Railway Strategies Issue 104 Final Edition

RAILWAY F o r S E N I OR R A I L M A N A G E M E N T

Final Issue 104

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NEWS Bombardier wins Crossrail order Simon Kirby moves to HS2 New Thameslink train unveiled East Coast Franchise shortlist revealed 4 See Page

Network Rail meets level crossing closure target

FOCUS ON

Weather conditions bring disruption Crossrail reaches halfway point Work begins on new Metrolink line

Infrastructure & Asset Management l Geotechnical Engineering RS Live! 2014 Preview page 6 l

Plans for new engineering college announced

Health and SafetyIf you don’t have the time to read it all, read what you need Health and Safety Monitor is the newsletter of choice for professionals across all industries because it is: Clear, succinct and brief: With case summaries, indexes and bullet points so you can easily pick out what’s relevant to you Practical, informative and comprehensive: Health and safety news reported and analysed, with full references supplied for your ease of use Unbiased, trusted and critical: Gives you the facts

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zzzzzzzzzzzzzzz Have you details cha r nge Are you re ading som d? eon copy of Ra ilway Stra e else’s tegies?

Please em ail: info@railw ayst to amend rategies.co.uk you request a r details or regular co py

Chairman Andrew Schofield Managing Director Mike Tulloch Editor Martin Collier editor@railwaystrategies.co.uk Managing Editor Libbie Hammond Art Editor Jon Mee

From the Editor

Elemental forces

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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

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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.

Network Rail

So save the date: 15th May 2014

Issue 104 ISSN 1467-0399 Published by

Schofield Publishing Cringleford Business Centre, Intwood Road, Cringleford, Norwich NR4 6AU Email: info@railwaystrategies.co.uk Tel: 01603 274 130 Fax: 01603 274 131

Railway Strategies by email

Railway Strategies is also now available by email as a digital magazine. This exciting development is intended to complement the printed magazine, which we will continue to publish and distribute to qualifying individuals, whilst also giving added value to our advertisers through a more widespread circulation. To secure your continued supply of Railway Strategies in either digital or hard copy format, please contact our subscriptions manager Iain Kidd (ikidd@schofieldpublishing.co.uk).

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zzzzzzzzzzzzz Contents 18

Features Time to invest in transport 18 Arnaud Dutt Four predictions for the UK supply chain 37 Adrian Chamberlain

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Profiles ATG Access 20 Neary Rail 26 Lowery 29 Oleo 33 Venice SimplonOrient-Express 38 BEA Sensori 48 Bachy Soletanche 60 Stadtwerke Bonn 66

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RS Live! 2014 Preview 6

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News

Industry News 4 Infrarail 2014 23 Products & Services 24 Finance 64 Contracts 65 Integrated Transport 68 Stations 69 Rolling Stock 70 Conferences & Exhibitions 72 IMechE Training Courses 72

Focus on...

Infrastructure & Asset Management

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Key Assets 42 Rob Russell Keeping on the right track 44 John Langley-Davis Condition monitoring and asset management using network video cameras 46 David Thomasson

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Focus on...

Geotechnical Engineering Ballast control to save on maintenance & manpower 52 Mike Horton Digging for success 54 Libbie Hammond

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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.

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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:

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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

www.networkrail. co.uk/levelcrossings/

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.

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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

Live

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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

Gold Sponsor Speakers include: Rob Wallis - CEO, Transport Research Laboratory (TRL)

www.railwaystrategies.co.uk

Terence Watkins - CEO, Alstom Transport Richard Holland - UK MD, TBM Chairman - Young Rail Professionals (YRP)

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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: mcawston@schofieldpublishing.co.uk for delegate enquiries, email Maxine Quinton: mquinton@schofieldpublishing.co.uk or telephone: 01603 274130 and ask for Mark or Maxine, or visit:

http://www.railwaystrategies.co.uk/eventbooking.php?id=574

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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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zzzzzzzzzzzzzzzzzzzzzzz Flooded track at Claydon on Christmas Eve

Network Rail

NEWS I Industry

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Network Rail

A tree on the line near Watford

Extreme weather strikes again Ockley Landslide

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succession of tumultuous storms tested the rail industry’s resilience during a very difficult period over Christmas and the early part of 2014. High winds and heavy rain wrought havoc in many areas of the country, with teams of engineers having to brave the conditions to repair the damage quickly, often in remote, difficult-to-access locations. Almost 400 trees were brought down onto the railway while torrential rain caused almost 130 floods and 29 landslips, some blocking major routes.

As ever, safety was the industry’s top priority in the face of widespread and unpredictable damage to the infrastructure. On a number of occasions, Network Rail and train operators took the decision to introduce blanket speed restrictions to reduce the risk caused by fallen trees and in some instances delayed the start-up of services so routes could be checked by empty trains in

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daylight for obstructions and debris. These precautions, and those used during the investment programme, meant the railway experienced no serious injury to passenger, employee or contractor.

For train operator Southern, the extreme weather had a particularly significant impact with scores of trees blocking routes and a number of major landslips on the Brighton Main Line – the operator’s primary rail artery. Two landslips at Redhill and Coulsdon have been repaired along with flood and fire damage to the track at West Croydon, and flooding near Balcombe. However, a serious landslip at Ockley, between Horsham and Dorking, will take longer to rebuild. Some 40 metres of the embankment must be rebuilt before services can resume.

The Cumbrian coast line reopened just ten days after large sections of the railway were washed away during

Track washed away at Flimby Network Rail

Network Rail

A landslip at Liphook in Hampshire

Network Rail

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Flooding at Kirkby-in-Furness station

Bank slip at Ruskington in Lincolnshire

storms and flooding. Hundreds of Network Rail engineers worked round-the-clock to completely rebuild large parts of the railway following significant damage to the infrastructure on Friday 3rd January. More than 4000 tonnes of rock were transported to the area to rebuild the railway as well as new track, signalling equipment and other infrastructure needed to safely run the railway.

Sea defences Sea defences and retaining walls were washed away at several locations between Sellafield and Maryport and more than 120 yards of track was washed away at Flimby. More than 600 yards of ballast was washed away at Parton and Kirkby-in-Furness and Braystones station were flooded. A section of the line between Barrow and Workington reopened on Monday 6th January and hundreds of engineers worked to repair the rest of the

damage so trains were able to use the length of the route from Monday 13th January.

In Lincolnshire the extreme weather before Christmas caused a bank slip which suspended all rail services on the line at Ruskington, between Sleaford and Lincoln on 7th January. Detailed assessment indicated that 2500 tonnes of stone were needed to sufficiently stabilise the bank to allow trains to run. Rail services resumed on this route on Monday 13th January after repairs had been completed, but Network Rail's engineers would remain in the area for several weeks repairing wider storm damage.

A particular consequence of the conditions, however, was that punctuality on the railways reached only 83.7 per cent over the period from 8th December 2013 – 4th January 2014. This compares to 88.3 per cent for the same period last year. The moving annual average is now at 90.1 per cent. zz

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CROSSRAIL

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Bombardier awarded Crossrail rolling stock and depot contract

© Transport for London

The intention to award a contract to deliver rolling stock and a new depot for Crossrail with a capital value of around £1 billion to Bombardier was announced on 6th February 2014 by Transport for London (TfL) and the Department for Transport (DfT)

growth in their birthplace in Derby and across the UK. With a firm on board to deliver a fleet of 21st century trains and the tunnelling more than halfway complete, we’re on track to deliver a truly world-class railway for the capital.”

Transport Secretary Patrick McLoughlin said: “This announcement will mean state of the art trains providing quick, comfortable journeys for the millions of people Crossrail will serve. It is also great news for British manufacturing and for Derbyshire, where Bombardier will support 760 new jobs and 80 apprenticeships.”

Sir Peter Hendy CBE, London’s Transport Commissioner said: “Crossrail is already generating jobs in London and the UK. When it opens it will continue to provide jobs and the growth it will bring will boost the whole economy. Crossrail is a fantastic example of the widespread benefits that sustained investment in transport infrastructure brings.”

Andrew Wolstenholme Chief Executive of Crossrail said:

An impression of the new Crossrail train

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he contract between TfL and Bombardier covers the supply, delivery and maintenance of 65 new trains and a depot at Old Oak Common.

Each Crossrail train will be around 200 metres long, made up of nine carriages and is able to carry 1500 passengers. The contract includes options for 18 additional trains. New Crossrail rolling stock will be introduced between Shenfield and Liverpool Street (mainline platforms) in May 2017.

Bombardier has confirmed that the new trains will be manufactured and assembled at their plant in Derby. This contract will support 760 UK manufacturing jobs plus 80 apprenticeships. An estimated 74 per cent of contract spend will remain in the UK economy.

The construction of the maintenance depot at Old Oak Common will support 244 jobs, plus 16 apprenticeships. When fully operational the depot will support 80 jobs to maintain the new fleet of trains.

Crossrail will boost London’s rail-based capacity by ten per cent connecting Maidenhead and Heathrow in the west and Shenfield and Abbey Wood in the east. It is

connecting people and places, providing faster

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journey times and up to 24 trains per hour between Paddington and Whitechapel during the peak.

Key features of the new high-capacity Crossrail trains include: l Air-conditioning l Inter-connecting walk-through carriages l On-train passenger information systems delivering real-time travel information to allow passengers to plan their onward journeys l Lightweight construction with an emphasis on energy efficiency l Intelligent on-train energy management systems.

