Railway Strategies Issue 105 Final Edition

RAILWAY Issue 105 Final

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

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RS Live 2014 Preview page 4

NEWS Electrification contracts announced Dealing with Dawlish Network Rail signs up to CP5 Record passenger growth continues

The North West Electrification Programme is leading the way for progressive electrification See Page 22

FOCUS ON

Interview :

Rob Wallis talks about TRL’s innovative research

Electrification Plant & Equipment Depots & Maintenance

Civs frameworks awarded ORR to review ticketing market FutureRailway FutureRailway launches structures & gateline competitions

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Preview page 74

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 Advertisement Designer Jamie Elvin Profile Editor Libbie Hammond Advertisement Sales Dave King Head of Research Philip Monument Editorial Researchers Keith Hope Karl Riseborough Gavin Watson Alex Merritt

Network Rail

Administration Tracy Chynoweth

From the Editor

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Elemental forces – continued!

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ittle did I realise when I wrote the editorial for the previous issue of Railway Strategies that the overwhelmingly dominant subject would remain the same this time around: the weather. The hoped-for respite did eventually materialize as February wore on but not before the rail infrastructure had

taken an unprecedented battering, remaining seriously compromised in a number of areas – notably Dawlish. Damage recovery will set the agenda for weeks and months, inevitably impacting on efforts to make a seamless transition between Control Periods 4 and 5 in April. Locations such as Datchet and Maidenhead amply demonstrate that water and electricity are not good bedfellows, with the loss of traction and signalling power, respectively, as a consequence of groundwater flooding. Inevitably the debate over the continued use of third-rail traction power supply will resurface; if it isn’t leaves or snow and ice it’s water that brings trains to a halt. There is good news, however, in that contracts have now been announced to electrify a further 2000 track miles of the network in the North West by means of overhead catenary. Just the wind to worry about then!

Stop Press Network Rail has announced that the Great Western Main Line through Dawlish will re-open on Friday 4th April, two weeks ahead of Easter.

Looking ahead to the spring, the Railway Strategies Live! conference will be taking place again. As last year, the venue is the Royal Geographical Society in London and a fascinating programme is being assembled – further details appear within this issue.

So save the date: 15th May 2014

Issue 105 ISSN 1467-0395 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).

No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any means (electronic, mechanical, photocopying, recording or other) without prior written permission being obtained from the publisher.

While every care has been taken to ensure the accuracy of the editorial content, the publishers cannot be held responsible for any errors or omissions. Views expressed by the contributors are not necessarily those of the editor or the publisher.

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zzzzzzzzzzzzz Contents Features

Expert voice – Rob Wallis 6 Libbie Hammond

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Future-proofing the UK rail network 34 Dan Rodgers London Bridge transformation – Chris Drabble 40 Gay Sutton The future of urban mobility 44 Arthur D. Little and the UITP

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Profiles

Lowery 17 Tracksure 48 Craig & Derricott 53 Angel Trains 64 Percy Lane Products 66 NuSteel Structures 70 Trackwork Moll 82 Stadtwerke Bonn 88 GB Railfreight 90 Oleo International 93 Odlewnie Polskie 97 Trans Data Management 101 Arbil Rail 104 PMA 106 Kier 109

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INFRARAIL Preview page 74

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Industry News 9 Contracts 30 Rail Alliance 37 Stations 38 Integrated Transport 47 Products & Services 52 Research 56 Rolling Stock 61 Health & Safety 100 Conferences & Exhibitions 112 IMechE Training Courses 112

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Focus on...

Electrification Powering ahead – Jon Clee 22 Gay Sutton Modelling the Great Western electrification 26 Power is nothing without Protection & Control 28 Richard Jones

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Helping 3.5 million London commuters get to work 32 Mark Beswick

Focus on...

Plant & Equipment

Pumping concrete at Dawlish 58 Earthworks use long-reach solutions 59 Sound advice 60 Andy Heatherington

Focus on...

Depots & Maintanence Best practice in bearing lubrication 80 Malcolm Watson & Tony Synnott

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Rail to use Railway Strategies Live 2014 stop Network to launch its new Product Acceptance s s pre process for the first time in an open forum.

Conference to offer visitors access to Terence Watson, Chairman of the newly created RSG

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

Silver Sponsor

SPEAKERS

Terence Watson – CEO, Alstom Transport UK & Ireland, Chair of the RSG David Clarke - Director, FutureRailway Enabling Innovation Team, FutureRailway, hosted by RSSB Jim Carter - Head of Procurement, Network Rail James Lewis - Technology Introduction Manager, Network Rail Richard Holland - UK MD, TBM Consulting Group Rob Wallis - Chief Executive, TRL Martyn Chymera - Former Chairman, Young Rail Professionals Chris Rolison - Founder, Comply Serve For further details of the event, email Mark Cawston: mcawston@schofieldpublishing.co.uk, for delegate enquiries, email Maxine Quinton: mquinton@schofieldpublishing.co.uk, telephone: 01603 274130 and ask for Mark or Maxine, or visit: http://www.railwaystrategies.co.uk/eventbooking.php?id=574

SPONSORED BY TBM CONSULTING GROUP EIGHT SPEAKERS NOW CONFIRMED, INCLUDING JIM CARTER, HEAD OF PROCUREMENT FOR NETWORK RAIL MEET AND QUESTION THE FIRST EVER CHAIRMAN OF THE RSG, TERENCE WATSON, UK COUNTRY PRESIDENT & MANAGING DIRECTOR, ALSTOM TRANSPORT UK & IRELAND l 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. Following the results of a recent Rail Alliance research report, 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.

But not only is it going to put the spotlight on the small to medium enterprise (SME), but it is also going to offer the chance to hear how Terence Watson, the first ever chairman of the newly formed Rail Supply Group (RSG) plans to create a more innovative and capable UK supply chain that has a clearer understanding of government policies and investment plans.

The conference will give visitors access to the Chairman of the RSG their voices will help to shape the railway of the future!

ALSO AT THE EVENT - the launch of a very exciting new process from Network Rail 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. Jim Carter, Head of Procurement will discuss the merger of the two divisions at Network Rail, the Contracts/Procurement operation and the National Delivery Service, into the new National Supply Chain headed up by Nick Ellis, who will be the Managing Director of the new operation.

In addition to the above, speakers from a range of blue-chip organisations have now been confirmed for Railway Strategies Live 2014. The confirmed speaker list is as follows:

Terence Watson, Chair of RSG + UK Country President & Managing Director, Alstom Transport UK & Ireland David Clarke, Director, FutureRailway Enabling Innovation Team, FutureRailway, hosted by RSSB Jim Carter, Head of Procurement, Network Rail James Lewis, Technology Introduction Manager, Network Rail Richard Holland, UK MD, TBM Consulting Group Rob Wallis, Chief Executive, TRL Martyn Chymera, Former Chairman, Young Rail Professionals Chris Rolison - Founder, Comply Serve 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 forward-thinking 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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INTERVIEW I Rob Wallis

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Expertvoice Libbie Hammond talks to Rob Wallis, the new CEO of TRL, about an organisation whose services vary from innovative transport infrastructure and vehicle safety research to investigating the psychology of cyclists

Rob Wallis

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RL, the Transport Research Laboratory, is an internationally recognised centre of excellence, which provides world-class research, consultancy, product testing and software tools covering all aspects of transport. Rob Wallis joined TRL in July 2013 as CEO, and he brings 30 years of professional services, business services & ICT leadership experience, including five years at the British Standards Institution (BSI) and almost two decades at EDS and Logica leading transport-focused businesses. He started his career at the Civil Aviation Authority.

He explained that he was drawn to the role because it offered him an interesting balance: “I have worked in both the public and private sectors, and now at TRL, with its set-up as a non-profit distributing Foundation, it presents a very interesting challenge between the two – especially given its strong scientific and academic capabilities. It also offers me the chance to leverage my experience in transport, logistics, supply chain and automotive sectors,” he said.

“The other attraction is where TRL is strategically in its journey.

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There is an enormous depth of history at TRL – it was created in 1933 as part of the British Government, and it is well-known around the world for its research and innovation in road transportation. But today our reach is far broader than that, with lots of innovative, thought leading projects in road, rail, cycling and pedestrian modes.

“The company was privatised in 1996 and today has 330 employees, and almost 1000 clients using TRL’s products and services in 140 countries internationally. When we were privatised the vast majority of our income came from the UK public sector, whereas today we have diversified substantially and now our income comes from a global customer base and less than 40 per cent is UK public sector oriented.

“We are now very strong in surface transport modes, and our strategy is to continue focusing on our strengths in vehicle, road and rail safety, infrastructure asset management and journey-time optimisation. In particular, we are continuing to invest in the newer areas of low carbon vehicle technologies, automated vehicles, satellites and remote sensing, big data and de-carbonising transport.

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Who we were and who we are now is quite different and I saw this as a chance to join an organisation with enormous brand strength, credibility and heritage, and take it into the future

Who we were and who we are now is quite different and I saw this as a chance to join an organisation with enormous brand strength, credibility and heritage, and take it into the future.”

Rail sector A major priority at TRL is to take the experience it has gained from its specialist research into road transport and apply it to the rail sector, bringing transferable technologies and new ways of thinking into what some regard as a somewhat traditional and introspective market.

“Due to the range of expertise we have within the company, TRL is very good at looking at areas from a different perspective,” confirmed Rob. “A perfect example of this is linear asset management. We have a lot of experience in this area on the roads, and we believe it is very applicable to rail and some of our projects and research have proved that.”

Rob highlighted an example: “While the rail sector has sophisticated ways of monitoring the surface condition of tracks and associated rail pathways, in the road sector TRL has led a number of innovations around

assessing surface condition and also measuring what is called ‘deflection’ – measuring movements beneath the road surface as an indication of strength and quality – and rail companies are now looking more closely at these kinds of innovations too. It would mean rail companies have a much better insight into the rail asset condition, and this is a major indicator for any kind of asset maintenance investment,” explained Rob. “Asset management is one of the big cost drivers in operating road and rail networks, and we’re also constantly looking at innovative ways of understanding the conditions of assets such as bridges, tunnels and retaining walls using technology. TRL has designed and built some of its own specialist products, and also researched and evaluated innovative monitoring methods such as unmanned aerial vehicles that can hover and get images of different assets around the country, removing the need for physical inspections.”

Helping to find solutions to the challenges faced by rail operators is really where TRL can add value: “I see rail operators having a big challenge around driving down the operational costs of the rail network, supported by the need to improve capacity and journey time reliability. This has to be linked with trying to decarbonise as much as possible and make rail travel an environmentally sound public service,” he said. “In fact, the decarbonising of transportation in general and specifically the perceived shift from road to rail is high on TRL’s agenda,” he added.

One of the approaches adopted by TRL for projects is working in partnership with commercial businesses. “So we – as an innovation partner – are sitting behind a number of the major asset renewal and asset enhancement programmes that are already underway and being procured through Network Rail into the industry,” Rob said.

“Furthermore, in the research area we have a strategic partnership with RSSB and with other organisations in Europe. We are also acting as Technical Advisors to the DfT on a number of rail franchise direct awards and competitions.”

TRL has very strong links with major universities and academic organisations in the UK and internationally, participating in collaborative research projects, as well as having PhD students on staff.

Additionally, as an Affiliated Research Centre to the Open University, suitably qualified TRL staff can supervise PhD students. The organisation has a big focus on competency and expertise development that benefits staff, the organisation and industry.

Safety remains at the core of TRL’s research and consultancy work, not only for road and rail travellers but also for pedestrians and trackside workers: “We have undertaken innovation work in the road arena on motorway lane closures and how you manage the safety dimensions to workers and road users and a lot of that is transferable into rail and hazardous working environments,” Rob highlighted.

“There is already a lot of maturity in how rail manages possessions from a safety perspective, but there are different experiences from road that can be applied and further added to the safety regime.”

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INTERVIEW I Rob Wallis

TRL’s testing laboratories also have a lot to offer in the area of rail vehicle crashworthiness and occupant safety: “This includes crash impact testing,” said Rob, “where for example we work with the train and component manufacturers to assess the crashworthiness of seats, tables and cab configurations against latest industry standards.”

This is the physical side, but TRL is also looking at the human aspect to safety, and as a result it has a whole team of human factor scientists researching the psychology of driver behaviour in road and rail domains.

Rob gives an example of where this crosses over into another research area where TRL is active – autonomous vehicles: “If you consider a vehicle that requires no input from a driver while in automatic pilot mode but at some point the driver has to retake control, the few seconds after automation is disabled is perhaps the most unsafe moment in terms of a driver’s situation awareness. Drivers may be more likely to be involved in a collision in those few seconds due to the need to reacclimatise to being in control.”

These safety studies also tie into TRL’s expertise in accident investigation, where it has software tools and capabilities to monitor and understand accidents. “We’ve done that work with the rail and road industry in the UK, and we are transferring that knowledge and expertise into markets such as the Middle East and India at the moment, perhaps some of the more challenging markets for crashes and accident investigations,” said Rob. “We are also collecting a lot of factual statistics on accidents around the UK on behalf of the Department for Transport (DfT) so they can start to understand trends that can influence policy decisions.”

Next Rob identified ‘big data’ as an area that is rising up the agenda.

“There is an enormous amount of data being created and collated by the rail industry. With suitable analysis and management, we can generate information to improve the way the rail network runs,” said Rob. “So for example, rolling stock is becoming more sophisticated, providing more data to the operator. By analysing that data, the operator can learn more about passenger behaviours while they are in transit, as well as improve trackside communications.”

Passenger analysis can also be useful in the design of rolling stock layouts, especially given the need to increase rail capacity in a safe manner. “This can cover areas like the layout of the carriages,” said Rob. “It also ties into the whole issue of multimodal transport and the

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movement of passengers from car parks, through stations and onto trains, and on a wider basis this also includes pedestrians and cyclists.

When it comes to cycling especially, we are doing some interesting work on how the rail network can support this mode of transport in a sensible multimodal way.”

TRL is working closely with Transport for London on a number of cycling initiatives to improve cyclist safety on the roads in London. “I think the link with rail becomes increasingly important, especially in considering the rail/pedestrian/cyclist interactions at stations,” said Rob. “These are much more intricately linked than we give them credit for. If you consider the cycle-hire scheme in London with the bike racks right outside the stations, it’s very clear that people are increasingly using this sustainable travel approach.

“Much of TRL’s work is in understanding the psychological behaviour of pedestrians and cyclists who do not behave in the same controlled way as car drivers for example, when they approach an interface. If a car goes into a railway station car park, the driver normally follows certain accepted rules and behaviours. There is much more variation in the ways in which a cyclist or pedestrian may choose to access a station. We’re trying to understand that variation so that we can make cycling safer, and the movement of people more efficient.”

As if the list of services from TRL wasn’t already incredibly comprehensive, Rob added that he is keen to expand the engineering and assurance offering of the organisation. “In our laboratories we’re constantly creating pieces of technology to solve problems, but we are also frequently being asked to evaluate other people’s technology and give some assurance or certification that TRL has approved it. This is an increasingly important area because it links back to my experiences in product and systems certification and I am looking at ways to increase TRL’s role as a trusted, independent assurance organisation for products and services from industry.”

He concluded: “The vision of TRL is to continue to build on its role at the forefront of creating the future of transport, using our independent, research-based innovation and thought leadership to bring value to industry. Our aim is to strengthen our position in the UK as our home market, while continuing to expand our international activities, sharing knowledge and expertise with government and industry stakeholders around the world.” zz

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Early arrival

Network Rail commits to CP5

l Mark Carne, Network Rail’s new chief executive took up his new role on Monday 24th February, slightly earlier than originally planned. Mr Carne joined the company on 6th January and has been spending time visiting Britain’s railway, meeting staff, partners and funders, customers and experiencing projects. He has also seen at first hand the impact on the network and to passengers of the recent extraordinary weather, including several trips to Dawlish.

Network Rail

il Network Ra

l The Office of Rail Regulation (ORR) has confirmed that Network Rail has committed to deliver plans for a safer, higher performing and more efficient railway between 2014 and 2019 (CP5).

As part of the multi-billion pound plan for Britain’s railways, initially published in October 2013, Network Rail will bring down the costs of running the railways by 20 per cent, while delivering nine out of ten trains on time on regional, London and South East and Scottish routes, and improved reliability for long-distance passenger services. Network Rail will also improve standards of infrastructure management, network resilience, and safety for passengers and railway workers.

Over the next five years Network Rail will spend more than £38 billion on maintaining, renewing and improving the rail network, which includes the delivery of a programme of enhancements worth more than £12 billion.

These are challenges for the whole rail industry, not just Network Rail. Stretching targets and new incentives will get the industry working closer together for the communities they serve. Network Rail will publish its delivery plan for 2014-2019 in March.

To read ORR’s Final Determination and summary overviews, visit: www.rail-reg.gov.uk/pr13/publications/ final-determination.php

NEWS I Industry

The Chancellor examines work in progress at Manchester Airport

Record-breaking levels of growth continue l A statistical report published by the Office of Rail Regulation (ORR) shows a record number of passenger journeys on Britain’s railways.

The ‘Passenger Rail Usage’ statistical release assesses rail passenger numbers and revenue from 2002-03 to 31st December 2013. The regulator’s report shows that rail usage in Britain has been steadily increasing over the past decade.

ORR’s latest figures for 2013-14 Q3 (1st October-31st December) show: l Passenger journeys in 2013-14 Q3 reached 402.8 million. This is the highest number of franchised passenger journeys since records began and a 4.5 per cent increase on the same quarter last year. l Passengers on the network travelled 15.1 billion kilometres in 2013-14 Q3. This is an increase of 2.8 per cent compared to the same quarter last year, and the highest number of passenger kilometres travelled since records began. l Total passenger revenue in 2013-14 Q3 was £2.08 billion, a 6.2 per cent increase on 2012-13 Q3. Continuing the trend, this was the highest amount of revenue generated within any quarter since records began.

The report identifies a number of possible factors behind recent increases in rail usage such as the opening of new lines and stations, additional train services and ticketing initiatives including special offers and more competitive pricing.

Read the report in full at: http://orr.gov.uk/__data/assets/pdf_file/0013/10651/passengerrail-usage-quality-report-2013-02-20-q3.pdf

Chancellor unveils the start of rail investment in the north of England l The Chancellor of the Exchequer George Osborne MP marked the start of construction of a fourth platform at Manchester Airport station on 7th February – the first phase of a project which spans the north of England.

The £600 million Northern Hub project will provide significant long-term benefits to passengers and help stimulate economic growth in the region by providing faster, more regular and reliable connections between towns and cities.

Alongside Network Rail’s electrification programme, more than £1 billion will be invested in the railway in the north of England by 2019 – for more details visit: www.networkrail.co.uk/northernhub.

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Weather report Water closed the railway at Datchet

Network Rail

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n early February, water levels in the River Thames were at their highest for many years, bringing disruption to certain routes in the area. Flooding in the Datchet area and several other locations meant that trains were not able to run between Staines and Windsor & Eton Riverside stations.

Meanwhile, the line from Oxford to Didcot was disrupted, but still running, with flooding at Hinksey.

Network Rail engineers removed sensitive equipment from the line to allow for a swifter resolution when water levels dropped. Rising groundwater also caused problems with equipment in the Maidenhead area.

No way west Flooding on the Somerset Levels and a landslip at Crewkerne meant there were no routes to the West Country open to trains on the afternoon of Saturday 8th February. The route from Bridgewater was blocked by the flooded River Parrett to the south of the town, while the main line from Castle Cary was blocked by flooding at Athelney.

The diversionary route via Yeovil was also blocked by an embankment landslip at Crewkerne. The floods were being blown into waves by the high winds in the area, which were washing away the track ballast.

By Monday 10th February two of the three routes from Exeter to London – via Athelney and Crewkerne – had reopened, and trains were also able to run from Taunton to Exeter following the completion of engineering work at Whiteball Tunnel. The line through Bridgwater, linking Taunton to Bristol, remained closed with the flooding on the Somerset Levels.

Flooded signalling equipment at Maidenhead

Water covering the railway at Bridgewater – there are actually two tracks here

Network Rail

The rail network continued to take a battering during the early part of February.

Here are just a few of the stricken areas

Network Rail

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The landslip near Crewkerne

Network Rail

Flooding at Bridgwater, with the railway running across the centre of the picture

The line between Battle and Robertsbridge was closed on 4th February for urgent repair work at two landslip sites, Whatlington Viaduct, and Marley Farm.

The estimated construction time has been halved through the decision to work 24 hours a day and it was anticipated that the railway would re-open to passenger services in the last week of February.

Once a temporary access road had been completed at Whatlington, machinery was brought to the site, including two massive piling rigs. These embedded a 300 metre-long sheet steel wall in the ground to provide a stable base on which to build the new embankment.

The slip near Marley Farm was smaller in scope, but still required a 60m length of steel piles to be installed and 3000 tonnes of stone delivered.

Over the weekend of 8-9th February, Sussex suffered a further landslip near Stonegate adding to two slips that were already being repaired. zz

The landslip at Stonegate

Network Rail

Battle-ing the elements

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Civs frameworks l Network Rail has awarded framework agreements to cover its programme of civil examinations and assessments for the next five years. All the agreements are zero-sum with a workbank of £300 million over the course of the next funding period – Control Period 5.

A single-supplier zero-value framework has been agreed with Amey to cover civil examinations across the entire network, with the exception of the London North Western route, which is delivering its examinations programme using inhouse teams.

Zero-value civil assessments frameworks have been agreed, to cover each of Network Rail’s routes: l Anglia – Aecom and Amey l Kent – Amey l London North Eastern and East Midlands – Aecom and Amey l LNW – Aecom, SKM and Opus l Scotland – Aecom l Sussex, Wales, Wessex and Western – all WSP.

l Latest performance figures from Transport for London (TfL) show that overall delays to Tube customers continue to decline with a 13 per cent reduction year-on-year.

Figures for Period 8 of 2013-14 (13th October to 9th November) show that London Underground (LU) operated more than 97 per cent of all scheduled train services during the four-week period, despite disruption caused by the storm which hit the south of England on 28th October.

There were 100.4 million passenger journeys, which was an increase of 3.4 per cent on the same period last year. The continuing trend of long-term improvement on the Tube follows the success of the London Underground Reliability Programme, introduced in 2011.

© Transport for London

Network Rail

Improved Tube reliability

Direct rail link from the west to Heathrow FCC to carry on l The Government has agreed a deal with First Capital Connect (FCC) to continue running commuter services for the next six months. The new contract will cover services between London, Bedford, Brighton and King’s Lynn and will bridge the gap between the current contract and the new Thameslink, Southern, Great Northern (TSGN) franchise which will start operating in September 2014.

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Network Rail

l Network Rail has laid out its proposals, as tasked by the Government in summer 2012, for a new rail link from the Great Western main line to London Heathrow airport.

The future rail link, subject to planning permission, will allow passengers to travel from Reading, via Slough, to Heathrow airport via a direct train service. Currently, passengers wishing to access Heathrow by rail have to travel into London Paddington station before changing to dedicated airport services.

Network Rail has met with MPs and other local stakeholders to discuss the detailed plans – known as the Western Rail Access Programme – that would provide significant economic benefits for the growing number of businesses in the Thames Valley, M4 corridor and south west England and south Wales.

Direct rail access to Heathrow from the west could deliver an increase in business productivity, quicker journeys to the country’s busiest airports and a boost to economic growth.

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Second phase of Stafford-Crewe upgrade gets underway Work has started on the latest phase of a £250 million improvement project which will deliver greater capacity and improved reliability on one of the busiest railway lines in Europe

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n this latest phase of the Stafford Area Improvements Programme, new signalling will be installed in and around Stafford station and a new freight loop will be built in the area which will free space for much-needed additional passenger services on the West Coast main line.

A third phase of the project has been proposed (which is subject to a development consent order) which would see the construction of a flyover at Norton Bridge near Stafford which would untangle the existing lines and remove the last major bottle neck on the route.

When complete, the upgraded section of line will be controlled by Network Rail’s rail operating centre in Rugby, one of 12 national centres which will eventually operate the entire rail network in Britain, replacing more than 800 signal boxes and signalling centres currently in use.

The signalling upgrade at Stafford will include: lT he installation of foundations, cable routes and new signals and gantries l Installation of new signalling equipment, power supplies and telecommunications equipment l Installation of new points and alterations to the existing track layout l Conversion of the existing postal ‘siding’ to a new goods loop for use by freight traffic l Overhead line works l Conversion of platforms 1,3,4,5 and 6 at Stafford to bi-directional working (enabling trains to run in either direction, which in turn provides greater operational flexibility) l Removal of two signal boxes from Stafford The majority of the work will take place at weekends and overnight and the improved signalling and line is due to be fully operational by summer 2015.

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Stafford Area Improvements Programme l With unprecedented levels of passenger and freight growth on the rail network and the West Coast main line being full to capacity within less than ten years, the Staffordshire Area Improvements Programme seeks to remove a major bottleneck through the Stafford area. Once complete, the £250 million programme will facilitate the introduction of new timetables between 2015 and 2017 and help to create the capacity to run: l Two extra trains per hour (each direction) between London & the north west of England l One extra fast train per hour (each direction) between Manchester & Birmingham l One extra freight train per hour (each direction) through Stafford The programme will deliver this through the following three key projects: l Phase 1 – Linespeed improvements between Crewe and Norton Bridge, increasing the line speed on the ‘slow’ lines from 75mph to 100mph. Running from January 2013 to April 2014, these works include modifications to the overhead line equipment and installation of four new signals and will be delivered during weekends and midweek nights, significantly reducing the impact to passengers and lineside residents. l Phase 2 – Stafford resignalling. The installation of a new freight loop and the replacement of life expired signalling, telecoms and power supplies, with the signalling control transferred from the existing Stafford No. 4 and No. 5 signal boxes to Rugby, plus the installation of bi-directional signalling for platforms 1, 3, 4, 5 and 6 and an increase in the ‘slow’ line speeds (predominantly used by local passenger/freight services) from 75mph to 100mph between Great Bridgeford (near Norton Bridge) and Stafford. Running from spring 2014 to summer 2015, the majority of these works will also be delivered during weekends and midweek nights. l Phase 3 – Proposed flyover at Norton Bridge. The proposed construction of a grade-separated junction, including six miles of new 100mph railway, ten new bridge structures and two bridge enhancements, four river diversions, major environmental mitigation works, pipeline, road and footpath diversions and the construction of temporary haul roads. As an infrastructure project of national significance, the scheme is currently subject to a Development Consent Order, which provides the relevant powers and permissions to enable successful delivery of the programme. Upon the granting of the order, main works are scheduled to run from spring 2014 to 2017, with key commissionings in 2016.

Staffordshire Alliance The Stafford Area Improvements Programme is being delivered by the Staffordshire Alliance – a partnership of Atkins, Laing O’Rourke, Network Rail and VolkerRail, working as part of a new collaborative contract that will help to transform the delivery of rail infrastructure projects in the UK.

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Ticketing market review

Manchester - Liverpool improvement plans l Network Rail has submitted plans for a new section of railway near Huyton station as part of the £600 million Northern Hub investment to provide faster, more frequent services across the north of England.

