Railway Strategies Issue 109 Final Edition

RAILWAY Final 109

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

zzzzzzzzzzzzzzzzzzzzz S T R A T E G I E S

A tantalising taster of 4G See page 21

FOCUS ON

Signalling l Cyber attack –

protecting the network FOCUS ON

Communication

l How Swiss Rail is utilising big data

l Dawlish – keeping the public onside

NEWS Crossrail tunnelling enters final stages Scotrail scoops business excellence award Technology and teamwork break records

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From the Editor

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Is this a paradigm shift?

Chairman Andrew Schofield Managing Director Mike Tulloch Editor Gay Sutton editor@railwaystrategies.co.uk Managing Editor Libbie Hammond Editorial Designer Jon Mee

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hen Network Rail published its full-year results last month, it was able to confirm that almost £7 billion was invested into the rail network over the last 12 months, making 2013-2014 a record year for new construction and infrastructure improvements.

Keeping pace with this, however, has been the continued rise in passenger journeys across the network. This might be great news in its own right, but it has led to further congestion in the system and contributed to the failure to reach the regulatory target of 92.5 per cent of train services running to time. It’s a target that Network Rail is determined to meet or exceed next year.

Another contributory factor to this below-target performance, though, was

Advertisement Designer Jenni Newman

the extreme weather conditions that hit services during the winter. Industry’s

Profile Editor Libbie Hammond

significant operational changes. For example, when stretches of Isambard

Advertisement Sales Dave King Head of Research Philip Monument Editorial Researchers Keith Hope Gavin Watson Tarj Kaur-D’Silva Mark Cowles Administration Tracy Chynoweth

response to these difficulties has been impressive, perhaps heralding some Kingdom Brunel’s historic line at Dawlish were washed away by freak storm conditions in February, it took just eight weeks of collaborative effort to repair the damage and resume services. Having experienced the effectiveness of such close collaboration, are we likely to see this becoming the new paradigm in the future?

In addition to this marathon of reconstruction, enormous effort went into communicating with the public, updating them on progress and providing up-to-the minute travel information. In our communications focus this month, we report on how First Great Western managed this process by commissioning and operating a unique digital travel advice hub. As a result, passenger loyalty and satisfaction have increased significantly, an achievement that has been mirrored in many regions around the country.

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zzzzzzzzzzzzz Contents Features vObituary: Colour light signals (1920-2014) 10 Tammy Samuel and Darren Fodey To pay or not to pay? 13 Mandy Higgins

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Future of Rail 2050 16 Arup report

News

Industry 4 Contracts 12 Freight 20 Stations 22 Technology 24 Rail Alliance 26 Conferences & exhibitions 64

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Focus on signalling Cyber security 14 Peter Armstrong

Focus on communications Digital travel advice hub 18 Case Study at Dawlish

The future of connectivity 21 Nigel Chadwick and Alan Wood

21Cover story

On time with real-time fast data 23 Maurizio Canton Lone worker safety 25 Nigel Gray A new world in the making 27 Ian Foddering

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Profiles Keyline 28

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UK Power Network Services 33 Telent 37 London & North Western Railway Co Ltd 41 A Jansen 46 Nexus 48 Hillmore Fire Protection 53 NedTrain 56 Datum 60 Taylor Woodrow 62

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NEWS I Industry

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Crossrail Tunneling enters final stages l Crossrail tunnel boring machine Ellie broke through into a cavern 40m beneath Stepney Green, in the East End of London on 16 June, marking the structural completion of tunnels for the north east spur, between Whitechapel and Pudding Mill Lane. It has taken Ellie just over three months to complete the 2.7km journey, travelling as much as 72m in a 24 hour period. Crossrail has now completed over 80 per cent of rail tunnels.

Ellie is now being lifted out of the cavern and taken by road to Limmo Peninsula at Canning Town where she will be re-assembled ready to recommence creating a second tunnel towards Victoria Dock Portal.

Meanwhile, Crossrail started its shortest tunnel drive from Limmo Peninsula to the Victoria Dock Portal in east London on 3 June. The giant tunnelling machine Jessica will create a 900m tunnel forming part of the south-east spur of London’s new rail line. The tunnel begins from a 35m deep access shaft alongside the mouth of the River Lea, and will run to Victoria Dock portal, where the Crossrail tracks reach the surface at Custom House station.

Andrew Wolstenholme, Crossrail chief executive said: “The end is now in sight for Crossrail’s tunnelling marathon. This is our shortest tunnel drive, but it forms an important part of Crossrail’s south-east spur, which will bring tremendous benefits to Docklands and south east London.”

Record investment but performance fails to reach target l Almost £7 billion has been invested in improving and expanding Britain’s rail network over the last 12 months, Network Rail revealed in its full-year results for 2013-14. This equates to almost £20 million a day providing new stations and platforms, lifts, information systems, concourses, footbridges and track.

Only 90 per cent of train services ran to time, however, 2.5 percentage points below the regulatory target. Some of the shortfall was caused by congestion as the passenger journeys increased by 5.7 per cent, but extreme weather and slower improvements in asset reliability also played a part.

Chief executive Mark Carne said: “With a million more trains on the network than 10 years ago, there are inevitable challenges. We are determined to do more to improve train reliability in the face of these challenges. We will increase the reliability of the network and make it more resilient to climate change. Continued investment in our railway will also be key if we are to grow our economy and deliver a better, improving, expanding rail network for millions of daily users.”