TfL will run Crossrail as part of its integrated transport services for London, including ticketing and customer travel information. The new trains will be introduced from May 2017, with the fleet progressively introduced to the existing rail network well in advance of services commencing through Crossrail’s central section in December 2018.

Mayor of London Boris Johnson said: “The Crossrail project is now rolling on full-steam ahead. The manufacture of these new trains will not only revolutionise rail travel in London, they will deliver jobs and economic

“Crossrail will transform rail services in London and the south-east. Procurement of the rolling stock and depot is just one more step in delivering this new railway and making it a reality for millions of passengers.”

Transport for London will award the contract for the operation of Crossrail services at the end of 2014. The successful train operator will start running the first services from May 2015 between Liverpool Street (mainline platforms) and Shenfield, taking over the stopping services currently operated by Greater Anglia.

The current planning assumption is that new Crossrail trains will be introduced to run Crossrail services as follows: l Liverpool Street to Shenfield – May 2017 l Heathrow to Paddington (mainline platforms) – May 2018 (when the Crossrail concession takes over the Heathrow Connect service) l Paddington (Crossrail platforms) to Abbey Wood – December 2018 l Paddington (Crossrail platforms) to Shenfield – May 2019 l Full through service (including services to Maidenhead) – December 2019. zz

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InterCity East Coast pre-qualification

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l The shortlist of bidders that will be invited to deliver proposals for improved services for passengers on the InterCity East Coast rail franchise was announced by the Government on 17th January.

The companies that have successfully passed the Pre-Qualification Evaluation stage and can now start working on developing their plans for the franchise, before they receive the Government’s Invitation to Tender are: l East Coast Trains Ltd (First Group plc) l Keolis/Eurostar East Coast Limited (Keolis (UK) Limited and Eurostar International Limited) l Inter City Railways Limited (Stagecoach Transport Holdings Limited and Virgin Holdings Limited).

These potential operators will need to consider how they intend to use the latest high-tech trains, built in the UK by Agility, to deliver more passengers to more of the UK’s biggest cities faster and in greater comfort.

The Government is expecting to see how the future operators will capitalise on the significant Government investment along this route, including £240 million in infrastructure projects over the next five years to improve capacity and reduce journey times.

When it started the franchise competition in October 2013 the Government published the InterCity East Coast prospectus which set out the areas prospective bidders will need to consider when they start developing their proposals.

These include: l Developing innovative timetables which build on the core train service requirement published by the Department for Transport (DfT) l Investment in innovative ways to transform the customer experience on trains and at stations l Identifying further opportunities for investment along the route, particularly at stations l Making the route and train operations more considerate of the environment l Involving communities along the route in local decisionmaking l Demonstrating how their proposals will support economic growth along the route.

To pass the rigorous Pre-Qualification Evaluation each of the bidders were asked to demonstrate that they have the financial strength, legal, operational and safety experience to run the franchise.

The DfT is planning to issue the Invitation to Tender at the end of February and the potential operators will then have at least three months to develop their bids. New services start in February 2015.

l HS2 Ltd has appointed Simon Kirby as chief executive – construction. Simon joins from Network Rail where he is managing director, infrastructure projects, leading on a £5 billion a year investment programme to improve the country’s railways. He will join HS2 Ltd in June and become CEO in September.

In his ten years at Network Rail Simon has overseen the largest investment programme in Britain’s railway since the Victorian era – a programme which, since his appointment, has seen almost £25 billion invested in improving the railway, including landmark schemes such as the transformation of King’s Cross in London, the modernisation of Reading station, the Thameslink programme and the refurbishment of the Forth Rail Bridge in Scotland.

Simon has also been responsible for transforming Network Rail’s relationship with its key suppliers, as is widely recognised in the industry.

It has also been confirmed that the current chief executive, Alison Munro, will continue in that role until September when she will become managing director of development to oversee the passage of the Hybrid Bill through Parliament and the development of Phase Two of the project.

Network Rail

www.railimages

Simon Kirby moves to HS2

Work at Saxilby over Christmas and New Year

GNGE improvements l Major work has been completed on the Great Northern Great Eastern line in the Saxilby area of Lincolnshire. The work delivered over Christmas and New Year is part of a £280 million scheme to transform the 86-mile former ‘Joint Line’ into a twenty-first century railway. The line runs between Peterborough, Spalding, Sleaford, Lincoln, Gainsborough and Doncaster.

The latest improvements include: l Modernising level crossings at Saxilby, Sykes Lane & Kesteven l Installing CCTV equipment at Stow Park crossing l Commissioning a new signalling system between Gainsborough and Lincoln, allowing all trains to be controlled from the Lincoln Signalling Control Centre l Decommissioning three obsolete mechanical signal boxes l Constructing a new ramped footbridge at Saxilby station providing full access to both platforms for all passengers allowing the closure of the level crossing.

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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.

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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

Crossrail

NEWS I Industry

The official group at Tottenham Court Road Crossrail station

Crossrail reaches halfway point l Less than five years after works began on Crossrail, Europe’s largest infrastructure project has reached the halfway point of its construction. Prime Minister David Cameron, Mayor of London Boris Johnson and Crossrail Minister Stephen Hammond marked the occasion by visiting the £14.8 billion project, going 25 metres below ground to view progress at Crossrail’s Tottenham Court Road site. The station will be a key interchange with London Underground when trains run through central London from 2018.

They were joined by apprentices and commuters who will benefit from the new east-west railway, along with Crossrail Chairman Terry Morgan CBE, Crossrail Chief Executive Andrew Wolstenholme OBE and Transport Commissioner Sir Peter Hendy CBE. During 2014, Crossrail’s major civil engineering and tunnelling works will conclude and the focus will shift towards station construction, fit-out and implementing railway systems within the tunnels and stations. The train operator will then test and refine the systems before trains run from 2018.

Upcoming Crossrail milestones include: l Structural completion and start of fit out of western tunnels in early 2014 l Further tunnel boring machine breakthroughs during construction of the eastern tunnels at Stepney Green cavern, then Whitechapel, Liverpool Street and Farringdon.

Major tunnelling for Crossrail is due to complete by the end of 2014. l Completion of the Canary Wharf station ticket hall, and the roof of Canary Wharf Group’s over station development in early 2014 l Network Rail to continue major surface works on the existing rail network including platform lengthening and construction of a new station at Abbey Wood l Crossrail rolling stock and depot contract to be awarded in spring 2014 l Announcement of the Crossrail train operating concession in late 2014 l Joint venture partners will be sought during 2014 for major above station property developments at Paddington Triangle, Tottenham Court Road (Dean Street), Farringdon East (Lindsey Street), Liverpool Street East, Woolwich and the Limmo Peninsula l Delivery and testing of trains is scheduled to start in 2017 ready for the opening of the new Crossrail tunnels to passengers in late 2018.

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New college to support development of High Speed 2 l Plans for a new college to train the next generation of world-class engineers to work on the construction of High Speed 2 (HS2) have been unveiled. The college will deliver the specialised training and qualifications needed for high speed rail, which will benefit HS2 and other future infrastructure projects across the country. It will offer the necessary technical training to make HS2 a success and ensure it can be built by skilled British workers, including rail engineering, environmental skills, and construction. It will be the first new incorporated Further Education College in over 20 years.

The new college, which is expected to open by 2017 when construction of HS2 will begin, will provide training in how to make the most of cutting-edge technology and use state-of-the-art equipment to deliver programmes designed specifically for the HS2 project. It will also build relationships with a network of affiliated facilities, including existing colleges, private training providers, HE institutions and major supply networks off route.

Learners from across the country will have opportunities to become involved and work along the line.

The announcement was made on 14th January during a visit to the Old Oak Common railway depot by Skills and Enterprise Minister Matthew Hancock. He was met by Transport Minister Robert Goodwill and Sir David Higgins, the Chairman of HS2 Ltd. This forms part of the Government’s work with HS2 Ltd to ensure the new north-south railway delivers a tangible skills legacy that will serve the UK for the next century and continue the proud tradition the UK has for worldwide demand for its engineering expertise. It is expected that HS2 will create up to 2000 apprentices during the lifetime of construction.

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Record-breaking festive rail investment programme

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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).

Network Rail

A record-breaking programme of upgrades to Britain’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

Peterborough station

Network Rail

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.

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).

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Network Rail

zzzzzzzzzzzzzzzzzzz Work in progress over Christmas 2013 at Ipswich

Second phase completed for removing major bottleneck in Ipswich l A vital part of the Ipswich rail chord project which will provide more capacity for freight and fewer delays for passengers was delivered over the Christmas break moving the project a step closer to completion.

Network Rail, working with contractors Spencer Rail Limited, successfully demolished and removed the old steel bridge weighing 190 tonnes over the River Gipping, replacing it with a new steel deck bridge at the start of the new junction for the chord.

Other work included: l Breaking the old bridge into the three sections using a 1000 ton crane l Removed the existing track and ballast stones l Installed concrete walls of the new bridge lifted into place using cranes l Installed new tracks and junction for the new Chord linking the East Suffolk line and the London Liverpool Street to Norwich line.