Work is already underway to improve capacity between Manchester and Liverpool to increase the number of tracks through Huyton and Roby from two to four. Planning permission is required – through a Transport and Works Act Order – to construct a new 240m section of track which will allow additional non-stopping services to run on the line without being held-up behind local stopping services and freight trains. Subject to consent, work is expected to be complete by the end of 2017. More information is available at www.networkrail.co.uk/huytonroby.

Punctual DLR l The Docklands Light Railway (DLR) has achieved its highest scores for punctuality and performance in its 26-year history. The railway which is operated on behalf of Transport for London (TfL) by Serco Docklands, ran 99.67 per cent of its trains on time during the period 5th January to 1st February this year and also operated 99.77 per cent of its scheduled services. The performance figures consist of the departure score, which is a measure of how many trains ran, while the reliability score calculates how many of those trains ran on time. © Transport for London

NEWS I Industry

l The Office of Rail Regulation (ORR) has launched a review of the rail ticketing market to understand whether arrangements for selling rail tickets are encouraging innovation and competition to the benefit of passengers.The review will focus particularly on the industry arrangements and practices with respect to the range and type of ticket products that train companies sell, the sales channels and the third-party market for ticket selling.

This year, the regulator will also oversee the development of a code of practice on provision of ticket retail information. The Code will provide clarity on what information passengers can expect from their train companies. This includes information on the different types of fares, any restrictions that apply, and key terms and conditions such as compensation and refund rights.

European destination potential l Eurotunnel’s investment of €15 billion, 20 years ago to construct the Channel Tunnel Fixed Link, created a vital junction between Great Britain and continental Europe which is now used by more than 20 million people per year, of which ten million are on Eurostar services. Beyond this remarkable success, Eurotunnel has been convinced for some time that the opening of new destinations by railway operators would enable an increase in traffic via these new services.

Eurotunnel commissioned PWC to carry out a study into these opportunities.

The conclusions from the study are very clear: l The potential for ‘high speed’ traffic in 2020 is 14.2 million passengers per year l Just four direct destinations represent 85 per cent of the increase that would be created by new lines: Geneva, Amsterdam, Frankfurt and Cologne l The reduction in travel time is even more important than price in relation to choice of ticket and has a direct impact on the growth of market share in favour of rail over air l Due to the time required to build up traffic, the volume captured can be even more important if the service is created rapidly.

A summary of the study can be found on the Group’s website at: www.eurotunnelgroup.com/uk/the-channeltunnel/founding-documents/

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An aerial view of the damage at Dawlish

Network Rail

Dealing with the damage at Dawlish Network Rail engineers have been working around the clock to repair the damage to the railway at Dawlish in Devon as Atlantic storm systems battered the south-west of England during February

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round 80m of sea wall was destroyed by high tides and stormy seas at the beginning of February, causing a significant stretch of railway to collapse into the sea. The road adjacent to the railway and several houses were also significantly damaged, along with damage at Dawlish station itself.

Network Rail mobilised a range of specialist contractors, engineers and suppliers from across the country to help with the work needed at Dawlish and also took up the offer of discussions with the Ministry of Defence to see if there was any help which could be provided by armed forces personnel based in the south-west.

Initial estimates were that it would take at least six weeks to reopen the railway, but the immediate priority was to shore up the damaged section using a concrete spraying machine which was until recently being used to refurbish Whiteball Tunnel in Somerset.

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The Dawlish diary Tuesday, 4th February Weather forecasts predict a major storm off the coast of Devon and Cornwall. Network Rail marine buoys predict ‘black’ storm conditions, with six-metre waves. This is the first ‘black’ conditions predicted since the system was installed in 2007. l 3.15pm – The line through Dawlish is closed to trains and staff withdrawn to safe locations. l Serious overtopping by waves is reported through the evening. l 9pm onwards, damage reports received concerning both the railway and the adjoining land. l 11pm-2.30am Inspections confirm extent of severe damage.

Wednesday, 5th February Engineers were on site at first light but unable to inspect

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Network

Rail

Work un d showing erway at Dawlish the scrap , ped rails the first and spray of concrete

build up a layer of material over the subsoil exposed by the wall collapse. This is intended to be a sacrificial layer, to absorb some of the force of the storm forecast for tomorrow.

Work is ongoing to demolish the most damaged platform at Dawlish station itself, prior to rebuilding.

Saturday 8th February

Friday 7th February

Monday 10th February

Engineers have been working through the night to shore up the seriously damaged section of sea wall before another Atlantic storm system arrives on Saturday.

Work last night and into this morning saw the rails and sleepers cut away from the hole and removed. That meant it was then safe for staff to access the site and begin removing debris. This was then used to help build an access ramp so machinery could be brought onto site.

A concrete spraying machine, previously used to refurbish Whiteball tunnel, began work later in the day to

Work to protect the damaged sea wall continues, with a temporary breakwater erected from rubble-filled shipping containers enabling the start of repairs to the main area of damage. Further heavy storms are expected over the coming weekend.

Network

the line due to continuing storm conditions. Teams of engineers, contractors and suppliers mobilised and head to Dawlish. Work begins on site compound to store machinery to shore up damage, including spray-concrete equipment.

Network Rail engineers have again been working though the night to protect the most damaged section of sea wall.

Rail and concrete sleepers that once carried trains along the sea wall have been cut away and placed across the bottom of the damaged section. These are gradually being reinforced with sprayed fast-drying concrete, which will form a temporary barrier to take the brunt of the forecast heavy seas. It is hoped this will absorb enough of the force of the waves over the next few hours and days so that the weakened sub-soil, which is very soft, will not erode further. The most damaged platform at Dawlish station has been demolished and will be rebuilt in the coming weeks.

Engineers are working in very difficult conditions with work taking place on a six-hours on, six-hours off basis, designed around the tidal patterns. Initial assessments are that it will be at least six weeks to completion from when work begins.

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Wednesday 19th February Following the latest severe storms over the weekend of 14/15/16 February, Network Rail has updated its estimate of the time it will take to restore the railway at Dawlish.

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zzzzzzzzzzzzzzzzzzz The view of Dawlish on 10th February, with the breakwater made from shipping containers

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after 14th February at Dawli sh

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Addition al damag e

It has now advised that the railway will be repaired by mid-April and that it will be working night and day with dedicated resources to accelerate this programme. The most recent storm caused extensive, further damage, increasing the scope of the repairs. However, the first defences installed reduced the potential impact and helped prevent further damage to the houses.

Significant additional damage on the evening of the 14th February has meant that the hole in the seawall is 30 per cent larger and also meant on that day only three hours work was achieved. A day or two later, because weather conditions were more moderate, Network Rail achieved 20 hours production.

Work resumed immediately after the storm of the 14th and engineers have since laid concrete foundation into the main breach and the secondary breach at Dawlish Warren. They have also started work on repairing the

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station platform and clearing more debris throughout the coastal route. To protect the site, 15 steel containers – weighing around 70 tonnes each – have been installed as a temporary breakwater and a scaffold bridge was also built to reconnect services and signalling equipment.

Patrick Hallgate, route managing director, Network Rail Western said: “We are all conscious of the importance of this railway to the South West, its economy and the people of Dawlish. They have been tremendous in supporting our team and understanding of the challenges we face. We are confident that we will have the railway back by mid-April and if we can we will beat that date.”

Mark Hopwood, managing director First Great Western welcomes Network Rail’s commitment to reopen the line through Dawlish by mid April, he said: “This will allow us to restore through train services linking London and Exeter with Torbay, Plymouth and Cornwall. We appreciate Network Rail’s efforts to work round the clock to get the line reopen so we can resume services for customers as soon as possible.

“Until the line reopens we are running train services between Exeter and London and between Newton Abbot and Penzance with bus services linking these to keep our passengers moving.

“We will be ready to run services once Network Rail completes the work and until then we will do everything we can to minimise disruption to our customers’ journeys.” zz To allow the public to witness the progress of the restoration live, Network Rail has set up a video feed for its restoration work on: http://www.networkrail.co.uk/Dawlish/

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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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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.

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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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

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Network Rail

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Electrification

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Powering ahead

The North West Electrification Programme is leading the way for progressive electrification and modernisation of the UK railway network. With phase 1 delivered on time and under budget and phase 2 due for completion at the end of the year, JON CLEE of Network Rail talks to Gay Sutton about the challenges, the triumphs and the continuous learning process

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he year 2009 will be remembered for a paradigm shift in strategic thinking for the national railway network. With soaring costs, congestion and overcrowding, Network Rail brought together an industry-wide consultation to examine the feasibility of doing something different. Until that point, Government had not considered funding any further electrification of the UK rail network. Indeed, the HLOS (High Level Output Specification) announced in April 2009 made no allowance for it. The consultation’s resulting Electrification Route Utilisation Strategy was presented to Government, and the industry’s case for electrification of the network accepted.

Things moved fast. In July and December 2009 the Government announced funding for the first two phases

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of the North West Electrification Programme, a long-term rolling programme to progressively electrify routes across the North West, linking more and more destinations with the already electrified West Coast Mainline. As a result, operators will progressively be able to offer a greener, more efficient, cost-effective and faster electric service over wider distances. To date, five phases have been announced and a further two are in the pipeline.

Blazing the way “When we set out on this programme only around 40 per cent of the national rail network was electrified, which is low in comparison with the majority of Europe,” explained Network Rail’s Senior Sponsor, Jon Clee. The

Network Rail

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Feeder station for power, Willow Park

West Coast Mainline was one of the last to be electrified in the North West. Largely completed in the 1960s, electrification finally reached Glasgow in 1974.

There have been some minor electrification schemes since the East Coast electrification in the mid 90s, but NEW is the first significant new electrification to take place since then in England, so Network Rail faced a number of challenges for phase 1 of the project. “To overcome these we have been developing our skills base, our linesmen and electrical engineers,” Jon said. “And we’ve been building a new supply chain to deliver this programme. The whole exercise has been a continuous learning process.”

Before work could commence, Network Rail had to identify and develop the next generation of technology for delivering the preferred overhead power supply.

Once defined this could then be rolled out on all future electrification programmes across the country. What emerged from this collaborative innovation project is a system called NR Series II, which draws on current best practice in the industry throughout Europe and combines

that with Network Rail’s knowledge and experience of managing and maintaining the existing systems in the UK. “Simplistically, we identified that the more components used in an overhead system, the more things can potentially go wrong,” Jon explained. “So we have reduced the number of components in a single track cantilever from 32 in the traditional systems to 11 in NR Series II.” Taking this new technology out to Phase 1 of the North West Electrification programme has been a steep learning curve. The group’s engineers have learned a considerable amount from these early installations and will be applying this knowledge to improve delivery in subsequent electrification projects around the UK.

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Feeder station for power, Willow Park

Above: Feeder station for power, Parkside

Conquering Chat Moss Phase 1 is a £60 million electrification of the line between Castlefield Junction and Newton le Willows, and it presented an interesting engineering challenge. “Phase 1 goes across Chat Moss which is essentially a peat bog,”

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Electrification

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Track being lowered at Manchester Victoria over Christmas to accommodate the overhead wires under Cheetham Hill road bridge

Above: Wiring phase 1 of North West electrification between Newton le Willows and Castlefield Jct

Jon explained. “When Stephenson originally built the railway in 1829-30 he constructed a raft of bound heather, branches topped with tar and timber to carry the railway.

So essentially, the line floats on the bog. The challenge for us was to install the overhead lines, masts and wires in such a way that we didn’t disturb Stephenson’s floating railway tracks.”

The solution Network Rail devised was to install portals rather than the usual cantilevers, and to make them wider than usual so the legs would not interfere with the track.

The configuration of a leg on either side of the track and a beam across the top makes the portal structure much more stable than the cantilever. In the Chat Moss example, the legs have also been bedded into piles driven down to the bedrock beneath, so the risk of pressure being applied to the floating rail bed is greatly reduced. In spite of these complications, the phase was completed in December 2013 on time and under the allocated budget.

An enlightened approach to heritage Phase 2, meanwhile, is on schedule and due for completion in December 2014. Projected to cost £100 million, it consists of three elements. Liverpool through Huyton to Newton Le Willows connects Liverpool to the West Coast Mainline. Huyton to Wigan runs northwards to the West Coast mainline. The final section is Ordsall Lane to Manchester Victoria.

There have been two points of interest during this phase.

Firstly, the engineers encountered a number of uncharted mine shafts that have had to be dealt with. Secondly, the Liverpool to Manchester route passes through some of the country’s most historic sites, raising the inevitable heritage issues. “It passes Rainhill, for example, the site of Stephenson’s Rocket locomotive trials in 1829. The heritage issues on this line are fascinating.”

Many of the line’s stations, bridges and viaducts are listed and have significant heritage value. “They will all remain in operation, and we are working on them in a

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sympathetic manner,” he insisted. “But we have worked closely with English Heritage throughout, and they have taken a pragmatic view. They do not see this as something detrimental to the heritage of the route, but rather as something that will enhance it and tell the story of how the railway and railway technology has progressed. It has been quite an enlightening approach.”

Major signalling work The scheduled Phase 3 will electrify the branch from the West Coast Mainline to Blackpool, but a number of concerns about the age and condition of the line are causing delays. Network Rail is currently consulting with the operators and the Department for Transport to decide whether work include upgrading the rails in order to deliver a faster service. Even if the linespeed isn’t increased, the opportunity to renew the signalling system has already been agreed.

Usually an electrification project includes a programme of immunisation on the signalling system to ensure the 25kV AC overhead power supply does not induce a current in the signalling cables alongside the track. “On the Blackpool line, which still uses the old semaphore signals, we have established that strategically it would be more cost effective in the long-term for us to replace the entire signalling system with a modern one which will then be controlled from the new Rail Operating Centre (ROC) being built at Ashburys.”

As a result, it is likely that phases 4 and 5 will begin before phase 3.

Next up – the first big tunnels So far, the North West Electrification programme hasn’t included any major tunnel engineering, but that will change in phase 4 which links Euxton Junction on the West Coast Mainline just south of Preston, with Bolton and Manchester Victoria. The 101m-long Chorley Tunnel is a single-bore tunnel accommodating both up and down

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Foun prepared dations being for phase 1N electrifca W tion

Network Rail

A question of power

First electrification train at Eccles on 8th December 2013 lines. The plan is to remove the existing track and replace it with slab track which will not only lower the track bed and make room for the overhead wires, but will also make that challenging section of track easier to maintain.

Another piece of work for the Chorley Tunnel is to reinstate the historic flying arches on the northern exit from the tunnel, which had been removed a few years ago.

The second tunnel system on this section is at Farnworth and comprises two bores, the larger of which originally accommodated two tracks. “The smaller of the two is currently an extremely tight fit for a diesel, which effectively exits the tunnel as though it had been extruded out of it,” Jon explained. “So we have a significant challenge ahead of us to run two tracks through the Farnworth tunnel and make room for the overhead wires and pantograph.”

Rather than lower the track bed on the smaller tunnel, which poses considerable risks, Network Rail has devised a plan to widen the larger of the two tunnels so it can accommodate both tracks with enough headroom for the overhead wires.

The final element of the current North West Electrification programme is phase 5 from Manchester Victoria to Stalybridge. Working in conjunction with the Network Rail team operating out of York, this is the North West’s section of the Trans-Pennine route to Leeds. And Stalybridge has been selected as the crossover point largely for its location and accessibility for power supply. “Phases 1 and 2 of the programme have been able to feed off the existing power supplies,” Jon explained. “But to power subsequent phases of electrification the National Grid is going to provide us with a new grid supply point at Stalybridge by 2015, ready for completion of the section in 2016.” Once this is done, the power feeding arrangements in the region can be rationalised to better utilise the existing supplies, and provide capacity for future phases of electrification.

“This is very much a continuously rolling programme,” Jon pointed out, “and also links in with the Northern Hub initiative improving the rail infrastructure around Manchester.” Already, Government has announced its interest in further electrification phases in the North West: Oxenholme to Windermere and Wigan to Lostock, both to be completed in conjuction with the existing phases.

The ongoing infill of electrification in the North West will enable many services that had previously run diesel services under the wire up the West Coast Mainline to convert fully to electric traction. And in the long term, this will result in an infrastructure capable of supporting longer, faster and more frequent train services with significantly lower running costs and higher capacity. “And no doubt each individual route will have its individual challenges, partly because of the nature of how the railways were built, and partly because of the geography they serve,” Jon concluded. zz

Above: Foundations being brought in place at Manchester Victoria over Christmas

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Modelling the Great Western electrification Point clouds and scalable terrain models support Network Rail’s Great Western rail electrification programme

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he Great Western Electrification Programme represents an investment of £1.5 billion that will allow faster, quieter travel, with increased seating capacity, and improved reliability on one of the United Kingdom’s oldest and busiest railways. This programme will enhance the railway line between London and Oxford, Newbury, Bristol and Cardiff.

With a project of such scope, owner-operator Network Rail needed a way to incorporate enormous amounts of survey data with design models from multiple consultants, to aid efficient project collaboration and streamline interactions between designers and contractors. In addition, to encourage efficient data collaboration and increase productivity, Network Rail followed the BS 1192 code of practice for the collaborative production of architectural, engineering and construction information.

Network Rail used Bentley Descartes to merge point clouds, scalable digital terrain models, and raster files with the consultants’ design models to create a scalable 3D model. Using Bentley Descartes provided Network Rail with a complete view of the entire project, enabled efficient design review and effective team collaboration, and allowed the organization to meet BIM criteria included in BS 1192. When construction is complete, Network Rail will then be able to use the 3D model to support its asset management programme.

Combining scalable terrain models, point clouds, and CAD files Among this project’s many requirements is the need to assess, retrofit, or construct significant amounts of infrastructure, including 1000 kilometres of singletrack, 12,000 steel piles and 4000 reinforced concrete foundations, and 164 structures that require gauge clearance analysis – including bridge interventions, lowering of track, canopy cuts, and more. Managing such

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a project requires efficient collaboration between Network Rail and the organization’s many business partners and subcontractors. Using Bentley Descartes, Network Rail has established a scalable 3D model as the geocoordination platform to aggregate the as-constructed and design information, including scalable terrain models, orthoimages, Bentley i-models (containers for open infrastructure information exchange), and DGN files. The model is used to streamline the interaction between design consultants and contractors by enabling the coordination in a 3D environment of all the designs from design consultants.

This scalable 3D model also supports design review by providing efficient 3D visualization of the designs, including all engineering intelligence. The individual design models created in industry-specific design applications, including Bentley Rail Track, are available when reviewing and navigating the entire 3D model in Bentley Descartes.

By combining a large terrain model draped with thousands of orthoimages, point clouds acquired by helicopter, and designs provided in the DGN format and i-models – which Bentley Descartes supports natively – the scalable 3D model provides a unique environment to enable collaborative review, condition assessment, and construction simulation together with 4D animations.

But the value of the 3D model goes beyond the design and construction phases, to support Network Rail’s longerterm asset management program by providing a live 3D map that indexes and references asset documentation. As a long-time user of Bentley software, Network Rail uses ProjectWise as its engineering information management platform to enable team collaboration and data exchange in a secure environment among all partners and stakeholders.

John Nolan, CAD manager at Network Rail explained: “We have been early adopters of Bentley Descartes V8i

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz (SELECTseries 4) and this new release provided us with exactly what we needed. The software’s ability to create scalable terrain models now allows us to create and manage terrain models with hundreds of millions of points.

With its fast scalable terrain model manipulation and very powerful modelling tools, Bentley Descartes allows us to integrate point clouds and engineering data into intelligent hybrid models.”

Network Rail created a scalable 3D model of the Great Western line, by combining terrain, draped images and i-models

Hybrid models used to assess new designs Some of the challenges of this project included the lack of up-to-date information on existing assets and potential inaccuracies in existing documentation. To provide surveys of the existing track conditions, data acquisition was outsourced, with aerial LiDAR used for open areas and laser scanning technology for tunnels. High resolution orthoimages were also acquired. The point clouds were colorized and classified initially as ground and non-ground classes.

Bentley Descartes was used to create a scalable terrain model directly from the classified point clouds by processing only the ground points. The scalable terrain model was then draped with high resolution images and the vector geometry engineering information referenced directly into the scene. The model was tiled to cover separate areas of tens of kilometres.

In order to assess vegetation for clearance, the nonground point-cloud data was also merged into the 3D model. By integrating the coloured point cloud of the vegetation into the model, Network Rail was able to identify vegetation areas that needed to be reduced to meet the necessary clearance for the new overhead electrical infrastructure.

Tunnel modelling using point clouds The Great Western Electrification Programme includes eight tunnels (Newport, Severn, Alderton, Patchway Old, Patchway New, Sodbury, Clifton Down, and Box) ranging from 700 to 7000 metres long, which require detailed studies to enable the planned electrification. In such a confined and potentially dangerous environment,

laser scanning technology allowed fast, accurate, and safe measurement. Although the point clouds by themselves provide great 3D visualization and on-demand measurement capability, subcontractors needed traditional geometries with a high level of accuracy. Using Bentley Descartes’ Model by Section tool, Network Rail was able to quickly create loft surfaces of the tunnels.

John Nolan explained, “The modelling capability of Bentley Descartes V8i (SELECTseries 4) addresses tunnel modeling perfectly. By defining a template of the tunnel cross-section and adjusting this template along the alignment, we were able to model tunnels in 3D with real-time visualization of the generated 3D surface, which allowed us to assess quality as we digitized the model.”

Extending ROI In addition to streamlining the process among suppliers, and supporting BS 1192, the creation of an informationrich scalable 3D model including terrain data, point clouds, orthoimages, and i-models, provides numerous opportunities to extend the project’s return on investment from the project. The integrated model allows the creation of 4D schedule simulations showing each construction phase, supports project review, enables clash detection, and also allows driver training and signal sighting. In addition, the model is very effective for showing local authorities and individual landowners what effect, if any, the overhead line electrification (OLE) works will have on them.

Heading towards a live 3D model for ongoing asset management

The newly generated tunnel geometries have been used for OLE clearances, niche locations, cable and catch pit locations, and more

The Great Western Electrification Programme is currently in the design and construction stage, but Network Rail is already planning for operations and maintenance by establishing an intelligent model to support long-term asset management.

The scalable 3D model will be reused and enriched to aggregate engineering files including DGNs and i-models, and to index asset information. Asset documentation, PDFs, images, and videos, are managed with ProjectWise and indexed in the scalable 3D model.

Users can therefore navigate and interact with the 3D model, and, by clicking on an asset, access associated documentation stored in ProjectWise. zz

About BS 1192 BS 1192 is the British Standard that establishes the method for managing the production, distribution and quality of construction information, including that generated by information modelling software, using a disciplined process for collaboration and a specified naming policy.

BS 1192 is applicable to all parties involved in the preparation and use of information throughout the design, construction, operation, and decommissioning of infrastructure www.bentley.com

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Power is nothing without Protection & Control Engineering Consultancy Frazer-Nash has been working with Network Rail to construct a safety case for the development and subsequent roll-out of Integrated Protection and Control (IPC), an important component of the electrification of main routes nationally.

In this article RICHARD JONES outlines the benefits of IPC

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he expansion of the electrified network provides an ideal opportunity to implement modern protection and control methods in place of the traditional complex array of hard wired switchgear control circuits. The Network Rail Integrated Protection and Control (IPC) project is taking a novel approach to replacing the hard-wired control circuits by integrating a modern communications network with Intelligent Electronic Devices (IEDs) and Remote Terminal Units (RTUs).

IEDs use programmable logic to describe the electrical functions needed rather than hard-wired control circuits and consequently reduce installation costs. With this arrangement, information can be communicated between IEDs, providing greater flexibility and functionality of the protection and control schemes. Control and monitoring of the IEDs is achieved via an interface with the RTU and SCADA network back to the Electrical Control Room and its operators.

What is IPC? Electrified routes on the rail network rely on complex hardwired circuit breaker protection systems to control the traction current to trains. On overhead electrical lines,

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these circuit breakers distribute voltages of 25kV with fault currents up to12kA – a significant amount of instantaneous energy. Protection systems have complex hard-wired connections which are interconnected in marshalling cabinets in substations, but the amount of information that can be passed through the system is limited. Installing and maintaining this system is time-consuming, expensive and can only be carried out by those with highly specialised training and experience.

Implementing IPC means substituting marshalling cabinets and complex wiring for a modern network-based system. This allows more information to be communicated more quickly and so offers a major improvement on the protection schemes currently in place. The IPC system detects fault conditions more quickly and switches breakers out much faster in fault conditions.

Benefits A big advantage of this new system is its ability to implement improved electrical protection schemes, notably Accelerated Distance Protection (ADP) and Rationalised Auto Transformer System (RATS). Both of these protection schemes make use of the new data network.

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Under Accelerated Distance Protection (ADP), an electrical fault, for example a short circuit, can be cleared in a faster time than under existing Distance Protection.

This is achieved by the IED that detects the short circuit, communicating across the data network to other IEDs in a faster time than existing Distance Protection. This improved, accelerated, distance protection reduces the amount of costly damage that can occur to equipment under fault conditions.

The Rationalised Auto Transformer System (RATS) allows for the reduction in the number of costly circuit breakers whilst maintaining a fully protected electrification network.

With each circuit breaker costing up to £40,000, there is the potential for worthwhile savings in these large schemes.

Additionally, as circuit breakers require a location building, fewer breakers means further savings for the industry. In relation to maintenance, IPC/RATS offer significant savings, with less complex location wiring and better information available for remote diagnosis and reconfiguration activities.

Overall reliability is expected to be better and repair times shorter as a result.

Safety All of these changes to equipment, maintenance and

operating procedures raise the question of safety for both railway workers and rail users. We have been working with Network Rail to develop safety cases for both the National Programme of IPC development and subsequently for several of the regional roll-outs. We are also safety advisor to Network Rail on its replacement of the supervisory and control systems that are used in the electrical control rooms. This nationwide project is upgrading the existing electromechanical systems to a new SCADA-based system to which IPC interfaces. Not only is Frazer-Nash accredited for rail safety engineering under Link-up but also has experience of safety good practice and SCADAbased schemes such as IPC in other industries. Much of the company’s work is in innovative areas where their cross-industry approach can bring the necessary knowledge – and good practice from multiple industries – to bear on a problem very quickly and with good results.

This is a time of huge change and record investment for the rail industry, and with the electrification of major routes, presents a genuine opportunity to embrace new engineering solutions. IPC represents just one example of a technology that can improve the reliability of the UK’s rail industry, and at a significantly lower installation and operation cost to Network Rail than ever before. zz

Richard Jones is rail business manager at Frazer-Nash

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Electrifying news

Overhead catenary carries up to 25kV to power trains

Four suppliers have been appointed by Network Rail to deliver a £2 billion programme to electrify more than two thousand miles of Britain’s railway over the next seven years, providing faster, quieter, greener and more reliable journeys for passengers and freight users and cutting the cost of the railway

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he successful bidders – Balfour Beatty, AmeyInabensa, CarillionPowerlines and ABC Electrification – will work with Network Rail to plan and deliver a range of schemes which will see key routes in England, Wales and Scotland electrified for the first time.