During this period, the number of people travelling by rail grew by 86 million, double the growth rate forecast in 2009. Passenger numbers have now doubled since 1995 and a further 30 per cent growth is predicted for the next ten years.

Cornwall to receive £146.6m rail boost l In a move to boost tourism in Cornwall, lift the local economy and create new jobs, the Prime Minister has announced a £146.6m package of rail improvements for the region. A major programme of signalling improvements is to start five years earlier than planned, providing faster journeys between Penzance and Totnes and paving the way for the potential introduction of half-hourly services on the Cornish mainline.

The Night Riviera Sleeper trains which run between Penzance and London – one of only two sleeper services in the UK – are to be completely overhauled, while the Long Rock train maintenance site at Penzance is to be expanded to maintain the sleeper trains.

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NEWS I Industry

New high speed service comes a step closer l Great North Western Railway Company (GNWR) has reached an agreement with Network Rail to operate two new direct, high speed rail services from the North of England to London using the West Coast Main Line. The target dates for operation are set to coincide with the full electrification of the two routes.

The service will include six return trains a day between London and Blackpool starting in 2017, and six return trains a day between London and Huddersfield via Manchester Victoria and then continuing on to Leeds, starting in 2018.

The period of industry consultation ends in early July and GNWR will only need final approval from the Office of Rail Regulation (ORR) before new trains can be ordered, and the recruitment process can begin. A fleet of eight new Alstom Pendolino trains are to be acquired for the service, which will create more than 200 new jobs.

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Scotrail scoops business excellence award l ScotRail has been awarded 5 Star accreditation from Quality Scotland for its achievements in leadership, team work, performance, economic influence and environmental impact.

The award was made at the Scottish Awards for Business Excellence.

ScotRail has adopted the European Foundation for Quality Management model, which focuses on continually improving business practices in order to benefit staff and customers. More than 350 staff were interviewed during the assessment, to establish how effectively they communicate and work with each other at all levels.

New resource for exporters to Brazil

Changes to supplier pre-qualification service l The rail industry’s supplier qualification scheme Link-up, which is used by 110 buying organisations and 3,800 suppliers, is now re-structuring. From autumn it will be known as RISQS – Railway Industry Supplier Qualification Scheme.

The core functionality will remain the same. Companies carrying out potentially medium or high risk services can continue to use a single questionnaire to qualify for work with a host of rail businesses while Achilles will provide the qualification system and audit service for companies deemed to be high risk.

Changes include streamlining of the product code hierarchy, changes to assurance in line with industry requirements, rationalisation of supplier qualification questions, streamlining the audit activity, enhancing qualification arrangements to include sustainable development, and improving the IT platform to support more effective operation of the scheme.

Further information: www.risqs.org

l Brazil is pledging huge investment to meet demand for a rapidly expanding rail network. For companies looking to expand into this area, a new report published

by Mack Brooks provides essential market information. This includes the political, funding and regulatory environment for main line and urban rail in Brazil; an overview of the major development projects in Brazil’s railway infrastructure including the proposed high-speed line and new freight links; details of the freight, suburban and main line passenger operators, ownership, activities and plans; and a review of urban rail transport systems, developments and projects in 18 major cities and conurbations.

Order your copy from: www.mackbrooks.com

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NEWS I Industry

Volunteers search historical records l A team of Crossrail archaeologists is scheduled to begin excavating up to 3,000 skeletons next year as part of construction of the new Liverpool Street Crossrail station. About 400 skeletons have already been removed during preliminary works at the site.

Ahead of these main excavations, team of volunteers have begun searching historical records across London to uncover evidence of the people buried at the infamous Bedlam burial ground during the 16th and 17th Century.

Those believed to be buried at Bedlam include Robert Lockyer who was a soldier executed under the orders of Oliver Cromwell for leading the Bishopgate mutiny, and John Lilburne, an English political Leveller before, during and after the English Civil Wars of 1642 -1650.

The burial ground, located near the notorious Bethlem Hospital, was opened to cope with the plague crisis which swept across Europe during the 16th Century.

North Doncaster Chord opens for business l GB Railfreight was the first operating company to use the newly-constructed £45 million North Doncaster Chord, a 3.2km twin track railway between the Skellow line and Askern Line which enables freight trains to travel up and over the East Coast Main Line rather than have to connect to the high-speed rail link.

The Chord removes a major pinch point on both lines, and will be a significant benefit for both rail freight and rail passenger services in the North East.

As part of a wider programme of investment in the ECML, it should improve reliability and capacity for passenger services and will also improve the speed and frequency of freight trains travelling between Humber ports and the Aire Valley power stations

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Technology and teamwork help break records l The team renewing the railway in Hampshire broke all records on 11 June when they improved more than a kilometre of ballast in less than eight hours.

The High Output Ballast Cleaner used to achieve the new record is one of the longest trains on the network, consisting of the cleaner itself and a string of conveyor ballast wagons.

The cleaner scoops up the ballast the track sits on, before then sieving out any small, broken pieces and replacing them with the same weight in fresh stone, creating a safe, well-drained and quiet track bed.

The new record was set by good teamwork. More than 1,000 tonnes of new stone was laid from 21 wagons in just under three hours.

Tim Shoveller, chief executive of the South West Trains – Network Rail Alliance, said: “This is a perfect example of how work that would once have required a weekend closure can now be done overnight. Because we work as an Alliance we were able to work with the high-output team to maximise the benefits of their skills, giving them longer on the track, while rerouting and retiming trains to keep disruption to passengers to a minimum.”