Network Rail is building a new 1.2km stretch of track, or ‘chord’, north of Ipswich goods yard linking the East Suffolk line and Great Eastern main line on part of the site of the former Harris meat factory.

The chord will remove the need for freight trains travelling to and from the Port of Felixstowe to use the sidings adjacent to Ipswich station as a turning point, eliminating a major bottleneck on the busy Great Eastern main line and freeing up capacity for both passenger and freight services.

The project is set to be completed by April 2014, and includes the completion of four new bridges, two new embankments, a 350m retaining wall, 1.2km of new track and signalling equipment, and improvements to the existing overhead line equipment.

The chord forms an important part of Network Rail’s strategic freight network, a programme of investment to improve freight capacity across Britain’s railway.

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Another year of showcasing Rail Research UK Association l The Rail Research UK Association (RRUKA) held its second annual conference in November at Kings Place in London. Two years after launch, this year’s event allowed delegates to gain an insight into RRUKA’s activities in 2013 and in particular the progression of ‘Achieving the 24/7 Railway’ and ‘Half Cost Train’ events, organised and funded by RRUKA and championed by Network Rail and ATOC respectively.

The conference highlighted the value of collaborative research and provided tangible examples of the positive steps that can and are being made with fresh approaches to rail sector challenges.

Delegates were presented with 15 research presentations and three keynote addresses with topics ranging from maximising working time on possessions to the design and management of stations for counterterrorism security.

Walt Aldred, research director, Schlumberger provided an example from the oil and gas sector, with a look at Schlumberger’s approach to research and innovation, highlighting scientific and technological research and developments as key factors underpinning all of the work they carry out.

Pierre Messulam, director of railway strategy innovation research and regulation, SNCF, provided a European perspective, in his discussion of strategic rail issues and the need to consider how future trends such as demographic transition and industrial transformation factor into ascertaining the areas in which research should be focused.

Simon Iwnicki (academic co-chair RRUKA and director of the Institute of Railway Research, University of Huddersfield), demonstrated the way the association has already, and intends to continue supporting the Rail Technical Strategy 2012 with the launch of the Academic Response to the RTS. Sharon Odetunde, (senior partnerships development manager, RSSB) highlighted how RRUKA inspired the rail professionals of tomorrow with the Next Generation Rail event, and provided an insight into the events planned for 2014 including activities specified in the recently published 2013/14 – 2014/15 business plan.

In his closing keynote address, Tim O’Toole (chief executive, First Group and chair of Rail Delivery Group) gave an amusing introduction to the ‘alphabet soup’ of acronyms currently being used in the rail research arena – clearly demonstrating the extensive range of programmes and initiatives that are in place to promote and encourage research, development and innovation in rail.

More information about the conference, including a link to conference materials can be found on the RRUKA website: http://rruka.org.uk/rruka-2013-annual-conference/

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Whilst London enjoyed the Christmas holidays the Track Partnership, a strategic alliance between London Underground and Balfour Beatty Rail, was busy completing vital track replacement works at Earl’s Court station

Track Partnership

Earl’s Court improvements

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Track Partnership

Track Partnership

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he Track Partnership team took advantage of the relatively quiet period for passenger traffic over Christmas to complete difficult works at one of the network’s busiest locations, the District line platforms at Earl’s Court.

Well over 100 staff and contractors worked round the clock with supporting trains, heavy plant and materials to complete the following improvements: l Track was replaced through three of the four District line platforms. l Two bridges were replaced over passageways. l The platform edge was realigned through platform 4 to reduce the gap between the platform and the train for passengers. l New track drainage was installed to the west of the station to assist in keeping the trains running during heavy rainfall.

Completing these works during an extended closure over the festive period reduced the total disruption for London as far fewer travellers were affected than would have been the case at any other time of the year. The extended closure also saved in excess of £2 million of public money compared to delivering the work over multiple weekend closures.

As Earl’s Court is the hub of the District line, the closure affected services across central and southwest London. However, disruption was reduced as much as possible by running additional Piccadilly line trains to stations between Hammersmith and Acton Town and to Ealing Broadway.

The works were planned in such a way as to allow Piccadilly line trains to continue to stop at Earl’s Court throughout the course of the improvements works. Arrangements were also put in place to cope with peak demand when Chelsea Football Club held two home premier league fixtures.

The successful completion of these heavy engineering works is an important step in keeping the Underground fit for London. zz

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NEWS I Industry

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l At a meeting of the Rail Delivery Group (RDG) in December, Martin Griffiths, Stagecoach Group chief executive, was appointed as chairman with immediate effect.

Mr Griffiths succeeds previous chairman Tim O’Toole, chief executive of FirstGroup, who has been RDG chairman since the group was founded in May 2011. The RDG has assumed responsibility for policy formulation and communications on behalf of the rail industry, combining the Association of Train Operating Companies’ communications and policy functions with complementary resources from Network Rail and support from other RDG members to operate for the RDG as a whole.

JPCS’s new head of rail l Civil engineering and infrastructure contractor, JPCS, has appointed John Owen as head of rail in order to develop JPCS’ offering to the rail sector. John, who has more than 16 years of experience in the rail sector, started his rail career as a PTS operative and quickly progressed through the ranks holding positions such as site manager, project manager, contract manager and then director. He specialises in developing and establishing new work streams in the rail sector, including bridges, platforms, drainage and embankments. John holds a wide range of rail qualifications including Engineering Supervisor (ES), Controller of Site Safety (COSS) and Person in Charge of Possession (PICOP).

Hima-Sella appoints new MD l Systems integration specialist Hima-Sella has appointed John Blackwell as its new managing director. John, who has served as Hima-Sella’s finance director for the past seven years, takes over from Ian Wright, who remains a full-time director and is executive chairman of the Board, whilst also retaining his responsibility for finance and administration.

Network Rail

New chairman for Rail Delivery Group

(L-R) Tim Robinson, Network Rail’s route managing director for Sussex; Crawley MP Henry Smith; Councillor Bob Burgess, Mayor of Crawley; Chris Burchell, managing director of Southern

Three Bridges signalling centre opened l A new signalling centre which will eventually control large parts of the railway across Sussex and Surrey has been officially opened in Three Bridges.

The rail operating centre at Three Bridges is one of 12 which will eventually operate the entire rail network across Britain, replacing more than 800 signal boxes and other operational locations currently used to control trains.

All 12 centres will have more advanced signalling tools and technology that will help reduce delays, improve performance, increase capacity, provide better information to passengers and offer better value for money for the British people.

The new rail operating centre is part of a transformation of the railway in Three Bridges which will see it firmly placed on the national railway map for many decades to come. Eventually it will control all of the railway from London Victoria and London Bridge stations, along the length of the Brighton main line to Brighton and the south coast, and large areas either side in both Sussex and Surrey.

One of two maintenance depots for the new Thameslink trains is being built in Three Bridges and a number of improvements to the station and subway have recently been completed by Network Rail and Southern to provide better journeys and facilities for thousands of passengers.

Construction of the rail operating centre was carried out by Spencer Rail on behalf of Network Rail.

Heading up rail at WSP l WSP has appointed Julie Carrier to head up its fast growing rail business.

Julie joins WSP with 20 years’ experience in the management, design and delivery of operational railways. Previously she was programme director at Amey where she grew the business significantly during a very challenging economic period, increasing both the volume of work and profit margins. There she worked on high profile projects including the Edinburgh – Glasgow Improvement Programme (EGIP), and Crossrail. Prior to working at Amey she was engineering director at Colas Rail.

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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

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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

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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

www.texane.com

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 yasamin.mehraj@accent-mr.com 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.

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ATG Access

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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

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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: “We 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

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critical national infrastructure.�

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

Added Value Engineering s Flame Cutting s Fabrication s Machining

s Coatings s Engineering/Design s Forging

Gibfield Works, Colliery Lane, Atherton, Manchester M46 0RD

Tel Fax Email Web

01942 883 046 01942 896 025 sales@stephensoneng.co.uk www.stephensoneng.co.uk

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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

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infrastructure that is being developed.

“We are focused on our goals for the future, and our interests lay in business security and impact testing

PROFESSIONAL APPLICATORS OF PROTECTIVE COATINGS

We’ve got it covered CONTACT Tel: +44(0)1772 700414 enquiries@fandmpowdercoating.co.uk www.fandmpowdercoating.co.uk

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F&M Powder Coating Specialists Ltd 12 Roman Way Ind Est, Longridge Road Preston PR2 5BB

St Pancras Bollards

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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

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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.

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Rescroft moves into train seating l Rescroft Ltd, the UK transport and specialist automotive seating company has acquired the designs, IPR, tooling and certain material stock of People Seating Ltd (PSL) the UK train, light rail and tram seat manufacturer. David Poston, former managing director of PSL will be retained by Rescroft as a consultant. It is the intention of Rescroft to continue supplying the existing rail seats and trims as supplied by People Seating and develop a new range of train seats.

Rescroft Ltd was formed in 1976 and has established itself as major UK designer and manufacturer of bus, minibus, accessible and specialist vehicle, commercial vehicle and sports car seating systems. Rescroft Ltd supplies the UK and other international markets. Rescroft Ltd, an ISO9001/2008-accredited company designs and creates seating solutions from the design and manufacture of complete seat frames to foam moulding and trims in leather, PVC and fabrics.