Once electrification schemes including the Great

About the winning bidders l ABC Electrification is an alliance comprised of Alstom, Babcock and Costain, three marketleading companies in design, engineering and delivery. ABC Electrification offers focused turnkey solutions for the UK market drawing on experience of the partners in the UK and mainland Europe. Alstom provides global electrification experience and product portfolio, Babcock brings trusted UK project delivery and Costain brings civil engineering innovation and major project management. l AmeyInabensa is a joint venture between public and regulated services provider Amey and Inabensa, a leading Spanish engineering and construction company. The partnership combines Inabensa’s international experience of electrification, overhead line and traction projects with Amey’s expertise in rail asset management and delivery of design and build rail solutions. l Balfour Beatty is an international infrastructure group that delivers world class services essential to the development, creation and care of infrastructure assets; from finance and development, through design and project management to construction and maintenance. l CarillionPowerlines is a joint venture between infrastructure and support services provider Carillion and Austrian-based SPL Powerlines, one of Europe’s leading specialists in electrically powered transport systems. The partnership strengthens Carillion’s existing capabilities in the rail sector, particularly around electrification and overhead line work.

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Western and Midland main lines, Liverpool to Manchester and Preston, the Valley lines in south Wales and the ‘electric spine’ from Southampton docks to the West Midlands and Yorkshire are complete, more than half Britain’s rail network will be electrified with electric trains accounting for threequarters of all traffic.

Simon Kirby, managing director of Network Rail’s infrastructure projects division, said: “Our work to electrify two thousand track miles represents the biggest programme of rail electrification in a generation and will provide faster, quieter and more reliable journeys for millions of passengers every week while cutting the cost of the railway.

“Thanks to a firm commitment from government to invest in electrification schemes across the country, we are transforming the railway and providing Britain with a sustainable, world-class transport system that is fit for the future. To deliver this work in the safest and most efficient way possible, we need to make the most of the huge potential within our supply chain.”

Six geographic framework contracts have been awarded, with each having a defined workbank of schemes to be delivered. This approach has been endorsed by the supply chain and industry groups such as the Railway Industry Association.

Jeremy Candfield, director general of the Railway Industry Association, commented: “This is a major and very welcome step in the transformation of the railway. It will encourage suppliers to invest in the training and equipment needed for the growing national electrification programme and pave the way for suppliers’ greater involvement to maximise the efficient delivery of the projects.”

The inclusion of a significant number of committed

Regional frameworks l Southern region: AmeyInabensa l Central (London North Western, South) region: ABC l Central (East Midlands) region: CarillionPowerlines l Central (London North Western, North) region: Balfour Beatty l Scotland & North East region: CarillionPowerlines l Western & Wales region: ABC The framework agreements are for seven years, with the potential for three one-year extensions.

Network Rail

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NEWS I Electrification Contracts

Benefits of an electrified railway

Renewing overhead lines at Rugby projects within each framework will support investment in the training and development of the resource pool, including supporting the proposed development of a Network Rail Electrification Training Academy, as well as providing the investment needed to develop innovation and improvements in the reliability of electrification technology.

Simon Kirby continued: “With billions of pounds set to be invested in electrification schemes over the next decade, and with many projects at different stages of development, it is absolutely vital that the supply market gets a clear, consistent message from Network Rail about what the company needs from its supply partners, where and when.

“The framework approach chosen by Network Rail

l Electric trains are not only better for the environment, but are quieter and smoother for passengers while causing less wear and tear to the track. l They are more reliable and often faster. l Further electrification will also help open up more diversionary routes, helping keep people on trains and off buses as planned rail improvement work is carried out. l Compared to diesel traction, electric services have lower rolling stock operating costs, higher levels of train reliability and availability and lower leasing costs. l The superior acceleration of electric trains can also help reduce journey times. l Electric trains also provide more seats than diesel trains increasing capacity, while electric freight locomotives can haul longer trains. l Electrification can also play a role in reducing carbon emissions as well as improving air quality and reducing noise. l Electric vehicles, on average, emit 20 to 30 per cent fewer CO2 emissions than diesel. gives suppliers a greater degree of certainty about the company’s pipeline of work and means suppliers can target investment so they have the right people with the right skills in the right parts of the country to deliver schemes which will improve our railway and boost economic growth.” zz

MetroRail co-located with Light Rail, RailTel, Rail Power and Air Rail 1-2nd April 2014 Business Design Centre, London It’s all about urban transit l As cities and passenger numbers grow, urban transport is becoming increasingly connected.

Building on ten years of MetroRail, the urban rail show is designed to help you cover every aspect of urban rail in just two days. No matter where your interest lies – light rail, heavy rail or infrastructure – we have content, networking and new partners for you.

The event incorporates: MetroRail – network management, operations and global projects Light Rail – planning, design and implementation RailTel – signalling, telecommunications and automation Rail Power – energy efficiency, storage and recovery Air Rail – integrating airports with urban transport networks

Key speakers include: Terry Morgan, Chairman, Crossrail Mike Brown, Managing Director, Transport for London Pierre Mongin, Chairman & CEO, RATP Andy Byford, CEO, TTC (Toronto) Peter Dijk, CEO, Amsterdam Metro

Ibrahim K. Kutubkhanah, CEO, Jeddah Metro Andrew Bata, CSO, New York City Transit Dan Grabauskas, CEO, HART (Honolulu) Ramon Canas, CEO, Metro De Santiago Didier Bense, Board Member, Société du Grand Paris Anne-Grethe Foss, Deputy Chief Executive, Metroselskabet (Copenhagen) Aurelio Rojo Garrido, Secretary General, Alamys Duncan Cross, Deputy Director Operations, London Overground & Crossrail Peter Cushing, Metrolink Director, Transport for Greater Manchester Geoff Inskip, CEO, Centro (Birmingham) David Potter, Chief Engineer, Eko Rail (Lagos) For more details, please download the event brochure here: http://www.terrapinn.com/RS-brochure

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Helping 3.5 million London commuters get to work A £1.75 million refurbishment of London Underground’s electrical switchgear is being undertaken by specialist engineering company, R&B Switchgear Group

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Mark Beswick is managing director of R&B Switchgear Group www.rbswitch.co.uk

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s part of the Underground’s biggest rebuilding programme, R&B Switchgear Group is working with UK Power Networks Services (UKPN Services) to design and manufacture a series of LV and MV switchboard panels for the SSR3B project on the District line.

Speaking of the contract, managing director, Mark Beswick, said: “The Tube is the oldest underground railway network in the world and is under increasing demand to deliver the extra capacity needed. Safety is a huge priority for us working on this project and it is imperative that it is at the forefront of every design feature. We have incorporated the latest protection relays from ABB – namely the Relion® 620 series designed for IEC 61850 Standards.

“To ensure this equipment meets the stringent safety guidelines needed for substations, we have used ‘FLR’ arc-certified equipment. In the event of a catastrophe, the inherent design features channel the super-heated gases and debris vertically out of the switchgear away from operatives who may be in the vicinity of the switchgear.

“The new switchgear installation will improve the efficiency of the Underground’s power systems and help the company deliver a leading transport service.”

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With around 3.5 million journeys stopping at a total of 270 stations each day, R&B Switchgear Group is working closely with the team at London Underground and UKPN Services to ensure a successful handover.

The project commenced in autumn 2013, and is being constructed at R&B’s dedicated workshop in Greater Manchester.

Mark commented: “With our previous experience working with the Maryland Transit Authority in the USA, Network Rail and the Philippines Light Rail Transit Authority, we understand the challenges of supporting a travel service of this scale.

“We will need to work to a strict timeframe to ensure that the work does not impact the day-to-day running of the Underground or any further repairs.”

Speaking of the project, Geoff Corcoran, engineering manager at UKPN Services, said: “Having worked with the team on past projects, we are confident in their ability to deliver the results we need on time and within budget.”

As a leading manufacturer of both AC and DC switchgear, R&B Switchgear Group offers a comprehensive worldwide service for the maintenance of switchgear, circuit breakers and all ancillary equipment. zz

zzzzzzzzzzzzzzzzzz Five-year haulage agreements

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l Network Rail’s National Delivery Service (NDS) has signed a contract with five suppliers to provide haulage for the company’s fleet of engineering trains in control period 5 (2014-2019). DB Schenker, Freightliner Heavy Haul, GBRf, Direct Rail Services and Colas Rail will provide locomotives and drivers under contracts worth more than £600 million over five years. Each supplier will provide haulage in different proportions depending on where on the network the trains are required and the respective companies’ strengths in those areas. Trains covered by the contract include possession trains, high output renewals, rail head treatment trains, snow and ice treatment trains, shunting and support services A high output ballast cleaner

Reaping the benefit of overseas rail infrastructure investment l Vehicle and rail washing solutions specialists Smith Bros & Webb, has won over £2.5 million of new business as investment increases in overseas railway networks. Contracts have been won far and wide including the Mumbai Monorail and Metro for which Smith Bros & Webb is providing two Britannia Train Wash plants together with installations for Peenya & BYP in Bangalore, Taiwan and Hong Kong with several others in the pipeline. The Britannia train washing system can be designed to accommodate any type of rolling stock and will efficiently wash anything from one single car to up to 200 carriages per hour.

NEWS I Contracts

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HS2 Ltd invites potential suppliers for views on procurement l At the first HS2 Supply Chain Conference attended by 600 companies last November, HS2 Ltd made a commitment to undertake a market engagement exercise with the supply market, to capture their thoughts and opinions, before further developing the Outline Procurement Strategy to be launched at the next Supply Chain Conference this summer. Over the next four months HS2 Ltd aims to engage with potential suppliers (including SMEs), Trade Associations and Local Enterprise Partnerships (LEPs) to gain their views through discussion groups and one-to-one meetings.

HS2 Ltd commercial director, Beth West said: “HS2 will generate billions of pounds worth of contracts, giving businesses large and small across the UK the opportunity to bid for work during the construction and operation of HS2.

“HS2 offers this country a much needed chance to re-balance the economy, support hundreds of thousands of jobs and develop our national skills base.

Understanding and observing the market’s current thoughts and opinions will play an important part in the development of our final procurement strategy for Phase One. “We are also keen to work with businesses who are not traditionally involved in the rail sector. These can bring best practice techniques and products to ensure the delivery of HS2. We look forward to engaging with businesses early on in the process and we would like to encourage them to engage with us too.”

This market engagement exercise has been formally launched with the publishing of a Periodic Indicative Notice (PIN) in Tenders Electronic Daily, Reference: 2014/S 025-040069 http://ted.europa.eu/udl?uri=TED:NOTICE:040069-2014:TEXT:EN:HTML Businesses wishing to express an interest in participating should follow the instructions set out in the PIN. The following topics will be included in HS2 Ltd’s discussions with the supply market: l Work packaging approaches l Contracting mechanisms l Innovation l Market constraints and supply chain risks l Sustainable procurement.

EGIP alliancing l Network Rail has awarded alliancing contracts with Costain and Morgan Sindall to develop the detailed scope, programme and target price for the £650 million Edinburgh-Glasgow Improvement Programme (EGIP). In a £5 million deal, the companies will now work with Network Rail to develop in-depth plans for the electrification of the main Glasgow Queen Street-Edinburgh Waverley line and other major projects that form part of EGIP.

Batteries for IEP l Saft has been awarded a multi-million Euro, five-year, framework contract by Hitachi Rail Europe to supply turnkey, fully integrated battery systems to provide vital backup power for passenger safety and comfort systems on the new Class 800 series Inter City Express Programme (IEP) trains. The contract covers the supply of MSX battery systems for up to 122 Hitachi Class 800 and Class 801 train sets.

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Future-proofing the UK rail network Whilst proud of the legacy left by our pioneering Victorian railway designers, we are now experiencing the consequences of the ‘make do and mend’ attitude of previous generations says DAN RODGERS

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Dan Rodgers is head of rail, transportation, AECOM UK and Ireland, a role he has held since January 2013.

A civil engineer by background, he has extensive design and management experience gained delivering some of the UK’s largest rail infrastructure projects over the last decade.

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he phrase ‘future-proofing’ is very much part of contemporary parlance. Therefore it may be worthwhile taking a step back and reminding ourselves of its definition. How can it be applied to infrastructure and specifically to the UK rail network?

In essence, future-proofing is about trying to anticipate the future and then developing methods of minimising the effects of stress from future events, and leaving options open to cater for more eventualities. It is about ensuring our rail network remains of value in the future and does not become obsolete.

The need to act is now As news of gale force winds, torrential rain and catastrophic flooding continues to dominate headlines across the UK, it has become impossible to ignore the damaging consequences of our ageing rail network. It shouldn’t take a national disaster of this scale to drive home the critical need for the UK to future-proof our new and existing infrastructure.

Passenger journeys have grown 50 per cent to 1.46 billion a year over the past decade, with long-distance journeys growing at the fastest rate. By 2020 a further 400 million journeys will be made. Furthermore, there is also limited capacity for freight which is predicted to double over the next 20 years. Passengers and freight operators

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compete for the same routes but each with different operating requirements; our rail system is busier than at any other time since the 1920s and is rapidly approaching saturation point.

We must use the investment to look to the future After almost half a century of underinvestment, and everincreasing levels of rail usage, it is only really over the past decade that much-needed funds have begun to be channelled into our rail network. Network Rail is embarking on its largest ever investment strategy of £37.5 billion for Control Period 5 (CP5), the next five year regulated plan which commences from 1st April 2014. Transport for London (TfL) has an equally well-funded, yet challenging ambition to upgrade the London network in accordance with the strategic objectives set out in their 19 Year Business Plan.

As the Government addresses the necessity to invest in the UK rail system, and continues to show funding commitment, it is imperative a forward-looking approach towards a solution is taken. An opportunity has been presented, through investments such as that committed

by Network Rail, for the industry to look at how we actually future-proof the railway, making it an asset for future generations. It cannot be overemphasised how much our

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz complementary travel modes must be developed to deliver a seamless journey. Ultimately, customers’ expectations of cost and quality are on the rise and when we are working to retain and increase the value of the rail network, they should be guaranteed an excellent service and overall travel experience every time.

In the next 25 – 50 years the majority of the assets on the main lines will have been replaced, but if this doesn’t deliver a better customer experience and get people on the trains rather than other modes of transport then what’s the point? National polls, as recent as that carried out by consumer group ‘Which?’ in February, highlight customers’ dissatisfaction at railway companies, as they hit out at delays, fare rises and cramped carriages, contributing to a gloomy picture of the railway as it stands.

Learning from the best to become the best

rail network is inextricably linked to economic growth and the future prosperity of the UK. Without a focus on futureproofing, the UK will be seriously hampered in its efforts to compete with global economies that have been investing in infrastructure for longer, and more sustained periods.

It is not enough to spend investment on renewing our ageing infrastructure, we need a radical overhaul. This need was acknowledged in the Constructing Excellence 2009 report, ‘Never Waste a Good Crisis’, which repeatedly emphasises the “need to abandon our existing business models that reward short-term thinking. Instead, we should incentivise suppliers to deliver quality and sustainability by taking a stake in the long-term performance of a built asset.” In the report, Andrew Wolstenholme, now CEO at Crossrail, stresses we must avoid quick-fix solutions and embrace whole-life costs, advocating the view of spending more now, to invest successfully in our future.

Customer experience as a key differentiator The future starts with anticipating the ‘art of the possible’ for the UK rail network fifty years from now. This vision must entail a different customer experience, one where the train operators and rolling stock companies, and Network Rail, all work together to put future experience at the heart of investment and buying decisions, above return on investment today. A holistic approach towards transport infrastructure needs to incorporate increased efficiency, capacity, reliability and safety – all at a reduced cost and easier to maintain.

A ‘whole journey system’ must be established which acknowledges the importance of fast and assured connections and which focuses on improved stations, ticketing and information systems. Equally, connectivity to

As a nation we have grown to accept disrupted services and engineering works as part of our everyday journeys.

In contrast, the messages from the best run railways in Japan, or the TGV in France, are very different – nowhere do they allude to ‘future investment’; their messaging is simple. They separate the passenger experience from the freight experience and in doing so reliability in journey times and timetables do not suffer from regular and frequent shock events. These are the rail systems we should be aspiring to, indeed, as one commentator put it in a BBC documentary, ‘Locomotion’, “Japan’s railways are the envy of the world; fast, clean, frequent and punctual, they are a daunting example to other nations of what can be achieved when government, business and science co-operate for the benefit of all.”

Making the case for high speed rail In terms of CO2 sustainability, we need to ask ourselves how much longer we can continue flying planes. When you take into account the amount of time you spend checking in and checking out at airports, and then getting into the city centre or final travel destination, flying just is not as convenient as taking the train. This is why the UK needs to invest in long-term projects, such as HS2; one train per hour from London to Glasgow is the equivalent of flying a jumbo jet from London to Glasgow – but more practical. Travelling by train should become a natural alternative, and changing the rail experience is critical to future-proofing the nation’s railway infrastructure. It will be interesting to see if Sir David Higgins will rise to the challenge, as new head of HS2, given his understanding of the valuable insight which can be provided through early engagement and strong relationships with all his supply chain. He is aware of its vitality; the reason he gave for taking his job was he couldn’t take the thought of the new railway project not going ahead.

Furthermore, the UK’s economic growth is increasingly London-centric and in order to bridge this burgeoning gap we need to put the necessary routes in place to ensure the regions remain well connected, without the risk of

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failing rail networks leaving them stranded and cut off from the South. Investment in high speed that will get us from one corner of the country to the other, and also into Europe, can provide the necessary connectivity to keep the UK competitive. Looking abroad, other countries have already recognised the importance of this investment, with the Middle East already envisaging a fully operational GCC Railway, extending from Kuwait’s border with Iraq to Salalah in southern Oman, by 2017.

improve capacity through grade separation at junctions, fully bi-directional signalling and greater automatic control of the train. Technological advances can pave the way towards intelligent infrastructure; systems which are able to self-inspect and self-diagnose, predicting and thereby avoiding faults.

Mitigating the climate impacts Clearly, in light of this recent weather, the rail network can be exposed to extreme conditions – whether it is record-breaking rainfall, prolonged periods of sub-zero temperatures or unprecedented violent storms. With the unpredictable weather pattern likely to continue, the UK’s rail needs to be prepared to deal with any eventuality.

The repeated battering of the West Country coastline this year has resulted in severe track destruction which will impact the local economy for months, demonstrating the ever-important need to factor in resilience to severe weather conditions. This can only be achieved through sustained and intelligent investment. Future-proofing is about implementing systems which build in resilience and mitigate impacts, both from a design and operational perspective.

We need to anticipate any eventuality and aim to build systems which will withstand the consequences of severe weather as best possible and also guarantee maximum safety. Investing in a control system for train-train impact avoidance would eliminate train collision risk. We can

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Understanding the value of future-proofing the UK rail network The CP5 focus is to continue maintaining and upgrading Britain’s ageing Victorian rail to meet 21st century demands. We have to be careful that there is a distinction between those activities that maintain an ageing asset, and those that anticipate the future to minimise the effects of shocks and stresses of future events. Although society can never be guaranteed 100 per cent protection from extreme weather conditions, we must strive to have in place a rail network that is as resilient as possible, whilst at the same time placing customer experience as a top priority in all future investment. The nation’s long-term goal should ensure that at some stage in the not-too-distant future the UK’s rail network is world-class. zz

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Recent new members of the Rail Alliance B Hepworth & Co Ltd

Hima-Sella Ltd

PULS UK Ltd

B Hepworth & Co Ltd design and manufacture windscreen wiper systems in addition to metal fabrication and manufacturing.

Tel: 01527 61243 Email: rail@b-hepworth.com Web: www.b-hepworth.com

Hima-Sella Ltd is the market leader in ‘engineered solutions’ for safety, control and automation applications in the oil and gas, petrochemical, rail, steel and power industries.

Current services include completely integrated systems, panel building, sub-assemblies, product development and on-site support.

The company has over 40 years’ experience in designing, installing, commissioning and maintaining complex safety and control systems related to the rail industry.

Tel: 0161 429 4500 Email: sales@hima-sella.co.uk Web: www.hima-sella.co.uk

PULS UK Ltd supply DIN-Rail power supplies and complementary products.

Tel: 01525 841001 Email: sales@puls.co.uk Web: www.puls.co.uk

h2gogo Industries Ltd h2gogo Industries Ltd is an independent design, research and development company focused exclusively on manufacturing, selling and developing products which provide measurable and authenticated improvement in vehicle emissions and potential fuel efficiency. h2gogo’s Engine Carbon Clean solution reduces emissions, improves performance and enhances responsiveness in just 30 minutes.

Tel: 01494 817 174 Email: info@h2gogo.com Web: www.h2gogo.com or www.enginecarbonclean.com

Oring Industrial Networking (UK) Ltd Oring Industrial Networking (UK) Ltd manufactures and supplies a wide range of specialist rail-approved EN50155 Industrial Ethernet devices.

Tel: + 886-2-2218-1066 Email: info@oring-networking.com Web: www.oring-industrial.net

Rosehill Rail Rosehill Rail is a manufacturer and supplier of rubber level crossing systems for installations around the world.

Tel: 01422 839 456 Web: www.rosehillrail.com

S. Norton & Co Ltd S. Norton & Co Ltd is a leading scrap metal recycling merchant in the UK exporting worldwide, with depots in Liverpool, Manchester and Southampton.

Tel: 0151 955 3300 Email: info@s-norton.com Web: www.s-norton.com

For further information, please contact: The Rail Alliance Tel: 01789 720 026 Email: info@railalliance.co.uk Web: www.railalliance.co.uk

Outline Events Programme – 2014 Date

Location

Event

Organiser/Contact

April (tba) tba

Members’ Meeting & Networking Event hosted by a major OEM (tba)

Rail Alliance

10 April Long Marston

Introduction to BS11000 Collaborative Working Workshop

Rail Alliance

17 April Long Marston

EIT Test & Trials Facilities Demo 10.30 to 12.30

Rail Alliance

8 May Long Marston

Introduction to BS11000 Collaborative Working Workshop

Rail Alliance

15 May

RGS, London

Railway Strategies Live 2014

Schofield Publishing

20-22 May

Earls Court 2, London

Rail Alliance ‘Hub’ at Infrarail 2014 Limited space available

Rail Alliance

If you are interested in attending one of the Rail Alliance’s events or would like to find out more about becoming a member of the Rail Alliance, contact Rhona Clarke on rhona.clarke@railalliance.co.uk or call 01789 720 026

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Network Rail

East Coast

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The Transport Secretary Patrick McLoughlin, alongside East Coast’s managing director Karen Boswell, officially opens the new station building

Gatwick’s Platform 7 open for business l A new platform has been opened at Gatwick Airport’s railway station, providing a better service for passengers going to the airport and unblocking a bottleneck on the Brighton main line.

Transport Minister Baroness Kramer formally opened Platform 7 and its associated facilities on 3rd February, marking the culmination of more than £80 million investment in the Brighton line over the New Year.

Network Rail completed the building work over Christmas, while signalling equipment was renewed at London Victoria, and rails replaced at Stoats Next Junction, near Purley. Despite the difficult weather conditions, the projects were delivered on time and on budget and mark a crucial stage in improving the railway in Sussex.

More than a third of Gatwick Airport’s 35 million passengers arrive by train and that figure is expected to rise, along with demand along the railway in Sussex.

Wakefield regenerated l The Rt Hon Patrick McLoughlin MP, Secretary of State for Transport, officially opened a new station in Wakefield on 2nd February. The Transport Secretary’s visit to the new Wakefield Westgate station follows completion of the £8.6 million project to create a new gateway to the city.

The new Wakefield Westgate station has a number of facilities to improve the customer experience. These include: l A new, ‘golden’ footbridge and lifts linking the platforms, making the station fully accessible l A new travel centre l A new First Class Lounge and Standard waiting area l Four new retailers: Subway, WH Smith, Greggs and Costa Coffee l Ticket gates to improve passenger safety and combat fare evasion l Improved integration with local buses and taxis l Covered storage for 30 cycles l Free Wi-Fi across the station provided by O2 for all station users.

The new station building is 71 per cent more energy efficient than the previous building, achieved through natural lighting and a photovoltaic system on the station roof. It has been rated ‘excellent’ for sustainability in the widely-recognised BREEAM assessment standard

Balfour Beatty Rail

(L-R) Baroness Kramer, Network Rail’s Tim Robinson, Southern’s Chris Burchell, First Capital Connect’s David Statham and Gatwick Airport’s Stewart Wingate

Crystal Palace wins award l Balfour Beatty and Transport for London have received a prestigious national heritage award for work to refurbish Crystal Palace station in South London. The ‘London Underground Operational Enhancement Award’, given by the National Railway Heritage Association, recognises “the upkeep of our rich heritage of railway and tramway buildings and structures”.

The works were delivered by Balfour Beatty for Transport for London around the continuing operations of the station and included reinstatement of the grade II listed Victorian era ticket hall and station to its original form as built in 1854.

It achieved the provision of twenty-first century facilities including step-free access, three lift-shafts and a new footbridge which now links all six platforms together. Other modern improvements included new CCTV and mechanical and electrical services including communications and lighting systems.

The services installed were hidden so as not to detract from the Victorian architectural features and the Balfour Beatty team worked in close collaboration with English Heritage, Rail Heritage and Local Planning Authorities throughout the works.

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The refurbished interior of Crystal Palace station, showing the new step-free access

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NEWS I Stations

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Work progresses at Chelmsford

Polystyrene platform

l Work is progressing to improve Chelmsford railway station, as part of a £3.2 million investment in customer facilities.

The project, funded under the National Station Improvement Programme and a contribution from Network Rail, will make significant improvements to the station which, aside from Liverpool Street, is Abellio Greater Anglia’s busiest station with 5.5 million passenger journeys made annually.

The works will include a new ticket hall with an open plan counter service, new toilets, improved customer information systems and additional retail units. There will also be significant improvements to access for the London-bound platform. An additional stair tower is being built opposite the bus station, linked to the existing stair tower, which will enable a better flow of people, especially at peak times. Access to the London-bound platform in the main ticket hall is also being rebuilt in order to improve the space in the ticket hall and extend the gate line.

Network Rail

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l A modular polystyrene extension has been installed at Peterborough station’s platform 1, with disruption to passengers during construction reduced from 20 weeks to 20 days. Three options had originally been considered: a traditional concrete build; modular steel construction; or modular polystyrene. Although widely used in Europe, the modular polystyrene option had only been trialled once before in the UK by Network Rail, but given it is available as a Network Rail standard design and would be achievable within the timescale, the team opted for the new technology for the extension.

The project team and contractors, Carillion, worked with Megatech Projects to develop the design and deliver installation of the 30 polystyrene blocks and matching concrete surface panels used to build the new platform.

Delivered in just 73 hours including approximately half of the time to remove existing infrastructure and prepare the site, the reduced people time on site and improved safety has proven to be an excellent demonstration of sustainable delivery with very little waste/spoil generated and a design life of up to 60 years.

