertight’ and in line with expected legislative requirements.
Creating a single global view of supplier data The World Trade Organisation predicts world trade growth of 4.5 per cent in 2014. We anticipate big businesses will have a renewed focus on expanding into emerging markets. It will become a priority for global businesses to implement the same high standards in terms of health and safety, ethics and compliance in all countries in which they operate. In 2014 we expect to see a growing number of companies consolidating their supplier information into a centrally managed database which allows businesses to source either globally or on a country-by-country basis depending on political and economic factors. We expect that this functionality will be used much more widely, by a whole range of sectors. Knowledge is power and we expect that the companies who get to grips with potential issues in their supply chain will have a real USP in 2014. zz
zz Insurance zzzzzzzzzzzzzzzzzzzzzzz
Rail professional opportunity Are you a rail professional open to offers for new business? ITIC, a rail and transport sector specialist insurer, needs a network of rail specialists in the UK and overseas, to advise and consult on claims
nternational Transport Intermediaries Club (ITIC) is an insurance association established in 1925, which insures 2000 different businesses throughout the world and is recognised as the leading mutual provider of professional indemnity insurance in its field. ITIC works closely with transport professionals and their insurance brokers to provide specialist guidance and advice on their risks in their working environment, both in the United Kingdom and overseas. ITIC has concluded that many insurers do not understand the work that professionals in the rail industry undertake. Often, these insurers do not analyse the work of the professional working on a project and, as a result, your premiums are increased unnecessarily.
The service that we provide and the width of our professional indemnity insurance has resulted in a significant growth in the number of companies involved in the rail industry insuring with ITIC over recent years,” says Roger Lewis, ITIC’s underwriting director. “To help us support this growing rail portfolio we need a bigger network of consultants we can call upon to help with specific claims on a call by call basis.
ITIC’s insurance includes worldwide cover for bodily injury and property damage as standard; this is of paramount importance to those working in the rail industry and differentiates ITIC’s insurance from many traditional underwriters who either exclude, or expect you to pay an additional premium for this important element of cover. ITIC makes four recommendations to professionals working in the rail industry: 1. Ask your current insurers or brokers if they understand exactly what it is that you do. For example, if you are a signalling systems design engineer, your direct involvement in the day to day operational environment is limited. You design a signalling system on a railway network, but you are not necessarily the party who operates and maintains it. Your liability is substantially less than the operator and, therefore, you require an insurance that is adapted specifically to cover your liabilities if you make an error in
the design of the system. However, the liabilities resulting from an error in the use of the system you have designed fall under the operator’s liability insurance programme. 2. Enquire about a longer term, non-contract specific, business-wide, professional indemnity policy. It is more expensive to buy insurance for each individual contract or tender than buying an annual policy that covers all your work. 3. Ask your insurance broker or underwriter whether bodily injury or property damage cover is included in your policy at no additional cost. 4. Ascertain whether your policy of insurance provides you with worldwide cover. zz
To express an obligation-free interest please contact Roger Lewis, ITIC’s underwriting director: ITIC Tel: 020 7338 0150 Email: ITIC@thomasmiller.com Web: www.itic-insure.com
Infrarail 2014 The UK’s biggest rail event this year will be Infrarail 2014, which takes place at Earls Court in London from 20 to 22 May
ocusing specifically on products and services covering every aspect of railway infrastructure, this tenth Infrarail offers something for everyone. The list of exhibitors already totals around 140 companies, covering civils, track, signalling and communications, stations and depots, and much more.
The exhibition Alongside company stands, two display areas in the hall will showcase larger exhibits. The Track, sponsored by Tata Steel, will take the form of sections of track for the display of smaller items of equipment and machinery, while The Yard will feature products such as road-rail vehicles. The Yard is supported by the Rail Plant Association. In addition, an area of the exhibition will be dedicated to stands by member companies of the Rail Alliance networking association. Also supporting Infrarail are Network Rail, the Railway Industry Association, the Institution of Railway Signal Engineers, the Permanent Way Institution and the Institution of Mechanical Engineers, among many other key industry bodies. Visitors will also be welcome at the Civil Infrastructure & Technology Exhibition (CITE), which takes place for the first time alongside Infrarail at Earls Court. This will cover the closely related theme of equipment, products and services for constructing and maintaining vital infrastructure such as roads, ports, airports, utilities and communications networks.
Registration Online registration to visit the show free of charge is now open. A link on the event website www.infrarail.com takes you quickly through the simple registration process. Pre-registering to visit the exhibition speeds up entry and avoids a £20 charge payable for non-registered visitors. The website also features the very latest list of exhibitors and regularly updated details of the many activities taking part during Infrarail. zz
Seminars, reception & awards dinner Accompanying this year’s Infrarail will be a busy programme of supporting activities. Mostly free and open to all attending the event, these include technical seminars providing insights into the latest product innovations, keynote speeches from Minister of State for Transport Baroness Kramer and other industry leaders, Project Updates covering Network Rail programmes and HS2, and The Platform, an open discussion forum addressing topical industry themes. Opportunities to make new business contacts and renew existing ones will be provided by the now familiar Networking Reception on Infrarail’s opening day and by the following evening’s Infrarail Awards dinner, which will recognise significant achievements by companies taking part in the show. Exhibitors’ job vacancies and skills needs will also be highlighted by the Recruitment Wall.
Time toinvest in transport If you ask anyone on a train today what they think of Britain’s railway network, you should expect to hear some ill-informed nonsense, asserts Arnab Dutt
s a public member of Network Rail, I am perhaps more up to speed than the average rail traveller, but it still surprises me how little people know about ongoing investment in the rail network. People know about HS2, of course, but they don’t realise that investment in existing lines and stations is going on at just as large a scale. Look at stations. Investment is having a hugely positive effect on commuter experience. You only have to spend time at two of the busiest stations in the country, namely King’s Cross and Birmingham New Street, to see how such physical transformations influence daily commutes. Investment in stations, including lengthening platforms, means fewer delays, increasing capacity throughout the timetable, and of course providing a more pleasant journey. It is done with passengers in mind. This is all great, but we need much more, and not just in the rail sector but in airports and the whole joined up business of transport infrastructure. There are massive benefits for the economy. Major projects that increase capacity lead to demand for more materials and support services, and create jobs because improved efficiency benefits businesses.
So what’s holding us back? Ignorance, selfishness and fear. Look at HS2. Instead of admiration and excitement, that project mainly attracts negativity either
from sceptics, who can’t believe Britain can do anything on this scale, or NIMBYs, who it seems would prefer everyone to travel by horse and cart. When Network Rail announced a £37 billion upgrade of 28,000 signal boxes, what it got instead of praise for tackling this major project, was criticism for doing away with quaint Victoriana. The will-they-won’t-they saga around HS2 is played out in a similar story of politics and infrastructure when it comes to air travel. Britain is losing business to Germany, France, and Holland, who have a joined up transport network, and have invested in airports. This is having a detrimental long-term effect on the UK economy. As a nation, we do not offer enough flights to emerging economies – a situation that was foreseen 20 years ago. However, because of political sensitivities, no governments have made the decision to tackle this – a huge failure for the UK economy. The current debate about where to site an extra runway is typical. Why is the Government waiting 18 months to make a decision on how to expand? With marginal constituencies around Heathrow, the government would rather pander to the NIMBYs than invest in a joined up transport strategy that encompasses all modes of travel, including rail. Lack of investment has another, darker consequence. The public and private sectors have been under immense pressure to cut costs ever since the banking crisis plunged us into recession, and the fallout in lost jobs and failed firms has been well reported. There is a less well-documented effect, one that even as the recovery arrives has yet to be felt, and when it does come, the results could
be literally catastrophic. I am talking about decisions that have been made to cut corners to save money. In many organisations, public and private, purchasing departments have been given unprecedented buying power, even the ability to overrule engineers and specify inferior components. Under pressure to make savings, managers have delayed vital upgrades. These decisions store up costly refits and put systems at risk, in some cases with disastrous consequences. We all know what can happen when money talks and priorities get skewed. l A decade after the Potters Bar crash when seven people died after their train was derailed by faulty points, unions were still lambasting the Government about cuts and their potential for fatal consequences. l Just this summer, the cargo ship Swanland sank off Wales with the loss of six crew. Money saving played a major part with insufficient maintenance and a lack of repairs resulting in a vessel severely weakened by corrosion to the point of structural failure. l Similarly, a report into the Gulf of Mexico oil spill that killed 11 men concluded that cost cutting greatly contributed to the accident with managers making “decisions that reduced costs and increased risk”. So while there are no indicators about corner cutting to appear on the nightly news alongside the latest unemployment figures, we know it is happening, and when the results come to light in the worst-case scenarios, it is all over the newscasts. Like other businesses, we at Texane have had to cope with these incredibly tough past few years, and I do not for a minute underestimate the pressure on businesses large and small, or the public sector, to cut
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz costs. I should also point out that as a supplier of durable components to the rail sector and other mass transit operators, we have a vested interest in encouraging purchasing managers and engineers to specify high end product. It is, however, a fundamental truth of business and life in general that if you don’t pay your dues now, you will have to pay later. When the time of reckoning comes for corner cutting in this recession, let’s hope the price is paid in money and not lives. What would it be like if we weren’t so piecemeal and short term about transport? The long-term view creates solutions to problems that currently seem intractable. For example, with HS2 in place, Birmingham could be considered as the next airport for expansion rather than focusing on the southeast. London may be the preferred destination for most UK travellers, but with HS2, Birmingham would be only an hour away. The notion that Britain’s rail network is falling apart and starved of investment is hard wired into the nation’s psyche, but it is far from the
truth. Nevertheless, we need much more focus on improving our rail capacity and all aspects of our transport infrastructure. Right now, we need to change our mindset, and invest in a long term joined up transport strategy for Britain. zz
Arnab Dutt is managing director of Texane
Call toaction – join our research panel today!