UK trade body GAMBICA gains key driver for industrial growth

Investing in the future l Geotechnical monitoring specialist itmsoil is to receive investment capital from Rcapital, a private investment firm that provides turnaround and growth funding to UK companies, in order to drive continued growth in both UK and international markets. itmsoil is a world leader in the design, manufacture and installation of premium quality geotechnical and structural monitoring instrumentation.

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l Wound component and power quality specialist REO (UK), has become the latest member of GAMBICA, the trade association for Instrumentation, Control, Automation, and Laboratory Technology in the UK. The company hopes that the move will allow it to strengthen its supply and customer value chains.

The industries represented by GAMBICA are worth close to £6.9 billion according to the Office of National Statistics.

The trade body has over 200 members with exports of £3.7 billion and a positive trade balance in excess of £260 million. Within GAMBICA there are several groups open to members, which influence areas of significance such as regulation, political lobbying and economic forecasting as well as management systems and exports.

This concerted effort strengthens the industry by providing a collective voice for the sector, reflecting the opinions and common interests of members. GAMBICA excels as a thought leader by working closely with other influential bodies in the regulatory environment.

REO (UK) is an original manufacturer of power equipment including electronic controllers, components and electrical regulators. Its main customers are drive manufacturers, systems integrators and control panel manufacturers.

As a result, REO (UK) has joined the ‘Industrial Automation’ and ‘Variable Speed Drives’ groups of GAMBICA, with the objective of gaining insights into current trends and up to date thinking. Relevant products in REO’s range include EMC and Sinewave filters, input and output chokes, and braking resistors.

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Link-up approval

Helping to raise standards l Sheffield manufacturer, Mechan, is helping Northern Ireland’s newest rail depot to raise standards in train care. Translink’s Adelaide train maintenance facility in Belfast is the latest recipient of rail handling equipment designed, constructed and installed by Mechan’s expert engineers.

The £28 million, purpose-built facility is equipped with 12 of Mechan’s flagship lifting jacks, along with two engine removal tables and two bogie turntables. They are being used to service the 20 new Construcciones y Auxiliar de Ferrocarriles (CAF), Class 4000 trains, recently introduced to the local network, to renew and expand its existing fleet.

This latest order placed by Adelaide’s main contractor, Graham Construction, complements the lifting jacks and engine removal tables Mechan installed at Translink’s York Road engineering facility in Belfast in 2002.

Located on a brown field site south of Belfast, Adelaide was developed as part of the New Trains Two programme, a £150 million initiative to deliver high quality, accessible public transport to local residents.

l Siemens Industry has successfully attained full accreditation with the Achilles Link-up scheme, ensuring its Rail Electrification management system demonstrates full compliance with all aspects of Health, Safety and Environmental requirements for safety critical suppliers who work on Network Rail’s managed infrastructure.

The approval means a number of Siemens Industry’s products, including SITOP power supplies and its portfolio of Rugged Backbone RX 1500 and RSG 2100 modular Ethernet switches and routers all conform to the Network Rail standards in mission critical applications, offering reliable performance within the challenging working environments seen on rail infrastructure.

RuggedCom products enable Siemens Industry to offer a full spectrum of solutions for operation in harsh and climatically challenging environments typically found in transport and utility operations.

Hitachi onboard ETCS technology successfully certified l Hitachi’s On-board ETCS (European Train Control System) solution has been successfully certified by a Notified Body in accordance with the Control Command and Signalling TSI (Technical Specification for Interoperability) 2012/88/EU and 2012/696/EU. ETCS is a common signalling system which has been developed throughout Europe to enable train services to cross frontiers and boundaries between different countries without the need to change signalling systems or locomotives. ETCS is part of the European Rail Traffic Management System (ERTMS) and many systems have already been implemented in non-EU countries such as China and India.

Hitachi On-board ETCS has been formally endorsed through the rigorous assessment process demonstrating compliance with relevant TSI and EN norms at the highest Safety Integrity Level 4.

The breakthrough came as part of Hitachi Rail Europe’s ‘Verification-Train 3’ project to trial ETCS on-board equipment in the UK. During this project, a Network Rail Class 97301 locomotive has been successfully retro-fitted with the Hitachi on-board system to test interoperability with a separate supplier’s groundside system currently in use on the Cambrian Line.

Following the successful certification, Hitachi is now embarking on train fitment implementation for IEP: Intercity Express Programme and other programmes around the world, in order to realise the benefits of a radio-based cab signalling system with a reduced trackside infrastructure.

More displays for FCC l Faced with the need for more displays as a result of platform extensions to accommodate longer trains, First Capital Connect (FCC) decided to use electronic display specialist Infotec as a ‘one-stop shop’ for the work. Among the nine stations concerned were Bedford, Luton, St. Albans and West Hampstead and the displays being provided had to interface with the existing system as well as visually match what was already there.

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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

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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

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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

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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

www.neary.co.uk/rail

New access road at Farrington, near Preston

New timber RRAP under construction at Farrington, near Preston

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Lowery Ltd

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A superior service Following more than 60 years of civil engineering, Lowery Ltd has gained an excellent reputation for quality and service

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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 Contractor’s License (PCL) from Network Rail.

Celebrating its 60th anniversary in 2010, the Addlestone headquartered company’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

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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

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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.

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 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

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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 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

Lowery Ltd

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Anderton Concrete 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.

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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 and Network Rail’s health and safety requirements.

As an established Principal Contractor for London Underground’s electrical 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

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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

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Oleo International

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RailJet

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

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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

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Oleo’s in house test rig

Temple Mills Depot with Oleo end stops

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

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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

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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 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

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Baker Street

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.

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Oleo International

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AGC

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 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

ISO 14001: 2004 OHSAS 18001: 2007 ISO 9001: 2008 NTS are Part of the Bianco Group, a family run business made up of over 20 companies in Europe and North America

Tel: +44 (0)1845 577440 Email: rs@nationaltube.co.uk www.nationaltube.co.uk

A SUPPLIER OF STEEL TUBE AND BAR TO OLEO INTERNATIONAL FOR THE MANUFACTURE OF RAIL BUFFERS AND END STOPS

PRODUCTS

s Cold Drawn Precision Steel Tube s Hot Finished Seamless Mild Steel Tube and Carbon Hollow Bar s Hydraulic Products; Honed and Smooth Bore Tube, Chromed Bar, Stainless Bar and Cast Iron Bar. s Hot & Cold Finished Structural Hollow Sections

MARKETS

s s s s

Rail Industry Construction Equipment Manufacturing Fluid Power (Cylinder Tubes and Chrome Plated Bar for Hydraulic Applications)

SERVICE

s Ideally situated close to the A1 in North Yorkshire, we use our own fleet of 20 trucks to deliver a fast and efficient service throughout the UK and the Republic of Ireland s An Extensive Product Range with over 30,000 tonnes of stock held in our 37,000m sq purpose built warehouse s 9 Fully Automatic Saws Cutting up to 650mm OD, which includes 1 High Speed Circular Saw operating 24 hours a day 5 days a week

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China

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

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Supply Chain

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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

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Venice Simplon-Orient-Express

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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 world’s most iconic travel experiences 38

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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

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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

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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

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Infrastructure & Asset Management

Key assets

Rob Russell

Rob Russell of Critical Software Technologies discusses asset management and condition monitoring in the rail sector

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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

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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

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Infrastructure & Asset Management

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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

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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

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the fault in real time. This requires careful configuration of the protection settings during commissioning, maintenance and upgrades. The Schneider Electric postfault 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

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 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 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 two variants of the equipment – remote fault detection and automatic supply restoration – can be offered to individuals based on their

project requirements and budgets.

Remote fault detection provides 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

Web: www.schneider-electric.com/uk

Tom Zunder

Ross Jackson

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Infrastructure & Asset Management

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Condition monitoring and asset management using network video cameras The applications of network video in the rail environment are many and varied says DAVID THOMASSON

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he transportation industry faces its own unique set of surveillance challenges. Indeed, operating environments do not come much more complex than a busy rail network. Incidents can occur anywhere: along the infrastructure at stations, depots, even on board trains – day or night. One obvious dilemma is the need to simultaneously monitor all these areas in real-time and feed the information to the appropriate authorities.

Forensic to real-time David Thomasson is business development manager – transportation, Axis Communications

Traditional analogue CCTV systems are mainly used for viewing recorded video footage after an incident has happened – in other words, a forensic approach. This is one of the main factors driving the shift from analogue CCTV to network video, or IP cameras. Network video opens up these closed systems, allowing users in any authorised global location to view real-time video, simultaneously.

Fig.1: Lightfinder technology in action capture both these two extremes and everything in between. They do this by using multiple exposure times and overlaying into one image, ensuring the correct exposure. For example:

Intelligent analysis ‘at the edge’ Network video has also led to the development of intelligent video, whereby the surveillance system automatically analyses the images, adding valuable information to surveillance installations. As network video cameras are essentially small computers with lenses, video analytics software can be loaded onto the camera itself. Furthermore, by processing the video in the cameras themselves – ‘at the edge’ – the load on the network is significantly reduced, resulting in a much more cost-effective network.

Without Wide Dynamic Range – Dynamic Capture (WDR-DC)

Extreme light conditions Network video cameras are also able to see in extreme lighting conditions – from near pitch black to direct sunlight – making them perfect for condition monitoring and asset protection applications within the rail industry.