Progress with the new bay platform 1 at Peterborough

Network Rail

An illustration of the new station entrance at Chelmsford

Readying Twickenham for the RugbyWorld Cup l The Network Rail and South West Trains Alliance has announced it will carry out the work at the station in time for the tournament in 2015. As well as step-free access between the ticket office and platforms there will also be improvements to the facilities, including new accessible toilets, improvements to the existing toilets, resurfaced platforms, new lighting and a new footbridge – to replace the existing concrete structure.

In addition, Platform 2 will have a greater area set aside for the public to help cope with the growing number of passengers who use the station during stadium events.

A total of £5.2 million will be invested in Twickenham station using funding from the Network Rail and South West Trains Alliance, the Government’s National Station Improvement Programme and a £1.6 million contribution from the Greater London Authority via Richmond Council. Work is due to start on site in May 2014 and be completed by May 2015.

An impression of the refurbished station at Twickenham

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Network Rail

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Tooley Street

London Bridge transformation

The work currently under way at London Bridge will deliver a stunning new railway station, but this is significantly more than just a station building programme.

Gay Sutton talks to CHRIS DRABBLE of Network Rail who explains how it will unlock the bottleneck of central London and enable Thameslink trains to pass though the central core at 24 trains an hour during peak times – the frequency you would expect of a metro system

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pened in 1836 London Bridge station is London’s oldest railway terminus station, and has undergone many changes is its history.

It is laid out on a Victorian brick-built viaduct and was developed over time by combining two independent stations originally constructed by separate railway companies. The layout currently comprises the Southern Rail terminus with nine lines, and a series of passenger platforms serving seven through tracks. The northern three lines carry traffic from the south east to Cannon Street, the rest carry Thameslink through traffic to Blackfriars and beyond whilst also carrying traffic from the south to Charing Cross. “Without London Bridge station, Cannon Street and Charing Cross could not operate,” explained Chris Drabble, senior sponsor, Network Rail.

London Bridge station handles the footfall of some

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz will create a grade-separated junction on the eastern approach to the station, taking the Thameslink lines over the Kent lines so trains are not impeded in their approach to the station.

The second impediment to efficiency at peak times is congestion in the station. Without the redevelopment, when platforms are heaving with passengers, subsequent trains may be held outside the station until the platform has safely cleared. At peak times the effect is a traffic jam with tailbacks and delays. To solve this problem London Bridge station has been redesigned, and is progressively being rebuilt to handle a projected passenger flow of more than 100 million passengers a year comfortably and efficiently.

Making it happen

Network Rail

“Although extremely complex to design correctly, the relatively easy part was deciding what to build,” Chris said, “actually doing it while maintaining rail operations is the difficult part. We will be reconfiguring the station so there are nine through lines and six terminal lines, all at viaduct level. At the same time we’re building a massive new passenger concourse at ground level, opening up a people-friendly link between Tooley Street and St Thomas Street. It’s going to be the largest concourse in the country – the size of the Wembley football pitch.”

So how is this being achieved with the minimum of passenger disruption? The work is scheduled in nine main phases. The first three will create a new six-line southern terminal section with longer platforms capable of handling the larger 12-car trains. The remaining phases will create the required nine through platforms.

“We started by taking out the southernmost terminal platform at the viaduct level, and then we cut vertically down to street level to create the space where we will be constructing the new passenger concourse. We then

52 million passenger journeys a year – approaching the population of the UK – while a grand total of 117 million passenger journeys pass on through by train. However, this historic infrastructure is struggling to cope. At peak traffic times only one Thameslink train an hour is able to travel through the station on to central London. This simply does not fulfil the Thameslink vision for a smooth flow of passenger traffic between north and south directly across central London.

The bottleneck this construction project aims to tackle is twofold. Firstly there is a spaghetti junction of lines crossing each other just to the south east of the station at Bermondsey, and at peak times it is impossible for Thameslink trains to cross the busy existing tracks. The solution is to remove as many of those crossings as possible and free up the traffic flow by constructing the Bermondsey Diveunder – a huge feat of engineering that

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built bridges over the top of this space to take the new platforms and tracks. At the end of phase one at the end of March this year, we’ll hand these back to the passengers and then move on to take out the next two platforms and repeat the process until we’ve completed the first three phases.”

Network Rail

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Thinking about passengers With all this work hidden behind hoardings passengers will see very little of it, but the impact is likely to be noticeable.

“There is bound to be some passenger disruption at all stages, and we’re being as honest and clear as we can with customers. Our research and experience with the Olympics shows that if we give people the right information they understand what we’re doing and accept a degree of disruption.”

By the time this phase is completed the first through platforms will be in operation, and the southern section of the new concourse beneath will be opened to the public.

“We then begin to work from the north completing the last three phases in a similar fashion.”

The station design

St Thomas Street

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The third is connectivity. Until now, the enormous Victorian viaducts have acted as a dam separating the modern business area to the north from the more intimate and beautiful Bermondsey to the south. “One of the Council’s aspirations was for the station to be a wide open area that would invite people to walk through, replacing the dark tunnels that are there at the moment.” The final element was ease of use of the platforms. Twelve-car trains will run on these lines, and they are a quarter of a kilometre in length. To reduce the distances passengers have to walk between carriage and concourse, escalators are located approximately one third of the way from either end of the platform.

Network Rail

When completed, the station will be an impressive piece of architecture, paying tribute to the Victorian viaducts that surround it while satisfying the forward-thinking, modern vision for an area of London that already plays host to the spectacular Shard of Glass, the glittering More London business area and City Hall.

Four major criteria lie at the heart of the design. The first is accessibility: lifts and escalators are strategically placed to ensure that passengers with reduced mobility can access all areas of the station. Ease of wayfinding is the second. The station is a huge building and many subtle features as well as the obvious signage have been incorporated into it to ensure passengers can find their way around quickly and efficiently.

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz into shops,” Chris said “Bermondsey is one of the most densely populated parts of London for creative and artistic people, and there are many creative businesses here. So we will be offering them a number of affordable business units. We believe this will all help towards the regeneration of the area.”

The railway system

The old and the new Two of the most impressive design features to come from this process are the dramatic undulating canopy roof, incorporating expansive areas of window. In addition the concourse below is a completely enclosed and weatherproofed public area. The roof is a series of parallel canopies that slope upwards on the north-facing side to resemble a sequence of eyebrows, or waves approaching the beach. The tall windows beneath the eyebrows not only shed natural light onto the platforms but also flood the concourse beneath with light via the concourse-wide escalator voids. Even the undulating contours of the canopy are purpose designed to signal the location of the escalators and the doors into the station.

Outside, the Tooley Street façade is completely modern with a large expanse of glass that looks out over the More London business district. The St Thomas Street façade is completely different. “We are retaining part of the original 1860s viaducts, and they can be seen all the way down the street,” Chris explained. “However, with the Shard next door we’ve tried to pay respect to the original viaducts and to link them with the modern design of the Shard. We want to fit the station to the environment and make it work for the next hundred years or so.”

Not an easy task. The new design approaches this by employing arches similar in size and shape to the old viaduct, matching the brick as closely as possible, but edging the arches with cleanly outlined concrete rather than ornate brickwork. Between the arches there are expansive modern glass windows and doors. “We are also refurbishing the old arches and opening them up

The station is of course merely the most visible part of the railway system. All the existing track and signalling is being replaced in what is believed to be Network Rail’s largest resignalling project. “Our aim is to create a robust and reliable service coming into the city and make the system maintainable for the future,” Chris said.

Currently some 60 per cent of the work on the Thameslink project has been completed, including delivery of the new Blackfriars station, the Thameslink element of the vast new interchange at Farringdon station and expansions to many of the outlying stations enabling them to handle the longer 12-car trains. Two new through lines into London Bridge station have also been constructed.

“This was a hugely complex project,” Chris explained. “We have literally stitched a new viaduct through The Borough Market area to carry the two Charing Cross lines.” It’s a very congested space and also one of the oldest parts of London, where the Romans originally crossed the Thames Throughout the construction programme, Network Rail has worked very closely with the archaeologists. “During our work we discovered what the archaeologists think may be a pier dating back to Roman times, possibly linking to the Roman Barge uncovered by Guys Hospital at another site,” Chris enthused. Other discoveries elsewhere have required sensitive handling, and these include a number of bodies outside the cathedral walls that have now been reinterred in consecrated ground.

Future The new timetables for Thameslink services will come into operation on the project’s completion in 2018, the same year as the new Crossrail services. “Farringdon, where the two lines cross, will then become one of the most important interchanges in the country. These services will be central to how passengers move around London, and will be very different to how it’s done at the moment.”

A new generation of trains, Siemens Desiro City Class 700, are currently being built for the Thameslink service and the first is due to go into operation in 2016. In 2018 when the new timetable begins, drivers will simply switch from manual to automatic for passing through the London core, enabling the line to reach a full operational capacity of 24 trains an hour. That’s one train every two and a half minutes.

“When we reach this stage, the result will be a massive alleviation of crowding and movement of passengers around London,” Chris concluded. “So the impact of this on the transport system will be significant throughout the city and beyond.” zz

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The future of urban mobility2.0 ARTHUR D. LITTLE and the UITP explore the success factors to shape extended mobility ecosystems of tomorrow

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rthur D. Little, the Global Management Consultancy, launched its ‘Future of Urban Mobility’ lab in 2010 and in 2011 released its first global study highlighting the mobility challenges facing cities on a worldwide basis. This report introduced the first Arthur D. Little Urban Mobility index, which assessed the mobility maturity and performance of 66 cities worldwide, and triggered high interest within the mobility eco-system industry and in the media on a global scale.

December 2013 saw Arthur D. Little release the second version of the ‘Future of Urban Mobility’ study, including an updated version of the Urban Mobility Index, with an extended scope of 84 cities worldwide as well as an extended set of criteria. The index finds most cities are still badly equipped to cope with the challenges ahead indicating there is still significant potential for improvement.

Arthur D. Little highlights what is holding cities back and, together with its partner the UITP – the International Union of Public Transport – identifies three strategic directions for cities to better shape the future of urban mobility. The study also describes twenty-five imperatives to consider when defining sustainable urban mobility policies and case studies of cities demonstrating best practice.

Arthur D. Little Urban Mobility Index 2.0 Plotting the trend Urban mobility is one of the toughest challenges that cities face as existing mobility systems are close to breakdown.

The world’s population is increasingly city-based.

50 per cent of the population currently lives in urban areas

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and by 2050 this number is expected to reach 70 per cent. Today, 64 per cent of all travel kilometres made are within urban environments and the total amount of urban kilometres travelled is expected to triple by 2050.

By 2050 the average time an urban dweller spends in traffic jams will be 106 hours per year, three times more than today. Delivering urban mobility to cope with this increasing demand will thus require massive investment in the future.

In addition to the increasing demand for urban mobility, mobility needs are evolving. Changing travel habits, demand for services to increase convenience, speed and predictability, as well as expectations toward individualization and sustainability will require mobility services portfolio extension as well as business model transformation. Specialized players from other sectors are assessing opportunities to play a role in the extended mobility eco-system.

Moreover, in order to reach UITP’s objective of “doubling the market share of public transport worldwide by 2025” (compared to 2007 level), public transport stakeholders are struggling to improve attractiveness, capacity and efficiency of mobility systems under limited public financing, demonstrating the need for system level innovation.

Methodology Using 19 criteria Arthur D. Little assessed the mobility maturity and performance of 84 cities worldwide. The mobility score per city ranges from 0 to 100 index points; the maximum of 100 points is defined by the best performance of any city in the sample for each criteria.

In addition Arthur D. Little has reviewed policy initiatives undertaken by cities to improve the performance of urban mobility systems.

Where are we now?

The overall results find most cities are still badly equipped to cope with the challenges ahead, indicating there is still significant potential for improvement. The global average score is 44 points, meaning that, on average, the 84 cities achieve less than half of the potential that could be reached today, applying best practice across all operations.

Only 11 cities scored above 52 points (top 20 per cent of the score range). The highest score (58.2 points) went to Hong-Kong followed closely by Stockholm (57.5 points) and Amsterdam (57.2 points), still indicating potential for improvement.

There are big differences between the top and low end performers in various regions: l Europe achieves the highest average score of the six world regions surveyed. “With an average of 51.5 points and nine out of the 25 analyzed cities scoring above 52 points, European urban mobility systems are the most mature ones as of today and lead the way in mobility performance” says Oleksii Korniichuk, manager at Arthur D. Little and in charge of the Urban Mobility Index. Stockholm (57.5), Amsterdam (55.5) and Copenhagen (56.4 points)

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz head the table – while Rome (37.2 points), Athens (40.1 points) and Lisbon (41.4) are the worst performing cities l Latin American and Asian Pacific cities show slightly below average performance. The continents’ average scores are well below Western Europe (43.9 and 42.8 points respectively) but outperform other regions in public transport related criterion (financial attractiveness of PT, share of modal split, smart cards). Most cities in Latin America show average performance (between 39.3 and 47.2 points) while Asian Pacific cities show the broadest range in performance – from Hong Kong and Singapore, which with scores of 58.2 and 55.6 respectively sit at the top of the global table, down to Hanoi with 31.1 points. l North America show average performance with 39.6 points. Given their orientation toward cars, North American cities rank bottom worldwide in terms of maturity.

In terms of performance, they perform above average overall, but show poor results with regard to number of cars per capita and CO2 emissions. New York leads the way with 45.7 points, closely followed by Montreal with 45.6 points. l Africa and the Middle East are the lowest performing regions with respective average point totals of 37.3 and 33.9. While urban mobility systems in these regions perform well on several criteria due to the lower number of cars, they are still at an evolving stage and haven’t reached sufficient maturity. From the limited numbers of cities in this group (only eight out of the 84 analyzed cities), Kinshasa leads the way with 40.5 points, followed by Dubai which received 39.0 points and is amongst the highest scorers in the index in terms of smart cards penetration. With only 28.7 point, Baghdad is the worst performing city surveyed.

What is holding back change?

A comprehensive review of technologies and urban mobility business models reveals sufficient availability of solutions to address the mobility challenges. In its 2011 study (Ref. 1), Arthur D. Little identified three long-term business models archetypes for mobility suppliers (the ‘Google’, ‘Apple’ and ‘Dell’ of urban mobility). Those business models still hold true today and each have interesting development potential. However, these solutions and archetypes are currently not being applied comprehensively. There is a clear trend toward “shared mobility” says Oleksii Korniichuk. “More cars and bikes are being shared in cities, both via peer-to-peer and business-to-consumer models, but many of those concepts haven’t yet managed to take off as providers are still testing different business models.”

Why has the innovation potential not been unleashed?

There is one key reason: The management of urban mobility operates globally in an environment which is hostile to innovation. Our urban management systems are overregulated, they do not allow market players to compete and establish business models that bring demand and supply into a natural balance. “Urban mobility is one of the toughest system-level challenges facing actors of

the mobility ecosystems,” says François-Joseph Van Audenhove, partner at Arthur D. Little and in charge of the Future of Urban Mobility 2.0 study. “There are a plethora of solutions and business models available, but very few have managed to smartly integrate them to unleash their full business potential. What is needed is system level collaboration between all stakeholders of the mobility ecosystem to come up with innovative and integrated business models.”

Moreover, a lot of mature cities do not yet have a clear vision and strategy on how their mobility systems should look in the future. The lack of synergies between individual initiatives leads to sub-optimal outcome in terms of mobility performance, which calls for a more holistic approach. At a different level, integration between regional mobility systems still remains very low in comparison to other parts of the economy as transport infrastructures have historically been designed to serve regional rather than supra-regional goals. Cross regional-links constitute bottlenecks that are likely to become increasingly costly as the economies continue to integrate. “In that context, there is a need for stronger alignment between regional mobility strategies while respecting each other’s accountabilities and ensuring solutions are adapted to the local context” says François-Joseph Van Audenhove.

Strategic imperatives for cities to shape the extended mobility systems of tomorrow Three strategic directions for cities To meet the urban mobility challenge, cities need to implement one of the following three strategies dependent on their maturity and the share of sustainable transport in their modal split: l Rethink the System: Cities in mature countries with a high proportion of motorized individual transport need to fundamentally redesign their mobility systems so that they become more public and sustainability orientated.

The majority of cities in the index (55 out of 84) belong to this group. l Network the System: For mature cities with a high share of sustainable transport modes, the next step must be to fully integrate the travel value chain to foster seamless, multimodal mobility while ensuring ‘one face to the customer’ and to increase the overall attractiveness of public transport by service extension.

This group contains the majority of cities in Western Europe as well as Hong-Kong and Singapore. l Establish Sustainable Core: For cities in emerging countries with partly underdeveloped mobility systems, the aim must be to establish a sustainable mobility core that can satisfy short-term demand at a reasonable cost without replicating mistakes from developed countries.

With access to emerging transport infrastructure and technologies, these cities have the opportunity to become the testbed and breeding ground for tomorrow’s urban mobility systems.

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Four dimensions to consider when defining sustainable urban mobility policies l Visionary strategy and ecosystem: Establishing sustainable urban mobility policies requires cities to develop a political vision and urban mobility objectives based on strategic alignment between all key public and private stakeholders of the extended mobility ecosystem.

This should inform a visionary urban mobility strategy (priorities and investments to achieve mobility objectives), which ensures the right balance between stretch and achievability.

“There is now a real window of opportunity to drive innovation in urban mobility,” says Alain Flausch, UITP Secretary General. “The time has come for public transport to step up and to drive innovation in urban mobility. In order to benefit from those opportunities, we will need to open our minds and take a much more holistic view on public transport as authorities and operators will need to work closely with each other, and the new market players, to deliver creative and entrepreneurial mobility solutions guided by a strategic vision of how cities and regions can be planned and organized”. l Mobility supply (solutions & lifestyles): Responding to increasing demand for urban mobility and to consumer and business needs for seamless, multimodal urban mobility requires cities to extend their public transport offering and adapt it from “delivering transport” to “delivering solutions”. This transformation can be achieved through a combination of quality improvements to the current public transport offering and increasing customer experience via service offering extension through partnerships and alliances with third parties.

“The development of a coherent offer within subway stations and railway stations can significantly improve customer experience while maximizing revenues from existing assets,” says François-Joseph Van Audenhove.

“Historically, infrastructure operators have had some difficulty in setting up an optimal and value-creating commercial offer. Airports, and to a lesser extent railway stations, are now at an advanced stage of their commercial activity redesign as a key element of customer experience and a key lever of value creation, whereas local public transport operators still have major room for growth” l Mobility demand management: The limited capacity of current mobility systems and level of investment required for the development of transport infrastructure means mobility services extension must also be complemented with measures to manage the demand side. Mobility demand management is a delicate discipline which can easily meet strong resistance.

However, a number of measures exist and some of these have already derived clear benefits, the relevance of which should be assessed by cities against the

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local context.

“Different measures can be considered to define the right mobility demand management mix for cities to foster a shift towards a sustainable transport mode,” says Laurent Dauby, director rail transport at the UITP and co-author of the study. “The relevance and acceptance of each individual measure must be assessed based on the existence of viable alternatives to motorized individual transport and through a dialogue with key stakeholders, including citizens, businesses and the real-estate community.” l Public transport financing: Finding the right funding mix for public transport financing will constitute a real challenge for cities, particularly given the requirements for service offering extension which imply massive investments in the future. While fare revenue and public funding are likely to remain the main funding sources of public transport systems, public transport authorities and operators will need to assess opportunities to derive additional revenues from aggregation of third-party services and perceive charges from indirect beneficiaries of public transport.

“Sustainable public transport financing involves finding the right balance between funding from direct and indirect beneficiaries and between public and private sources, while focusing on preserving business model solidity over short term funding responsibilities,” says Jerome Pourbaix, head of policy and outreach and responsible for the public transport financing toolbox at the UITP and co-author of the study.

“A system-level approach across these four dimensions is critical: sustainable improvements of a city’s mobility performance requires simultaneous improvement on each of the four dimensions as the weakest link will influence overall mobility performance,” says François-Joseph Van Audenhove.

In the ‘Future of Urban Mobility 2.0’ study Arthur D. Little and the UITP elaborate further on those dimensions and identify twenty-five imperatives for cities to consider when defining sustainable urban mobility policies. The study also includes case studies of cities demonstrating best practices that can constitute a source of inspiration. zz

Want to know more?

The ‘Future of Urban Mobility 2.0’ study as well as the full results of the Arthur D. Little Urban Mobility Index 2.0 are available at www.adlittle.com/future-of-urbanmobility.html as well as at www.uitp.org/new-studyfuture-urban-mobility or contact François-Joseph Van Audenhove, Partner at Arthur D. Little, at vanaudenhove.f@adlittle.com

Reference Ref. 1: Arthur D. Little, ‘The Future of Urban Mobility – Towards networked, multimodal cities of tomorrow’, 2011.

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NEWS I Integrated Transport

Record investment l More than £150 million has now been put into modernising the Tyne and Wear Metro since the ‘all change’ investment programme began in 2010. Cllr David Wood, chairman of the Tyne and Wear Integrated Transport Authority, marked the milestone by meeting Nexus engineers and contractors carrying out the latest projects to improve Metro around Walkergate and Wallsend.

Metro, which is owned and managed by Nexus, was opened in 1980 and carries 38 million passengers a year, but its network of 60 stations includes infrastructure up to 175 years old, making modernisation crucial. The line between Newcastle and North Shields is one of the oldest metropolitan railways in the world, having been in constant use taking passengers from suburb to city since 1839; it was incorporated into the Metro system in 1982.

Manchester Metrolink – Oldham Line opens l Thales UK’s Ground Transportation Systems business has passed another significant milestone with the launch of a new service into the heart of Oldham Town Centre ahead of schedule.

Following a week-long closure of the Rochdale Line, to allow the track, overhead power lines and systems to be connected to a brand-new alignment through the town centre, final dynamic testing and driver training has been successful.

The terminus at Oldham Mumps integrates tram and bus services and provides a new, free park and ride site for Metrolink passengers. Journeys from Rochdale to Manchester Victoria take around 45 minutes, while journeys from Oldham Mumps take around half an hour.

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Cllr David Wood speaks to contractors installing a new lift at Walkergate Metro

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Time to give Victoria a makeover fit for a queen l Work has started on a major, multi-million pound transformation of the Manchester Victoria Metrolink stop. The nine-month project will see the stop completely redesigned and expanded to provide additional platforms and tracks, accommodating the new Second City Crossing and wider network expansion – in conjunction with the transformation of the railway station by Network Rail. As a result of this work there will also be temporary changes to Metrolink services for the duration of the project.

Left: Artist’s impression of how the new Manchester Victoria Metrolink stop will look once its transformation is complete

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Bolting ahead Founded in 2003, Tracksure has been working for the last decade to highlight the benefits of its innovative range of engineered fasteners. Gerhard Dodl, managing director, is convinced 2014 will be a breakthrough year for the company

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racksure markets a unique range of patented nut locking devices that will prevent nut loosening as a result of vibration and settlement. The products, which can be used in a wide number of track and rolling stock applications, enhance safety regimes and deliver cost and operational benefits.

The Tracksure locking device consists of a modified bolt with a reverse thread added to the end, which accommodates both the original nut and the Tracksure locking nut. A locking nut is applied on to the reverse thread until it tightens against the original nut, and a serrated steel locking cap then pushes down over both the original nut and the Tracksure nut, held in place with a spring clip. If the original nut starts to loosen (even

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microscopically) the locking nut tightens on the reverse thread with the locking cover combining both actions, ensuring a fail-safe bolt fixing.

Gerhard Dodl is managing director at the company.

Passionately enthusiastic about the product, Gerhard is keen to highlight the benefits and simplicity of how it works: “Unlike other fasteners it can be simply maintained and does not require expensive capital equipment to install,” he noted. “Furthermore, with this product our clients can be absolutely certain that there is no nut rotation possible, which brings huge benefits.”

He uses the analogy of a seatbelt to highlight how the Tracksure product could be gradually accepted into the rail industry (and hopes that it could also be adopted into

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Tracksure sample

other markets such as wind farms and oil and gas in the future too.) “When you consider the seatbelt, 45 years ago they weren’t even included in cars. Then later they became an option, and today they are mandatory, and you wouldn’t drive without one,” he explained.

“In this same way, rail operators can continue with the same processes as before, but they can add on a locking device that isn’t interfering with the standard bolt, but that brings enormous cost benefits from changed maintenance procedures and also brings positive safety improvements. So it’s not a revolutionary transformation, we are not changing standards, we don’t change what is already there – we just put the ‘seatbelt’ on.”

In fact, the device itself has been proven successful

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over years of testing and trials, and as rail operators gradually become open to new methods of working and begin to install Tracksure solutions, so more doors open for Gerhard and his team. “I totally believe in the device – we have even had a visiting professor from an Oxford University confirm to the Permanent Way Institute that Tracksure’s locking system cannot come undone,” he said. “But of course rail operators have certain procedures in place, and we have to get it accepted that after 150 years of the old way of working, now there is a bolt that won’t come undone, and this means that there is an opportunity to change existing maintenance procedures and that this will bring cost savings.”

London Underground was one of Tracksure’s earliest progressive supporters, starting with small tests, and moving onto general approval, with a lot of bolts installed on the District Line amongst others. “We are working with engineers who are very keen on our bolts and we are growing the business there,” said Gerhard. “And I anticipate that as we continue to prove the system with London Underground, we will be able to break through into other metro systems. Indeed, in this way we are moving with LB Foster into the Transits in a number of USA cities.”

Gerhard explained that LB Foster is a very large player in the US railroad market, with which Tracksure has been working. “We started some trials in railroads and one major railroad in America has already started to specify our products on large diamond crossings, which is a major achievement. LB Foster will give us the ability to roll our products out to a large market, as it has an established and trusted sales force with the right contacts in the railroads, which can highlight the benefits of our device.

“On the Transit side, trials have been going for about 16-18 months, as regulations have to be followed, but I now believe they are convinced about our product and we will soon see some commercial orders in a major city.”

Metro and underground systems have stringent maintenance procedures that require (depending on if

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Engineered Fasteners that are simple to install, serviceable and totally effective. www.tracksure.co.uk 0044 1525 840557

Tracksure, enhancing SAFETY and PRODUCTIVITY on all infrastructure.

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Tracksure London the application is critical or non-critical) scrutiny of bolts as often as every 24 hours. “This product would make absolutely certain in the right application that a bolt cannot come undone and that would allow the operator to utilise its resources in a much better way,” highlighted Gerhard.

Interest in the Tracksure bolt is now almost global, with the company being active in Spain, and recently obtaining a Type Approval for an application on the German railways that Gerhard believes will offer up further opportunities. The Hungarian railways approved the product over two years ago and are appreciating the cost and safety benefits, and the Italian state railway (RFI) is also very interested in discussing it further. “We have a very good agent in Italy who got us into a private rail operator about four years ago – after two years of tests they approved the product, and we have been fitting it onto fishplates with great results.

“This opened the door into RFI and this required another in-house lab test. This went very successfully and we are now certified to EN13481-7, which is specifically for switches, crossings, and check rails. This certificate and another successful trial opened the door to get test installations into the main track of the RFI, and at the moment the tests have done well and I will be in Rome discussing this further very soon with senior management,” he said.