l Railway Strategies and market research consultants Accent have joined forces to create an exclusive research panel for members of the rail industry to voice their opinions on the latest hot topics. Together the team will tackle the most pressing and urgent issues affecting rail, and we’d like you to get involved. We feel it’s imperative to listen to the voice of the industry when it comes to notable events and changes and we would like to hear from you. Every two months, we will issue a questionnaire on a hot topic, which will take no longer than five minutes to complete, and then feedback your views and opinions. Speaking about the panel, Rob Sheldon, MD at Accent said: “The research panel is a great way for industry professionals to express their opinions on the items topping the news agenda. What’s also really interesting is to have these viewpoints from across the industry and see the effects upon the sector as a whole.” Martin Collier, editor at Railway Strategies added: “We receive a lot of research-
based news stories, but what’s great about the panel is the research findings come from our readers. We can set the agenda and look in more depth at some of the topics affecting the rail industry, both now and in the future.” Topics will vary depending on what’s making headlines and will cover any ongoing subjects such as HS2 and where best to spend budgets? What passengers are saying and how to improve customer service are just the tip of the iceberg. In addition, if you feel there is an important issue which needs the attention of the panel, simply let us know. Joining the panel couldn’t be simpler, all you need to do is email firstname.lastname@example.org with your details. Once you have signed up you will automatically be sent the bi-monthly questionnaire. All responses will be kept anonymous unless you express your consent to be quoted within Railway Strategies.
Rob Russell of Critical Software Technologies discusses asset management and condition monitoring in the rail sector
nfrastructure is key to a successful rail sector, accounting for approximately one-third of the railway’s operating costs. In 2009/10 in the UK alone, £1bn was spent on renewals of infrastructure, £2bn on maintenance and £1bn on enhancements. As a result, there is a growing industry-wide focus on the development and introduction of advanced asset management and condition monitoring technology in order to achieve a resilient, seven-day railway with optimum levels of reliability, capacity and service levels. This will chiefly be achieved through the introduction of intelligent condition monitoring systems on board rolling stock in order to provide accurate, timely information that allows operators to implement condition-based intervention and reduce unplanned maintenance and delays. The introduction of such technology has already commenced across the UK rail network, particularly as operators recognise the operational benefits, at minimal cost, that increased automation, the data to predict
intervention, and the use of intelligent software and equipment bring. Network Rail in particular has been a leading implementer of advanced asset management and condition monitoring systems, recognising that with such a large and complex asset base it is vital for an operator to manage maintenance and refurbishment efficiently and provide early warning of any rapid deterioration or component failure. The business has been lowering costs since 2007 and aims to cut a further £2bn through the development of methods of reliable, real-time measuring structures, systems and components and innovative remote measurement technology. To discover more, Railway Strategies recently spoke to Rob Russell, CTO (Data) at Critical Software Technologies, who explained that: “Condition monitoring systems and the critical management of assets is essential where there is a high value, complex infrastructure that can have a significant impact on business systems if there is a failure. To implement this in the rail sector, the main course of action needs to be an exploitation of the current capabilities that are available on the rolling stock and the infrastructure, in parallel with a considerable enhancement of these capabilities. So, initially, this might mean taking the existing data feeds that are already available from the trains and the operational environments and looking at the datafication of maintenance records, logistics systems and so on. Much of this valuable information exists only on paper, requiring a shift to it being captured by electronic maintenance management and logistics systems. “That step will of course serve its initial purpose, in that it will enable operators to capture the relevant data for the safety and legislative status of tracking condition and configuration management of the trains. Beyond that it will be possible to reuse the data over time, enabling things like ‘equipment performance analysis’, whereby you can identify the specific areas on the trains that drive unserviceability and maintenance burdens. This is where real condition monitoring systems start to be successful, allowing operators to dedicate any budgets that are available for product improvements or technological developments to the most significant areas for reliability and serviceability.” Of course, this represents an initial step, using the available technology to begin the process of managing and monitoring rolling stock and assets in order to identify the most problematic areas. “In parallel with that, operators should take a forward-thinking approach to see how best they can capitalise on new technologies that become available, so they improve the connectivity of train systems and the ability to store, manage and move larger data sets,” Rob highlighted. “From here there are other developments that will go hand in hand, such as the introduction of additional sensors, both to rolling stock and the tracks/infrastructure. So, where traditional sensors would monitor vibration levels,
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz transmissions, oil systems and such like, adding things like CCTV and camera imaging, allows measurements of the infrastructure as the train is passing, for example. As with any industry, the introduction of new technology and the updating of existing assets and infrastructure will be challenging, but Rob believes the benefits far outweigh the potential problems. “The key is really about a change in mindset,” he said. “From my experience in the aviation sector, there is a lot of discussion and activity around condition-based monitoring and prognostics, but I actually believe that there is a lot more credibility and that far more success would be achieved within a market like the rail sector. For example, the problem in aviation is that systems tend to be over maintained so that if there are any failures identified, even at their earliest stages, the components are removed so that operators never fully understand the full cycle of the failure mode. “Within the rail sector, because the safety regulations are different, components and assets tend to run for longer so that you can get a far better understanding of the failure mode, and that is exactly the type of data that you need to be feeding into prognostic models to allow you to successfully implement condition-based maintenance. Having this knowledge and information means that you are able to run rolling stock and infrastructure for longer periods at any one time. Once you have identified and modelled a failure mode, you can run the components for longer as you understand how far you are away from that failure becoming critical.”