Axis’ ‘Lightfinder’ technology enables its cameras to see in colour in close to complete darkness (0.05 Lux) without the need for additional light (See Fig. 1 for example).

Similarly, too much light or scenes with both bright and dark areas (e.g. platforms, atrium-style concourses and multi-storey car parks in direct sunlight) have always been a challenge for analogue cameras, with images usually over or under-exposed. Wide Dynamic Range – Dynamic Capture (WDR-DC) network video cameras are able to

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With Wide Dynamic Range – Dynamic Capture (WDR-DC) These features, coupled with superb image quality, mean network video cameras can be used for condition monitoring in any setting. For example, forward-facing cameras on trains to monitor the track infrastructure or even the condition of on-board equipment, such as pantograph wear.

Using analytics Real-time video analytics software transforms standard surveillance networks into intelligent and effective detection and alert systems by effortlessly pinpointing

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz security breaches, alerting staff to safety hazards, protecting valuable assets, enhancing operational efficiency, increasing return on investment and offering powerful forensic analysis capabilities.

Typical examples within the rail sector include: l Crowd management (people counting/ density/counter-flow) l Loitering and track intrusion detection l Queue/waiting time measurement l People tracking reports (heat map) l Fare evasion detection (anti-tailgating/pass-back) l False liability claims deterrent l Face recognition (VIPs/known criminals/ unauthorised personnel) l Vandalism and graffiti deterrent l Car park management and protection l Perimeter protection l Track safety initiatives enforcement l Level crossing obstacle detection l Tunnel incident detection l Copper theft prevention l Threat level assessment l Efficient forensic analysis of events.

Also, network video can be a powerful safety tool for fire detection, as video analytics can quickly and automatically detect and alert as to the presence of smoke and allow the user to monitor the exact situation in real-time.

The sound of surveillance Network video can even monitor suspicious sounds – by having a built-in microphone and/or a ‘line in’ socket to connect to a separate microphone, cameras can hear as well as see! Advanced audio analytics can help prevent violence and crime by recognising specific sounds in real-time and allowing operators to respond to incidents before they escalate. Specific examples could include gunshots, explosions, aggression, screams, breaking glass and aerosol/graffiti detection.

Cameras also have a ‘line out’ socket for connection to a loudspeaker, to enable the operator to communicate with people at the scene.

Sound analytic technology can also be used for maintenance and condition monitoring. For example, automatic detection of defects in train wheels, such as bearings ‘squaring off’. zz

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BEA Sensorio

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Sensingsuccess BEA Sensorio specialises in the design of sensors integrated on automated systems for train doors, gates and similar public transport equipment

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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 sensor’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 door’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.

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BEA Sensorio

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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

EternalSun Precision Components (Beijing) Co.,Ltd (Beijing Dinglun Plastic Co.,Ltd)

Material

Technology

Management

Innovation

We use high quality materials to manufacture the mold, the main Steels are from ASSAB, DAIDO.

Dinglun has many years mold manufacturing experience, providing customers with high efficiency and stable moulds.

Our mold has the advantage of high productivity and ease of maintenance, realize your product and production completely.

All the moulds are manufactured according to customer requirements and our innovations, we value each step of the manufacturing process.

Contact us to find out more General Manager Jason Zhang Tel +86-13311517289 E-mail zhangshijie_dl@163.com East 394#, MaFang Industrial Park, PingGu District, Beijing China 101204 www.eternalsun.com.cn

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EternalSun Precision Components (Beijing) Co.,Ltd (Beijing Dinglun Plastic Co.,Ltd) was established in 2013. As a leading plastic mold manufacturer, EternalSun cooperate with domestic and international electronics manufacturing companies to manufacture household appliances and electronic equipment. We offer advanced technology, forwardlooking processes, and excellent after-sales service to satisfy our customers. EternalSun are an approved molds and parts suppliers of the Legrand, BEA, Perlos(Lite-On), CITIC auto, Lepu Medical, Boston Power, INC.,Pride Power and other well-known companies.

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

www.sensorio.be

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Geotechnical Engineering

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

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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

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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

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Crossrail

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CROSSRAIL

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Digging

forsuccess

TBM Elizabeth lowered into main shaft 25 October 2012

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz At a value of £14.8 billion, Crossrail is Europe’s largest construction project – Libbie Hammond takes a look at the extensive tunnelling aspect of the programme

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rossrail is among the most significant infrastructure projects ever undertaken in the UK. From improving journey times across London, to easing congestion and offering better connections, Crossrail will change the way people travel around the capital.

Work on the Crossrail project started in May 2009 and there are currently 10,000 people working across over 40 construction sites.

The project is designed to bring an extra one and a half million people to within 45 minutes of central London and it will link London’s key employment, leisure and business districts – Heathrow, West End, the City, Docklands – enabling further economic development.

Furthermore, the construction of Crossrail is generating significant economic benefits through the supply chain, and is providing a stimulus for job creation and growth not just in London, but also throughout the UK. The project will support the equivalent of 55,000 full time jobs and create at least 75,000 business opportunities right around the country. From Falmouth to Fife, thousands of companies are winning work on the project, more than half of which are SMEs. In London itself, the project’s economic benefits will extend well beyond the construction phase.

Tunnels The construction of Crossrail’s rail tunnels is a core element of the building programme and is work that has not been undertaken on this scale in London for over 50 years. Twenty-one kilometres of new twin-bore tunnels are being constructed to deliver the new rail tunnels through which the Crossrail trains will operate.

The five tunnels to be constructed are: l Royal Oak to Farringdon west (Drive X) - length of drive approximately 6.4 km l Limmo to Farringdon east (Drive Y) - length of drive approximately 8.3 km l Pudding Mill Lane to Stepney Green (Drive Z) - length of drive approximately 2.7 km l Limmo to Victoria Dock Portal (Drive G) - length of drive approximately 0.9 km l Plumstead to North Woolwich (Drive H) - length of drive approximately 2.6 km Each of these drives will construct both the eastbound and westbound tunnels. All of this adds up to 42 km of bored tunnels located below the busy streets of London.

Eight giant tunnelling boring machines, or TBMs, are being used to construct the new tunnels. Each 1000 tonne machine will weave its way between existing underground lines, sewers, utility tunnels and building foundations from station to station at depths of up to 40m.

Crossrail Tunnel Boring Machine cutterhead being installed at Westbourne Park, 31 January 2012

Crossrail’s Western tunnels

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CROSSRAIL

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www.johnzammit.co.uk Absolute Photography Ltd

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Crossrail

Crossrail’s Connaught Tunnel

Crossrail’s Western tunnels

A total of seven tunnelling machines are now in operation, and since tunnelling commenced in May 2012, milestones have been reached on almost a monthly basis. The most recent of these occurred on 9th October, when tunnelling machine Phyllis finished the project’s first train tunnel, 17 months after commencing her 4.2 mile (6.8 km) journey from Royal Oak in west London and Farringdon in

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central London.

Phyllis’ sister machine, Ada, is in the Holborn area and is due to complete tunnelling during the winter while another six machines will finish tunnelling in 2014.

Over the weeks following the completion of her tunnel, Phyllis will be dismantled and her 130-metre long trailer system will be removed from the tunnel via the recently completed

Fisher Street shaft.

At the time of Phyllis’ achievement Andy Mitchell, Crossrail programme director commented: “Crossrail has not only completed its first tunnel under London but has reached the half-way point for our tunnelling machines with 13 miles of tunnels constructed to date.

A further six tunnelling machines are currently hard at work constructing over 100 metres of new tunnel each day with major tunnelling due to complete next year.”

While Phyllis may have finished her work, the others are still going strong - in south-east London, TBMs Sophia and Mary have reached the Woolwich station box with Sophia now heading towards North Woolwich. The eastern tunnelling machines Elizabeth and Victoria are making great progress, with Elizabeth expected to break through into Stepney within November. Jessica is expected at Stepney by the end of the year and the final TBM, Ellie, is expected to launch early in 2014.

As a matter of interest, the naming of tunnel boring machines (TBMs) after women is a longheld tunnelling tradition. Tunnelling machines Ada and Phyllis were named after early computer scientist Ada Lovelace and Phyllis Pearsall who created the London A-Z, while

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Jessica is named for gold medal Olympian Jessica Ennis-Hill.

Each of these tunnelling machines is a 1000 tonne, 150 metres long underground factory with 20 person ‘tunnel gangs’ working in shifts. At their peak, the tunnelling machines aim for around 100 metres of tunnelling progress per week - as the tunnelling machines move forward, precast concrete segments are built in rings behind - 250,000 tunnel segments will be used to line the 42 kilometres of tunnels.

Although the tunnelling teams are achieving great results on a daily basis, some of their successes are more important than others.

For example, in September the tunnelling team completed a major part of the Connaught tunnel refurbishment ahead of schedule. The tunnel was built in 1878 and has not been in passenger use since December 2006. It is the only existing tunnel that will be re-used for Crossrail.

Earlier in the year, dam walls were installed in a section of the Royal Docks that runs above the tunnel to allow Crossrail workers to access the tunnel from above. A cofferdam the size of a football pitch was put in place and 13 million litres of water were drained from the

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Stepney Green shaft tunnelling

Crossrail’s Western tunnels Royal Docks. This allowed workers to deepen, widen and strengthen the central section of the tunnel so that it can accommodate new Crossrail trains.