Balfour Beatty delivers £7 million Crewe exchange

Network Rail

l Balfour Beatty has handed over the new £7 million Crewe Railway Exchange to Cheshire East Council. The exchange includes a new 244 space car park with taxi rank and cycling facilities, and new access to the platforms through covered subways with lifts to the parking facilities.

The complex project located on the West Coast Main Line, Britain’s busiest mixed-traffic railway route, involved maintaining the service access route while demolishing two buildings: the Royal Mail building, which was connected to the fabric of the station, and Weston House.

The WW1 memorial displayed at Weston House was carefully relocated by the project team to the station’s new entrance building.

A sustainable approach was taken to the project. All the materials from the demolition were reprocessed and converted into usable construction materials, and 75 per cent of those employed on the project were from within a 30 mile radius of Crewe.

Edward Timpson MP and Andy Ward, Balfour Beatty operations director, at Crewe Railway Exchange

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Rail passenger numbers continue to rise l The total number of rail passenger journeys across Britain increased by 5.7 per cent, rising from 1.5bn in 2012-13 to 1.59bn in 2013-14, according to new statistics published by the Office of Rail Regulation in June.

The rail usage statistics highlight data such as the number of passenger journeys and distance travelled by passengers on the rail network, providing an indication of the levels of demand for rail travel in Great Britain. The new figures show that 1.59bn passenger journeys were made in Great Britain on franchised passenger trains between 2013 and 2014 – the highest recorded figure since the series began in 2002-03. London and the South East experienced a 7.3 per cent increase in passenger journeys to 1,107.8m while in 2013-14, London and the South East sector accounted for 69.8 per cent of the total franchised passenger journeys.

Of the 1.59 billion passenger journeys made on franchised operators, 56.5 per cent of the journeys were made on ordinary tickets, and the remaining 43.5 per cent were attributed to season tickets.

The data also shows that the growth in journeys on regional and long distance sectors has slowed in recent years, while journeys in London and South East sector have increased by 31.5 per cent between 2009-10 and 2013-14.

Professor Simon Iwnicki

Light rail systems benefit economy says report l A new report from UKTram, concludes that light rail and tram systems can stimulate inward investment, help in the development of derelict and run-down areas and stimulate regeneration, increasing property values, increasing accessibility and generally boosting the image of the city.

Prepared by Professor Richard Knowles of Salford University and Dr Fiona Ferbrache of Oxford University, ‘An investigation into the economic impacts on cities of investment in light rail’, reviews evidence from cities in the UK and around the world. It demonstrates that the positive effects are maximised when the new system forms part of a transit-oriented development, in which the coordinated planning of transport, housing, employment and public services is ensured. This approach has been successfully adopted in many parts of the world.

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RDG quantifies gains from collaboration l The railway could save hundreds of millions of pounds and yet deliver more and better services if it was to establish more collaborative planning and working practices for dayto-day maintenance and major improvement projects, according to a new report by the Rail Delivery Group (RDG).

Over the last 18 months, a dedicated RDG working group has been looking at where and how the railway can be more efficient in essential maintenance and improvement work, and in how it manages assets.

The group – which brings together Network Rail, passenger and freight operators, contractors, suppliers, the Department for Transport and Office of Rail Regulation – has established that significant benefits can be delivered by 2019. Changing the way maintenance, renewals and enhancement work is planned and carried out could save £150m - £350m. Removing redundant or problematic switches and crossing: £30m £40m. Increasing ‘time on tools’ during possession windows by reducing hand over, set up and hand back time: £60m - £140m.

Better risk management for infrastructure projects through establishing more collaborative agreements between Network Rail, operators and contractors, so that risk is collectively identified and shared: £100m – £230m. Involving operators earlier in the planning of major projects to avoid Network Rail delivering – and therefore spending – more than is needed for operators’ requirements.

Improved planning and working practices leading to more services for passengers and therefore more fares revenue for government: £130m - £300m.

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NEWS I Industry

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Ahead of schedule at Wythenshawe lThe new Metrolink line to Wythenshawe and Manchester Airport looks set to open before the end of the year – more than 12 months ahead of schedule. Trams began running along part of the route on 23 June as the first stages of testing and commissioning got under way. The 14.5km route, delivered by the MPT consortium, is one of the biggest live civil engineering projects in the country.

Several major purpose-built structures have been constructed during the programme, including a viaduct over the Mersey Valley, two new bridges over the M60 and M56, and the Ringway Road dual carriageway and underpass at Manchester Airport.

Services will initially run between Manchester Airport and Cornbrook, every 12 minutes, and will continue through the city centre once the second city crossing is complete in 2017.

Meanwhile, work has begun on a new tram and bus interchange at Wythenshawe. Designed

by Aedas Architects, the interchange is being built by Kier Construction and will be located off Poundswick Lane next to Wythenshawe Forum. The interchange site had been previously occupied

by Metrolink as part of the Airport Line expansion.

New Lords HS2 enquiry l The House of Lords Economic Affairs Committee is to undertake a new inquiry into the economic case for HS2, chaired by Lord Hollick. The scope of the inquiry will not cover aspects of planning, or the impact of the Hybrid Bill on individuals with property along on the proposed HS2 route.

Amazon parcels l Online retail giant Amazon is to open parcel lockers in station car parks at Finchley Central and Newbury Park. The move could help transform parcel delivery. “If plans to close ticket offices on the Underground go ahead, a ready-made space for parcels pick-up points will be created,” said Roger Sumner-Rivers, MD of ParcelHero.com.