Future developments Critical Software Technologies is currently involved in a number of important projects in the rail sector in relation to condition monitoring, giving Rob an insight into some of the key areas in terms of future developments. “There is already a reasonable level of embedded systems within existing rolling stock that are monitoring many variables, which is why expansion is the first aspect of the development process. So, enhancing the capabilities of sensors measuring transmissions, using existing CCTV systems for other activities like passenger monitoring, and monitoring the direct usage of the trains over an extended period will be important.” A key challenge in enhancing these existing systems is the current capability of the rolling stock and infrastructure – with numerous questions being raised including whether the current CCTV systems are capable of measuring track and train conditions at operational speeds, whether the current Wi-Fi coverage is adequate across the network to support both the needs of passengers and operators and, if so, what issues may arise when trying to integrate the data from across the whole network? “The capabilities are there, it just requires a change in approach as to how we implement condition monitoring,” Rob explains. “Take CCTV for example. There are already dedicated systems in place that take accurate measurements from images at lower speeds. But I think it
is more effective to treat this as a ‘big data’ issue, gathering higher volumes of images. This will likely mean that, you will have a lot more ‘noise’ in the data, but there are widespread techniques to remove this easily. “Regarding Wi-Fi connectivity, unfortunately I do think that it is often a challenge to find a good Wi-Fi connection on a train across the UK rail network. Importantly, I believe improvements will come though – they have to if we want to progress and remain competitive in the global rail sector. The advantage of Wi-Fi has always been that it helps to meet passenger expectations for living a more ‘connected’ lifestyle but, in terms of condition monitoring, you have the ability to piggy back on that Wi-Fi system to carry all of the data recorded back to central data hubs. The aspiration has to be for the highest degree of connectivity possible throughout the network if you want to easily achieve this. “Moving forwards, the biggest challenge in implementing a real step change in terms of condition monitoring and asset management is that, in the UK, we have an enormous retrofitting challenge in terms of fitting these systems to a legacy infrastructure. When it comes to installing new infrastructure, I think that it would be foolish to not be putting the latest communication and monitoring equipment in place; it would be extremely short sighted on the part of UK industry to take that approach. “With regards to existing rolling stock, an important challenge is the problem of the interoperability of data. Because of the UK industry’s reliance on importing rolling stock and infrastructure, you are seeing data being collected across a network from different train types, manufacturers and operators, which definitely creates a challenge for the central operators in terms of bringing all of the data together, calibrating it and translating it into something meaningful and definitive. Ultimately, the most important point long term will be for the UK to be involved in the development process of this technology as early as possible, and to be in the position where we can actually try and define and drive these standards forward.” Looking ahead, Rob concludes by explaining that, while it is naturally important to consider the UK’s strategy for implementing further condition monitoring throughout the network, the global nature of the rail industry, coupled with our reliance on imported rolling stock and infrastructure, necessitates a broader approach. “It’s important to have a global vision. We can look at our UK network but it is vital to be able to put that into a worldwide context. The home market is receiving so many systems that are designed to European specifications, or further abroad, so the key success factor is to be as influential in the design and development of new systems and solutions as possible. The UK is still a highly innovative nation and I think there is still the opportunity to really be at the forefront of the industry so that we can develop an efficient, effective and world-class rail network over the coming years.” zz
zzzzzzzzzzzzzzzz A traditional biaxial geogrid in use
Mike Horton is product and technology manager for stabilisation systems, at Tensar International
Ballast control to save on maintenance & manpower The use of geogrid technology in track ballast stabilisation and rail track support is increasingly being implemented across Britain’s rail network. MIKE HORTON explains how and why this technology is proving so effective
ail Engineers are acutely aware of the impact that ground conditions and resultant track movement can have on construction schedules. Excessively soft or unstable soil conditions tend to require greater excavation depths and the use of larger volumes of aggregate, increasing site traffic, carbon emissions and ballast costs. Whilst support can be achieved through other means, such as chemical stabilisation or deep excavation followed by a thick granular sub-layer, these methods can be both timeconsuming and expensive. What’s more, many of these processes can be avoided by specifying an appropriate geogrid solution in ballast and sub-ballast applications. The stabilisation of rail ballast layers using geogrids is backed up by more than 30 years of research detailing its ability to delay track settlement. Various research
articles published in both the UK and internationally have found the use of mechanically stabilised layers comprised of geogrid technology to increase the bearing capacity of sub-ballast layers two-fold, compared with the same non-stabilised thickness. Much of the early research into the performance of geosynthetics in ballast and sub-ballast applications relates to traditional biaxial geogrid designs, which distribute forces applied in two directions whilst confining aggregate layers to reduce the need for regular tamping. In 2007, this efficiency was taken a step further, with the introduction of geogrids with a hexagonal structure and triangular apertures capable of distributing force across 360° of the geogrid system specified. Comparative independent tests of Tensar biaxial and TriAx triangular geogrids have
shown TriAx systems to provide even greater performance of granular layers under trafficking. Geogrids rely on particle confinement to develop a mechanically stabilised layer. Here at Tensar, our research into geogrids in ballast applications identified that determining an optimum aperture size to fit with the ballast particle size was vital. Doing so creates the mechanical interlock necessary to reduce ballast movement and sleeper settlement, providing opportunities to increase maintenance cycles and a number of cost savings in the process. It was identified and proven that a larger aperture is required to cater for the coarse nature of rail ballast, and so the TriAx® TX190L larger aperture geogrid was developed. When used in ballast applications, the aggregate particles interlock within the triangular apertures and the efficient rib profile of the
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz The world’s first TriAx TX190L application in Slovakia
TriAx geo grid
Crossrail project pushes on with Tensar’s TriAx® l Tensar International was geogrid helps to confine aggregate, which combined with the isotropic stiffness, creates a mechanically stabilised layer. TriAx® TX190L has been accepted into the Network Rail PADS catalogue based on parameters identified as being relevant to the expected performance of the product when installed within the ballast layer itself. This approach matches that for the stabilisation function which is identified as being distinct from reinforcement function where tensile strength is seen as important. When looking to save costs on manpower, materials and maintenance, it makes sense to think from the ground up to select an appropriate system. Be sure to speak to an expert and carefully consider which products best suit your needs. zz
selected to provide a ground stabilisation solution as part of the Crossrail project. The company’s TriAx® geogrids have been utilised in the construction of a key part of the 2.6km North Woolwich Tensar’s TriAx geogrids were specified to stabilise the North Thames Tunnel Contract. Woolwich Thames Tunnel as part of Crossrail. Chosen as the designer of stabilised temporary working platforms for heavy tracked rigs by the project’s joint venture contractors, Hochtief Murphy, Tensar supplied its TriAx® ground stabilising solution after the site investigation showed that soft alluvial ground conditions would make the use of alternative methods much slower and more expensive. Working alongside Hochtief Murphy from an early stage, Tensar’s team of specialists designed a mechanically stabilised layer (MSL) utilising a TriAx® geogrid solution. Based around a triangular structure, TriAx® has excellent, multi-directional tensile stiffness and has extensively well-researched performance. This allows heavy loads to be widely distributed through the stabilised granular platform, reducing pressure on the weak formation while using the minimum fill thickness. By combining TriAx® with a recycled granular capping material, Tensar’s engineers were able to remove the need for extensive excavation or the use of a reinforced concrete slab with box-outs whilst offering a high level of stability to the site, reducing costs and delays to other aspects of the project in the process.