With every new reference, another door opens and Gerhard works hard to ensure that no opportunities are missed where his products can genuinely bring benefits to operators: “I participated with the company at the AusRail show in Sydney at the end of Nov 2013. A large operator had seen a lot of success with our bolts and fishplates in a very remote and challenging location in South Australia, so we decided to exhibit there and show what we can offer. We are now talking to the various state railways, as well as mining operators. There are a multitude of mine owners who require maintenance-free tracks because any downtime costs them a fortune.

We are negotiating with potential distributors in Australia

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and a number of operators and as a result we will start another trial very soon with one of the largest contractors in Australia – I just can’t give you a name yet!”

Expanding across the world without investing in large overheads requires a careful business strategy, and Gerhard explained that Tracksure convinces an operator in one market, and then copies that and transfers it to another. “We are trying to incorporate our products with local suppliers and this is already working through an agent in Italy, and distributors in Holland, Spain and Hungary.

“In this way we work with local experts that already have the contacts, and that means expansion can go ahead more quickly. I think this will happen now, as we have been through the testing processes, and the official procedures, and a lot of bureaucracy, and now we have a customer base who has tested and loves the product, who are keen to come back to us and work with us.”

After just over ten years of hard work, Gerhard remains as passionate about his product as when the company was founded: “Every bolt we have fitted globally wherever, has remained tight,” he announced with pride. He now feels that his persistence is really starting to pay off and in 2014 Tracksure will see a big breakthrough. “Our business is growing rapidly and I am confident to tell our long-term investors that some serious revenue is just around the corner,” he concluded. “I see this company growing globally and I think it will be a great success story, of a small British company achieving worldwide success!” zz

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Tracksure Italy

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NEWS I Products & Services

Long-term partnership to continue

Protection and control IEDs for the Underground l ABB has made a major breakthrough on the London Underground with the first project to feature its state-of-the-art Relion IEC61850-compliant protection and control IEDs (intelligent electronic devices). The Relion IEDs will be installed at six substations currently under refurbishment for the SSR (Sub-Surface Railway) Upgrade Package 3B project to ensure the reliability and continuity of the uprated power supplies essential for the smooth running of London Underground’s new generation rolling stock. An operational benefit is that engineers can access the REF620 via a web interface for remote access to settings and data. ABB has also engineered out batteries, meaning that the IEDs are essentially maintenance-free.

Parcel lockers on the Tube l InPost has finalised an agreement with London’s transport authority, Transport for London (TfL), to install parcel lockers in the car parks at London Underground Tube stations. The terminals will be located in the station car parks enabling 24/7 access to the machines. InPost intends subsequently to expand the network to the bus, coach and railway stations in London.

InPost’s parcel locker network in the UK currently exceeds 800 terminals.

l telent Technology Services Ltd has been awarded an extension to their onrail telecoms support and maintenance contract with Level 3, formally Global Crossing UK Ltd. telent has been supporting Level 3 across the UK since March 2009 and has now been granted a multi-million pound five-year extension to the original contract, ensuring continuity until March 2019.

The Level 3 on-rail infrastructure is vital to the UK rail industry as it is used operationally by Network Rail and the vast majority of train operators. The fibre-optic network alone spans some 14,000km, and carries vital business-critical services for many UK organisations. telent supports this network day and night.

In addition to supporting the on-rail fibre network, telent also supports Level 3’s Railnet voice estate which comprises over 250 PBX and over 40,000 telephony end points. These services are again vital to the UK rail industry as they are relied upon

by Network Rail and many other UK rail industry participants.

RISAS approval for ZF l ZF Services UK has recently been awarded the RISAS approval for the overhaul and repair of both ZF and non-ZF traction and rolling stock transmissions, including final drives and gearboxes, at its Nottingham facility. The Railway Industry Supplier Approval Scheme (RISAS) provides safety assurance for suppliers and services, including enhanced performance, product quality, as well as helping to improve efficiencies in the supply chain.

Shedding new light l AVA Lights has secured a contract to supply energyefficient lighting to Virgin train stations across the country.

Virgin Trains has invested in AVA’s LED lighting technology to help reduce energy consumption and maintenance costs for many of its train sites across the UK. The large-scale refurbishment project, which began in February, will cover over 13 train stations and car parks nationwide. These include Coventry, Lancaster, Carlisle, Wigan and Penrith, with more locations expected to follow during the year.

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Craig & Derricott

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Performance LED,industry driven In an interview with Railway Strategies, Jon Beaumont, business development manager, sheds light on future interests of Craig and Derricott as it releases industry changing LED technology

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he history of Craig and Derricott in the rail industry stretches back over 60 years. Predominantly involved within the rolling stock of the industry, the company has worked with an array of businesses including Alstom, Bombardier and Hitachi, and today employs 90 people, with 30 per cent of sales attributable to contracts within the rail sector.

“We are involved in new build and refurbishment projects, as well as the design of new components,” begins Jon. “Our target market is the UK, although we have established a partnership with Mafelec in France,” he continues.

Providing solutions for both rail infrastructure and rolling stock, Jon goes on to say: “We offer a wide range of very bespoke equipment, from the overhaul and new construction of drum switch un-couplers, to

master controls, power break controllers, cab isolation switches and driver key switches. We provide switchgear equipment, from milliamps right up to 4000 amps.”

Working closely with the customer, the business designs and develops components and solutions that overcome obsolescence issues. “The demand for reverse engineering has grown, because trains last up to 30 years, but unfortunately these days, many companies do not,” Jon points out. “We have a full R&D department with engineers using CAD and 3D modelling, focused purely on rail projects. The department works closely with manufacturing, and as a result the engineers are involved throughout the process from start to finish,” he adds.

Greater efficiency, lower power consumption and longer life; the terms have become familiar in the drive towards a more sustainable future. Following the government’s decision to make obsolete T12 fluorescent lighting and soon to follow suit, the T8’s, the sector faces a potentially dark future. New projects will ultimately utilise LED flat panel technology, but for the refurbishment market, Craig and Derricott have developed a solution in the form of LED tubing, which can be replaced in existing fittings with minimal wiring changes. The new product has been released following several complex trials, meeting all specifications, and the business looks forward with

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confidence having secured its first major order surrounding the innovation.

The fully UK owned business is recognised for the quality of its products and a full understanding of market requirements is gained through talking to manufacturers of trains and refurbishment companies like Rail Services, Wabtec, Bombardier and Alstom, as well as talking closely with ROSCOs and operators, visiting depots to generate business. “Over the recent period we have been concentrating on refurbishment work, although interests are again growing in new build. It is through the knowledge of the market, listening to the needs of the customer and delivering the products that they want, that we are able to supply to the market on several levels.

“We are expecting to receive orders from Hitachi in

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Japan for a range of products on the Intercity Express Programme (IEP). Following the government’s decision to electrify the Great Western Main Line to Swansea, Hitachi will deliver the new trains for passenger service.”

Set with a focus of maintaining a skills level that supports the steady growth the business has seen over the last few decades, Craig and Derricott continually takes on graduate engineers as it looks to develop skill sets through training.

With the industrial sector of the company expanding into foreign soil, Jon explains the limits to the rail trade interests extending so far: “We are involved in a project with Mafelec in South Africa, but as with rail projects in the UK, the contractor is looking to source the majority of manufacturing locally. To continue in this direction longterm would require establishing sales and manufacturing in

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new locations. Such an undertaking can only happen with the assurance of a sustainable market and confirmed orders.”

The news announced in February 2014 surrounding the success of Derby based Bombardier on the £1 billion Crossrail contract is positive news for UK based manufacturing with an estimated contract spend of 74 per cent in the UK. “Over the last 15 to 20 years there has been little opportunity to introduce new products as electric style has remained constant. It has therefore been our strategy to focus on refurbishment. However the new project gives us the scope to introduce and focus on our new range of products for potential use in the deal,” says Jon. Remaining committed to its contracts with Hitachi on the IEP project, the drive to introduce the LED tubes into the refurbishment market will continue. Highlighting the future vision for the business, without hesitation, Jon exclaimed: “We don’t want to stand still. Our aim is to help the UK rail industry to solve issues and problems, overcoming obsolescent issues. Our focus is steady and sustainable growth. The new high-speed rail link and new build train contracts promotes a positive period ahead.” zz

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FutureRailway launch structures electrification competition l The railway electrification programme is one of the most significant railway investments in decades.

Increasing the electrification of Britain’s railways will lead to cheaper, faster and more efficient trains along with rail becoming part of a long term low-carbon, more sustainable transport strategy. However, bridges and tunnels pose a challenge for an electrification scheme, since catenary may not suit the original gauging to fit underneath the bridge. As part of the electrification programme, FutureRailway, Network Rail and the Department for Transport will shortly be running a competition to develop technology enabled solutions addressing the avoidance of bridge reconstruction.

The competition aims to find solutions and ideas to harness novel methods of increasing the clearance below the bridge whilst avoiding reconstruction, minimising the cost of the works and disruption to the service beneath and across the bridge. This could include techniques to: l Allow OLE equipment to run underneath the bridge for current collection purposes l Improve the sophistication of gauging design and assessment l Secure additional clearance by lowering the track without compromising the bridge structure.

There are also opportunities to improve operating efficiencies and solve issues around the overhead and third-rail changeover that will continue to exist within the network. Overall, there is significant opportunity to innovate and make electrification easier, cheaper and safer by applying the latest and best technologies.

Any solution proposed has to be deliverable within conventional bridge reconstruction railway possession times. Techniques which require full bridge reconstruction are out of scope for this project.

Enquiries about the Bridge Reconstruction competition please contact: bridgereconstruction@futurerailway.org

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l The Government is providing crucial funding enabling the University of Huddersfield’s Centre for Innovation in Rail (CIR) to go ahead. This £4 million Regional Growth Fund grant will be matched by the project partners. The overall investment in the project is over £20 million.

The CIR will be based within the internationally-renowned Institute of Railway Research (IRR) at the University and will build on the Institute’s strategic partnership with RSSB, with the support of the National Skills Academy for Rail Engineering (NSARE) and technology partners, Unipart Rail and Omnicom Engineering.

The Institute was formed at the University of Huddersfield in 2012 and the RGF funding will take the size of the team to 40 research staff. Its director, Professor Simon Iwnicki, expects the CIR to capitalise on the best of the Institute’s research output and embed this within the UK railway industry.

“The research and training carried out by the Centre will contribute to the strategic needs of the railway industry as outlined in the Rail Technical Strategy and will increase the level of innovation in the industry and reduce the barriers to knowledge transfer and reduce industry costs,” said Professor Iwnicki.

The new facility will build upon the world-class product design and R&D capability of the project partners, to provide industry and academia with training, research and expert services to develop and improve critical engineering interfaces in the rail industry. The IRR’s assistant director and CIR project manager Dr Paul Allen explained that the Centre will have a dedicated team comprising academics, researchers, business development staff and administrators.

“This will include all aspects of vehicle design and track construction to increase safety and reliability, reduce asset costs and drive performance improvement of the railway system. Priority will be given to assisting regional SMEs to develop competitive products and services that can be brokered into the railway supply chain, and result in new job creation and up-skilling of the workforce,” said Dr Allen.

Professor Iwnicki added: “We are delighted that the Government has agreed to help fund this initiative and I would like to thank all our partners for their support in putting the proposal together.”

Centre of Innovation in Rail – Partner Organisations The role of the partner organisations is key to the success of this RGF funded project. Each partner brings an essential component to the proposed Centre for Innovation in Rail. l Institute of Railway Research – www.hud.ac.uk/research/researchcentres/irr/ l RSSB – www.rssb.co.uk/Pages/Main.aspx l Unipart Rail Ltd – www.unipartrail.com/ l Omnicom Engineering Ltd – omnicomengineering.co.uk/ l National Skills Academy for Railway Engineering – www.nsare.org

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Gateless gate-lines competition l FutureRailway is launching a £2 million Future Ticket Detection Competition. This intends to look at alternatives to the existing gate-line and ticket detection system in order to cope with increased passenger flows within the same floor space. Safety, security, and revenue protection will be significant factors in finding a solution to this challenge.

The competition is seeking solutions and ideas to meet this challenge, which could include: l Ticket detection systems l Revenue protection methods l Interfaces with existing systems Ideally the proposal would offer a complete solution covering people, process and technology. The initial focus will be on the most congested stations in Great Britain but solutions must be equally relevant to any station size. Any proposed new system should not reduce revenue protection, but should consider the needs of different passenger types and must be compatible with the existing national rail infrastructure (both physical and digital).

Any solution proposed has to fit In with the Department for Transport’s vision for ticketing, focused on ITSO. Proposals which cope appropriately with existing ticket types, whilst offering a migration strategy towards potential new ticketing types, would be particularly welcome.

The competition will be formally launched on 21st March and a briefing/partnership-forming event will be held on 2nd April to allow bidders to gain further information about the competition and seek partners to form a consortium.

For further information, please contact: gatelessgatelines@futurerailway.org

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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Plant & Equipment

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Pumpingconcrete to repair the Dawlish damage

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mergency repairs are being carried out to the decimated railway line in Dawlish which was destroyed in the recent storms.

Technical specialists from Professional CP (formerly Pochins), who were prevented by the dangerous weather from beginning emergency repairs as soon as they had hoped, spent a week pumping 4500 cubic metres of concrete into the precarious section of the sea defence wall to help prevent further erosion. The team used a pump to deliver concrete across distances of up to 160 metres alongside two static pumps, with work carried out 24 hours a day by four men working 12 hour shifts. Pump operators slept in their cars next to the equipment while waiting for yet another storm to abate before continuing work as soon as it was safe to do so.

The first round of storms saw around 80 metres of the coastal defences fall into the sea after being battered by huge waves, leaving a significant stretch of railway line hanging perilously in mid air and cutting off a vital train link connecting Devon and Cornwall with the rest of the country. Temporary protective shipping containers installed to prevent further damage were breached during a subsequent storm, and waves eroded the sea wall still further. zz

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Plant & Equipment

Earthworks use long-reach solutions

Essential maintenance work on a rail embankment near Chipping Sodbury is using long-reach excavators to complete a major re-profiling exercise.

Work in progress at Chipping Sodbury

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l Machines with a massive reach in excess of 25 metres are being used to remove several thousand tonnes of material and install deep counterfort drains on the rail slope.

Designers of the scheme reduced the angle of the cutting to safeguard against future land slippage, with the addition of drainage to get the water away effectively and reduce the risk of the ground failing.

The specialist machine supply is by WM Plant Hire, with longreach excavators ranging from four to 115 tonnes and a reach of over 30 metres. Using their own experienced PTS Operators, the methodology and planning has provided minimal disruption to the train operations with the works programmed under line blockages.

The sequence of excavating material at night and drainage installation during the day has proved most effective. zz

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As noise emissions are becoming an increasingly important consideration to major rail projects, either during construction or once operational, ANDY HEATHERINGTON looks at how developers are meeting these challenges

Sound advice U

Andy Heatherington has worked for IAC Acoustics for over 24 years and is currently the global technical manager for HVAC

nwavering political support for major infrastructure projects such as HS2 and Crossrail demonstrates this Government’s determination to radically overhaul Britain’s rail network. Public support has also been cited as a major reason for the huge sums of money being ploughed into these schemes, with a reduction in travel times and the delivery of up to 400,000 new jobs at the forefront of a recent publicity campaign.

However, with tens of thousands of households potentially being subjected to high levels of noise from the new lines, much work needs to be done to ensure that high speed rail lines are a help not a hindrance to small communities and villages living close to proposed routes. IAC Acoustics is providing some of the latest technology to address this issue to ensure that railways are a much quieter transport method in the future.

Noise reduction an important planning consideration Noise has already been recognised as a major issue by the Government when considering the implications of both HS2 and Crossrail on local communities, as well as by protest groups who are using the issue to galvanise opposition to the proposals. A survey conducted by the Department for Transport found that 4860 homes would experience an increase in noise levels as a result of HS2.

Noise barrier wall

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In response, the Government quickly acted by announcing it would spend approximately £215 million on noise control measures throughout the line, such as on the installation of noise barriers. This is something repeated on the Crossrail scheme where the Government pledged up to £2 million for the installation of ‘noise dimming’ on parts of the rail track after businesses and residents on the proposed route complained about noise levels.

How noise mitigation technology can help However, much more can be done. Noise abatement technology such as high performance silencers, exhaust ducting, air inlet silencers and engine compartment acoustic treatments would allow high speed railways to reduce their noise emissions even further. These engineering solutions, already installed by IAC across the world, have reduced noise levels and can help to convince those living near the proposed routes that high speed rail can be much more accommodating than it is being portrayed by its opponents.

Noise is not just a problem exclusive to overground rail transport – there are also issues with underground trains, as well as other large pieces of equipment, producing high noise emission levels. However, noise mitigation engineering is providing the solutions. IAC Acoustics recently completed a major project mitigating excessive noise caused by air extraction units running through the tunnels of the London Underground. The work focused on the Victoria line, a track where air ventilation is crucial as it never goes above ground. As the line has expanded, the air ventilation fans have had to grow in size, creating an ever-increasing level of noise. IAC addressed this problematic issue by installing a combination of heavy-duty rectangular silencers, D-duct diffuser silencers, acoustic doors and acoustic wall lining systems, leading to a considerable reduction in noise emissions.

Some opponents of HS2 and Crossrail will argue that noise mitigation is merely exchanging one sort of environmental degradation for another, citing large acoustic boards running alongside the track. However with the right noise mitigation engineering solutions, the issue of noise can be addressed in a subtle and effective way. zz

Siemens plc

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GB Railfreight

New locos to support growth

A GB Railfreight Class 66 locomotive at Felixstowe

l In order to deliver further growth, GB Railfreight has decided to strengthen its existing fleet of locomotives by the procurement of a further 13 Class 66 locomotives from Electro-Motive Diesel Inc. (EMD) and the purchase of 16 Class 92 electric locomotives from its mother company, Europorte, a subsidiary of Groupe Eurotunnel.

On top of the purchase of eight Class 66 locomotives from EMD announced in September last year, this brings the total number of additional locomotives on order for the GB Railfreight fleet to 37. The company hopes this procurement drive will double turnover over the next three years, which is currently in excess of £100 million a year. The purchase of 21 Class 66 diesel locomotives will take GB Railfreight’s current Class 66 fleet to 71. They will be delivered by Chicago-based Electro-Motive in late 2014.

The 16 Class 92 electric locomotives have been bought from Europorte, a subsidiary of GB Railfreight’s parent company, Groupe Eurotunnel. This type of locomotive was specially designed for traction through the Channel Tunnel. With European Technical Specifications for Interoperability (STI) now applying to the Channel Tunnel, these locomotives can be used on different routes, as they already are for other Class 92 owners. They are the first Class 92 locos in GBRf’s ownership and will form part of the company’s plans for future development of international traffic and electric haulage on the UK rail network.

Southeastern

Southeastern’s High Speed Javelin train arrives for testing at the Old Dalby test track

High speed project sees Southeastern train at Old Dalby l Visitors to the Old Dalby area will have noticed something unusual about the latest train to hit the test track there. The new arrival is High Speed Javelin train 395 011 ‘Katherine Grainger’, named for the Olympic rowing champion and normally operated on Southeastern routes through Kent. It arrived at the Old Dalby test track near Melton Mowbray for testing of the newly installed AC powers for the Great Western line.

In an example of rail operators working together to improve service across the UK network, the train is in the area for testing ahead of plans to introduce new Intercity Express / Super Express Trains to run on the Great Western mainline from the end of 2017. The Southeastern unit has been fitted with Breknell Willis high speed pantographs, which are similar to those to be used on the new trains.

They will also be built by Hitachi, which supplied the trains run by Southeastern on Britain’s first high speed domestic train service through Kent, launched in 2009.

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Passenger Information Systems

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A passenger information system of the future

FOCON can provide you with the technology and expertise you need to meet the high demands of modern passengers. A Real-Time Passenger Information System for you to keep your passengers well-informed and entertained during their journey

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OCON’s real-time passenger information system can be tailored to the individual needs of each operator and can be extended when desired. It is less susceptible to obsolescence, has a lifetime cost several times less than you have seen in the past decade and is easily upgradable over time at substantially lower cost. New functionalities and new devices can be added to the basic product backbone without having to replace the entire system.

Passengers demand evolution The rail industry is increasingly focused on realtime passenger information systems and other new technologies. From the passenger’s viewpoint, tomorrow´s information system will have to satisfy customer requirements for timely and accurate information regarding arrival and departure times as well as address the expectations of an increasingly younger passenger group who demands internet access and entertainment services on board.

New contracts for train operating companies are increasingly including evaluation and remuneration criteria

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based on customer satisfaction. One way to improve the customer experience/satisfaction is through radically changing the information offering to the passenger.

Effective information systems will often go unnoticed – when they work, customers take them for granted.

Ineffective information systems, however, are directly measureable on any customer satisfaction index. Poor or no information leads to disgruntled passengers.

Tomorrow’s passenger is a product of the modern age with expectations of instant access to the global data highway and with expectations of constantly evolving and improving service, in part fostered by the development of consumer electronics. To fulfil the needs of tomorrow’s passengers it is important to keep up these expectations and investigate the needs and demands of the future.

Prepare your fleet for the future When investing in rolling stock it is crucial to have the demands of the future in mind. The technology today could be outdated tomorrow, products may not comply with all the regulations and standards of the future, obsolescence is a risk and it can be expensive to be

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz continuously updating or replacing your products.

Over the past decade the rolling stock industry has changed radically. Technology development is going faster than ever; the railway technology has changed from being simple to complicated resulting in high rate of obsolete issues and gradual decay not seen in the past where products were simpler in design. Today, it is a growth in the industry, railroads have led in innovation to a degree that people don´t realize; new technology is released every day and it is difficult to keep up if you are not open to it.

The latest financial crisis brought focus on smart and effective investments where the key point is not only the initial cost but also the lifetime cost of an investment.

It is easy to spend considerably more than the initial investment’s value, and it is therefore wise to examine the estimated lifetime cost before committing to a purchase.

New legislation and standardization can change making it difficult for all products to comply with. Complying with ongoing changing legislations and standards like accessibility for persons with reduced mobility (in Europe referred to as TSI-PRM) or new standards within safety regulations, e.g. SIL (Safety Integrity Level), demands not only adapting products but also comprehensive testing and documentation of compliance.

These are the key factors when designing a passenger information system; by keeping them in mind, you will have a product that complies with all the required standards and regulations of the future, has low lifetime cost and comes with technology that meets the demands of the future.

FOCON’s solution for the future FOCON is preparing for the changed world that is approaching by keeping customers, train operators, train consultancy companies, service providers and passengers in the loop when designing our passenger information system and keeping close eye on the needs and demands of the future.

The result is a market leading platform, called IMAGINE,

customizable but yet built on proven modules, which offers an optimum and effective solution today and also in the future, as the system can be adapted to changing needs.

The platform is scalable from a basic core solution, for example basic passenger announcement functions, to a high level solution to suit needs including a broad range of optional features as added communication features – RIS/TIS (travel information system), infotainment with real-time update and CCTV. On the same core platform FOCON covers solutions from LRV (Light Rail Vehicles) to regional and mainline, as well as metros to high speed and very high speed solutions.

FOCON is today a market leading solution provider and our core capabilities are integrated solutions consisting of total project management, software programming and software-friendly hardware. The newest platform is IP based and includes numerous solutions designed to meet the requirements of the railway industry.

The benefits for investors FOCON is not only focusing on the initial cost but also taking total lifetime cost into consideration when building the passenger information platform and it is now easier to update than ever before. The platform complies with all standards and regulations of the industry and, as required from our customers, FOCON is an IRIS-certified company which guarantees products of proven quality and creates a win-win situation for all stakeholders.

The IMAGINE platform is not a stand-alone solution; it is effectively supported by a strong, customizable aftersales concept called InMotion, giving optimum up-time and lifetime cost by maximizing availability of spares, service and proven products with high reliability.

FOCON is a supplier who will be there in the long run for its customers across the entire supply chain. From OEM, to maintenance companies, operators and local authorities, FOCON will approach your business as we approach our own. We understand what is important and we can provide reliable guidance and products to ensure that the choices you make are the right ones for today and most important – for tomorrow. zz

More information is to be found on FOCON’s website www.focon.com or by contacting FOCON directly.

Contact information is available on the company website

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ANGEL TRAINS

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Aclass of its own By refurbishing existing assets, train leasing firm Angel Trains provides significant advantages to train operating companies and passengers alike

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reated in 1994 as one of three rolling stock companies (ROSCOs) in preparation for the rail industry’s privatisation, Angel Trains today is one of Britain’s leading train leasing firms. Unique in its leasing of rolling stock to all 19 franchised operators and open access operators in the UK, the firm today acts as a conduit for private investment in the UK rail industry. Speaking to Railway Strategies magazine, Chief Operating Officer Kevin Tribley begins: “The company was acquired by a consortium of pension fund and infrastructure fund investors from Australia, Canada, Luxembourg and the UK in 2008.”

He continues: “We have invested £3.4 billion in new rolling stock and refurbishment programmes since 1994 and are one of the largest private investors in the industry, owning and maintaining over 4500 rail vehicles and represent approximately 36 per cent of the UK’s rail rolling stock. Our fleet includes high-speed passenger trains, regional and commuter passenger multiple units and freight locomotives.”

Employing approximately 120 professional, technical and support staff at its headquarters in Victoria, London, as well its second office in Derby, Angel Trains

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The Class 350/4 Desiro EMU (Electric Multiple Unit) at its launch event in Preston in December 2013

is committed to the continuous acquisition of new rolling stock and the long-term asset stewardship of its impressive fleet throughout its complete life cycle. “We have assets in all stages of the product lifecycle and the protection of our long-term profitability lies not only in our commercial strategy, but in our structured approach to the stewardship of our rolling stock from cradle to grave,” says Tribley. By ensuring the asset’s value is optimised throughout its lifecycle, the company protects the asset during operations and provides added value to passengers via the provision of a safe, reliable and efficient mode of transport.

Passionate about the financing and delivery of high quality, modern assets to its customers and with a significant number of its 4500 rail vehicles due for rerelease over the next five years, Angel Trains has been keen to demonstrate the benefits of vehicles remaining in continued service operation (CSO) over the next franchise term. Looking for an opportunity to show the market the benefits of investing in existing stock, the company initiated a trial on the Class 317 Stansted fleet when it was returned by Abellio in 2012.

Unveiled in November 2013 at an event held at Bombardier Transportation’s depot in Ilford, London, the Class 317 pre-series vehicle was part of a £7 million refurbishment project between Angel Trains, Bombardier Transportation and Abellio Greater Anglia. Discussing the project further, Tribley explains: “The project included

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz a complete interior redesign to increase capacity and ensure PRM (persons of reduced mobility) compliance and significant engineering work on the doors to increase the ease of maintenance. A major re-tractioning project was also undertaken to move the train from a DC to an AC power unit, which now enables the train to make use of regenerative braking and benefit from faster acceleration as well as significantly reduce power consumption and operational costs. These developments mean the re-engineered vehicle will be able to attain a new train performance with lower operational costs in comparison to original Class 317 units, all without having to build a new train.”