A boost for Wi-Fi l Government is to spend over £53m on Wi-Fi equipment for commuter and metropolitan train services in England and Wales, enabling commuters to receive seamless mobile broadband connections, at least 10 times faster than they currently experience. The work will complement the upgrade currently taking place on Network Rail’s trackside infrastructure.

Passenger satisfaction varies widely by route l Rail passenger satisfaction remains steady overall, but passengers in different parts of the country have had very different experiences. This is the verdict of some 27,000 passengers who took part in the National Rail Passenger Survey this Spring.

Some 82 per cent of passengers remain satisfied overall with their last journey – the same level as in Spring 2013. However, overall satisfaction by train company varied from 72 to 96 per cent.

Overall satisfaction by routes varies more widely from 69 to 96 per cent.

Anthony Smith, Passenger Focus’s chief executive, said: “It is good news that overall satisfaction with Britain’s railways remains steady. Congratulations to Abellio Greater Anglia and East Coast for significant improvements. Some other operators have to work hard to recover passenger confidence after difficult periods.”

Eurotunnel affected by catenary issue l The Channel Tunnel was reduced to just single line working for nearly 24 hours in early July while repairs were made to 800m of overhead catenary in interval 2 of the north running tunnel.

A passenger shuttle that had been halted in the affected section of the line was inspected and passengers were transferred to a shuttle in the south tunnel to continue their journey to France.

Throughout the incident and the repairs, the Channel Tunnel remained open, operating a single line service with flights of departures being sent alternately through the single line section in interval 1.

Meanwhile, around 1000 vehicles were transferred to Eurotunnel’s ferry service, MyFerryLink, which put on extra services to cope with the additional traffic. Eurotunnel claims this is clear evidence that a recent decision by the CMA to ban MyFerryLink from operating out of Dover is contrary to the efficient management of such cross-Channel incidents.

Imovation set to boost transport innovation l Business Secretary Vince Cable has opened a new innovation centre for smart transport technology, with the aim of supporting business growth in this emerging market and generating up to £90 bn per year for the UK by 2025.

Based in Milton Keynes and operated by the Transport Systems Catapult, the Imovation Centre (combining intelligent mobility and innovation) is a world-class collaboration space for innovators, entrepreneurs, research organisations and businesses using the latest technological developments to improve the transportation of people and goods. It will offer modelling and testing facilities, allowing new products to be properly trialled and demonstrated.

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Obituary:

Colour light signals (1920 –2014)

TAMMY SAMUEL and DARREN FODEY of law firm Stephenson Harwood discuss the legal aspects of ERTMS

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Tammy Samuel

Tammy Samuel is a partner and Darren Fodey is an associate in the rail team at law firm Stephenson Harwood

Darren Fodey

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ot long ago, railway enthusiasts lamented the removal of semaphore signalling from alongside Britain’s railways – with colour-light signals replacing this much-loved signalling method. With technology advancing at a rapid rate, in the not-too-distant future we will also be saying farewell to the familiar colour light signals from our railways.

The reason for this is the introduction of the European rail traffic management system (ERTMS) to the majority of the UK rail network, which will involve the rollout of on-board cab signalling across the entire rolling stock fleet over the next 25 years. The introduction of ERTMS will eventually see the removal of lineside signals, meaning that all trains will need to be fitted with the on-train European train control system (ETCS). Ultimately, the introduction of ERTMS will increase capacity on the network, with moving block signalling enabling trains to run safely closer together. Network Rail’s cost of maintaining line-side signals should also be reduced.

This is a huge project, which will see a fundamental shift in signalling away from the infrastructure and onto the train – and one which Network Rail intends to implement in phases, with lineside signals remaining to start with. During CP5, it is intended to install ERTMS/ETCS on routes from King’s Cross to Welwyn Garden City/Peterborough (and thereafter to Doncaster), as well as on the Great Western mainline. In CP6, the Midland Mainline from London to Leicester will be upgraded, following which ERTMS will be extended into Scotland from 2021.

The project will involve installing a series of balises along the entire length of the track, with the train communicating with each balise and being tracked by GPS. Each balise will feed information to the signalling control centre – and to the driver through the in-cab systems. Instead of lineside signals being in place, the driver will look to the in-cab display (driver machine interface) for movement authorities rather than for a green signal, which will ultimately make lineside signals redundant.

This is happening now Readers may think that this is something which will not affect them for some time to come. They would be wrong. This is something which is happening now and will have a number of important implications for rail businesses. First-in-class fitment of ETCS is in the process of being procured by Network Rail and the ROSCOs, and fleet rollout is expected to be procured and financed as part of upcoming franchise competitions. Thameslink, Great Northern and East Coast are coming first and Greater Western, West Midlands and Greater Anglia will be following thereafter.

Procurement ETCS technology must be fitted on all trains running on ERTMS-fitted routes: train owners will therefore be keen to ensure it is fitted to their trains – but without adverse impact on the asset. ETCS will become an integral part of the train operations system, forming part of the train asset.

It will be important for the freight and heritage fleets to be fitted early on in the programme as they can go anywhere on the network and so could be impacted by the changes sooner than certain other operators.

Network Rail is procuring and funding the installation of ETCS on these fleets, with ROSCOs leading first-in-class procurement of the ETCS systems for passenger fleets.

Franchise Operators Each franchise operator will be required by its franchise agreement to ensure the equipment is fitted to the full fleet – the cost of this will need to be factored into franchise bid submissions. The franchise operator will also have to take into account the management of a reduced fleet as vehicles are taken out of service for equipment fitment, as well as needing resources to take drivers away from their duties for training. It is expected that two weeks will be needed to fully train drivers – with all drivers needing to be trained before the go-live date.