Web: www.tensar.co.uk www.railwaystrategies.co.uk
A screen grab from the ASR system display
Keeping on the right track With demand on the UK rail network at its highest since the 1920s, reducing delays caused by signalling failures is essential in keeping passenger and freight customers moving, as well as keeping costs down for rail operators. JOHN LANGLEY-DAVIS explains the importance of embracing new innovations like Automatic Supply Restoration (ASR) systems
s the UK rail industry continues to grow, there is increasing pressure on rail operators to ensure the busy network is free of interruptions. A large number of delays on the rail network can be attributed to a loss of signalling power, usually caused by cable or equipment faults, cable theft or vandalism. PADS approved and developed in conjunction with Network Rail’s Signalling Innovations Group, Schneider Electric’s Automatic Supply Restoration (ASR) system is the first non-protection based system available for the rail market which automatically restores power for the rail network’s critical signalling functions. The alternative protection-based systems attempt to identify and isolate the fault in real time. This requires careful configuration of the protection settings during commissioning, maintenance and upgrades. The Schneider Electric post-fault ASR system is novel because it uses differential measurement techniques to locate faults, thus removing the need
for calculated settings and making it resistant to load changes. Having identified the location of a fault, it operates contactors to isolate the faulty section and then it restores supply by closing the normally open point and the tripped breaker. Already adopted by – and demonstrating its benefits in – industries and infrastructure projects where supply availability is critical, an ASR system works by automatically restoring power to signalling equipment following Functional Supply Point (FSP) or cable faults and reduces supply interruptions to less than fifteen seconds. The ASR system comes with an easy-to-use touch screen interface complete with a graphical network representation of the signalling power network. The display can be viewed and remotely controlled via Internet Explorer and presents real-time and historical reporting, as well as status and alarm information, ensuring maintenance engineers have full visibility of network
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz loading and fault data information The Schneider Electric ASR system benefits from the ability to integrate into new and existing power supply distribution systems, without affecting the current network. When it comes to installation, unlike protection-based systems, this ASR system is ‘plug and play’ so does not require any measurements of the electrical characteristics of the feeder at each FSP and therefore does not require specialist engineers to install or maintain it. Similarly, only cabling skills are required to repair a faulty ASR unit as the entire unit can be easily exchanged with no configuring required of the replacement unit. The system is scalable, meaning that three variants of the equipment – local fault detection, remote fault detection and automatic supply restoration – can be offered to individuals based on their project requirements and budgets. Local fault detection allows the location and type of fault to be identified following loss of power on the signalling network, thus reducing engineering time and resource to find and isolate signalling power faults. On detection of a fault, a display at each FSP provides a rail engineer with alarm indications and the currents on each conductor at the time of the fault. Remote fault detection further enhances the
technology used within local fault detection by providing communications, analysis and display facilities; enabling the rail engineering team to remotely monitor the status of the network. When a fault occurs, the system automatically analyses the fault data and identifies the location of the fault, displaying it on a HMI. This allows the faulty feeder section to be identified prior to a local inspection. The full ASR system uses the technology of the Remote Fault Detection system but adds the control of contactors at the FSP, enabling the network to be automatically reconfigured. To ensure safety, security, reliability and efficiency on the UK’s ever-expanding rail network, rail operators must adopt new innovative and intelligent solutions which help to monitor, control and optimise the electrical assets on the rail network. An ASR system improves supply availability for new installations, while also extending the useful operational life of existing networks. It can significantly reduce delays and outages, minimise impact on rail customers, as well as save time in installation, save time in maintenance and improve the safety of those inspecting the network. zz
John LangleyDavis is Schneider Electric’s advanced services marketing manager
iconicservice Harking back to the roaring twenties and the golden age of travel, the Venice Simplon-Orient-Express and sister trains, The British Pullman, Northern Belle, The Royal Scotsman and The Eastern & Oriental Express provides one of the worldâ€™s most iconic travel experiences 20
hen it comes to rail travel, these trains deliver a service where travel is about relishing the experience and taking part in a more sophisticated age and a gentler pace of life. From the first greeting from a distinctively uniformed and friendly steward to the gleaming carriages, the trains installs a sense of wonder that brings together fascinating, like-minded people united in their shared love of adventure and travel. The lovingly restored carriages of the Venice Simplon-Orient-Express date back to the 1820s and 1830s and embody the spirit of the pioneering age of luxury travel. Guests
can choose between single, double and cabin suites that each offer unique yet equally sumptuous surroundings. Double cabins are configured as a relaxing lounge that includes a banquette sofa, footstool, small table and washbasin cabinet with hot and hold water and at night the cabin becomes a cozy bedroom with an upper and lower bed. Cabin suites consist of two interconnecting cabins, where guests can choose between single beds or to keep one cabin as a lounge with upper and lower bed in the other. A beautiful, mosaic-tiled lavatory is also located in each carriage. The carriages themselves are expertly maintained to guarantee excellent reliability
A cabin suit e Simplon-Ori on the Venice entnight time Express, in configurati on are taken on board at stops along the route including lobsters from Brittany, tomatoes from Provence or saltmarsh lamb from Mont St Michel. The restaurant and bar cars exemplify the same rich history and premier travel experience that has made the VeniceSimplon-Orient-Express an iconic name and the train features a total of three beautifully restored 1920s restaurant cars; Côte d’Azur,
A 1930 themed carriage on board the Northern Belle
and a smooth, relaxing service. To ensure the highest standards in quality, only the very best providers of rail equipment and facilities are relied upon to assist in the upkeep of the ironic train. This allows guests to savor the beautiful surroundings including, opulent interiors, sparkling crystal, plush fabrics and polished woods while anticipating a delicious breakfast served against a backdrop of exciting new panoramas. The sumptuous interiors and comfort of the Venice Simplon-Orient-Express is complimented by exquisite gourmet haute cuisine, prepared by highly skilled chefs and a famous wine selection. Fresh ingredients
The steam pulled British Pullman
boasting Lalique glass panels, Etoile du Nord with its beautiful marquetry, and L’ Oriental, decorated in black lacquer. At the heart of the train is the stylish bar car, which offers a welcoming environment where guests can relax over cocktails or coffee, chat with fellow passengers and enjoy music from a resident pianist. The Côte d’Azur is decorated by René Lalique and was first built during 1929 as a first-class Pullman. It features faintly blue opaque glass showing classical figures with a matching frieze of smaller panels. The stylish carriage began life in the Côte d’Azur Pullman Express before switching to the Deauville Express. Later, it was returned to the Côte d’Azur for winter journeys and ran from Paris to Calais for many years, meeting passengers from the Golden Arrow boat train service. By 1961 it had been placed in a reserve pool used for special services and was eventually stored at the Wagons-Lit works at Villeneuve. It was later rescued from a dreary rail siding in 1991 by VSOE and fully restored at Breman. The Etoile du Nord was built in England during 1926 and showcases some of the most beautiful marquetry in the continental rake. The carriage originally ran with the Etoile du Nord train from Paris and then switched to the Edelweiss based in Amsterdam. Later, it was used as part of the Lustitania Express from Lisbon to Madrid before it ended its service travelling between Cadiz and Seville during the 1970s. The final resonant car in the fleet is
JPA Design James Park Associates (JPA) was founded by architect James Park and has become recognised as a world leading transport design company, notching up numerous award winning projects within the aviation and rail industries. Working closely with Orient Express, the relationship has been pivotal in the production of rail projects such as Venice Simplon Orient Express, Eastern & Orient Express, The Andean Explorer in Peru, The Northern Belle and the GNER Mallard project. In addition, JPA was the designer for The Royal Scotsman, which continues to be a successful part of the Orient Express portfolio. JPA’s ability to combine interior design solutions with extensive technical ability has proved to be perfectly matched to the creation of high quality luxury travel projects. The Eastern and Oriental Express
the L’Oriental, which was originally a Pullman kitchen car. It was built in Birmingham in 1927 in the Etoile du Nord style and ran a luxurious service between Paris and Amsterdam. It too later joined the Lustitania Express. When it was purchased for the Venice Simplon-OrientExpress, the car was updated and refitted with black lacquer panels and today all three cars continue to impress. The bar car also features stunning design and exclusive comfort. It was built slightly later than the restaurant cars, starting life in 1931 but it none-the-less perfectly captures the imagery and spirit of the golden age of travel. The carriage was originally based at the Gare Saint-Lazare in Paris and after the war it ran as part of the Sud Express from Paris to Irún on the Spanish border and from Paris to Toulouse in Le Capitole. Today it features an exquisite, Art Nouveau-style interior by Gérard Gallet. In 2014, the Venice-Simplon-Orient-Express will operate a number of scheduled departures out of Brussels for the first time and in 2015, the train returns for Scandinavia for journeys
to Stockholm and Copenhagen from Venice. The UK Luxury day trains, The British Pullman and the Northern Belle offer a wide variety of exceptional journeys across the British countryside from day trips to weekends away and exquisite dinners hosted by celebrity
chefs such as Raymond Blanc OBE. The Royal Scotsman will journey to London for the first time in 2014 and the Eastern & Oriental Express in Asia will host a special fundraising gala journey in October 2014 in aid of Save Wild Tigers. zz
The Royal Scotsman
Sensingsuccess BEA Sensorio specialises in the design of sensors integrated on automated systems for train doors, gates and similar public transport equipment
EA, founded in Belgium in 1965, has over 400 employees around the globe. A pioneer in the sensor industry, BEA was one of the first companies to launch a Doppler microwave radar specially adapted for automatic doors opening. The Sensorio division of BEA was set up to broaden the fields of application of its technologies through market diversification, and to make its expertise available to other parties involved in various new markets. At BEA Sensorio, the employees and management team combine experience and know-how in a way that ensures clients get the right solution to meet all their sensor needs. BEA Sensorio offers a complete range of infrared optical, radar and time of flight LZRÂŽ based sensors, and these are divided across several market sectors, one of which is Railways and Public Transport in general. In this area, BEA Sensorio products are available for interior doors, exterior doors, platform screen doors and other similar applications in Public Transport. When it comes to interior doors, over the past few years automation has become increasingly important in the public transport market, mainly focusing on the comfort and safety of passengers. The same is valid for automated doors, especially on train platforms. On automated interior train doors, the aim of using sensors is threefold: 1) To open the door when passengers approach the door (detection of motion), and avoid inappropriate openings in all other situations 2) To keep the door open as long as a passenger is next to the door or within its threshold (detection of presence) 3) To avoid the door staying open indefinitely, if objects, such as baggage are placed in the sensorâ€™s detection field The BEA Sensorio sensors of the RS range are dedicated to this kind of application. So for example, the RS-1 is a one-spot active infrared sensor designed to open the doors when needed or to keep them open in case of presence at proximity of or in the doorâ€™s threshold, and the RS-15 is an active infrared sensor featuring a detection area (matrix) of 3 x 5 configurable spots, to open the door when needed and keep it open in case of presence in the threshold. These solutions offer multiple customer benefits, including decreased maintenance and logistics cost. They are convenient alternative to push buttons, light barriers or similar infrared sensors.