Modernised for use on newly electrified rail networks, the re-tractioning project and additional regenerative braking offers five key benefits: improved acceleration, reduced maintenance, greater reliability, reduced environmental impact and lower costs. “Enhanced performance will provide faster journey times on both existing and newly electrified lines, while AC traction motors remove the need for brush changes so the time between maintenance overhauls can be significantly increased. Another clear advantage is reduced environmental impact, both from the Class 317 using up to 40 per cent less power during optimal conditions and not having to build carriages from scratch, which requires new resources and large amounts of energy,” explains Tribley.

Working with Bombardier Transportation and Abellio Greater Anglia on this major project was an easy choice to make for Angel Trains, as both firms have experience of working with the fleet. “Bombardier has a long association with our Class 317 fleet, having performed the heavy maintenance on it for many years, while Abellio Greater Anglia is already operating a large fleet of Class 317 in its franchise. We are very proud of the work that our team carried out alongside our partners.

As operators increasingly look to reduce operational costs, increase the passenger capacity on their franchise and offer passengers a more comfortable experience, the Class 317 re-engineering project satisfies these demands at approximately half the price of a new train,” says Tribley. With trials commencing in March 2014, the Class 317 unit is currently undergoing approval testing on Network Rail infrastructure and is performing in line with expectations.

Having delivered a highly successful refurbishment project, Angel Trains will continue to prepare its portfolio of fleets for re-leasing by developing options that will extend service life into the 2020s. “Our staff have delivered some excellent work during 2013 and we will look to continue that through 2014 and beyond.

Angel Trains has around 90 per cent of its portfolio to be re-leased as part of the extensive DfT re-franchising timetable over the coming years and we are committed to providing our current and future customers, and ultimately passengers, with cost-effective rolling stock

Above: The refurbished interior of the re-engineered Class 317 Unit before its launch in November 2013 Left: The Class 350/4 Desiro EMU (Electric Multiple Unit) on its maiden voyage between Preston and Manchester in December 2013 Below: The re-engineered Class 317 Unit’s new AC traction which enables the train to make use of regenerative braking and benefit from faster acceleration, saving power consumption and operating costs

solutions. We will also focus on the upgrade and enhancement of many of the existing fleets to provide modern, reliable and lower operating cost options to reflect the increasing demands of passengers and rail vehicle accessibility regulations. We would like to think we know the market and the commercial realities which our customers operate in, we understand the rail industry, and most importantly we have a proven track record of delivery,” says Tribley.

Acutely aware that the UK rail industry is reliant on a small number of suppliers, Angel Trains is collaborating with the supply chain in preparation for a significant increase in projects over the next three to five years.

“Angel Trains is open for business and is committed to adding new assets to its portfolio as opportunities arise to finance new trains. Ultimately our three core elements of focus are meeting the needs of our customers, preparing our fleets for re-leasing and actively bidding for new-build rolling stock opportunities to expand our fleet,” concludes Tribley. zz

www.angeltrains.co.uk

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Percy Lane Products

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The engineering route For over 80 years Percy Lane Products (PLP) has provided trusted window, door and fabrication solutions across the transport sector

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he company was founded in June 1932 by Captain Percy Lane as a producer of windows, windscreens and louvres for all classes of mechanically powered vehicles and caravans.

The Lane family remained involved with the business until the 1980s, when it became part of the Planet and Heywood Williams Groups before re-entering private ownership in 2001. The current management team of PLP has been in place for over 12 years and today the company continues to serve a number of sectors throughout the transportation market including, bus and coach, automotive, off-road and marine applications as well as its firm base within rail. Recently, PLP has also taken the decision to expand into the aerospace market, with initial supplies under delivery to what promises to be an exciting new customer base.

Previous and existing customers include all of the major rail car manufacturers throughout its years of operation as well as spares distributors and refurbishment companies. Similarly, PLP is proud to be associated with several blue-chip companies across all of the sectors in which it is active. Its principal products are aluminium windows, doors and general fabrications

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz throughout the transport sector and products within the railway sector generally include bodyside windows, cab glazing (including opening windows and windscreen frames), detrainment devices, flooring, internal doors and partitions, gangway frames and sliding door gear.

As it has grown throughout its 80 years of development PLP has established a number of defining factors that allow it to maintain a competitive edge. As well as several decades of experience PLP approaches all of its clients with a ‘can-do’ attitude and an innovative approach to product development. A key advantage of PLP is that it is able to deliver bespoke engineering solutions in a turnkey fashion, with in-house design and manufacturing facilities. The development of new and custom solutions is sped by a large product portfolio that can be adapted to meet the requirements of new applications.

Percy Lane Products maintains a full and comprehensive range of production and design facilities that allows it to deliver solutions in both low and high volumes as required. It is able to design bespoke solutions using CAD design software in both 2D and 3D before commencing production in its large, modern manufacturing facility. Latest machinery includes CNC

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CALL NOW 0121 327 2249 Fast, Reliable, Cost-Effective Welding Equipment Service

Welding Machine Sales Welding Equipment Hire Repairs & Service Gas Equipment

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zzzzzzzzzzzzzzzzzzzz four and five axis machining centres that are capable of machining aluminium extrusions up to 12.5 metres long and polycarbonate sheet, as well as a CNC bending centre able to provide multiple radii per rail and curvature and CNC router. PLP also employs fully coded welders, which are complimented by further assembly and production solutions for sheet metal using turretpunch, breakpress and guillotine cutting. Furthermore, it is able to carry out an array of bonding techniques including the bonding of aluminium to aluminium, glass and synthetic rubber.

In addition to its dedicated fabrication capabilities PLP is also host to a full range of finishing technologies, which include a powder coating plant, modern extraction booths and a wet spray climate controlled oven to ensure optimal conditions for an effective and even covering.

The company is also capable of glass filming meaning that whatever the application, PLP has it covered. All of its designs and products are tested to ensure the highest quality with testing facilities including water ingress,

SUPPLIERS OF FELT, FOAM, SPONGE AND ADHESIVE TAPE PRODUCTS TO OEM Rail manufacturing companies and rail conservation worldwide.

Proud to support Percy Lane Products Veker are a British manufacturer of solid and sponge rubber extrusions and gaskets whose comprehensive range of polymers meet UK and international design standards. If you need quality extrusions, check Veker for fast delivery at competitive prices.

Window Felts, Felt Gaskets, Sound deadening felt, Sponge strip and seals, Sponge Insulation products

Veker Extrusions & Gaskets Limited Shaftmoor Industrial Estate | Hall Green | Birmingham | B28 8SP T F

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0121 777 5000 0121 777 5015

W www.vekex.com E enquiries@vekex.com

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British Felt 5 Fingle Drive, Stonebridge, Milton Keynes, Buckinghamshire , MK13 0AT

Tel: 044 (0) 1908 320329 Fax: 044 (0) 1908 226599 Email: sales@britishfelt.co.uk

zzzzzzzzzzzzzzzzz pneumatic control and impact rigs. The company holds quality approval standards including ISO9001:2008 and IRIS Rev 02, specific to the Rail sector, to provide full product confidence as well as ISO14001 to manage a safe and environmentally conscious workplace.

Predominantly associated to the design and manufacture of railway bodyside windows, for which the company holds a number of patents, PLP has been quick to react to recent specification changes so as to provide compliant solutions to UK Railway Group standard GM/RT2100 Issue 5. As sales director John Whetton elaborates: “PLP was the first company to prove a number of window designs conforming to GM/RT2100 and has a suite of impact test equipment on site to enable type testing. Furthermore significant development commissions have aided the industry in determining the compliance level of historical window products versus GM/RT2100.”

As well as this important development for bodyside windows, PLP has worked tirelessly in recent years to develop new solutions including detrainment devices and flooring. These generic solutions are then adapted to meet the requirements of specific customer requirements and applications. This also applies to developments in other markets outside of the rail sector including frames for antiballistic applications, cassette pneumatic powered doors,

Percy Lane Products

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window systems for Euro 6 compliant buses and aerospace windscreen frames.

The design team at PLP consists of seven design engineers and four toolroom operatives as well as eight apprentice employees to enable the company to continue to provide turnkey design solutions well into the future. Commenting on the capability of the team, John says: “We worked on a flooring project that took less than nine months to go from initial invitation to participate in the project to first serial production supply.

This incorporated activities such as concept drawings, mock up, final design, validation, type testing, tooling and manufacturing cell creation to support peak volume demand. This was a magnificent achievement from all involved including the customer and PLP suppliers.”

With such a strong development base and core of engineers the future is set to be a smooth journey for PLP as John concludes: “The future is exciting with new builds and refurbishment contracts giving the potential to supply historical and new products. The relationships with major spares providers also remain strong as we strive to support trains in service. Certainly the management team believes that there is significant opportunity for the business to grow over the coming years.” zz

RUBBER EXTRUSIONS

GASKETS

FOAM CONVERSION

SJG INTERNATIONAL LTD MANUFACTURER RUBBER EXTRUSIONS AND GASKETS AND ARE ALSO ONE OF THE UK’S LEADING FOAM CONVERTORS.

SJG INTERNATIONAL LTD UNIT 6/12 TYTHING ROAD, ARDEN FOREST INDUSTRIAL ESTATE, ALCESTER, B49 6ES

WE SERVICE A WIDE RANGE OF SECTORS SUCH AS MARINE, DEFENCE AND CONSTRUCTION AND CURRENTLY HAVE A PARTICULAR FOCUS ON THE RAILWAY INDUSTRY.

Tel: 01789 763721 Fax: 01789 764070 Email: sales@sjginternational.com Quote ref: RSMAR14

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Nusteel Structures

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Lenham Station Footbridge

Bridgetothefuture Celebrating its 40th anniversary this year, Nusteel Structures is the principle rail bridge constructor in the UK

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stablished in 1954 Nusteel Structures Limited is today one of the leading suppliers of steel bridges and gantries to the UK construction industry. The organisation prides itself on providing a first class service to clients, and all of its work is designed in line with current European Standards and fabricated to strict quality control procedures, in modern purpose-built workshops in Kent, in the UK. From this site the company fabricates and installs bridge structures ranging from five metres to over 100 metres, in a variety of designs. Since the company was founded it has supplied over 900 portal and 400 cantilever gantry structures across the UK. The company’s experience in footbridges began in 1967 when it fabricated its very first one for the London Borough of Haringey. Since that time it has designed, manufactured, shot blasted, welded, painted and installed

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thousands of bridges over roads, rivers and railways across England, Scotland, Wales and Northern Ireland.

Its expertise has expanded and it can now create a range of different products including AFA bridges, bow arches, cable stays, Vierendeel bridges and warren truss bridges.

Another area is Rail Bridges, and in this section Nusteel has designed a variety of solutions to comply with the Strategic Rail Authority’s (including London Underground’s) requirements, and additionally the company is Network Rail Link up approved, so it often works directly for Network Rail.

Although they can vary in style, due to safety and DDA considerations, bridges over rail facilities include antivandal and anti-access measures such as solid cladding and mesh canopies, and therefore have their own set of challenges for Nusteel to address. The usual approach is to design a bridge from a suite of standard Network

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Jotun Jotun is one of the world’s leading manufacturers of coatings. Jotun has 71 companies and 36 production facilities globally. Jotun products are available in over 90 countries. Founded in Norway in 1926 on four core values to which it still lives by today, Care, Loyalty, Respect and Boldness. Its core values mean it builds enduring relationships with customers, and to best serve the UK market Jotun has manufactured highest quality products in Flixborough since 1989.

Rail designs, and Nusteel can undertake every stage of bridge construction and installation on the railway, in order to ensure a smooth process and on time delivery for the project.

The company has worked with Network Rail on countless schemes, but most recently the first of the three Anglia Project bridges was installed at Mansers Lane. This 14-metre LM span with canopy and anti-climb measures, together with two staircases was installed during a full rail possession. The two other bridges on the project (Kennett and Shaw Crescent) are to follow in spring 2014.

Previous projects include Reedham Station, North Bromley Station and Bedfont Road. This latter contract involved a 36.5 metre Bow Vierendeel Footbridge, with fully enclosed span, welded steel six mm panels to a height of 1.5 metres and galvanised and powder coated mesh panelling to the full height of the span. The central 22 metres also featured a roof canopy composed of the same mesh, creating a very striking end result.

Although Nusteel’s pedigree in the manufacture of footbridges is impressive, this is not the only string to the company’s bow. It also has been manufacturing and installing gantries since the 1970s and has produced many of the structures currently being utilised over both road and rail. The range of gantries available includes cantilever

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Nusteel Structures

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Co-op Footbridge

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signs, full access portals, non-access portals, and VMS signs.

In December 2013 the company installed five gantries on the M25 together with several MS3 cantilevers and three gantries on the Birmingham Box. It was also busy installing three rail bridges for Network Rail. Two of the three bridges at North Bromley Station, London and Reedham Station, Surrey, were installed on the same night with Kingswood Station, Surrey following a week later.

As we go further into 2014, the first two months have already proven to be busy in the gantry area for the company, as in January it continued its work on the M25 and Birmingham Box projects with the installation of several refurbished gantries, as well as several new gantries and steelwork to structures installed before Christmas.

Alongside footbridges and gantries, Nusteel can also put its skills into practice on other projects. Over the years it has fabricated and installed everything from road beams to pipe bridges, airport link bridges to enclosing concrete bridges with mesh canopies and even the heavy lifting gantry cranes used to build the Swale Bypass. Its efforts can be found on highly presitigous and well-known sites,

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz such as the London Eye, Gatwick and Stansted airports and the Ricoh Stadium.

Since being founded in 1954 by Robert Benson, Nusteel has grown from a small business into one of the leading fabricators within the infrastructure industry. It has earned a list of highly respected industry accreditations including ISO 9001 and EN 1090 (enabling CE marking), National Highways Sector Scheme 20 – Execution of Steelwork, National Highways Sector Scheme 19A – Corrosion Protection of Ferrous Metals by Industrial Coatings, and is Preloaded Bolting Certificated, including Level 3 Bolting Co-Ordinators. It is also a member of the

Protective Coatings Solutions International Paint work with Nusteel and other major Network Rail sub-contractors to successfully provide protective treatment solutions to high profile and significant projects throughout the UK, both in new build and maintenance situations.

The full range of approved products and systems allows International Paint to provide corrosion and aesthetic protection to all structural steelwork assets including bridges, gantries, lighting columns and station structural steelwork.

Recent projects include Crossrail and London Underground regeneration scheme.

Loughborough Station Footbridge BCSA, the British Safety Council, the Institute of Corrosion and the RQSC and is approved by Building Confidence, Builders Profile, ConstructionLine and Exor. Its dedication to working to only the highest standards of quality throughout its operations has established its leading place at the forefront of the market and it is looking forward to continuing its success for 40 more years and beyond zz

www.nusteelstructures.com

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Infrarail 2014 Final preparations are now being made for Infrarail 2014, which takes place at Earls Court in London from 20 to 22 May

Features in the exhibition hall will include The Track, sponsored by Tata Steel to showcase track-mounted equipment and products, and The Yard, a display area for larger vehicles. And the Recruitment Wall will enable visitors to search exhibitor vacancies live as they explore their next career move. More details plus an up-to-date list of all exhibitors can be found on the show website www.infrarail.com The role of Infrarail in showcasing the latest the supply industry has to offer is underlined by its strong endorsement by the industry. Organisations supporting this year’s event include Network Rail, the Railway Industry Association, the Rail Alliance networking association, with its own members’ display area at the show, the Rail Plant Association, the Institution of Railway Signal Engineers, the Permanent Way Institution and the Institution of Mechanical Engineers, as well as many other key industry bodies.

The Civil Infrastructure & Technology Exhibition

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his will be the tenth edition of these popular Infrarail shows focusing on technologies, products and services for railway infrastructure, and it will follow a format familiar to anyone who has visited previous events.

The previous Infrarail in 2012 attracted more than 4500 managers, engineers and buyers, all keen to learn about the technologies and possible partnerships that will help guarantee the safe, efficient and cost-effective operation of railway networks.

Keynote speeches & seminars

The exhibition

For visitors and exhibitors, a key feature of Infrarail is its busy programme of supporting activities intended

By early March, more than 180 companies had confirmed their participation in the exhibition, covering every sector of the market and promising to present much that is new. On display this year will be innovative products for signalling and train control, track construction and maintenance, electrification projects, station facilities and security systems. Also present will be suppliers of products and services for civil works, worksite safety, site access, cable products and systems and lighting, plus specialised consultancy, recruitment and occupational health services.

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This year Mack Brooks Exhibitions is organising a new event which will be co-located with Infrarail in the main hall at Earls Court. The Civil Infrastructure & Technology Exhibition (CITE) 2014 will share much common ground with the rail show by featuring equipment, products and services needed for constructing and maintaining vital infrastructure such as roads, ports, utilities and communications networks. The move has been widely welcomed by firms taking part in both exhibitions and Infrarail visitors will be able to move freely between the two.

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zzzzzzzzzzzzzzzzzzzzzzzz to enhance the value of time spent at the show. Each day will see a keynote speech delivered by a leading figure shaping the rail industry. This year’s speakers are Minister of State for Transport Baroness Kramer, Network Rail’s Managing Director Infrastructure Projects Simon Kirby, shortly before his new assignment with HS2, and the Director General Rail Group at the Department for Transport, Clare Moriarty.

Also running through the event is a series of industry seminars by managers from leading organisations specifying or implementing major UK rail infrastructure schemes, featuring senior figures from Amey, Balfour Beatty Rail, Siemens Rail Automation and Transport for London. Other speakers will cover innovations in technology by firms exhibiting at the show.

Project updates & forums Valuable insights into the latest status of some of the country’s biggest rail infrastructure programmes will be provided by a programme of Project Updates comprising presentations by managers from Network Rail, Transport for London and HS2 Ltd. And daily interactive discussion forums will take place at The Platform, tackling topical industry themes. All these features are open to everyone

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attending the show, free of charge. Full programme details can be found on the Infrarail website www. infrarail.com.

Reception & awards dinner The need for people to get together at the show to develop business contacts is also recognised. There will be a welcome at a Networking Reception with drinks and canapés on the show’s opening day, while the following evening’s Infrarail Awards dinner will mark significant achievements by exhibiting companies. zz

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The 10th international railway infrastructure exhibition Essential information The following information is reproduced from www.infrarail.com and www. eco.co.uk for the convenience of potential visitors to the event.

Opening hours Tuesday 20th May 2014 Wednesday 21st May 2014 Thursday 22nd May 2014

10:00 – 17:00 10:00 – 17:00 10:00 – 16:00

Register to visit Advance online registration is free of charge and closes at midnight on Monday 19th May 2014. On-site registration will be available at a cost of £20.

Venue Infrarail 2014 will take place at Earls Court Two, Warwick Road, London SW5 9TA. Centrally located in the capital, with excellent public transport links, the venue is well placed to draw visitors from the country’s principal rail transport undertakings and decision-making bodies.

Earls Court Two offers high levels of on-site facilities for exhibitors, including provision for displaying large items of equipment. Off-site, the venue is served by the best in accommodation, eating and entertainment that London has to offer.

More information, including a location map, may be found at: www.eco.co.uk .

Getting to Earls Court Two (see http://www.infrarail.com/travel/)

By Rail London Overground and Southern trains run direct services to West Brompton station.

Direct services run from Clapham Junction, Gatwick Airport, East Croydon, Watford Junction, Willesden Junction and Stratford. Please note: Visitors arriving from Gatwick Airport will need to change at Clapham Junction or East Croydon.

The entrance to the venue is directly opposite the exit at West Brompton station. For services and timetables please contact National Rail enquiries at: www.nationalrail.co.uk or call 08457 48 49 50.

To buy rail tickets, go to www.thetrainline.com/buytickets.

If arriving on Eurostar at St. Pancras International station, take the Piccadilly line from King’s Cross St. Pancras to Earl’s Court.

By Underground Earl’s Court Exhibition Centre is a short walk from either Earl’s Court or West Brompton Underground stations.

Earl’s Court (District and Piccadilly lines) From Earl’s Court station, exit through the Warwick Road exit and walk down the left-hand side of the building.

West Brompton (District line) From West Brompton station, the venue is directly opposite the station exit.

Walk to the left-hand side.

For a map of the Underground, go to www.tfl.gov.uk

By Road l From M1/A1/M11/A10 take the A406 westbound to A4. Continue on A4 over Hammersmith Flyover until A4 becomes West Cromwell Road and follow the signs. l From M4/A4 follow directions as above. l From A3/M3 follow signs for central London, take Wandsworth or Putney Bridges.

From Wandsworth Bridge, turn left onto New Kings Road, turn right onto

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Fulham High Street, which becomes Fulham Palace Road, turn right onto Lillie Road and follow signs. l From Putney Bridge, turn left onto Fulham Palace Road and follow directions as above. l From M2/M20/A2 follow signs to central London, take Blackfriars, London, Waterloo, Vauxhall, Southwark, Chelsea or Battersea Bridges, turn left along Embankment and follow signs. l From A12/A13 follow signs for central London towards Tower or London Bridge. Do not cross the river, instead continue along Embankment and follow signs.

Congestion Charging Zone Please be aware that whilst Earl’s Court is not situated within the charging zone, the venues are now on the edge of the zone and customers are advised to take care when navigating through the surrounding roads.

Car Parking You can pre-book your car parking at Earl’s court via the Earls Court website: (www.eco.co.uk/p/earls-court-parking/220).

By Air Earls Court can be reached easily from all four London airports. Heathrow, Gatwick, Stansted and City Airport are all connected to the venues by Underground and mainline rail services.

From Heathrow Airport Take the Piccadilly line to Earl’s Court. Alternatively take the Heathrow Express to Paddington and change onto the District line towards Earl’s Court. www.baa.com/heathrow From Gatwick Airport You can take the Gatwick Express to Victoria and change onto the District line to Earl’s Court.

Alternatively train services run to Clapham Junction where you can change onto a direct train to West Brompton. www.baa.com/gatwick From Stansted Airport You can take the Stansted Express to Liverpool Street and either take the Central line to Holborn and change onto the Piccadilly line to Earls Court, or the Circle line to Edgware Road and change onto the District line to Earls Court. www.baa.com/stansted From City Airport Take the Docklands Light Railway from City Airport to Canning Town.

Change onto the Jubilee line to Westminster. At Westminster, change onto the District line to Earl’s Court. www.londoncityairport.com Accommodation In partnership with The Hotel & Conference Company Mack Brooks has negotiated special rates at local hotels for exhibitors and visitors to Infrarail 2014.

For more information and to book please visit: www.infrarail.com/_downloads/pdf/Infrarail_2014_Hotel_Rates.pdf Please note that the Chelsea Flower Show is being held at the same time as Infrarail, so book early to avoid disappointment.

For more information please contact the event organisers: Mack Brooks Tel: 01727 814 400 Email: railtex@mackbrooks.co.uk Web: www.railtex.co.uk

Anderton Concrete Products Ltd

Stepoc wall – Flood Alleviation Scheme at Chelmer Village, Chelmsford

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nderton Concrete Products Ltd is one of the UK’s leading companies in the manufacture and supply of pre-cast concrete products. With over 50 years’ experience and an unrivalled reputation for providing quality products, excellent customer service and deliverability it is highly respected in the construction and railway industries.

Fully supported by an experienced sales and technical team, Anderton has full Network Rail Approval status and Link-up accreditation and has successfully supplied many prestigious schemes, including Crossrail, Thameslink and the West Coast Main Line Upgrade.

Following on from the success of achieving ISO 9001:2008 certification for its Quality Management System, Anderton Concrete has now achieved ISO 14001:2004 certification for the Environmental Management System at its Northwich site. These accreditations reinforce Anderton’s policy of continuous improvement throughout all aspects of the business and demonstrate the commitment and responsibility it has undertaken towards achieving industry best practice.

Anderton Concrete manufactures a variety of products for the rail industry which are designed to comply with Network Rail standards, including the C1 range of troughing products (Certificate No. PA05/00318), which incorporates Straights, Tee pieces, Transitions and Curves.

The latest addition to the range is the revolutionary Anderlite Lightweight Troughing System (Certificate No. PA05/05810). Anderlite is up to 50% cheaper than alternative lightweight systems and has an identical product profile to the traditional product, thus a transition from system to system is seamless. The system reduces the risk of manual handling with a reduction in weight versus standard concrete of up to 30%. This reduction in weight also offers transport savings of up to 20%, lessening the carbon footprint for all industry partners.

The troughing portfolio is supplemented by the widest range of complimentary precast products available to the UK rail market. This range includes Platform Copings, Oversailing Blocks, Drainage Catchpits, Signal Bases, Point Rod Rollers and many other ancillary products, all used extensively throughout the rail infrastructure. Furthermore, the company has recently announced that it will be launching two pioneering route security systems later this year: Ander-Clip

Keystone wall at Surrey Canal Road, East London Line

Anderlite troughing system

(GNGE): C/1 Troughing – GN/GE project, upgrade of the existing joint line between Doncaster and Peterborough

and Ander-Fin are designed to prevent the unauthorised removal of trough lids, thus safeguarding all standard power and telecommunication systems.

Also available from Anderton Concrete is a range of dry laid retaining wall and soil reinforcement solutions that are proven in use on applications the length and breadth of the UK. CPD seminars are offered by the experienced Civils team and offer a valuable insight in to some of the most innovative products in the construction industry (presented at your offices).

Stepoc is a direct alternative to shuttered concrete. The system combines the ease of blockwork with the versatility of in-situ concrete, and yet is faster to apply than both, making it an ideal component for retaining walls, flood alleviation schemes, laterally-loaded panels, lift shafts and platform edges.

For larger structures that require more aesthetic impact, Keystone is a system of modular retaining wall units that can be used in conjunction with a geogrid to provide tall walls or to accommodate high surcharges. A great choice for railside, roadside and bridge locations, the system has the British Board of Agrément approval for Roads and Bridges (Certificate No. 04/R137) and is available with a comprehensive design support programme.

Slope-loc is used for similar applications to Keystone as it can also incorporate geogrid. This unique alternative to vertical retaining walls offers a sloped face finish which is ideal for railway embankments. zz

Anderton Concrete will be exhibiting at Infrarail 2014.

If you are attending the exhibition why not visit their

stand, C31

to find out more.

Alternatively visit: www.ander tonconcrete.co.uk or call 01606 79436 to speak to the sales team.

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Depots & Maintenance

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Bogie drops for Thameslink l Sheffield manufacturer, Mechan, is enjoying a boost in sales after securing work worth more than one million pounds from Thameslink. The depot maintenance equipment specialist will be providing four bogie drops to two new facilities being constructed as part of this historic upgrade to London’s transport network.

Commissioned by Siemens Rail Systems UK, the first two bogie drops are under construction and will be installed by Mechan at the Hornsey depot in April 2014. Based in the London Borough of Haringey, this three-road, 12-car maintenance facility will sit alongside the east coast mainline and is set to be completed in 2016.