One option may be to link installation with scheduled

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maintenance cycles to ensure vehicle down-time is reduced. Following installation, it will be important to ensure that train and on-train signalling maintenance can be carried out effectively together – so that vehicle availability remains sufficient to satisfy commercial and operational franchise commitments and to avoid the cost of additional rolling stock. The franchise operator will need to work closely with the ROSCO and the supplier, as the operator will have the operational experience the supplier is going to need. So there will be interdependencies and reliances by all parties.

Supplier exclusivity?

Practically, it seems likely that once a supplier has been selected to provide the first-in-class technology, they will also provide it for the rest of that class, ensuring consistency of technology. This will be good for the successful supplier and may mean it has a strong negotiating position – although steps are being taken at the procurement stage to ensure that best value for money is obtained for the whole fleet (and not just firstin-class).

The relationship between the supplier, ROSCO and operator will be vital because whilst the ROSCO may have already selected the supplier, it will be the passenger operator who has financial (through increased rental payments) and contractual (in the franchise agreement) responsibility for installation across the entire fleet. Similarly, with the freight and heritage fleet, there will be no choice of supplier for the operator as Network Rail will have procured the installation. A direct relationship between supplier and operator is even more important for these latter fleets as there will be no equivalent rolling stock leasing relationship with Network Rail.

Signalling supplier, ROSCO and operator Network Rail and ROSCOs will have a direct relationship with the signalling supplier, while the train operators will be expected to manage the signalling on a day-to-day basis. Interfaces with the supplier will

be required for maintenance of this vital system. This may require a series of bilateral contracts or a tripartite arrangement. The operator will need some influence over the fit-out and maintenance arrangements, necessitating an agreement between the operator/ supplier. With Network Rail/ROSCO entering into the system supply contract, the rolling stock lease (or other arrangement) will need to flow-down certain obligations from the supply contract to the operator.

Potential liabilities Signalling will become a joint endeavour between Network Rail, the train operator and the equipment supplier. In future, a signal failure may not mean a fault with the colour-light signal: it may involve, for example, an issue with the on-train technology communicating with the on-track balises. This means there will be additional possible liabilities for the train operator as signalling responsibility starts to fall within the scope of its operations.

Network Rail’s exposure may reduce and operator liability may increase. At present, in most cases a signal failure will be attributable to Network Rail. This may not be the case in future if in-cab signalling equipment causes the signal failure – a number of parties could be responsible: Network Rail, the signalling supplier, the in-cab signalling supplier, the ROSCO or the train operator. Who should be responsible for delays caused? Delay attribution principles and other contractual arrangements will need to be revisited to ensure that liability is allocated fairly. Insurance arrangements may also need to be extended to cover what was previously an infrastructure-related issue.

There will be a number of interested parties – with diverging commercial interests – who will need to work together for the ERTMS project to be successful. While privatisation saw the separation of train operations from infrastructure management, the ERTMS project will necessarily bring all parties much closer together.

We wonder whether railway enthusiasts will lament the demise of the colour light signal. Only time will tell. zz

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NEWS I Contracts

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£20m refurbishment for historic roof at Paddington l A joint venture between Colas Rail and Morgan Sindall has been awarded a £20 million contract from Network Rail to refurbish roof spans one to three at Paddington station.

The contract follows Morgan Sindall’s successful completion of Paddington station’s Span 4 which was finished in September 2011.

Spans one to three were built by 19th Century engineer, Isambard Kingdom Brunel and are listed by English Heritage as a Grade 1 structure. The refurbishment of the spans will improve the internal appearance and environment of the station and extend the service life of the roof.

Work will include steelwork strengthening and repairs to the original wrought iron structure and decorative scrolls. In addition, the lighting system will be upgraded and the polycarbonate roof lights replaced. The team will also undertake internal redecoration and make improvements to the roof drainage.

Work is due to start at the end of July and will be completed by January 2016.

Network Rail Consulting to work on Sydney’s rail network l Transport for New South Wales (TfNSW) has appointed Network Rail to provide systems integration services for its Advanced Train Control (ATC) programme, with the aim of improving system performance and increasing capacity for passenger and freight services on the Sydney rail network.

Network Rail has implemented comparable systems, including the European Train Control System, on its infrastructure. A pilot scheme has been operational on the Cambrian line in Wales since 2011, and a state-of-the-art test facility is running on a section of the East Coast Main Line in Hertfordshire prior to deployment on main lines. The company can now share that experience with TfNSW in Australia.

Nigel Ash, managing director of Network Rail Consulting, said: “That Network Rail Consulting has been selected to provide advice to this strategically important project underlines the excellent work which has already been carried out on the railway in Britain.”

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l Thales and Siemens Rail Automation have been awarded a €208.7 million contract by Adif Alta Velocidad for the installation signalling, telecommunications and security technologies, on the high-speed line linking Antequera and Granada, in the south of Spain.

Leading the joint venture, Thales will be responsible for overall project management, and installing the electronic interlocking solution and associated equipment.

Siemens will install ERTMS level 2 with ASFA train protection system, a solution for track circuits and LED signals, and will make the modifications to the existing ERTMS technology on the high-speed Córdoba-Málaga line. Modifications will also be made to Thales technology on that line.