For exterior doors, generally the most important aspects for operators to consider are safety and access conditions for persons with disabilities. As a result, on automated exterior doors, the aim of using sensors is to safeguard the passengers while keeping an acceptable level of operability. Therefore, the door should be kept open when somebody tries to enter or to leave the railway vehicle, alone or accompanied (e.g. with a children or an animal). The ‘critical’ passengers should be detected without being hit by the door. Consequently, additional sensor solutions to contact edges used nowadays are requested.
Time-of-flight technology BEA Sensorio’s products in this area are based on the LZR® platform, which the company describes as ‘timeof-flight technology’. The LZR®-RS300 solution has been designed to safeguard exterior railway doors in either two or (optionally) three dimensions - one single sensor (emitter and receiver are integrated in one housing) can be enough to safeguard a complete door, either single or double leaf, flat or curved. The LZR® RS-300 offers a variety of customer
benefits. It is a convenient alternative to light grids, and as the emitter and receiver are integrated in one housing, minimum effort is required for integration offering time and cost reduction to integrator and end user. It offers complete coverage of the door surface, and in combination with contact edges, the LZR-RS300 provides high degree of safeguarding on exterior train doors.
Platform screen doors Platform Screen Doors (PSD) is a part of a safety system used mainly in the subway to separate subway platforms from the railway track. Sliding doors installed on the subway platform interact with train doors, while opening and closing simultaneously. One of the main tasks of such systems is to prevent passengers from falling on the track and guarantee constant and safe passenger flow between platform and train. Consequently, the safeguarding of the threshold area between the PSD and the train is a very important factor. The LZR® platform is also used in the PSD area, with the LZR®-RS310. The LZR®-RS310 has been designed to safeguard the threshold area between the PSD and train doors in three dimensions. For correct train positioning
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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz and other raw data measurement linked to PSD systems, BEA Sensorio also offers LZR®-U9xx series another part of the LZR®-range. Clients find that BEA Sensorio’s LZR Laser Scanner series provide a refined alternative to light barriers, cameras or similar technologies sensors. LZR® Laser Scanner integration on the Platform Door Screen enables the integrator to set-up a safe (up to SIL3 safety level) and reliable system with reduced maintenance costs and increased availability of the overall Automated Metro system. Alongside safeguarding exterior and PSD doors or comfort on interior doors, other applications can also be addressed using radar and time of flight LZR® sensors. Generally, if motion has to be detected, radar sensors are the most appropriate solution, whereas if distance has to be measured, time of flight LZR® is generally more suitable. Some examples of other possible applications in the railway market are passengers counting and gap filler deployment – both could be addressed using BEA Sensorio’s Laser scanner platform LZR®-U9xx.
Major area of focus It is clear from the solutions discussed above that passenger’s safety and comfort are major area of focus for BEA Sensorio, and it is working closely with train manufacturers such as Siemens and Alstom as well as the integrators such as Bombardier to create adapted sensor solutions bearing in mind cost adapted solution for end-user and more safety & comfort for passengers. As an example, one of its most recent announcements was in September 2013, when the company released an updated version of RS-15, the only opening sensor for train inner doors that is compliant with fire safety standards in Europe. It is thanks to innovative solutions such as this that BEA Sensorio remains one of the world leading companies in its sector. As it enters the New Year, the organisation is looking forward to further developing its equipment for new applications in the industry, which by the way will be exhibited during the forthcoming INNOTRANS Exhibition. zz
Access granted ATG Access, the leading manufacturer of security bollards and vehicle barrier systems, is growing its international presence as it takes its experience from the UK to the global market
ith a history dating back 25 years, ATG Access designs, manufactures and installs security systems that protect city infrastructure and citizens. The core of the business is within the UK, with relationships established among major companies such as Network Rail, Crossrail, WSP and Mott MacDonald. As demand for its solutions continues to grow, Railway Strategies contacted high security manager Iain Moran: â€œWe have completed a large scheme of work with Network Rail covering Hostile Vehicle Mitigation (HVM) measures throughout the UK. Having designed and supplied products to over 35 stations, demand for our services has grown to the international arena. The recent bombings at Volgograd Railway Station in Russia demonstrate the very realistic day-to-day threat of international terrorism. It is important that station designers globally factor in the needed Counter Terrorism measures at the redesign/regeneration planning stages to protect tourists and visitors travelling through this type of
critical national infrastructure.â€? The business provides products that restrict vehicleborne threats ranging from vandalism to sophisticated or aggressive attacks by determined criminals or terrorists. The HVM solutions prevent vehicles permeating the boundary, on critical national infrastructure and locations that require high levels of security to guard the safety of the public that passes through them on a daily basis. As the security trend on an international basis begins to grow, the international markets are beginning to follow the same standard as that in the UK. ATG Access is carrying out work with numerous franchised and Network Rail stations, working on designs and operating very closely with Crossrail, as well as various designers to implement schemes for projects that are headed for 2015/2016. Contracts cover all the new stations that are being built for Crossrail, and additional station upgrades. All the projects have elements that require HVM security. Depending on the actual product selection, certain
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz developers are constantly thinking up ideas, which we’ll offer to the market to see what they think, so for us; R&D is a two-fold perspective. All products go through a rigorous testing process having to pass 68 individual requirements, and rigorous impact testing criteria. Each product is certified to a rating that can stop a certain vehicle travelling at a certain speed. “Although it is the hostile vehicle mitigation market that is growing quickly, our products are still used in other applications in access control systems such as dedicated taxi lanes leading up to stations and pedestrian demarcation with static bollards. “We are looking to push our products internationally in 2014. At present we are working on rail projects in the Middle East, and our aim is to introduce the same standards from the proven and very good formula established in the UK by replicating the process of working very closely with security and construction teams.” Aimed at producing the best solutions, ATG Access seeks project involvement from early stages. Birmingham Gateway is an example of the company’s involvement from an early point, having been active
installations only require an installation depth of 112mm that will prevent access from hostile vehicles up to 7500kg travelling at 50mph. With very little excavation required, the products can be installed quickly, a factor that is of great importance in retrospective protection installations at stations, with the process creating minimal disruption. “Our range of products also includes manually retractable solutions for situations when irregular access by vehicles may be required and for situations when no power supply is available to install automatic products. We specialise in developing products specific to the needs of the customers,”says Iain. The R&D process begins with Market Requirement Document (MRD), determining what products are required through contact with customers and the market. The products are then developed and launched to the market. But complementing this standard process, ATG Access additionally develops products through blue sky ideas, as Iain highlights: “Our
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throughout the architectural design. Bespoke solutions were also incorporated at Paddington Station to fit in with the surrounding environment. Involvement from the engineering team is generally required as early as possible to keep within the design of the project, the architect and the environment, but also cover the fundamental security requirements. “We have installed bollard systems at York Station, F&M Powder where we have integrated products with bus shelters, Coating benches, litterbins, cycle stands, and various other Specialists Ltd elements. It results in a more pleasing aesthetic view, F&M Powder Coating whilst providing impenetrable security,” highlights Iain. Specialists Ltd have Regarded as a specialist and market leader, the worked closely with business offers a service that can take an idea from ATG Access Ltd for a concept through to design, manufacture and many years applying implementation and offers a full service and maintenance protective coatings AMS60 mobile welding machine contract. to a wide range of “It is not just a case of putting a bollard here and there, their products and in we can integrate the whole security system and solution this time have built within the existing building infrastructure and we can up a good working design bespoke solutions for new environments and new relationship making them proud to be given the opportunity to show their support for ATG Access Ltd.
standards. Export currently makes up in the region of 60 per cent of the business and it is an aspect we are looking to grow over the next five years to trading with a turnover of £50 million,” Iain concludes. zz
infrastructure that is being developed. “We are focused on our goals for the future, and our interests lay in business security and impact testing
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St Pancras Bollards
An absorbing story For over 60 years Oleo has been involved in the design and manufacture of energy absorption technology for a variety of industries, including rail
s Sul Sahota, managing director, explained, the company’s roots go back a long way: “In 1934, Peter Thornhill (the founder of Oleo) devised a design of undercarriage strut for aircraft using a free floating piston, which allowed the whole strut to be inverted, this enabled the strut to work at an angle eliminating the problem of an oil and air mixture.” Sul continued: “Using this principle and after many years of research and development for a hydraulic railway buffer a patent was lodged, pioneering the first practical design for a self-contained hydraulic buffer for railway rolling stock.