A further two bogie drops will be delivered to Crawley’s Three Bridges depot in September. This entirely new facility is larger than its counterpart in Haringey, containing five roads, split across two sites on either side of the London to Brighton mainline.

In both locations, the bogie drops will be used to service the new Desiro City trains, entering service early in 2016. Mechan’s equipment is installed in a pit within the depot floor, enabling bogies and undercar modules to be removed or exchanged without lifting or splitting the carriages.

Scotland’s largest railway maintenance firm l North South Communication, based in Kirkcaldy, Fife, has moved to new premises and secured new contracts. It will now maintain a mechanical and electrical contract which covers all train stations and depots for ScotRail, taking on 25 new members of staff to cope with the increase in demand. North South Communications is the largest railway maintenance provider in Scotland and, despite being founded only in 2010, it provides 130 stations with CCTV, 349 stations with customer information screens and 101 platforms with ticket vending machine maintenance.

Keeping the trains running on time l A new fleet of Yale lift trucks is helping to keep Alstom’s time-critical train servicing and repair operations running smoothly. Alstom undertakes regular train servicing and repair across numerous sites in the UK including Oxley (near Wolverhampton), Chester, Glasgow, Wembley, Liverpool and Manchester, backed up by a central warehouse at Preston. Its customers include the likes of Virgin Trains, for whom it carries out servicing and repairs at Wolverhampton and Manchester, as well as Northern Rail and Arriva, whose trains are serviced at Manchester and Chester respectively.

Rolling stock arriving for regular servicing at these sites often needs to be processed on very tight schedules – Virgin Pendolino trains being serviced at Oxley, for instance, must be turned around within a week. Such servicing incorporates all manner of engineering work to both locomotives and passenger wagons, including the regular removal and replacement of large heating, ventilation and air conditioning (HVAC) units that sit on top of each passenger car and the removal and refurbishment of entire wheel bogies.

Helping to support this extremely time-critical, service-led operation is a fleet of reach trucks and counterbalanced forklifts from Yale.

They include MR14 reach trucks at the Preston warehouse, which work in narrow aisles to lift heights of around 6.5m, and a variety of gas, electric and diesel-powered counterbalanced trucks, used at the various locations to load and unload goods vehicles and move components in and out of on-site stores.

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telent engineers are boldly NOT going where telent engineers have been before…

F

rom their Network Operations Centre in East

often be talked through a fix by telephone or Skype, with the

London, telent engineers are managing a growing

service desk interfacing directly with their systems, in order to

number of station systems without even stepping

show them what to do.

outside the office. telent’s remote management capability is unique.

“If an engineer does need to attend, an accurate online diagnosis up-front means they can do so fully briefed and

By using the latest networking tools and their own in-house

equipped to deal with the problem, resulting in a solution in a

system design capability they are able to integrate with

single visit.

customers’ legacy and cutting edge systems to monitor, fix and even predict problems.

Reg Cook, Director – Asset Management, explains how telent’s remote management services are providing service

“Prevention is better than cure and the Network Operations Centre also monitors the condition of assets to predict and prevent failures and improve planned maintenance processes.

By monitoring parameters such as fan speed and temperature

improvements and cost savings for rail customers and ultimately

we get an early warning of failure and can take proactive action.

improving the experience of the travelling public:

On some contracts we’re seeing a reduction in customer

“On some systems we’re now able to carry out 40% of repairs

reported faults of as much as 30%. This service has recently

remotely and fix times have been reduced radically – average

been extended to lifts and escalators.

remote fix times are currently less than 20 minutes. Any service

“The overall cost savings and service improvements associated

disruption which might have occurred waiting for an engineer to

with the ability to predict and prevent faults, along with

attend is minimised.

reductions in fix times and site visits, are transforming the way

“If a fix cannot be performed online, customers or field staff can

maintenance contracts will be structured in future.”

www.railwaystrategies.co.uk

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Depots & Maintenance

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Best practice in bearing lubrication MALCOLM WATSON and TONY SYNNOTT discuss the grease versus oil debate, and how to achieve best practice in lubricant replenishment and replacement

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ubrication of industrial bearings is an essential tool for minimising friction and reducing wear that could cause premature failure, by preventing direct metallic contact between the bearing’s rings, rolling elements and cage. An appropriate lubrication regime will also prevent foreign material from entering the bearing while guarding against corrosion or rusting.

Any discussion of lubrication inevitably leads to a comparison between oil and grease lubricants, and a discussion of the pros and cons of each type. The right method of lubrication must be selected to match the application conditions and purpose to gain the best performance from the bearing, so selection of either will depend on the temperature of the operating conditions, and the speed of the process.

Oil lubrication There are several different types of oil lubrication methods – oil bath, drip feed, splash, circulating, jet, oil mist and oil air.

Oil lubrication is generally suited to higher speed and higher temperature applications and has a number of benefits. Its fluidity is good, lubricant replacement is easy, and removal of foreign material is also an easier process than with grease lubrication. It has a high limiting speed, and heat transfer is easily possible using the process of forced oil circulation.

However, oil can be prone to leaking unless measures are taken to effectively prevent it. Careful storage and sealing are also required.

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It is essential to use a lubricating oil which has suitable viscosity at the bearing operating temperature. An oil with low viscosity is used for high speed applications, while an oil with high viscosity is used for applications with heavy loads.

In operating conditions where temperatures are substantial, using a high viscosity lubrication oil is recommended. Viscosity of lubricating oil inevitably decreases at higher temperatures (see Fig. 1) so the exact operating temperature should be established when selecting a lubricant. Lubricants for radial ball bearings and cylindrical roller bearings should have a viscosity of at least 13mm²/ s at the actual operating temperature, while tapered roller bearings and spherical roller bearings should

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz be lubricated with an oil of 20mm²/ s viscosity or more.

This figure rises to a minimum of 32mm²/ s at operating temperature for spherical thrust bearings.

Grease lubrication Greases are made from a base oil, a thickener and a selection of additives. As a lubricant, grease has a number of advantages. Simple to store and seal, it is the best choice when the bearing is operating under normal speed and temperatures. Grease also does not tend to leak, so operating areas are seldom contaminated.

However, the cooling effects of grease and fluidity are poor compared to oil. Replacing a grease completely is also sometimes difficult, and the removal of debris particles from grease is impossible. It also deteriorates over time, so regular replenishment is essential. Due to its semi-solid nature, grease has a lower limiting speed, typically 65 per cent to 80 per cent that of oil.

The consistency of the grease is also an important factor to take into consideration; consistency is a measure of the grease thickness and is rated on a standard NLGI scale (National Lubricating Grease Laboratory) in numbers from 0 to 4 (see Fig. 2 below). Generally grease with consistency numbers from 2 to 3 are used for most bearing applications, the number 3 grease being preferred for larger bearings (above 75mm bore) and in application of higher temperature. Number 0 or 1 grease will be soft enough to be used in centralised lubrication systems (number 0 being preferred for very long piping systems).

Best practice in replenishment and replacement It is vital to get the replenishment and replacement of either grease or oil lubricant right to ensure long service life and high performance levels. Even if high-quality grease is used, there is a deterioration in its properties over time, so periodic replenishment is essential.

Differing criteria apply depending on the type of bearing used. In the case of ball bearings, for example, replenishing time can be extended depending on the type of grease used. For example, using high-quality lithium

soap / synthetic oil may double the time interval between replenishment compared to a lithium soap / mineral oil grease. Overfilling is something to be aware of, as this may cause a rise in temperature due to over churning of the grease, especially at high speeds. More grease should not be added at this stage, to avoid the risk of blowing out a seal.

Overall, the length of time that a grease-lubricated bearing will operate well without replenishment will depend on the size of the bearing, the type, the speed, the operating temperature and the type of grease used. The replenishing time interval will also depend to a degree on the external forces on the bearing. For situations where very large forces are used it may be necessary to select a grease type containing an EP additive (Extreme Pressure).

Replacing oil lubrication is dependent on operating conditions, and the oil quality. In most cases, in operating temperatures of 50°C if the environment is clean, the replacement interval could be up to a year. If the oil temperature is above 100°C, the oil should be changed at least once every three months.

However, whatever the application, following manufacturer’s guidelines alongside regular checks of the amount and condition of lubricant present in a bearing will help ensure that lubrication takes place when needed and that optimum performance is extracted from these key components. zz

For further details visit www.brammeruk.com

Malcolm Watson has worked for Brammer for 39 years in roles including branch, regional and field sales management roles. For the last 16 years he has been working in product management covering both seals and bearings.

Tony Synnott is currently working for NSK as engineering manager for the UK Sales department heading a team of application engineers providing service to both OEM and aftermarket engineering sales activity.

www.railwaystrategies.co.uk

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Trackwork Moll

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A new journey Trackwork Moll has only been producing high quality prestressed concrete railway sleepers from its new factory since summer 2013 82

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ith Network Rail’s track renewals throughout the UK exceeding 1000 miles each year, the need for a cost-effective, reliable and high capacity supply chain for concrete sleepers is paramount. Trackwork Moll is a brand new venture that will be an invaluable partner in meeting this critical requirement.

Since being formed in 2011, and having won major contracts from Network Rail the following year, Trackwork Moll has established a state-of-the-art production facility in Doncaster, England to meet the high volume requirement for concrete railway sleepers within the

www.railwaystrategies.co.uk

United Kingdom’s rail network. The company is a joint venture between Trackwork of Doncaster and Leonhard Moll Betonwerke of Munich, in partnership with Network Rail. Both parent companies are well-established rail sector suppliers, with a determination to grow their business.

Peter Heubeck is the general manager of Trackwork Moll. Having previously led the track materials procurement team in Network Rail, Peter was aware of supply constraints and inefficiencies in the existing supply chain for concrete sleepers. “I said to the MD of Trackwork that if we could partner with somebody who

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz had comprehensive concrete products knowledge, we could put in a strong bid for concrete sleeper manufacturing,” Peter explains. “We had meetings with many different concrete sleeper producers from the UK and Europe, whom I knew from my previous position with Network Rail. We decided to partner with the family-owned firm of Leonhard Moll based in Munich, who are a major sleeper manufacturer on the continent, with three factories in Germany, one factory in Poland and a fifth factory in Croatia.”

Between the two organisations, Trackwork and Leonhard Moll Betonwerke bring over 100 years of combined experience in railway infrastructure and concrete production to the Trackwork Moll joint venture. Leonhard Moll was founded in 1929 and has manufactured pre-stressed concrete sleepers since 1937. The company was one of the early pioneers of concrete sleepers and has produced more than 10,000,000 of them, with an excellent quality record.

Trackwork was formed in 1976 and operates as an approved contractor for Network Rail. It also undertakes contracts for materials handling at depots in Crewe and Westbury, the supply and disposal of wooden sleepers and bearers, as well as the manufacture and supply of

switches and crossings.

The combined expertise and resources of the two entities were vital in securing a ten year contract with Network Rail and the construction of a new factory at the Doncaster Wood Yard site for the manufacture of concrete sleepers. Prior to the agreement, the supply of concrete sleepers within the UK was limited to two main suppliers, one of which would leave the market

DESIGNED - FABRICATED - INSTALLED Based in Manchester, we supply GRP grating non slip flooring constructed from fibreglass, as an ideal and cost effective alternative to traditional grating materials like wood, mild steel and stainless steel.

Our fibreglass grating is exceptionally slip resistant and the gritted and concave anti-slip grating offers excellent traction in wet and icy conditions.

BESPOKE MANUFACTURING

We like to think of ourselves as a unique one stop shop facility offering customers outstanding service and quality products. We now offer the following. t t t t t

In stock availability of all GRP grating, handrailing, sections and fixings.

Full in house GRP Grating walkway design and fabrication facilities.

Design, drafting and detailing services.

On site installation, assembly and erection services.

Project Management and support.

Contact us to discuss any requirements or projects on: 01942 878 062 Manchester 0207 118 2077 London info@grpgratingsystems.co.uk www.grpgratingsystems.co.uk

www.railwaystrategies.co.uk

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Trackwork Moll

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when Tarmac announced the closure of its precast concrete and flooring division during 2010. In the face of redundancies at Tarmac prior to the announcement, Network Rail decided in 2009 to seek a new build and supply contractor to ensure the reliable supply of sleepers for the UK rail network. Trackwork Moll won the process and the scheme received Board approval in Spring 2011.

The agreement between Network Rail and Trackwork Moll will ensure that the UK rail network is specifically supplied to continue to offer an efficient transport solution. In a 2012 press release concerning the project Martin Elwood, director of Network Rail’s NDS said: “This factory is crucial if we are to deliver better value for money whilst maintaining a safe, reliable railway. We need between 700,000 and 1,000,000 concrete sleepers each year and, once commissioned, this factory will produce AMS60 mobile welding machine around 400,000 of these. It will also directly create around 35 new jobs, with knock-on benefits to the local supply chain.”

“This is a strategic decision by Network Rail to protect the supplies that are vital for the company’s track programme,” he adds. “At the same time we can reduce cost by increasing competition and introducing more modern production methods. Doncaster is the ideal

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz location for this factory, as these sidings are already used as a hub for engineering trains and its central location will make distribution across Britain’s rail network easier and more efficient.”

The construction of the factory building and its associated fixed infrastructure was funded by Network Rail and is situated on Network Rail land. The design and construction of the factory was contracted to Trackwork Moll, who will lease the facility from Network Rail for the ten year term of their sleeper supply contract. “We actually have three contracts with Network Rail,” Peter elaborates.

“We have the ten-year sleeper supply contract, which obviously requires us to supply specification-compliant sleepers at an agreed price. This contract comes into effect as soon as we start supplying to Network Rail.

Nedri Spanstaal Leonhard Moll Betonwerke uses our prestressing steel not only in Germany but also in Poland and now in the technologically advanced plant in Doncaster. The prestressing steel used by Moll varies from 7.0mm wires to 9.5mm bars with thread to 9.3mm indented seven wire strand.

For many years we have been supplying the various plants of Leonhard Moll Betonwerke and together we have built a highly appreciated relationship. We are convinced that Leonhard Moll will be very success full in their new Doncaster Plant and we will work as closely as possible together in order to optimise the service and product quality of the Trackwork Moll railway sleepers.

leaders in prestressed steel technology

Nedri Spanstaal has become one of the European market leaders with a special position in steels for the railway market inside and outside Europe. With an experience of 88 years and after several mergers we are now among the top 3 producers with a very broad program in PC-strands, PC-wires, hairpins and threaded bars for railway sleepers.

Nedri Spanstaal is honoured to be an important supplier to the Leonard Moll Group.

Nedri Spanstaal BV: Groot Egtenrayseweg 13 5928 PA Venlo Netherlands

T: +31 (0)77 3877477 F: +31 (0)77 3873171 E: info@nedri.nl W: www.nedri.nl

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Trackwork Moll

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We were also contracted to design and build the factory for Network Rail, which they will own. This meant that we had to go out and find a suitable design and build contractor for the project. In selecting an experienced local company, and by segregating the site from the surrounding railway activities, we obtained very good value for Network Rail. Under the terms of our lease, we are entitled to install our manufacturing equipment into Network Rail’s building. We have invested around £6 million in production and handling equipment for this venture.We obviously hope to win a follow-on contract in a decade’s time.”

Throughout the design and construction of the factory, Trackwork Moll relied on local expertise and skills to build

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the facility. J F Finnegan of Sheffield were employed as the design and build contractor, while Race Cottam Associates, also of Sheffield, were the project architects.

The Doncaster office of Hannah Reed were the project’s consulting civil engineers. Furthermore, all of the subcontractors associated with the project were located within 50 miles of the site. This gave real benefits in terms of achieving best value and working to a tight programme. The Secretary of State for Transport, the Rt. Hon. Patrick McLoughlin MP, officially opened the factory on 9th December 2013.

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz The opening of the facility, and the development of Trackwork Moll as a cutting edge supplier of concrete sleepers, is an exciting prospect for Network Rail, TWM’s parent companies and the wider UK rail sector. The G44 and EG47 sleepers used in the UK are different to the wide variety of sleeper types which Leonhard Moll has supplied to clients in Europe. The sleeper production and handling equipment that has been installed is a bespoke design to offer high quality, efficient output. The benefit from Network Rail’s perspective is in a cost-effective and reliable partner to aid in meeting its mammoth need for concrete sleepers, as Peter concludes: “As well as achieving reductions in sleeper procurement and distribution costs, there are big wins for Network Rail in terms of supply capability.

As well as adding a 400,000 sleeper supply capability to the supply chain, we have incorporated a massive, (90,000), stocking capacity for new sleepers and excellent train loading arrangements. With a high capacity gantry crane spanning the whole stockyard, complimented by appropriate mobile plant, two long train sidings and no planning limits on working hours, we have a very high peak dispatch capability. This means that Network Rail should never need to do any expensive remote stockpiling and double handling of new concrete sleepers ever again.� zz

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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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GB Railfreight

One of GBRf’s six daily intermodal services from Felixstowe

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The 560 staff members are the most important asset for GBRf

Going loco

With a turnover of £110 million in 2013, GBRailfreight (GBRf) has developed core strengths and values since its inception in 1999 to become the principle freight train operating company in the UK

Molten Steel movements in Lackenby

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enowned for a flexible, innovative approach to service, GBRf was founded in 1999 by GB Railways before it was purchased by First Group and rebranded First GBRf in August 2003. After seven years of innovative, reliable service, FirstGroup sold the business to Europorte, a subsidiary of Eurotunnel, in 2010 following this major acquisition, the company reverted to its original name and developed its core values and focus on customer service to become the third largest operator in the UK market.

“GBRf ran its first services in 2001; we are now reasonably established with approximately 550 personnel and around 60 locomotives, with another 20 due for delivery in June 2014. We operate across various commodities and offer a nationwide service such as

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intermodal, infrastructure work, aggregates trains, coal traffic and of course biomass, which is beginning to replace coal in certain UK power stations,” begins John Smith, managing director of GBRf. From the very start GBRf has focused on building a culture based on customer service and reliability; values that have led to the company developing a proven track record for delivering performance improvements and enhancing business operations for customers. “Our staff are our most important asset,” states John. “I am very keen on communicating with everyone; things have changed since the 1970s, the way people are treated, managed and looked after has progressed within companies and I am immensely proud that this is how we operate here.” By constantly challenging traditional thinking and operating

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Meeting the rise in import demands

GBRf supports Network Railâ&#x20AC;&#x2122;s renewal programmes in an environment where communication is absolute, hierarchy is minimal, standards are high and reliability is key, GBRf has become one of the UKâ&#x20AC;&#x2122;s most trusted rail freight operators in the country.

Transporting a diverse range of commodities has enabled the company to develop a strong foothold in a wide range of industries, as John highlights: â&#x20AC;&#x153;We work with most of the electricity generators, so that means EDF, Drax and Scottish and Southern, so we deal with most of the generators producers of coal. On top of this, we operate container services out of Felixstowe, our main customer there is MSC, and we take on a lot of infrastructure contracts for Network Rail and London Underground. We do a lot of work that is London based, mainly putting trains on the London Underground to renew infrastructure at weekends and also delivering the new trains that are taking over the Metropolitan, Hammersmith and Circle lines for Bombardier.â&#x20AC;?

A recent major contract for the firm is with Sibelco Europe to provide freight services for its silica sand product. Announced in January 2014, GBRf will transport silica sand from Sibelcoâ&#x20AC;&#x2122;s quarry in Kings Lynn, Norfolk, to Guardian Industriesâ&#x20AC;&#x2122; plant in Goole, Yorkshire, as well as Ardagh Groupâ&#x20AC;&#x2122;s UK glass sites in Doncaster and Barnsley. Under the contract, two trains will run three days per week and one train will run two days per week to the locations. Boosting GBRfâ&#x20AC;&#x2122;s position in the aggregates market, the contract is a prime example of how the rail freight industry supports manufacturing and supply in the UK. Furthermore, to provide the best possible innovative solutions to Sibelco, GBRf will introduce a different mode of train operations. â&#x20AC;&#x153;This contract involves moving sand from East Anglia to the North East for glass production; we also have a number of contracts that involve moving waste away, such as our project to move all of the tunnelling waste from Westbourne Park at Paddington.â&#x20AC;?

Operating in a market that is steadily growing, the dynamic company has decided to strengthen its existing fleet with a further 21 class 66 locomotives from Chicago based Electro-Motive diesel Inc. (EMD) procured and the purchase of 16 class 92 electric locomotives from its

parent company, Europorte. As the largest procurement in the companyâ&#x20AC;&#x2122;s history, GBRf is proving its commitment to improving service quality further and meeting the current and future demand of its customers. Furthermore, through acquiring this fleet, GBRf will prepare itself for the electrification of parts of the UKâ&#x20AC;&#x2122;s rail freight system and shows the company is investing in the future of rail freight as a whole.

Anticipating that this investment will dramatically increase turnover over the next three years, the companyâ&#x20AC;&#x2122;s

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GB Railfreight

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GBRf carries 30% of the UK’s Coal for power

Class 92 electric loco’s leading the green initiative

purchase of 21 class 66 diesel locomotives will take its current class 66 fleet to 71. Due for delivery in late 2014, the locomotives have been acquired ahead of EU emission regulations coming into force in January 2014. Meanwhile, the 16 class 92 electric locomotives are specially designed for traction through the Channel Tunnel but, with European Technical Specifications for Interoperability (STI) being applied to the Channel Tunnel, these trains can now be used on other routes.

Elaborating on the purchase, John says: “There is a

Call: 01773 763508 www.track-maintain.co.uk PO Box 7512, Heanor, Derbyshire, DE75 7DR. Email:info@pearsonsengineeringservices.co.uk

SERVICES OFFERED INCLUDE: t Railway Track Inspection and Examination t Railway Track Maintenance t Railway Track Repairs and renewals t Drainage solutions t Vegetation control (Herbicide application) t Site Surveys t Minor civil engineering works t Crane rail inspections and repairs t 24-hour callout facility t Consultancy for any of the above

We can also provide consultation for track layout remodelling and improvement for increased traffic flows, solving problems with departure and train acceptance times.

permanent process of contracts ending and winning new work so you always have to balance your fleet off against the level of work that you have. All freight operators run off a fairly high fixed cost base. This year there is an element of contracted work that we have won, an element of faith in the market going forward and also a bit of risk; we are taking some risk in our ability in selling this equipment but demand is growing and I think there is currently a degree of frustration in the market over the rail freight sector’s ability to meet this increased demand.”

With a turnover of £110 million in 2013, a 20 per cent increase on the previous year, GBRf intends to maintain this growth over the next three to four years. Furthermore, with the rail freight movement worth £30 billion to the UK economy, the company is also keen to educate the government on the challenges of getting freight off the roads and onto rails. As a growing business at times constrained by issues such as poor rail infrastructure, GBRf is calling for increased awareness and a greater vision, as John concludes: “If politicians really want to get lorries off the road and onto rail then they need to understand the economics of how that works and make adjustments to support the rail sector. Rail freight is all about energy generation, renewing or constructing infrastructure and finding efficient ways to bring all material into London to allow for the massive growth taking place. You can’t build a tower with aggregate and cement and a huge amount of this comes into London by rail freight; the lack of appreciation for the intrinsic role that rail freight plays in the UK economy is something we are trying to correct.” zz

www.gbrailfreight.com

A NEW ERA IN CUSTOMER SERVICE GBRf also supports the steel industry in Wales

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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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Bombardier

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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Odlewnie Polskie S.A

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Chambers of fire

From the historic foundry site in Poland, Odlewnie Polskie has been firing its furnace for 115 years producing components that continue to keep industry moving

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n 1899 the first coke fed furnace in Poland was run on the site of the present foundry producing castings.

During the period between World War I and II, the Starachowice Plants Company was utilised to produce castings for an armaments factory, and from this location in Starachowice, surface-to-air cannons were manufactured.

Following the war, the foundry was part of a heavy goods vehicles factory, Star, producing castings for the motor industry. Between 1993 and 2001, the foundry became a part of Grupa Kapitałowa Exbud, one of the first private Polish companies quoted on the stock exchange, signifying the privatisation of the foundry, and since 1993 has been operating as Odlewnie Polskie.

Producing a full range of foundry materials, today it serves factories located in Starachowice, and to a range of industries in Poland and other countries in the European

Union (EU) and further afield. In production operations, the company offers a complex customer service, including design, the production of foundry equipment and the creation of castings, machining and heat treatment, surface treatment as well as painting, assembly and shipment.

The technological process is controlled under thorough monitoring of the quality of burden materials and the fast analysis of the chemical composition of compounds, moulding sands and casting dimensions. In an interview with Piotr Kielbasa, project manager, he explains: “Our focus is on the production of the castings, using grey castiron, nodular cast-iron and also ADI cast-iron, providing products ready to be used on the production lines.

“For the rail industry we produce components for traction, anchors, shock absorbers, braking systems, and

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plates for rails connections amongst others.

Eighty per cent of our manufactured products are destined for export, mainly to countries within the EU including Sweden, Germany, Hungary and the UK but also supplying the US rail industry.”

From its R&D facility the business focuses on the development of new materials. It is through the expertise of its team that it has become the only foundry in Poland able to produce components using ADI and CADI castiron. “We are now working on using new types of cast iron, which although has no direct application in the rail industry at present, certainly represents future potential that will be of interest to our customers.

“Since 2005 we have invested over 35 million euros into

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new machinery for casting production. The investment is an essential part of the strategy to remain one step ahead of our competitors. It is important to develop and utilise the latest technology in order to fulfil customer requirements, which are increasingly more difficult,” says Piotr.

The business undertakes in-house training for all its employees, but also works very closely with associations and universities, including The University of Science and Technology in Krakow. “We are working in close cooperation with the Foundry Institute where we provide training for students, covering industry related topics, with the vision that they will join our business at the end of their education. The recognition of our brand is proven by our association with Polish and international organisations such as the Foundry Chamber of Commerce, the European Foundry Association (CAEF), and the Cluster of the Producers of Foundry Components (KOM-CAST),” Piotr adds.

The workforce has a valued knowledge, represented by the older generation of employees, who through experience have established a great level of understanding.

This is passed to the students from schools and universities who join the industry, additionally benefitting from the latest education. “Combined with new technology and equipment, we are able and provide to our customers with the service they require, producing very difficult and complex parts to a high quality and delivering products within the desired time frame.

“We are at the very top level of the foundry industry, and it is these attributes that attract clients to use our service.

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Odlewnie Polskie S.A

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Piotr added: â&#x20AC;&#x153;To grow inline with our customersâ&#x20AC;&#x2122; needs and continue to fulfil their requirements, one of our longterm plans is a creation of a machining unit for castings.

We are in the planning stage of the investment, which we look to complete within two years. As an extension on our existing location it will provide adequate space for the CNC machines, from where we can provide more complex services to our customers.â&#x20AC;? zz

WWW HUETTENES ALBERTUS PL

U Materials for foundry industry U Precoated sands U Casting cores

There is ongoing heavy investment into the Polish railway, which we are involved in and we also engage in a largescale contract with Knorr-Bremse. Other international clients for whom we manufacture parts include Unipart Rail in UK, Amsted Rail in US, and Trafikverket in Sweden,â&#x20AC;? advises Piotr.