Sections of the tunnel were in a poor condition and parts of it were narrowed during the 1930s so that the dock could be deepened to accommodate larger ships with brickwork

removed and steel segments installed. This material had to be removed and a larger, stronger structure put in place in preparation for the start of Crossrail services in 2018.

The work had to be completed by the first week of September to allow ships to pass through the dock ahead of a trade exhibition at ExCeL London. Following three months

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CROSSRAIL

zzzzzzzzzzzzzzzzzz Whitechapel Crossrail station tunnelling works

Tunnelling at Hanover Square site Bond Street Crossrail station

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of work around the clock, construction was finished, the dam walls were removed and the dock was re-opened.

Discussing this part of the project, Andrew Wolstenholme, Crossrail chief executive noted: “In refurbishing this Victorian rail tunnel, the team at Connaught has had to think on its feet and overcome some unique challenges.

It is a source of great pride that our engineers and everyone on the project continue to deliver, often in difficult and complex circumstances.”

Linda Miller, Connaught tunnel project manager added: “It was a race against the clock to get the work completed and the dock re-flooded, so it’s great news that we’ve got it finished ahead of schedule.”

With an unprecedented level of tunnelling and underground construction work due to take place in the UK, the Crossrail team also realised it needed to look at the bigger picture and deliver a new generation of workers with the right engineering skills and expertise.

As a result it has established a dedicated academy not only to train the next generation of engineers but also to upskill people already working in the wider industry. The £13 million Tunnelling and Underground Construction Academy in Ilford plays a leading role in supporting the Crossrail project, but will also support future projects such as Thames Tideway and HS2. Crossrail has also created nearly 250 apprenticeships including engineering roles, with at least 400 to be delivered during the lifetime of the project, and established a graduate scheme with the first graduates starting in Autumn 2013.

The establishment of the Tunnelling and Underground Construction Academy (TUCA) is central to Crossrail’s delivery plans and its legacy to the industry. TUCA will not only ensure that Crossrail has the skills needed for its construction but will be retained postCrossrail as a specialist training centre for other tunnelling projects thereby acting as a legacy to the UK construction industry. zz

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Crossrail’s tunnelling machine Sophia shown starting the drive from Plumstead to North Woolwich

Crossrail completes unprecedented fortnight of milestones

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rossrail’s western tunnels are now structurally complete with tunnelling machine (TBM) Ada reaching the end of her journey at Farringdon on 24th January, having set out from Royal Oak near Paddington in August 2012. This follows the arrival of her sister machine Phyllis at Farringdon in October 2013.

Over in southeast London, TBM Sophia has completed Crossrail’s first tunnel beneath the Thames, arriving at the North Woolwich Portal on 29th January, having started south of the river in Plumstead last August.

TBM Jessica has also completed her tunnelling journey from Pudding Mill Lane and broke through into one of Europe’s largest mined caverns beneath Stepney Green on 3rd February.

In addition, tunnelling machine Elizabeth made a spectacular entrance into the new Crossrail station at Whitechapel on 20th January on her journey from Limmo Peninsula to Farringdon. Her sister machine Victoria also broke through into Stepney Green on 30th January.

Crossrail has also finished civil construction

of the first of two new Bond Street station ticket halls. The western ticket hall on Davies Street is five storeys underground, with works having already started recently on a passenger tunnel to connect the Crossrail ticket hall to the existing underground station.

The milestones continue Crossrail’s impressive construction progress, which recently passed the halfway mark on time and within budget. In 2014 the project will transition from major civil engineering work to station and tunnel fit-out. 30km out of 42km of bored tunnels are now complete.

The 150 metre long, 1000 tonne TBMs create 6.2m diameter tunnels by installing precast concrete segments in rings to line the tunnel. They are pushed forward by hydraulic rams and positioned using lasers and Global Positioning Systems.

Ada’s 6.9 kilometre journey has been particularly challenging for engineers, successfully navigating a complex web of Tube lines, building foundation piles and infrastructure up to 30 metres beneath central London. This included passing less than a metre above the operational Northern line at Tottenham Court Road.

More than 72,000 pre-cast concrete segments have been used to line the western tunnels and about two million tonnes of earth has been excavated, destined for a new RSPB nature reserve at Wallasea Island, Essex.

Now that Sophia’s journey has finished, her sister Mary will shortly be launched from the Woolwich box to complete the final section of tunnelling on Crossrail’s southeast section.

With the arrival of TBM Jessica at Stepney, an eighth tunnelling machine, Ellie, will commence her journey from Pudding Mill Lane to Stepney later this month.

TBM Jessica will be taken to Limmo Peninsula for reassembly where she will construct the new Crossrail tunnels between Limmo and Victoria Dock Portal. zz

Crossrail’s unprecedented fortnight of milestonesstones Date

Milestone

20 January 2014

TBM Elizabeth breaks through into Whitechapel Crossrail station

24 January 2014

TBM Ada completes her journey from Royal Oak to Farringdon. The western tunnels are now structurally complete.

29 January 2014

TBM Sophia arrives at North Woolwich portal, completing her journey from Plumstead

30 January 2014

TBM Victoria breaks into Stepney Green cavern

3 February 2014

TBM Jessica breaks into Stepney Green cavern, completing her journey from Pudding Mill Lane

A map showing the progress of the Crossrail TBMs

Crossrail

At the beginning of February Crossrail celebrated the delivery of an unprecedented fortnight of construction progress ranging from completion of new train tunnels to three spectacular tunnel boring machine breakthroughs

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Bachy Soletanche

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Piles of opportunity As one of the UK’s leading geotechnical specialists, civil engineering contractor Bachy Soletanche has an excellent reputation for working in the most challenging environments

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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 Soletanche’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 company’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 on projects that involve a substantial geotechnical element.

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Bachy Soletanche installs piles at Scarborough Marine Drive Yorkshire Water treatment facility

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, the in-demand company is busy working on ground works for the final phase of the £3 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

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.

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Bachy Soletanche

(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

NDT Services Ltd NDT Services Ltd have a long association of working with Bachy Soletanche on variety of prestigious UK projects. We specialise in Pile Integrity Testing, Static Load Testing and Dynamic Testing of CFA, Large Bore and Minipile foundations. Independent assessment of pile construction and performance is provided through a quick, efficient service, clients are provided full access to the NDT database for all information required.

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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 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 Soletanche’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

NDT Services Ltd PILE INTEGRITY TESTING DYNAMIC LOAD TESTING STATIC PILE MAINTAINED LOAD TESTING

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

Web: www.bacsol.co.uk

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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

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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.

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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

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Finance

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Higher confidence about bank lending could boost growth prospects Increasing the numbers of transport sector businesses confident about their chances of getting bank lending would boost UK growth, new research from BDRC Continental shows.

Businesses could expand, order more equipment or boost their spending power if they were more aware of their good prospects of getting bank finance

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Businesses are a lot more likely to get finance than they think

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he British Bankers Association (BBA) has launched a new campaign to let businesses know they are a lot more likely to get bank finance than they think. It highlights, in particular, that while only 37 per cent of all SMEs planning to apply for finance believe they will get approval from their bank, actual approval rates are a lot higher at almost 67 per cent.

The research has identified that while 16 per cent of businesses in the transport sector intended to borrow to finance expansion only 11 per cent actually ended up doing so – a difference of around 15,000 businesses. The research from the BDRC survey identifies a lack of confidence in their chances of success as one of the key reasons for this.

Increasing confidence around lending amongst transport sector businesses has the potential to boost the UK economy. Based on the figures for the UK overall, if all of those 15,000 businesses went ahead and applied for finance this could enable: l 3000 small and medium sized businesses to expand in the UK l 2700 new orders for equipment l 6500 businesses to boost their spending power.

The campaign includes online advertising specifically targeted at businesses with a turnover of less than £25 million in the transport sector.

The new Better Business Finance (BBF) website, www.betterbusinessfinance.co.uk, is a one-stopshop resource with impartial information relevant to transport businesses.

The new campaign will work alongside the Government, politicians, banks and business groups to spread the message that SMEs are a lot more likely to get finance than they think. The campaign also features social media outreach, top tips for finance success, promote schemes such as business mentoring and showcase examples of businesses that have gone on to grow and prosper after securing a loan.

There is an evident ‘perception gap’ between what businesses consider to be their chances of success in obtaining finance, and the reality. Many businesses assume that they will be turned down by their bank, when in fact statistics from the latest SME Finance Monitor report (Q3, 2013) show that success rates for all applications for finance (loans & overdrafts) were 67 per cent and confidence over the same period that the bank would say ‘yes’ was 37 per cent.

The BBA has launched this campaign to try to boost confidence amongst SMEs about approaching their bank to seek finance. If more businesses were as confident about their chances of getting a loan, then this could provide a real boost to the economy.

New campaign launches In response, a number of high street banks – alongside the BBA – have launched a new national campaign through the BBF programme. This 12-month campaign aims to help and encourage SMEs to approach lenders for business loans on the basis that they are a lot more likely to get finance than they think.

It is supported by the BBA and the banks involved are Barclays, HSBC, Natwest, RBS, Lloyds and Santander.