“Oleo’s product portfolio has expanded since then to include elevator buffers, industrial buffers, end stop solutions as well as testing and simulation software,” added Sul. “Testing is done at our factory in Coventry using specialist test rigs developed by Oleo alongside mathematical algorithms that can simulate the linear and non-linear dynamic energy absorption characteristics of our products. This combination of physical testing matched by mathematical analysis has enabled Oleo to maintain leading edge products and simulation software.” As Sul pointed out, Oleo prides itself on being innovative in response to both
Oleo’s in house test rig customer demands and technological opportunities. “Continuous investment in research and development (R&D), state-of-the-art technology and modern manufacturing processes has made Oleo leading experts in energy absorption,” he elaborated. “By utilising our in-house simulation software and testing equipment it has been possible to develop new technologies. R&D is ongoing at Oleo with new services being introduced and products patented, and we have ISO17025 accreditation for our testing facilities. As a result we are routinely undertaking type testing for customers as well as new product development activities.” These customers include major train operators such as SNCF and RATP, train manufacturers such as Alstom, Bombardier, Siemens, CSR and CNR as well as their suppliers of couplers and buffers such as Dellner, Voith, Faively SRI and Axtone. Serving these customers is a knowledgeable and well-trained staff, and ensuring it has the best people within the business is one of Oleo’s priorities: “Oleo has an active programme of recruiting and developing apprentices and graduates, recruiting seven apprentices and 12 graduates in the last two years, as well as one staff member doing an engineering degree on day release. We encourage and
Temple Mills Depot with Oleo end stops support all our engineers to work towards Chartered Engineer status and we also have two engineers undertaking Ph.D programmes. We are planning on recruiting for apprentices and graduates again this year,” noted Sul. This combination of in-house expertise and sophisticated systems means that Oleo can continuously release innovative products that are developed using proprietary technology and at
the same time achieve cost leadership by investments in manufacturing. “We introduced Oleo 1D Rail simulation software and a range of gas hydraulic and deformation products during 2013, and these have had good market response,” highlighted Sul. “We have more innovative new products and services to launch in 2014, including an updated version of 1D rail which simulates rail collisions.” Since Oleo was founded it has has
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grown from small beginnings to become a leading world expert in crash energy management and energy absorption technology with manufacturing facilities in the UK and China and a sales and service facility in Germany as well as subsidiaries in the USA and India. “Products are sold and distributed from our warehouse in Atlanta to support our growing business in the US and Oleo products are sold worldwide through a host of distributors,” noted Sul. “Over 95 per cent of Oleo sales are exported from the UK with Europe and China being the largest markets.” It is clear that the rail industry is growing
strongly worldwide and this is both a challenge and an opportunity to Oleo as Sul concluded: “Oleo is an engineering company and that’s our core activity. Therefore our mission is to continue to grow and develop our engineering team,
development, testing and manufacturing facilities and apply these expert capabilities to strategic markets such as the rail sector. We aim to maintain world leadership of our products and services by continuous commitment to engineering excellence.” zz
Lee Spring Springs and fasteners are often vital components in the manufacture or construction of a component for transport systems and with Lee Spring’s stock range of over 19,000 springs and fasteners, customers value a faster route to precise and accurate specification. The Lee Spring custom design service also provides precise application matched solutions. Lee Spring supplies springs and fasteners to various industry sectors for a wide range of applications. The ISO 9001 Registered Company ensures that the highest quality materials are used to manufacture all the springs Lee Spring supplies and that the springs themselves meet exacting transport, medical, military, aerospace and/or equivalent British and DIN Standards.
zzzzzzzzzzzzzzzzzzz Bachy Soletanche defines piles in excess of 600mm diameter to be large diameter
Piles of opportunity As one of the UKâ€™s leading geotechnical specialists, civil engineering contractor Bachy Soletanche has an excellent reputation for working in the most challenging environments
he UK subsidiary of the Frenchfounded, globally operating Soletanche Bachy Group, Bachy Soletanche Limited has offered the personalised service approach of a Northern European firm since its inception in 1963. Taking advantage of the experience of its parent company, the innovative and quality conscious firm continuously pushes boundaries to find solutions to any engineering challenges; a commitment that enables clients to reap the rewards of Bachy Soletancheâ€™s exceptional design procedures, enhanced geotechnical processes and tradition for excellence. A leader in all aspects of modern geotechnics and foundation engineering,
Network Rail approved Bachy Soletanche offers techniques such as LDA piling (large diameter bored), restricted access minipiling, CFA piling (continuous flight auger), diaphragm walls, grouting, tunneling and engineering to safeguard the environment. These are used to form a range of structures including foundations, tunnels, station boxes, deep basements, shafts, bored pile retaining walls and underground car parks. With an objective to supply services safely, on time and within budget, the quality focused companyâ€™s in-house design service means Bachy Soletanche is also equally capable of taking on projects as a specialist contractor to principle/ management contractors as well as working as the main contractor for clients
Bachy Soletanche installs piles at Scarborough Marine Drive Yorkshire Water treatment facility on projects that involve a substantial geotechnical element. Having worked on major transport and infrastructure projects such as Terminal Five at Heathrow, the Channel Tunnel rail link and Kings Cross and St Pancras
stations, Link-up approved Bachy Soletanche’s current projects within the rail industry include the almost-completed multi-million pound piling contract for Costain as part of the engineering solution provider’s five-year £400 million project to
carry out the design and redevelopment of London Bridge station. The project is a key part of the Thameslink programme and will result in nine through terminals and six terminating platforms being linked together by an open concourse that will offer escalator and lift access to every platform. On top of this, the company is working for Costain and Laing O’Rourke on the London Underground upgrade at Bond Street. The project will involve the completion of 900 millimetre diameter, 54 metre maximum length bored piles that will support the new over site development; once completed in 2017, the station will benefit from increased capacity from a new ticket hall and step-free access to both the jubilee and central lines, a new lowlevel passenger interchange between both underground lines, which will thus reduce congestion and enhance journey times, and additional escalators to the jubilee line. With an excellent reputation for operating in challenging environments,
For all your welding needs AWS Plant Hire AWS offer the most up to date welding machines available and all of our equipment is constantly being upgraded and maintained. Being a specialist welding company we are always available to provide expert advice to ensure that you, the customer, receive the best products for all your requirements. All AWS Plant Hire generators offer the following: • Low fuel consumption • Reduced noise levels • Low emissions • Latest engines • 24/7 service throughout the year • Are ideal for power & welding in all conditions Welding accessories and consumables for sale AWS are able to supply a complete and comprehensive range of welding consumables, safety equipment, machines and hire plant. A fleet of delivery vans and wagons enable us to provide a prompt and efficient delivery service, both locally and nationwide where required, and our trade counters are open at all depots for sales, collections and advice. Contact us to find out more
FALKIRK, Scotland 01324 636376
BILLINGHAM, Teesside 01642 563366
SCUNTHORPE, Lincs 01724 847383
CHORLEY, Lancs 01257 279364
LUTON, Beds 01582 598250
PEMBROKE, Wales 01646 622837
the in-demand company is busy working on ground works for the final phase of the ÂŁ3 million Crossrail C340 Royal Victoria Dock Portal project under main contractor Taylor Woodrow and UK construction firm VINCI. Commissioned by Crossrail, the works are focused on a narrow site between the Docklands Light Railway (DLR) and a residential road. So far more than 380 CFA and LDA piles are installed at the site, including 1180 millimetre diameter 19.8 depth rotary primary piles and 1200 diameter by 19.8 depth CFA primary piles. Due to the limited site area, Bachy Soletanche carefully planned the design phase of the works, which involved contracting its specialist equipment to the site to ensure precise and efficient operations in a uniquely restricted environment. Four rigs were introduced to the confined site: one CFA rig for primary piles, two heavy-duty LDA rotary rigs for secondary piles and one rotary rig; all support cranes were telescopic and assisted in the installation of full depth reinforcement cages, aiding later slab connection with two layers of void formers. The new Victoria Dock Portal will enable
Fresh thinking â€“ Bachy Soletanche makes headway at Heswall Waste Water Treatment Works the new Crossrail trains on the existing railway that are travelling from the east to move underground and into the tunnelled underground section of central London. Looking ahead, Bachy Soletancheâ€™s order book includes ongoing works at Nottingham Rail Station; this challenging project has involved the installation of 26 11.4 metre deep, 1200 millimetre diameter CFA piles into sandstone bedrock in line with plans to add a new bridge that will carry two new tramlines into the station. The company is undertaking works
at the Nottingham Express Transit for client Taylor Woodrow Alstrom, as part of its joint venture with engineers Mott Macdonald on phase two of the existing Nottingham Tram System. The two new lines will extend the service to south west of the city and will serve the university and Clifton area of Nottingham; work is anticipated for completion in late 2014. As the dynamic specialist geotechnical engineering company continues its work on a broad range of ambitious and elaborate projects, Bachy Soletanche is keen to keep its high level of expertise moving forward with its apprenticeship scheme. Aware of a shortage in young, skilled labour in the ground engineering industry, the firm is running the programme for its third consecutive year to encourage new talent to gain an NVQ Piling Apprenticeship qualification and potentially continue working with the Bachy Soletanche Group. By focusing on delivering quality services to its present customers while also preparing for future demand, Bachy Soletanche is prepared for any challenges in the years to come. zz
Bachy Soletanche finishes the third phase of Reading Station piling
A superior service Following more than 60 years of civil engineering, Lowery Ltd has gained an excellent reputation for quality and service
he principal operating firm within the Lowery Group, Lowery Ltd was established in August 1950 to initially work for British Rail, the General Post Office (GPO) and its major customer during this period, Pirelli Cables. Through installing underground supertension cables for the Central Electricity Generating Board (CEGB) during the 1950s and working in Belfast in the 1960s, Lowery Ltd further developed its relationship with Pirelli while also extending its activities with British Rail, CEGB and the GPO. Securing major contracts with British Telecom, Cable & Wireless and Network Rail throughout the 1980s and 1990s, Lowery Ltd had proven its capabilities as a quality focused and highly efficient firm.