Drawing to a conclusion, Piotr summarises his outlook for the next two-year period: â&#x20AC;&#x153;We are looking to develop our business across all of our industry interests. We recognise the growing potential of the rail industry with countries investing in rail infrastructure, both in Poland and the EU, and it is our intention to focus on the development of the business in this sector.â&#x20AC;? To this end, the company is exhibiting at InnoTrans 2014 in Berlin, in September (stand 104, Hall 8.1). There are more details on its wesite: www.odlewniepolskie.pl.

Ideas Create Future

HĂźttenes-Albertus Polska Sp. z o.o. ul. Turystyczna 7 20-207 Lublin, Polska T: +48 81 745 13 94 do 97 F: +48 81 745 13 93 E: sekretariat@huettenes-albertus.pl

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NEWS I Health & Safety

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Virtual Assistant helps lighten the load l Tensator is helping to improve traveller safety at King’s Cross station with the introduction of a ‘Virtual Assistant’. The Virtual Assistant uses cutting-edge technology to project an image and create the illusion of a real person – ‘Louise’ – who is advising travellers with heavy, awkwardto-handle baggage to use the lift rather than risk the escalator. Louise, who is situated at the foot of the escalator and close to the lift, delivers her directional/safety messages whenever she detects movement in the immediate area.

Fully customisable, Louise brings messages to life and helps engage passengers with consistent and clear directional and safety announcements. Tensator worked alongside telecommunications and security systems integrator TEW Plus Ltd to supply, configure and install the unit which, during a six-week trial, has seen an increase of over 260 per cent in passengers using the lift.

Left: The Tensator Virtual Assistant providing advice at King’s Cross station

GB rail safety performance and trends for 2013 l RSSB has published its high-level Overview of Safety Performance for the calendar year 2013. The performance should be viewed against an overall context of increasing passenger usage, with levels having increased by around 25 per cent over the last five years. The rail industry has sustained improvements in safety performance and risk through the efforts of its employees and is amongst the safest rail transport in Europe.

The headlines are: l For the sixth year in succession, there were no passenger or workforce fatalities in train accidents. l Excluding trespass and suicide, the total number of fatalities in 2013 was 19, compared with 11 in 2012. l Six of the fatalities were passengers at stations, compared with none in 2012. 2012 was exceptional in that it was the first calendar year where no passenger fatalities were recorded. 2013 was more consistent with the longer-term average. Two members of the workforce were fatally injured: the same number as in 2012.

Excluding trespass and suicide, 11 members of the public were fatally injured, compared with nine in 2012. l The number of potentially higher-risk train accidents (PHRTAs) in 2013 was 29, compared with 36 occurring in 2012. l At 297, the number of category A signals passed at danger (SPADs) in 2013 was a 19 per cent increase on the 250 recorded in 2012. In contrast, SPAD risk remained relatively stable, ending 2013 at 69 per cent of the September 2006 baseline level, compared with 66 per cent at the end of 2012. l Fatalities arising from trespass and suicide totalled 304 in 2013, compared with 297 in 2012.

For further information, please visit www.rssb.co.uk

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Trans Data Management

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To the point Within the fast paced market of the rail sector, effective communication and security infrastructure is of vital importance. With a broad base of technology manufacturing, installation and maintenance services, Trans Data Management (TDM) offers the market comprehensive turnkey solutions

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Geoff Vaughan

he history of TDM begins in December 2000 when the company was founded to establish a presence within the UK for the security division of Ascom, the Swiss communications conglomerate.

Prior to Ascom’s decision to divest its overseas offices, Geoff Vaughan, now TDM’s managing director, was responsible for running Ascom’s security division and saw the divestment as an opportunity to form an independent business. “Between 2000 and 2011 TDM acted as the distributor in the UK for Ascom’s security division,” Geoff explains. “During this time we further grew the market, although during the early days the primary focus was with the London Underground. We later expanded into heavy rail with the first notable installation being with Southwest Trains.“ Following on from the company’s first decade in operation it was again approached

by Ascom, which was in the process of further diversification through the sale of its security division. “It was a bit of a David and Goliath situation

whereby the smaller distributor organisation was buying the bigger manufacturing company,” Geoff observes. “We were able to conclude the deal to purchase the division in April 2012, which was another major milestone for TDM.” Today TDM continues to deliver expert communication and security solutions from its headquarters within the UK and Switzerland, comprising: VoIP communication platforms, help points and emergency phones, customer information systems, public address, CCTV, GSM-R dispatching, TETRA integration, installation, maintenance and control room integration. During December 2013 TDM received Network Rail approval for a GSM-R trackside telephone based on a mobile system, so as not to depend on a hard wired installation. GSM-R (global system for mobile communications – railway) represents an international wireless communication standard for voice and application transmission that was introduced to replace the incompatible analogue systems of the many European national railways.

As such GSM-R is an incredibly important component within Europe’s railway infrastructure that enables smooth and safe operation through voice communication with the traffic controller and for data communication between the train and RBC (radio block centre). With applications in traffic control, signalling and network control GSM-R differs from the publically used GSM network used by mobile phones that it is derived from. It is required to be much more secure and to operate data transmission at very high speeds. Additionally while a GSM network

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is designed to function twodimensionally with as few base stations and antennas as possible, GMS-R networks are almost one-dimensional, covering an area that is long rather than wide as it follows train routes.

The advantage of the mobile GSM-R system developed by TDM is that unlike ‘hard-wired’ trackside telephone systems it will not fail if the main telecom network fails and is also weather and vandal proof. Furthermore the system can be solar powered and can be remotely monitored and tracked, as well as offering secondary network capacity for back up. The system offers economic savings through reduced energy and maintenance costs and vitally, it increases safe operation through reduced instances of failure and reliable, high-speed data transfer.

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Further to its continuing product development, TDM is also making moves into new geographic locations and markets. From the beginnings of the company’s operation it has partnered with the likes of Southern and Southern Eastern Trains as well as First Great Western Trains. Additionally, TDM has provided solutions to non-rail oriented customers including Mersey, for which it supplied emergency telephone systems inside their tunnels.

Recently it has expanded on its UK and Switzerland bases with further offices in the Emirates, India and Malaysia.

“We have a small development team in India that produces software tools for the company. The main product development however, is based in Switzerland, where all of our core systems are manufactured,” Geoff elaborates. “I attended a trade delegation with the British Prime Minister last year in India. The local government were trying to encourage us to not only use the services that India can offer, but also to sell into the market. As such, we have decided to look more closely and market into the region.

“In Malaysia we had previously appointed a distributor, which was very pleasantly surprised by the response it was getting. As the relationship has grown we have decided to form a joint venture company within Malaysia to begin servicing the Far Eastern market. This is in its early days and we are currently still trading through the distributor, however it will soon operate as a joint venture partner to export into all of the far eastern territories.”

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Trans Data Management

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prevailing headwinds,” Geoff concludes. “However, we have liberated the products we supply from a primary sales focus in Switzerland, Germany and France to incorporate Eastern European countries as well as Portugal and Spain. We are gathering momentum while other companies seem to be battening down the hatches.” zz

Wave

Since its acquisition of the security division from Ascom, TDM has grown to service many of Europe’s national railways and greatly expanded the scope of markets in which it operates. Further to this, its development of market leading technology has caught the attention of some of the world’s most important rail operators making the future of TDM very bright indeed, despite challenging market conditions. “We are moving forward in quite strong

Wave is a leading Software provider with a proven track record of delivering integrated Facilities & Asset solutions.

We supply powerful web-enabled integrated CAFM applications configured to suit Clients’ needs.

Our collaborative rapid delivery systems pull together operational disciplines into an innovative and complete solution. The results for our Clients are better managed relations, operations and facilities.

Capture all the details of your estate, complete with interactive plans and other important files, to whatever level of detail you need, yet supply end-users with an intuitive interface allowing them to log calls and allowing you to progress delivery through to completion.

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ARBIL RAIL

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Strong heritage Arbil Rail, a leading name in the UK rail industry, has a long tradition of providing high quality and reliable products

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50th Annivers

Crosby Engineer fabricating the platinum line

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n 2013 Midlands headquartered Arbil Rail, a specialist manufacturer, distributor, service and hire solution provider of rail lifting and maintenance solutions, celebrated its milestone 50th anniversary marking half a century as an incorporated company.

During this period the business has expanded considerably, developing a strong reputation in the industry as one of the UK’s leading manufacturers of specialist track maintenance and permanent way equipment, along with lifting products and fabrications.

Today the company operates from five fully owned sites across the UK. From a total of some 70,000 square metres of manufacturing, warehousing and distribution space the company produces and sources a vast range of specialist products that are designed and manufactured to be the toughest and most durable in the rail sector.

“Our initial focus 50 years ago was in lifting gear, which naturally developed and branched into the rail

Zwicky jack in use

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Current Zwicky 805 Jack, which is the basis for future developments

sector. We could see the difficulties that British Rail was experiencing in effective sourcing, servicing and development of rail equipment, specifically track jacks, so we set to work to help resolve the situation,” says Marcus Taylor, rail commercial sales & service manager at the company. Over the years Arbil’s skills have expanded into the manufacture of numerous bespoke rail and track handling equipment solutions, such as the Zwicky™ range of hydraulic track jacks and the exclusive distribution of RAILBAND products. Arbil doesn’t just offer sales though; its reach extends to hire, service and a SolidWorks engineering offering.

“SolidWorks solutions cover all aspects of a client’s product development process with a seamless, integrated workflow – design concept, verification, sustainable design for longevity, communication and data management,” Taylor continues. “Our designers and engineers can span multiple disciplines with ease, shortening the design cycle, increasing productivity and delivering innovative products to market faster.”

With this approach the company provides solutions to a wide range of clients across the UK, largely to businesses that are responsible for operation, management and maintenance of the rail and underground networks. The company places considerable emphasis on working closely with its clients to ensure the best possible solution, and by doing so it is able to maintain a proactive stance to the industry’s requirements and developing working practices. Alongside the UK sector, Arbil Rail operates a successful export strategy, supplying products to a number of customers globally, particularly

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to the UAE, Scandinavia and Australasia. Due to their excellent reliability and high build quality; Arbil’s products translate particularly well to these regions, where remote areas and harsh environments present challenging operating conditions where only the best equipment will be successful.

Among the company’s leading products is its Zwicky range of hydraulic track jacks, which is a globally recognised brand of obstructionless jacks. Following continued success and increasing sales the business is looking to expand the Zwicky range to include a jack of both 8t head and toe capacity, which will be launched to meet increased maintenance demands throughout Europe. This will become more commonplace in the future, particularly as the growing demand to increase the UK and European passenger and freight rail networks will see a rise in requirements for heavier capacity obstructionless track jacks.

With designs of the new Zwicky 808 track jack nearing completion it is believed that the product will be a vital piece of equipment for applications in both track laying and maintenance usage. “The range has already been modified for some local markets and we are in the middle of a product development programme to expand it further,” adds Taylor. “In addition, we are stepping up our market research globally by talking to our key customers, both within the UK and overseas territories, to determine the exact requirements and sales potential.”

Product development has been essential to the ongoing success of Arbil Rail, and most recently the company has announced the launch the new Crosby Platinum Line range. The company has become a preferred supplier for this 8/10 chain fittings range, which incorporates both Grade 80 & 100 components.

The Platinum range offers a dual chain use solution and is manufactured within the same premises as Crosby’s premium Kuplex® range. The Platinum range offers a cost effective solution for a quality product and it was Arbil’s strength in distribution and longstanding relationship with Crosby which secured its preferred supplier distribution status.

Arbil Rail has cemented its reputation through this type of continuous development and expansion

of its services, mindfully staying ahead of the latest developments in the rail industry and closely co-operating with its customers. Along with these new additions to its product portfolio, Arbil has recently achieved an exclusive TRACTEL full calibration centre status; with other accreditation statuses soon to complete. This calibration centre status for TRACTEL, adds to its accreditation status for Dillion, in fact, Arbil was the founding company to be accredited with this status. TRACTEL & Dillion are just two of the leading product brands that Arbil distribute and service. Others include: ENERPAC, Tangye, RAILBAND, Yale, Rotabroach and Simplex to name just a few.

There is little doubt that the company will maintain its successful tradition. As Taylor explained at the time of the 50th anniversary celebrations, “I am proud to say that I am a part of Arbil Rail and I’m looking forward to our 60th anniversary already.” zz

Dynafor Calibration

Tractel World leaders in the manufacture of materials handling, load indicating, height safety and access equipment, Tractel offer a number of products specific to the rail industry. These include the PR rail clamp, HT34 technical harness, Bravo lever hoist and LLX1 Dynafor. Tractel have been working with Arbil Ltd for some time now and are looking forward to a prosperous business partnership in the supply of products such as these.

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Protecting vital data PMA AG cable protection systems are used in railways around the world. Sales director Martin Gueller and Product Group Manager Cable Protection Systems EMEA Sandro Schwarz talk about their plans for innovation and growth

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here is a certain aura of quality and reliability about products with a Swiss label. This is certainly the case for the high tech cable protection systems designed and manufactured by Swiss company PMA AG. Founded in 1975 in the small village of Wetzikon, PMA is a global company reaching into most industry sectors that require cable protection, and has established a market leading position in the railway sector.

Based at Uster in the greater Zurich area, PMA has co-located its headquarters, global manufacturing operations, and extensive test, research and development facilities on the same site. Today, it employs some 170 staff worldwide, 100 of whom work in Switzerland and the remaining 70 are spread across PMA’s six subsidiaries in Germany, the UK, France, Spain, Austria and Italy.

PMA has built its reputation and success on high levels of customer service and the ability to innovate and manufacture quality products that lead the market for functionality and reliability. Ownership of the company has changed several times during its history, and two changes in recent years have played a significant part in strengthening the brand and global footprint.

In 2006 PMA was acquired by the private equity firm EQUITA. “From the beginning they invested in us,” explained country leader-sales director Martin Gueller. “One of the new technologies RailJet that came from that phase of expansion was the multi-layer technology.” After three and a half years of investment there was significant market interest in PMA and the company was acquired by Thomas & Betts Corporation, a leading designer and manufacturer of electrical components headquartered in Memphis, Tennessee.

“At that point we imagined we would have many years of continuity ahead of us as part of a large organisation with a $5 billion turnover,” Martin continued. But that was not meant to be. “In 2012 Thomas & Betts was taken over by ABB Group, an even larger organisation with over 150,000 employees and revenue in the region of $42 billion.”

Today, as a subsidiary of Thomas & Betts, PMA is part of one of the world’s largest power and automation technology companies. Not only is ABB headquartered in Zurich, but it also has extensive global reach and a focus on sustainability, creating enormous opportunities for development and growth for both PMA and Thomas & Betts.

MANOMETAL GMBH Turning Company

High customer satisfaction, and high-quality products through a personal and active customer care, from the offer to the production in compliance with the delivery are the main feature and overall objectives in Manometal.

Turn part from Manometal Highest product quality, precision turned parts and assemblies are key features in Manometal, the production range includes turn parts in parts: • Brass alloys including the alloy for drinking water - 90% • Mild steel alloys - 5 % • Aluminum alloys - 2,5 % • Stainless steel alloys - 2,5 % • From diameter of 3 mm to 80 mm • Machinery: monospindel; multispindel; CNC-monospindel and CNC-multispindel • Quantities from 300 parts to millions of parts • Export rate are 99 % - today we deliver 16 nations

Our main customers are: • Heating and Plumbing Industries • Electrical Industries • Sanitary Industries • Valve and control industries

CONTACT Manometal GMBH Obere Insel 6 39044 Neumarkt Italy

Thomas Ebner thomas@manometal.com +39-335-1212012 www.manometal.com

• Window and doors industries • Mechanical engineering industry • Automotive Industries • Leisure Industries

Send us your requirements on turned parts

We assure you a fast offer

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Innovation & manufacture All products that come out of PMA’s plant in Switzerland are manufactured in plastic. “Our materials technology expertise is one of our unique strengths,” Martin said. “Our technicians sometimes combine materials that simply shouldn’t work together, according to the book. But they manage to bind them through innovative processes. We’ve developed many new products that way, such as corrugated tube that can withstand significant impacts.”

Another deliberate design feature that makes PMA products attractive across all markets is that not only does it supply entire cable systems, but each of its 4000 products are interchangeable, enabling customers to mix and match to achieve the optimum combination. “We also work closely with our customers and develop tailor made solutions that meet their specific needs,” explained Product Group Manager Cable Protection Systems EMEA, Sandro Schwarz. “On average, we manufacture 120–150 customer specific parts a year.”

All the base ingredients are shipped in from global suppliers and combined at the Uster plant, which is currently equipped with 20 injection moulding machines and niner extrusion lines. The plant is highly flexible, able to produce large and small runs of standard parts or customer-specific products at short notice. Staff normally work a two shift pattern but are flexible to change. “We are currently working three shifts because there is a high demand for our product,” Martin said, “And this is not only for the rail industry but also for the marine market and many other applications.”

The rail sector PMA has established a market leading position in cable protection systems for the rail industry worldwide and has been experiencing year on year growth, particularly since achieving IRIS (International Railway Industry Standard) approval in 2010. In many branches of the rail sector there has been a consistent trend for downsizing. “That has not happened in cable protection. The issue is

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power cables running very close to data cables, so there has been an increase in demand for EMC cable protection solutions,” Sandro said.

“Another challenge for us,” he continued, “is that global standards are continuously becoming more demanding in the markets we supply, and those include rail, machines, marine and energy. So we are always improving our products, while striving to respond to price pressure and the need to compete on cost.”

The most widely used product in the PMA portfolio is the PMAFIX/PMAFLEX range of corrugated conduits. “But we are seeing an increase in demand for PMAFIX Pro /PMAFLEX Pro, which is our highest specification line,” Sandro continued.

Vision for the future Looking forward through 2014 and beyond, PMA is continuing to focus on innovation. “We are expanding our multilayer conduit offering to provide complete solutions for all rail applications, so that will include any cabling either on, inside or below the train,” Sandro said. “We are also working on fire barrier solutions, products which allow cables to be fed through a fire barrier without reducing its integrity. And we will be presenting those at InnoTrans 2014.”

From the strategic perspective, PMA is continuing to focus on market growth through involvement in the many rail projects currently in progress and those at the planning stage, by expanding its share of the marine sector, and by moving into new transport sectors such as electric cars. The company also perceives great potential in Russia and in North and South America, areas where both ABB and Thomas & Betts have a strong presence. “One of the challenges we face in the US market in particular is that they are very metal focused,” Sandro explained.

But the company has been making significant efforts to change perceptions and share their knowledge of the benefits of plastics technology.

The arguments are persuasive. Plastic doesn’t corrode, it’s quick and easy to install, and has no sharp edges that can damage the cables it is trying to protect. It’s light and flexible, and can be bent around corners. “Often metal is perceived to have a much higher impact resistance, but that is only half the truth,” Sandro continued. “Metal can deform under impact and doesn’t recover, damaging the cables inside. So when we are able to demonstrate and prove the advantages of plastic products over the existing solutions, we are very successful.”

With so many metal products in use in the USA, PMA see enormous potential. “We are already enjoying substantial growth in the US market,” Martin concluded. “We anticipate that trend will continue strongly.” zz

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Pushing success Formed in 1992 and with roots dating back to 1928, the Kier Group has evolved into a multi-billion pound business servicing a host of market sectors with increasing traction within the entire UK rail network

Chelsea Bridge

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uring July 2013 it was announced that Kier had completed the takeover of May Gurney in a deal valued at £221million. The acquisition would act as a springboard to further propel Kier into the railway market and transformed the sector into a sizable division within the business. “May Gurney’s turnover was roughly £700 million a year,” elaborates business development director Richard Turner. “Adding that to Kier’s existing turnover over the past year and a half and the most recent announcement is that the business has grown to around £2.5 billion to £3 billion pounds in total. It is now comparable in size to Balfour Beatty in the UK.” Although the acquisition of May Gurney involved the inclusion of 6000 new staff in to the Kier Group, the overall process of restructuring and integration was impressively

Arnside complete smooth. The remarkable success of the acquisition of May Gurney is further enhanced by the substantial gain in knowledge and strength made by Kier through its strategy of significant growth and diversification. As a result May Gurney joins Kier in a larger group mentality, although previously the company had undertaken works valued at as much as £40million its traditional project value was for jobs spanning £2 million to £20 million pounds. Today as part of a joint venture partnership, it is delivering projects valued in the region of £200 million to £600 million. “This takes the rail division that was May Gurney into a whole new arena,” Richard says. “We will be targeting projects including High Speed Two, Waterloo station development, Oxford station and Bristol Templemeads redevelopment, which were previously the traditional domain of the likes of Carillion and Balfour Beatty.”

The joint venture partnership includes some of the world’s leading tunnelling, civil engineering and construction companies. At present the company is constructing two railway tunnels that will run for 6.4km between the Royal Oak portal and the new Farringdon Crossrail station and is also building the station tunnel caverns at Bond Street, Tottenham Court Road and Farringdon. Throughout the UK rail network, Kier specifically delivers a full design service including the design and installation of civil engineering works as well as building and earthworks projects including train care

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Head Office Address: Lisnagarvagh House, Lissue Road, Lisburn, BT28 2SU Regional Offices: London, Dublin, Glasgow

T: 028 9262 1186 E: info@mcgrath-group.com W: www.mcgrath-group.com

Meadow Lane Footbridge

STRUCTURAL STEEL AND ACHITECTURAL METALWORK SPECIALISTS The McGrath Group is a recognised market leader in the supply and installation of structural steel and architectural metalwork projects for over 30 years. In 2013, Network Rail selected the McGrath Group as their preferred supplier and primary Tier 2 contractor for the supply and installation of footbridges to the Network Rail National Level Crossing Risk Reduction Programme and are delighted to be associated with Kier who are the Tier 1 contractor on this framework.

We also work with leaders in the Rail, Construction, Housing and Infrastructure sectors delivering and installing a wide range of products and bespoke commissions such as Glazing, Facades, Balconies, Cladding and Roofing, Balustrades, Bridge Structures, Lift Shafts, Stairs and Walkways, Platforms and Canopies and our work can be seen on many award winning and iconic schemes.

Bounds Green Bridge

Kildare Station

Bedford Sidings Footbridge

Dorking Station

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Crossrail - tunnel boring machine

North Sheen Footbridge Lift facilities. Further to this Kier offers a comprehensive package of signalling and telecommunication solutions that incorporate design, installation and maintenance works from small to large scale and including emergency repair works. Through collaboration with key suppliers and its own turnkey portfolio of services, Kier is well placed to meet the needs of the UK rail industry and compete with the largest contractors operating within the sector.

Historically, Kier has participated in numerous frameworks and today the company is currently involved in works for Network Rail including the national level crossings risk reduction (Footbridges) framework, building and civils development partnership (BCDP) and BRB residuary frameworks. Bolstered by the addition of May Gurney, Kier enjoys national coverage and a wide portfolio of skills, which are undertaken with safety as a paramount concern. As such, Kier has delivered services for the past 20 months with an accident frequency rate of zero. This was achieved by the company’s highly skilled management team alongside its directly employed labour force with the right skill sets to carry out construction, rail infrastructure upgrades and planned maintenance.

This has allowed Kier to win the National Rail Awards Engineering Achievement of the Year three times during the past five years. The most recent example of which, was for work on the Arnside Viaduct project in 2013.

Kier has also undertaken a variety of rail signalling, telecommunications and minor electrification and plant projects, including design and installation. The company produces first-class designs for all signalling disciplines and is recognised as an extremely competent provider of relay route interlockings (RRI), solid-state interlockings (SSI) including computer based interlocking (CBI data design) and all mechanical interlockings. Further to its design solutions, Kier also offers its clients turnkey signalling project management services, incorporating cost planning, developing projects and value engineering from the feasibility stage right through to the project close-out stage as well as testing and commissioning.

All of the company’s staff are IRSE (Institution of Railway Signal Engineers) licensed and Kier itself also acts as a IRSE assessing agency, which makes it one of the few businesses in the UK that is able to test and licence its own staff in-house.

During 2014 and beyond Kier will be focused on meeting the requirements of Network Rail’s Control Period Five (CP5), which will begin during April 2014 and run through to March 2019. The company has already tendered for and won contracts for CP5. These include the £8.5 million station improvement scheme at Port Talbot, Wales. Kier won out in the face of stiff competition and while its bid was not the lowest cost submission, it was considered to be the best technical and most innovative solution by some margin. Further to this Kier will be bidding for renewals frameworks contracts in Wales and West as well as frameworks with London North Eastern. Within Wales and the West region Kier is bidding in collaboration with local key supply chain partners such as Keltbray, which together with Kier results in an offering that is greater than the sum of its parts. “We bring Keltbray onboard as strategic junior partners so the companies share the same terms and conditions back to back and gets full visibility of the workload. This means that it can plan on a programme basis rather than on individual projects,” Richard explains.

“This drives down cost, brings a safer working environment and also delivers better quality.”

Addressing the company’s objectives for 2014 and Network Rail’s CP5, Richard concludes: “2014 is about making sure that we set the right foundations for the rest of CP5. Frameworks are all about collaboration and it is important to get that collaborative synergy right from the start and coming together as a delivering team very quickly during the early months of the first year will be vital. If the right mind set is not in place at that stage it will very difficult to recover over the full CP period. It is about ensuring that the right culture and mindset is observed and we in the supply chain with Network Rail work together collectively to deliver what needs to be done.” zz

Kings Cross Roof Refurbishment

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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.

6 March – Rail Interiors: The Inside Story Coventry Organisers: Coventry University/The Rail Alliance Web: https://railsinteriorsconference.eventbrite. co.uk

20-22 May – Infrarail 2014 London Organisers: Mack Brooks Tel: 01727 814 400 Web: www.infrarail.com

21-25 September – 10th International Conference on Geosynthetics Berlin Organisers: International Geosynthetics Society Web: www.10icg-berlin.com

18-20 March – Rail Technology Conferences 2014 Dusseldorf Organisers: Europoint Tel: +31 (0) 30 698 1800 Web: http://railtechnologyconferences.com/

20-22 May – Civil Infrastructure & Technology Exhibition (CITE) 2014 London Organisers: Mack Brooks Tel: 01727 814 400 Web: www.cite-uk.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

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

28-29 May – GEO Business 2014 London Organisers: Diversified Business Communications UK Tel: +44 (0)1453 836 363 Web: www.geobusinessshow.com

29 September – 1 October – European Transport Conference Frankfurt Organisers: Association for European Transport Email: http://aetransport.org/contact Web: http://etcproceedings.org/

15 May – Railway Strategies Live 2014 London Organisers: Railway Strategies Tel: 01603 274 181 Email: mcawston@schofieldpublishing.co.uk Web: www.railwaystrategies.com

1-2 July – Africa Rail Johannesburg Organisers: Terrapinn Tel: +27 (0) 11 516 4015 Email: enquiry.za@terrapinn.com Web: www.terrapinn.com/exhibition/africarail/

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

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

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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