Tensar wins Hitachi Rail plant contract l Tensar International, a global leader in ground stabilisation technology and soil-reinforcement, is to provide products for the construction of Hitachi Rail Europe’s new £82m manufacturing plant in Merchant Park, County Durham.

Tensar’s design and supply experts are working closely with Hall Construction and Shepherd on the creation of the mechanically stabilised layer (MSL) below the site’s access road. This will be achieved using 30,000m2 of Tensar’s TriAx geogrids. The project is due for completion in 2015.

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Legal Signals

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To pay or not to pay?

MANDY HIGGINS, employment partner at Weightmans, clarifies the current law on internships and discusses the changes that may lie ahead

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Mandy Higgins is employment partner at national law firm Weightmans

he number and range of internships or work experience placements in the UK has increased considerably in recent years, and interns are a regular feature of the rail sector. However things may be set to change.

Amidst controversy that interns are being exploited by unscrupulous employers and that unpaid placements exclude the less wealthy, Parliament has voted to take forward a Bill that would make it an offence for employers not to pay interns for their work. It is proposed that, after a period of four unpaid weeks, all interns would be entitled to receive the national minimum wage (NMW).

The Bill was proposed by Conservative MP Alec Shelbrooke under the 10 minute rule which allows backbench members to introduce legislation. However, despite clear support, 10 minute rule bills rarely become law as there is insufficient time available. They are usually used more as a means of bringing an issue into the spotlight or testing political opinion.

Current legal position

Bhavisha Mistry

So, whilst we are awaiting the outcome on legislative change, do employers in the rail sector need to take any action? Both to gear up for potential change and to ensure compliance with current law, it would be wise to review current work experience and internship arrangements. Many employers do not realise that a failure to pay interns may already be illegal under existing legislation – and subject to challenge at an Employment Tribunal. Indeed, late last year, HMRC announced a programme of targeted checks on companies advertising unpaid internships to ensure that NMW regulations and tax rules are not being breached.

Employers who fail to pay the minimum wage may face backdated payments or even criminal penalties.

There is no universal definition of internship and no single internship programme. The legal status of interns is not clear cut as there is a vast range of different types of relationships, from the purely voluntary to the clearly contractual and everything in-between. This ambiguity makes it difficult for businesses taking on interns to appreciate the legal obligations they may owe to them.

Broadly speaking, under current rules, any intern who is undertaking work related tasks, with set hours and a duty to attend and perform work is likely to be defined in law as a worker and as such is eligible for the minimum wage, paid holiday and protection under the Working Time Regulations, regardless of the length

of their placement. Workers will also be covered by discrimination legislation.

Only pure work experience placements involving solely work shadowing and observation, with little to no productive labour, are likely to be exempt.

Generally, such placements are likely to be shorter whilst more productive schemes requiring payment may last many months or years.

The implications of change If the new rules are implemented, employers may wish to formally distinguish between unpaid work placement of four weeks and longer, and paid internships.

Under the proposed regime it will be important to carefully diarise the duration of any placement and review appropriately. Allowing a four week placement to spill over may result in breach of the NMW rules.

Any transition from an unpaid placement to a longer remunerated scheme should be formally notified in writing.

It might be worth putting in place separate work experience and internship policies or agreements with the former focussing on informality, flexibility and a low level of obligation on the individual, to minimise the chance they will attain employee or worker status.

If the proposals become law, employers should take care in advertising and recruitment too. The length of any placement and whether it will be paid should be made explicitly clear. For placements less than four weeks, employers should be alive to the risk of creating a contractual relationship through an overly prescriptive or demanding job description. It would be wise to take legal advice to avoid any unintended consequences.

A requirement to pay long-term interns must also obviously be factored into project plans and costings.

Conclusion The increased cost of paid internships may be balanced by benefits to the industry. Despite significant capital investment the rail sector has historically struggled to resource new projects with many career entrants attracted by other industries or higher paid work abroad. So, whilst the cyclical nature of rail investment and budgetary constraints against specific projects may mean that new rules on paying interns will pose a challenge, they may pay off in the long term for UK rail and logistics. zz

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Cyber security PETER ARMSTRONG discusses the rail network’s growing vulnerability to cyber attack and how the threat can be countered

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PETER ARMSTRONG, director of cyber security, Thales UK

Darren Fodey

ith the UK rail network relying ever more on its digital network architecture, the threat from cyber crime to rail infrastructure is real and growing.

With over £8 billion in turnover and around 35,500 employees working the length and breadth of the United Kingdom, Network Rail is one of Britain’s largest and most dispersed organisations. It’s essential that this central part of the UK’s critical national infrastructure (CNI) remains protected. But to ensure this, all organisations within the sector will need to understand the current threats and risks that they face, and the ways in which the industry can assist them in meeting these security requirements.

Criminal activity is increasingly moving toward the world of the internet. The E-Crime Home Affairs report issued in the UK last year revealed that cyber-crime is now considered one of the most serious threats facing the UK, a statement that was supported by the findings in the 2010 Strategic Defence and Security Review (SDSR), which identified terrorism and cyber security as the highest priority of threats (Tier 1) to the UK’s critical national infrastructure.

The pressing need to protect British infrastructure against the cyber threat has led to the proliferation of standards and guidelines designed to strengthen an organisation’s security posture. However, working through these documents can be a daunting prospect for companies that may not have the appropriately qualified and trained employees. What’s more, in addition to attacks from external sources, rail companies also face complex threats to their systems and data from within. So protecting confidentiality, integrity and availability of their assets has to be paramount.

Targeting the threat – where is it and how can it be addressed?