With a list of clients that includes National Grid, NTL, Thales and Seeboard by 2000, Lowery Ltd took the strategic decision to expand its railside activities in 2003 when it acquired its Principal Contractorâ€™s License (PCL) from Network Rail. Celebrating its 60th anniversary in 2010, the Addlestone headquartered companyâ€™s core geographic area of activity is based in the south and south east of England, where it has additional offices to support its ongoing major projects. Focused on developing long-term relationships with its customers since its inception, Lowery Ltd has gained repeat business from major firms with its proven capabilities and performance. With fully accredited, superior systems in place, Lowery Ltd continually meets
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz its customer’s expectations by operating in full compliance with all health, safety and environmental legislation, while also delivering the highest quality services. By giving a high priority to compliance and continual improvement in all areas of activity, the company minimises downtime and significantly lowers the likelihood of incidents or accidents. All projects are manned by a highly trained, efficient and competent workforce and managed by a capable and experienced management team. Boasting the civil engineering and electrical skills required for the design, build and commission of heavy voltage (HV) and direct current (DC) cabling projects, Lowery Ltd has been actively involved in the Crossrail project, providing a reliable service to long-term client Network Rail. Acting as principal contractor for works including installation of UTX, buried duct and surface troughing, fibre and copper
cable terminations and jointing, cable pulling and lift and shift of existing cables, CSR board installation and cable laying in confined spaces, Lowery Ltd has been an active participant in the development of
Aspin Group The Aspin Group’s expert and experienced team works collaboratively with its clients, providing a wide array of services to the railway environment and across industry. Aspin Group provides site investigation, civil, structural and geotechnical design consultancy, management, installation and plant services to deliver all aspects of substructure and superstructure installation across the UK and beyond. Aspin Consulting has specific skills and knowledge to develop big-picture innovative designs and solutions together with the detail and minutiae necessary to deliver. Aspin can provide the complete solution from design through to delivery. Innovation, technology and providing solutions are at the heart of its service.
Crossrail, which reached the halfway point of its construction in January 2014. On top of its involvement in the Crossrail project, Lowery Ltd has been working as a principal contractor for major projects and investments in south east territory (E&P) HV feeder renewals. This is centred around the supply, management, site works, possession management, installation, testing and commissioning of new high voltage feeder and pilot cables that replace life expired and oil insulated cables at locations based in the south east territory of Network Rail’s infrastructure. On top of this, the works include the draining down of redundant oil and recovery and disposal of old cables following the commissioning of each new HV feeder and cable. Link-up approved, Lowery Ltd incorporates a wide range of product codes to support its scope of operations, while the company’s rail division is accredited by BSI to BS EN ISO
zzzzzzzzzzzzzzzzzzzzzzzz and Network Rail’s health and safety requirements. As an established Principal Contractor for London Underground’s electrical
9001:2008 Quality and BS EN ISO 14001:2004 Environmental standards. Furthermore, the firm holds a PCL for line-side civil engineering works, cable supply & laying and cable route works from Network Rail and is a member of the British Safety Council. Working directly for Network Rail and London Underground, as well as a specialist supplier with major rail contractors, Lowery Ltd has an assurance team in place to ensure complete compliance with all London Underground
Anderton Concrete is the market leader in the supply of cable troughing to the UK rail industry. Anderton is the sole supplier to Network Rail for standard cable troughing (Certificate No. PA05/00318) and the new revolutionary Anderlite Lightweight Troughing System (Certificate No. PA05/05810). The Anderlite system has an identical product profile to the traditional product therefore, a transition from ‘system to system’ is effortless. Anderlite reduces the risk of manual handling with a weight reduction of 30 per cent in relation to standard concrete. Additionally, this reduction in weight affords significant transport cost savings of up to 20 per cent, reducing the carbon footprint for all its industry partners. Anderlite is up to 50 per cent cheaper than alternative light-weight systems.