The campaign will also raise awareness of the independent Appeals Process that has been in place since 2011 to allow businesses to challenge banks’ finance decisions. This means if SMEs are initially declined for a loan, overdraft or credit card they can appeal to their lender to have their decision overturned.

The overall process is being overseen by Independent reviewer, Professor Russel Griggs OBE. SMEs turned down for bank finance can start their appeal at the BBF website or apply directly to their bank.

Research The new analysis uses SME Finance Monitor research based on 15,000 interviews of small and mediumsized businesses conducted independently by BDRC-Continental between January and September 2013. It assesses the attitudes and experience of the whole spectrum of SME businesses, from sole proprietors to small employers, to businesses with 250 employees, in their use of the whole range of external finance options (not just bank finance). zz

The full SME Finance Monitor is available at

www.sme-finance-monitor.co.uk

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Sibelco

l GB Railfreight has signed a contract with Sibelco UK to provide freight services for its silica sand product. The contract states that silica sand will be transported from Sibelco’s quarry in King’s Lynn, Norfolk, to Guardian Industries’ UK plant in Goole, Yorkshire, and Ardagh Group’s UK glass sites in Barnsley and Doncaster. Two trains will be running each day to the three locations.

NEWS I Contracts

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Sensing collaboration l OptaSense is to collaborate with Deutsche Bahn Netz AG to validate a set of fibre-optic sensing tools designed to reduce the operating cost of rail track operation. The 18 month collaboration will see the validation of bespoke software tools which record and report train and track events along Deutsche Bahn’s network.

The project, which commenced in January, will verify the performance of OptaSense distributed acoustic sensing (‘DAS’) to provide alerts and operational data for a large range of events. The collaboration will begin with eight priority applications which will be tested by DB Netz in all weather conditions over 18 months, with a view to giving DB Netz insights into the future of railway sensing.

The collaboration will report on the potential of DAS technology to reduce the number and cost of different sensor systems required to monitor various train and track events. The initial set of events and sensing requirements include: l Accurate platform announcements of the next train l Wheel flats and other wheel/rail interface problems l Hot axle box l Unauthorised access l Metal theft, vandalism and attack l Rock and tree fall detection l Animal detection l Train tracking with train integrity in real time.

Improving Underground access l KONE has won an order to fully replace fifteen elevators and modernize a further four elevators at six busy London Underground stations. This order comes as part of the Tube improvement plan.

The customized KONE MiniSpace™ elevators equipped with KONE EcoDisc® hoisting machines will carry up to 50 persons at a time from the street level to the station platform. For example at Bank station, KONE’s new elevators will carry over 4000 people per hour, meeting the demands of smooth People Flow at peak times. All the elevators will be fitted with the KONE E-Link™ remote monitoring system to ensure high availability of the equipment.

The first elevator upgrade will begin at the Gloucester Road station in 2014, with the final elevators to be installed at Lambeth North in 2017. The contract will also include the preventive maintenance of the equipment until 2034, and modernisation packages when the need for upgrades arises. KONE’s dedicated team currently maintains 150 escalators and 45 elevators, which accounts for a third of the London Underground’s equipment base.

Significant order l Tracsis plc, a provider of software and technology-led products and services for the transportation industry, has received a significant order for its Remote Condition Monitoring equipment.

The initial order, which has been placed through the five year Framework Agreement announced on the 21st October 2013, comes from an existing UK client and has a value of £2.2 million.

It will be fulfilled within the current financial year as per an agreed delivery schedule with the customer.

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SWB Stadtwerke Bonn

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Photographs ® Stadtwerke Bonn, Martin Magunia

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Amodernclassic Stadtwerke Bonn (SWB) has boosted internal team motivation and its public image with its tram restoration programme that will save the firm approximately 45 million euros

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wholly community-owned company serving the people of Bonn, Germany, SWB’s team of approximately 2300 employees work in four core segments: energy supply, drinking water, local public transport and waste processing.

Speaking to Railway Strategies, SWB Group’s director of communication Werner Schui begins: “SWB is the fourth largest company in the Federal City of Bonn and offers its employees secure and sustainable jobs; owned by the city, SWB has a company supervisory board, constituted by local politicians and employee representatives. The company has been a strong partner of Bonn and its inhabitants since 1879; today, SWB can look back on a long-standing tradition of good quality and customer orientated activity.”

Transporting approximately 92 million passengers on

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a transport fleet consisting of around 190 buses and 99 trams, SWB is committed to delivering optimisation of its services through a focus on innovation, transparency, cost efficiency and safety. “SWB has a holding-structure with a GmbH company and subsidiaries that makes up the associated transport companies; this association has achieved several milestones over the last 18 months, including the undertaking of a tram restoration project,” highlights Werner. “This project involves the restoration of 25 1974 – 1977 Duwag tram models, which are outstanding in regard to comfort and solid structure; they have an exemplary air cushioning and vehicle body. Today the first three trams are in operation and an extension of the project is planned with a further 35 trams to be restored.”

Following the roll out of new tram cars in 2003 that were deemed unsatisfactory by passengers, SWB faced difficulties in 2005 when the time came to increase its fleet by a further 20 models. Christian Burk, engineer at SWB discusses the inception of the project: “It is standard procedure to buy new cars every few years, however the roll out of light railway trams in 2003 led to passengers being very dissatisfied with the whole comfort. When the time came to acquire 20 more of these tram cars we didn’t want to buy a product that wouldn’t satisfy customers so SWB brainstormed and

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Restoration came up with the idea to restore old cars built in 19741977. These models are nearly 40 years old and we know these cars very well; we have all of the engineering and facilities designed especially for this type of tram.”

With a clear price option of 2.5 million euros per low quality car, SWB hired two retired engineers with previous DUWAG experience in 2005 to offer consultation services on the condition of the 35-yearold trams. With mild corrosion the only issue, the firm proceeded with its plans by developing a technical concept that received approval in 2007. “The calculation for this project was around 600,000 euros per car for an extended lifetime of 15 years in comparison to the price calculations of three million euros per brand new car in 2007. However, this time frame wasn’t long enough to receive subsidies so we changed the technical concept and presented a price of 900,000 euros for 25 years to the board,” says Christian. “SWB saves around 47 million euros by restoring 25 new trams instead of buying new ones, which would cost around 75 million euros for the same amount of trams. There are also further benefits in the maintenance and technical service of these trams,” adds Werner.

Mock-up tests were undertaken on a car that the company had lost to a fire over ten years ago, which was cut in two and used as a prototype for the driver cabin and whole passenger area before the restoration began at SWB’s modern facilities. “We were very satisfied with the fifth series of this tram car that we purchased in 1993. The so-called ‘B-Wagen’ is a very comfortable light-rail vehicle and has robust technical concepts we wanted to adapt to these older cars. The main focus for us is the modern chopper system, which has an opportunity to bring in the braking energy to the contact line; we have also enhanced the driver cabin

Soiltec

by expanding it by half a metre, adding a new seating area, modern equipment and air conditioning on the top.

Drivers sit for ten hours a day in this area, they need a comfortable working place,” explains Christian.

With three of the restored trams in operation, the company has achieved its financial objectives and received a positive response from passengers.

Following this successful outcome, SWB is expanding the restoration project to a further 35 tram cars and is looking commercialise on its knowledge through offering consultation services to other organisations in the railway industry. “Acquiring new cars is too expensive, so this idea of restoring old cars would be a real benefit to other cities and community owned firms. It is not an easy project to start; planning is one thing, doing is another, but the most integral aspects of a project like this is the content, the subsidies and the final approval by the supervising authority,” concludes Christian. zz

Soiltec is a leading international mass transit business company specialising in the supply of spare parts and components, maintenance and modernisation work on rail vehicles and engineering services. It is your sourcing partner for parts and components engineering, delivering reliability and service in diverse transportation Industries. With many customers in the public transportation sector it is sharing experience and know-how in local, regional, European and worldwide projects and applications.

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NEWS I Integrated Transport

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An impression of St Peter’s Square at night

The line of route of the new Metrolink line

l The first of three new-style Metrolink trams, which have an improved interior layout based on customer feedback, have now entered service.

Tram numbers 3075, 3076 and 3077 are the first three of an order for 30 new M5000 vehicles placed with Austrian manufacturer Bombardier.

These have eight extra seats, taking the total to 60 seats per tram.

The revised layout is based on customer feedback from the Transport for Greater Manchester (TfGM) survey undertaken in late 2011 and was developed in consultation with Metrolink’s Disability Design Reference Group.

Additional hand-holds have also been incorporated to address another point raised by the survey.

The trams were delivered to the Queens Road depot in November and December last year, where they underwent a rigorous safety testing process. The trams were being used to test the new Oldham town centre line and entered service on 27th January.

TfGM

TfGM

Above: Councillor Andrew Fender, chair of the TfGM Committee, and Councillor Kate Chappell, Manchester City Council’s executive member for environment, inspect the start of work on Metrolink’s Second City Crossing

New, improved trams go into service

l Work to deliver a second Metrolink line through the heart of Manchester city centre – providing greater capacity and resilience across the network – is now under way with the start of utility diversions. The three-year programme will see the creation of the new multi-million pound Second City Crossing (2CC), enabling more trams to cross the city centre and, in turn, increasing the capacity, flexibility and reliability of the system.