Cyber Crime comes in a multitude of different threats, risks and vulnerabilities. The geographical spread of the rail network naturally poses a serious problem, and the use of legacy systems means that different locations are likely to have different risks to identify and address. A train station in a country village using a legacy IT system might have a different

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security requirement than a newer station using more automated systems.

As a result, there is not a one-size-fits-all way to combat the threat facing railway organisations up and down the country. Even before an effective security strategy can be implemented, companies must wade through a plethora of frameworks, standards and best practices, before understanding where and how they can apply them to their organisation.

From the extensive work that Thales conducts in the rail sector on a daily basis, we strongly recommend that all British rail companies abide by the below main frameworks, standards and best practice guides: l Centre for Protection of National Infrastructure (CPNI) This is one of the main frameworks for the rail network that gives guidance and information on how station designs can help enhance security. l Security Policy Framework (SPF) This framework defines the standards, best practice guidelines and approaches that are mandated to protect UK government assets (people, information and infrastructure). l National Technical Authority for Information Assurance (CESG) CESG has 35 good practice guidelines on technical security and how secure information communications systems (ICS) can provide support to the business. l Transport Security Policy Framework (TRANSEC) This framework is responsible for developing and

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enforcing the security standards required of transport operators. l SO/IEC 27001:2005 Information Security Management System (ISMS) Although not mandated in the rail sector, ISO/ IEC 27001:2005 does follow best practice and as such could be adopted in conjunction with CESG good practice guidelines, ensuring that a baseline in ISMS security is achieved.

Knowledge is power While standards and frameworks are clearly fundamental, an organisation would not be in a position to identify and address their main risks without a security risk assessment (SRA). A quality SRA will be able to identify the vulnerabilities and risks and highlight these to management. Only then will management be able to take the right control measures using a cost benefit analysis approach, to either mitigate or accept the risk. If done properly – with long term goals in mind – it will not only reduce risk, but ensure public confidence in the service.

In a distributed system, more governance at the local level is required. This means more leadership and better training. Companies that do not have the budget, experience or time to address many of the problems should work closely with an outside cyber security agency that provides such advice and guidance.

In addition to ensuring that you complete a comprehensive RSA, there are a number of practical steps that all senior managers can take to address

some of the top security issues identified as most prevalently facing the UK rail sector today: 1. Standardisation of security in the rail network Different parts of the network require different security measures. Frameworks should be used to set a foundation, and guidance issued to local management to conduct their own assessments on the geographical nature of their locations. For example, what might be a vulnerability in one location, might not be a vulnerability in another. Once the SRA is conducted, it is vital that a standard approach is implemented across the network.

2. Lack of a physical boundary (perimeter control) Due to the geographical spread of the rail network, securing its entire perimeter would be inherently difficult and costly. To protect the network from physical intrusion, a layered approach to security should be adopted which should work hand in hand with the SRA. Where there is a need for added security, compensating control measures should be adopted. This could be the implementation of CCTV, intrusion detection systems, fences, access controls (site and buildings) and security guards. Trying to mitigate all risk is challenging, but adding these compensating control measures will reduce overall risk to acceptable levels.

3. Vulnerabilities of malware on critical systems Malware can come in many different forms, such as viruses, worms, Trojan horses, or logic bombs.

If unguarded, these could cause catastrophic consequences on the rail network – particularly to the supervisory control and data acquisition (SCADA) systems at the heart of the network. Effective management of malware comes in the form of antivirus software, firewalls, intrusion detection systems, patch management (updating anti-virus software), system separation and personnel training.

Ultimately, the threat facing the UK’s rail system is real, and it’s up to rail companies, security specialists, consultants and government to join forces to tighten the defences. By implementing a holistic approach that centres around continuous policy evaluation and adaptation, networks can be protected against the latest evolution of vulnerabilities and attack vectors – ensuring the rail system continues to stay one step ahead as the threat landscape evolves. zz

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Future of Rail 2050 – Arup report Robot drones performing predictive rail line maintenance, driverless trains travelling safely at high speed, freight delivered automatically to its destination, and smart technology able to interface with mobile and wearable devices. Is this the future of rail travel?

Hufton + Crow

I Guangzhou Rail station

n the past, we have witnessed rail’s power to stimulate and drive economic growth. In some parts of the world it’s seen as essential for economic diversification and supporting policy, and can be a catalyst for regeneration. The Future of Rail 2050 is a thought piece created by Arup Rail and Foresight + Research + Innovation, with input from contributors from across the world. Its aim is to challenge current thinking, to move beyond the dayto-day focus on challenges and opportunities facing the industry today, and consider the forces shaping rail’s future.

By the year 2050, 75 per cent of people are expected to live in cities and the world’s population may well stand at over 9.5 billion and a highly efficient public transport system is going to be a necessity. So what are the megatrends that will influence the way people live, work, travel and consume information in the future? How will infrastructure and rail systems cope with the rising demand for passenger and freight capacity and how will rail fare in a world experiencing an increase in the frequency and intensity of extreme weather events?

The drivers for change

Oliver Petrie

Changes are likely to be driven by the evolving needs and expectations of future rail users. Passengers will expect a service that includes level access, no waiting, smart ticketing, personal security, and effortless planning. Stations of the future will be destinations in their own right, with extensive business and leisure facilities. Rail services will focus on the total journey, as passengers seek out the trip that offers the most efficient means of getting from A to B. For freight rail, improved transit times and consistent

Ticketing of the future

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reliability are key to the viability of the rail industry in the long term. Automated and driverless trains will increasingly provide efficient and reliable solutions to freight and passenger transport.