enhancement projects, Lowery Ltd has gained experience from delivering successful solutions while working on ETE, SUP and ATC contracts. These projects include the design and installation of a new 11kV feeder circuit to the Old Dalby Test Track’s new switching station, the design and installation of DC Cable, upgraded for ‘S’ type rolling stock in Wimbledon and DC ETE works at Wembley Park Sidings. With a long history of delivering civil engineering solutions and an excellent track record for delivering projects safely, on time, on budget, Lowery Ltd guarantees customer satisfaction with its commitment to health, safety, quality and environment. Furthermore, with a focus on continual improvement and strong relationships with major firms such as Network Rail and London Underground, the company’s reputation as one of the UK’s principle contractors for rail power suppliers is sure to continue growing in the future. zz
Linked to success
Following an expansion of its capabilities, Neary Rail has the multiple skills and flexibility to continue strengthening its presence in the railway industry
Completed sealing end compound with earthworks, retaining wall and fencing, all by Neary
Constructing a new signal base, Rochdale Resignalling Scheme
stablished in 1994, Link-up approved rail contractor Neary Rail has built a solid and reputable business that focuses on offering safe and high quality lineside civils services. With offices in Manchester and Glasgow, the company has worked on a diverse range of projects throughout England, Wales and Scotland. Services include level crossing maintenance, refurbishment and installation, foundations for REBs, signals, stanchions and modular buildings, access points and depot works, all types of lineside cabling, troughing and containment. “Neary Construction was set up in 1992 purely as a civils company, however Neary Rail was set up in 1994 as an autonomous division within the Neary Group when we acquired a small rail firm operating in Scotland. This strategic move introduced us to rail infrastructure as the company was working on the British Rail framework at the time and we have worked in this industry ever since,” explains Martin Neary, Managing Director of Neary Construction. “We organically built the business up until 2010 when we started to find it more difficult to secure work. Throughout 2010 and 2011 we realised that our work load in the rail division was dwindling to the point it was no longer self supporting or sustainable. Looking at our options for the future, we didn’t know whether to close Neary Rail down or to refresh the division with the introduction of new management.” Deciding on the latter option, Neary brought back previous employee Chris Bird as Rail Contracts Manager in 2013, re-grouped the business and began to expand its multi-skilled capabilities to utilise the experience of its team and sister companies. “We successfully passed the Link-up audit in 2013 and are now approved for more than 100 different work categories and are
New 132kV Transformer Switchgear, at Earlstown, all constructed by Neary
rail systems, this will involve providing contractors with civils support to remove and reinstate surfacing in street running and slab track areas to facilitate rail changing and cable installations. “In line with these developments our parent company recently acquired AD Antrobus, a Southport based electrical contractor. This will provide us with different skill sets that will benefit both the rail and civil divisions at certain points in projects when we may need specialist electrical work carried out. It will be a huge benefit to call upon and will enable us to maintain our own quality
Morson International Morson International are a global recruitment specialist, recently named the UK’s No.1 Technical Recruiter. Established in 1969, Morson are a recognised leader in the field of rail protection, providing safety critical solutions across the UK’s railway industry for over 25 years. Our close partnership with Neary Rail primarily focuses toward the delivery of contingent labour which include protection staff and skilled tradesmen in support of civil engineering, heavy and light rail projects. Newly installed CIS and Induction Loop posts at Narborough Station
Installing platform duct at Hinckley Station seeing a positive amount of interest in all work areas,” says Chris. New services include the removal and reinstatement of all surface finishes and paving for embedded rail networks, building refurbishment and minor building services, project management and site support and a complete installation service for station PA, CIS, PID’s schemes; this includes all cable containment such as duct, troughing, traywork, trunking and racking. On top of this, the company offers cable and equipment installation and low voltage termination. Neary Rail is also looking to target building works such as station refurbishments and depot upgrades as well as drainage works. “We mainly work on heavy rail projects, undertaking minor civils projects, installing foundations, cable routes and improving level crossings. However with our new service offerings we have also begun to target the light rail market,” says Chris. “Intended for tram and light
standards, not only in terms of delivery but also in terms of staff training, rather than relying on sub-contracting to other firms,” says Martin. Currently working with Network Rail and Metrolink, the dynamic and flexible company frequently goes the extra mile to ensure a project runs smoothly. “We require fairly low management from our client, as they trust us to work to the highest levels of compliance with regards to safety, environment and quality,” says Chris. “A particularly challenging project was the renewal of Ardmoor level
Howarth Timber With over 170 years’ trading experience, the Howarth Timber Group has grown to provide not only the widest range of products, but expertise, service and knowledge AMS60 mobile welding machine you can rely on. Customers are at the heart of everything it does. With a nationwide network of branches supplying timber and building materials, dedicated manufacturing divisions supplying specialist windows and doors and timber engineering services, the Howarth Timber Group is focused on providing market leading choice, quality, service and value.
crossing, which was contracted over a weekend shift. When we arrived on site the works were significantly behind, which meant we were unable to get onto track until much later. Nevertheless, we kept our resources, including sub-contractors, on site for an additional 12 hours, modified the method of working and were able to hand the railway line and road back on Monday morning with minimal delay. This shift was considered a great success, and demonstrates our flexibility and problem solving attitude.” Boasting strong relationships with clients due to flexibility, expertise and high quality services, the division was recently awarded a Metrolink contract. Starting in October, this contract supports the completion of a new tram management system on the Phase 1 and 2 Metrolink Lines, as Chris discusses: “The contract was awarded by Metrolink RATP Dev Ltd to carry out maintenance and refurbishment works on the cabling route between Bury and Altrincham so that when the TMS contractor comes along they will have a suitable route to install the cables in. With a duration of six months we are about a third of the way through and anticipate the contract will be completed in April.” Having set up the foundations for a stronger and more diverse rail division, the future looks positive for Neary Rail as it focuses on strengthening its relationships with existing clients such as Network Rail LNW and Metrolink, while also forging new relationships in the light rail transport sector and other Network Rail zones. “We are aiming for steady growth alongside controlled delivery of projects to maintain our reputation for safety and quality. Looking further ahead, we would like more companies to see us as a first choice contractor for the work we do,” concludes Chris. zz
New access road at Farrington, near Preston
New timber RRAP under construction at Farrington, near Preston
zzzzzzzzzzz NEWS I Conferences & Exhibitions zz Forthcoming Conferences and Exhibitions This listing represents a selection of the events about which we have been notified. It is strongly recommended that direct contact should be made with the individual organiser responsible for each event before booking places or making travel and accommodation reservations. Cancellations and other last-minute alterations are liable to occur. The editor and publishers of RAILWAY STRATEGIES are not responsible for any loss or inconvenience suffered by readers in connection with this guide to events.
13 February 2014 – Gen Y Rail Newcastle Upon Tyne Organisers: The National Skills Academy Tel: 0161 833 6320 Web: www.nsare.org
20-22 May – Infrarail 2014 London Organisers: Mack Brooks Tel: 01727 814 400 Web: www.infrarail.com
1-2 April – MetroRail co-located with Light Rail, RailTel, Rail Power and Air Rail London Organisers: Terrapinn Tel: +44 (0)20 7092 1000 Email: firstname.lastname@example.org Web: www.terrapinn.com/RS-brochure
20-22 May – Civil Infrastructure & Technology Exhibition (CITE) 2014 London Organisers: Mack Brooks Tel: 01727 814 400 Web: www.cite-uk.com
1-3 April – Intermodal Asia 2014 Shanghai Organisers: Informa Exhibitions Tel: +44 (0)207 017 5112 Email: email@example.com Web: www.intermodal-asia.com 15 May – Railway Strategies Live! 2014 London Organisers: Railway Strategies Tel: 01603 274 181 Email: firstname.lastname@example.org Web: www.railwaystrategies.com
28-29 May – GEO Business 2014 London Organisers: Diversified Business Communications UK Tel: +44 (0)1453 836 363 Web: www.geobusinessshow.com 21-25 September – 10th International Conference on Geosynthetics Berlin Organisers: International Geosynthetics Society Web: www.10icg-berlin.com
23-26 September – InnoTrans 2014 Berlin Organisers: Messe Berlin GmbH Tel: +49 (0)30 30 38 - 2376 Email: email@example.com Web: www.innotrans.com 29 September – 1 October – European Transport Conference Frankfurt Organisers: Association for European transport Email: http://aetransport.org/contact Web: http://etcproceedings.org/ 17-19 March 2015 – Rail-Tech 2015 Utrecht Organisers: Europoint Conferences & Exhibitions Tel: +31 (0)30 698 1800 Email: firstname.lastname@example.org Web: www.rail-tech.com
Institute of Mechanical Engineers Training Courses Technical training for the railway industry A listing of courses currently available from the IMechE (Unless stated otherwise, all courses are in London) 4th March 2014 Introduction to rolling stock Key design principles affecting the performance of railway systems 5th March Traction & braking Principles of traction and braking for railway engineers
19th March Train communication and auxiliary systems New and existing systems in use on today’s rolling stock fleet 20th March Fleet maintenance Improve your processes and fleet maintenance processes
6th March Vehicle dynamics and vehicle track interaction Understand the dynamics of railway vehicles to improve safety, comfort and asset life
1st April Vehicle Acceptance and Approvals Introduction to acceptance procedures which apply across the rail network
18th March Train control and safety systems Learn of the systems used on UK fleets that provide safety and train operational contro
2nd April Optimising fleet maintenance efficiency Understand the issues affecting rail vehicle performance and cost of maintenance
3rd April Train structural integrity Structural integrity, fire and crashworthiness systems found on today’s rail fleets 12 -16th May Introduction to railway signalling technology An overview of railway control systems, subsystems and technologies used on UK main line and metro railways A downloadable brochure is available at: www.imeche.org/docs/default-source/learningand-professional-development-documents/ l_d_railway_training_web.pdf?sfvrsn=2 For more information, please contact Lucy O’Sullivan, learning and development co-ordinator: Tel: +44 (0)20 7304 6907 Email: email@example.com Web: www.imeche.org/learning/courses/railway
RAILWAY FOR SENIOR RAIL MANAGEMENT
zzzzzzzzzzzzzzzzzzzz S T R A T E G I E S Schofield Publishing 10 Cringleford Business Centre Intwood Road Cringleford Norwich NR4 6AU
T: +44 (0) 1603 274130 F: +44 (0) 1603 274131 Editor Martin Collier
firstname.lastname@example.org Sales Manager Rob Wagner