The first stage of work – to divert gas pipes and electricity and phone cables buried in the highway away from the footprint of the new tramway – has now started on Corporation Street, between Withy Grove and Market Street. Trenches are being created so new ducting can be laid for pipes and cables. Localised road closures and diversions are in place but access to businesses in the area will be maintained at all times.

The new route will begin in Lower Mosley Street and run through St Peter’s Square, before turning down Princess Street and then heading along Cross Street and Corporation Street before re-joining the existing Metrolink line just outside Victoria.

As part of the project, new stops will be built in Exchange Square and St Peter’s Square.

From January onwards, work will be carried out at various sections of the 2CC route until its completion in early 2017. However, subject to ERDF funding, the section to Exchange Square could be complete in 2015.

TfGM

TfGM

Work begins on Metrolink’s new city line

Councillor Andrew Fender, chair of the TfGM Committee, on board on of the new trams

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NEWS I Stations

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© Transport for London

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Engineers working at Manchester Victoria over Christmas 2013

Manchester Victoria station improvements completed l A major upgrade of the railway at Manchester Victoria has been completed allowing electric trains to start running from Manchester Victoria to Liverpool next December as part of the £400 million North West Electrification Programme.

Engineers spent 10,000 man hours over the Christmas and New Year period, installing 74 foundations and some of the steel work for the overhead line equipment which will allow electric trains to operate. In the station, engineers installed 42 fixtures to hold the overhead wires to the roof of station.

At the east of the station under Cheetham Hill road bridge, 400m of track was removed in order to lower the track bed, creating the headroom needed for overhead lines. This meant removing 1300 tonnes of spoil before relaying the track with almost 1000 tonnes of new ballast. Meanwhile, work continued on the £44 million project to renovate the station and install the new roof which will be completed later this year.

Lift replacement at Covent Garden station l Transport for London (TfL) is advising customers who use London Underground’s Covent Garden station that work to replace four lifts at the station will begin at the end of February. Work on two lifts will start from 24th February 2014 and will last for approximately ten months. Work on the remaining two lifts will take place from February 2015. The replacement work will require engineers to completely remove the existing lift cars as well as replace all of the structural, mechanical and electrical parts. Work to modify the steel structure work within the lift shaft is also required, adding to the complexity of the work.

The replaced lifts will provide a 25 per cent increase in customer capacity by utilising larger lift cars and an increased running speed and they will be compliant with current lift and disability legislation.

They will also be more energy efficient and contribute towards TfL’s commitment to reduce its carbon footprint.

The current lifts at Covent Garden station were installed around 25 years ago.

Gravesend station improvements

Network Rail

l The £19 million upgrade of Gravesend station completed over the Christmas and New Year period has unlocked capacity improvements in Kent which will provide more space and seats for passengers. The improvements to the station, which include a new platform and lengthened existing platforms, will allow 12-car trains to call at Gravesend which will provide greater capacity for passengers, particularly those travelling in and out of London. It’s the final stage of improvement work which will allow 12-car trains to call at stations in the south east London metro area for the first time. Improved facilities have been provided and a new footbridge and lifts has also meant there is step-free access to all platforms.

Gravesend station reopens after upgrade work over Christmas and New Year

Reducing congestion at East Worthing station l Passengers at East Worthing station can look forward to more space and reduced congestion after Network Rail engineers started work to widen both platforms.

Network Rail will widen the full length of both platforms, which are around 100m long, by 1.5m, increasing them on average to 3.75m in width. The work will not impact on train services and is scheduled for completion in May.

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NEWS I Rolling Stock

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The new Class 700 train for Thameslink

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Standard class seating

New Thameslink train revealed

Rail Minister Stephen Hammond unveils full-scale version of the new rolling stock being built for operation on the rejuvenated Thameslink route from 2016

T

he state-of-the-art train that will transform rail travel into and across London, boost the economy and generate thousands of jobs throughout the UK, has been unveiled by Rail Minister Stephen Hammond. The Government’s £6.5 billion Thameslink Programme will create up to 8000 jobs as part of the deal to build 1140 carriages and to complete the wider infrastructure work required.

The new Class 700 ‘Desiro City’ rolling stock, being built by Siemens and compatible with both overhead and third-rail electrical supply, will offer a much improved travel experience for passengers. Alongside the wider infrastructure work being carried out to lengthen platforms

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and remodel stations, the new trains will boost capacity and reliability across one of Europe’s busiest stretches of railway. Benefits in the morning peak, for example, will include: l Over double the number of carriages, providing 80 per cent more peak seats across central London (between Blackfriars and St Pancras); l The number of carriages serving the capital to jump by 40 per cent; longer, more frequent services with 30 per cent more seats on all Thameslink north services that run fast from St Albans to London; l 15 per cent more seats from stations along the line from Peterborough and Cambridge and more than 60 per cent more carriages into London Bridge.

Speaking at the unveiling of a full-scale mock-up of the train at London’s ExCeL Centre at the end of January, Rail Minister Stephen Hammond, said: “We are transforming our railways through the biggest programme of rail investment ever. “These exciting new trains, d on m Stephen Ham combined with the wider Thameslink Programme are a real boost to UK Plc, creating thousands of jobs in construction and across the supply chain, which is driving forward our economy.

“Once operational they will provide a huge benefit to the hundreds of thousands of passengers who travel into London every day. It will vastly improve train travel providing fast, reliable and more frequent services.”

The trains have been designed specifically to meet the demands of the ambitious Thameslink infrastructure programme delivering high frequency (24tph), high capacity services. They will be more reliable and

DfT

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz This map shows routes that could benefit from the upgraded Thameslink London core. The competition for a new franchise to operate these services is currently underway. Final route and stopping patterns will be confirmed by the next operator.

Above: Driver’s compartment, showing displays for energy-efficient train operation and control. Trains have facilities for an on-board guard but are also Driver Only Operation (DOO)-capable.

Left: The new information display provides realtime travel information for passengers to guide and inform their onward journey plans more energy efficient than existing rolling stock and their lightweight design will mean less wear and tear on the tracks, saving money in maintaining the network over the long term.

Trains will be equipped with a diagnostic and wireless telemetry system to forewarn maintenance staff of any impending fault condition. Instrumentation such as forward-looking cameras, gyros, accelerometers and force transducers will all contribute to an improved maintenance regime and also provide valuable feedback on the condition of the track, from which Network Rail can benefit.

Passenger loading information is provided by a counting system mounted above the doorways in combination with load sensors attached to the floor. This data can be used by the operator for managing service frequency and forward planning, and to inform passengers of space availability and distribution.

Train manufacturer Siemens expects the contract to build the 1140 carriages to create up to 2000 jobs across the UK supply chain in component manufacturing, assembly, construction of new depots and subsequent train maintenance. A further 3000 people are expected to be directly employed as part of the wider Thameslink infrastructure works with as many again employed in related jobs in the wider community.

Cross London Trains, a consortium comprising of Siemens Project Ventures GmbH, Innisfree Limited and 3i infrastructure plc, is financing the new trains and will lease them to the operator of the Thameslink franchise.

The first new train will begin operating in early 2016 with the remaining fleet following at an increasing rate until there is one new train entering passenger service every week.

They will run on the current Thameslink network between Bedford and Brighton and the Wimbledon Loop and will be deployed across new routes from 2017 as infrastructure work is completed. These include the Great Northern routes to Cambridge and Peterborough, the route to Sevenoaks via Elephant and Castle and new destinations

off the Brighton Main Line.

From 2018 the trains will operate at high frequencies across central London with one arriving every two to three minutes between St Pancras and Blackfriars during the peak. The new London Bridge main line station will also be completed by 2018, providing capacity for more cross-London services, including the extension of Great Northern services southward from King’s Cross. The new trains will be maintained at new depots being built in Hornsey (London Borough of Haringey) and Three Bridges (West Sussex).

In addition, the new generation of trains will release existing rolling stock for use elsewhere on the network, particularly as further routes are electrified, for example in the north west of England and the Thames Valley commuter lines.

Thameslink sits within a wider context of multi-billion pound investment in the country’s transport network. It will provide for improved north/south journeys across the capital, supporting access to London Bridge as well as Luton and Gatwick airports. A new interchange at Farringdon will also give Thameslink passengers access to Crossrail for east-west journeys, including Heathrow Airport, Canary Wharf and the West End. The first stage of the Thameslink Programme is now operationally complete. Final touches are being made to building work at Farringdon and Blackfriars stations, and platform extension work has been completed at a number of locations including Luton Airport Parkway and St Albans.

This has allowed some longer 12-carriage trains to operate on the Bedford to Brighton route. The platforms at Blackfriars station have also been extended across the Thames, making it the first station to span the width of the river. The second stage is now under way and involves the reconstruction of London Bridge station and a new connection to the East Coast Main Line just to the north of St Pancras station. zz

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zz NEWS I Conferences & Exhibitions zzzzzzzzzzz 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: enquiry.uk@terrapinn.com 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: sophie.ahmed@informa.com Web: www.intermodal-asia.com 15 May – Railway Strategies Live! 2014 London Organisers: Railway Strategies Tel: 01603 274 181 Email: mcawston@schofieldpublishing.co.uk 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: innotrans@messe-berlin.de 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: info@rail-tech.com 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

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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

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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: training@imeche.org Web: www.imeche.org/learning/courses/railway

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