To get a glimpse of what this new rail system might look like, Future of Rail 2050 takes a user’s perspective and explores the technology and changes that might characterise life for passengers and freight in the future.

Convenience: a reliable network With the increasing frequency of extreme weather events, the report looks at future construction and maintenance techniques to reduce travel delays and shape railway resilience. It predicts intelligent robots building new, and retrofitting old rail infrastructure.

Swarm robotics, a theory based on swarm behaviour amongst ant and bee colonies, could see small robots working collaboratively on major railway repair and structural testing. Monitoring drones would enable rail operators to perform advanced maintenance on tracks, eradicating lengthy journey delays and line closures.

To further increase efficiency and speed of travel, Future of Rail 2050 suggests that automated systems will optimise the running time of passenger trains and increase the reliability and safety of the network.

Driverless trains, for example, would be in constant communication with one another with the sensors embedded in rail infrastructure, travelling in close succession and responding in real time to their location on a given track.

According to the International Transport Forum, freight activity is due to increase globally by up to 250 per cent by 2050, so improved transit times and reliability are key to increase efficiency and minimise congestion. The report foresees dedicated elevated platforms and underground pipelines to transport goods, freeing up rail and highway infrastructure for passenger travel. Freight pipelines would use intelligent, aerodynamic pods and embedded sensors, to provide an energy efficient and low maintenance method of delivering goods in heavily populated urban areas.

Supporting the above are ongoing developments in nanotechnology, biotechnology, information technology and cognitive sciences, which will see new materials that are lighter, stronger, smarter and greener. Graphene, for example, is revolutionary in its flexibility, strength and conductivity and brings the potential for completely new, reliable rail structures and design.

Conurbations: integrated transport systems To truly deliver a smooth, convenient passenger experience, rail needs to be fully integrated with other modes of transport – a possibility enabled, in part, by big data and the Internet of Things.

Greater internet connectivity will provide passengers with accurate, real-time updates on train times and connections to other transport modes, complete with optimum pricing.

Ticketless technology will remove gate-lines in stations. Authorisation to travel will be universal and payment processed automatically when the journey is taken, allowing a seamless connection between various modes of transport. This could be through interoperable electronic passes (valid for trains, businesses, car sharing schemes and bicycles) or through personal accounts which would authorise travel and automatically process payment – removing congestion at ticket barriers and eliminating unauthorised travel.

Personal rapid transport systems, powered by clean energy, could also provide the crucial last mile link in urban areas. These systems could, for example, use magnetic levitation to connect vehicles to a high-speed guideway, eliminating vibration, pollution, noise and the usual wear caused by moving parts. These automated systems would allow passengers to check emails or read the news while travelling to their final destination.

Connectivity: plugging into journeys

Left: New Delhi Railway station redevelopment

The report imagines a future where train passengers can contact friends, family and colleagues via ‘HoloCalls’ (holographic image displays) and train windows will adjust automatically to prevent external glare. Virtual shopping walls will be located in train stations and even carriages themselves, enabling products from the wall displays to be purchased via mobile devices.

“The global urban population is growing rapidly and by 2050, around 75 per cent of the world’s population will live in cities,” said Colin Stewart, global rail leader, Arup. “This places huge pressure on transport infrastructure and resources, but also creates a significant opportunity for rail, which relies on passenger density to function most effectively. The challenge will lie in juggling the responsibility of providing reliable travel for millions while simultaneously tailoring each journey for the individual.

“However, by rapidly developing technology and taking bold steps to overcome capacity and cost challenges through maximising efficiencies, the rail renaissance can deliver a future where rail is the backbone of our travel system, linking major urban hubs and feeding into multi-modal transport networks for the benefit of the passenger.” zz The full report can be downloaded from:

Arup has been involved in many of the world’s high speed rail, metro and driverless train projects including HS1 and Heathrow PRT in the UK and Cityringen Metro in Copenhagen, as well as the creation of Beijing South Railway Station and the redevelopment of St Pancras International station.

www.arup.com/for

Priestmangoode

The convergence of mobile devices, wearable and location-aware technology and big data are at the heart of improving passenger experience. As well as providing accurate, real-time travel information, high-performance networks will grant uninterrupted access to work and entertainment systems on the move.

Ministry of Railways / TFP Farrells

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Digital travel advice hub When the sea wall on the Dawlish line was badly breached, First Great Western experienced unprecedented disruption to its services. An agile digital marketing strategy powered by a digital travel advice hub from ORM, formed the backbone to customer engagement during the rebuild process

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t was on Wednesday 5th February 2014 that Dawlish grabbed all of the headlines when the extreme weather conditions washed the track foundations of the Dawlish sea wall away causing widespread disruptions to its services due to flooding and signalling failure. Network Rail tasked itself to complete the rebuild within an eight week window in a bid to keep disruption to a minimum for its users including South West businesses, who have collectively suffered losses of between £5 million and £10 million per day from the line closure.

In one of the most challenging times for the network, First Great Western’s digital team was tasked with creating a reactive and engaging travel hub with agile content to ensure that users of the Dawlish line were kept updated with important travel information. First Great Western aimed to deliver a seamless and positive customer experience for both web and mobile users.

First Great Western is one of the country’s largest train operators, running over 9,000 services a week and covering a network of over 250 stations. Isambard Kingdom Brunel was commissioned to build the Dawlish line in 1843 which is regarded as one of the world’s most iconic stretches of railway as it hugs its way along the South Devon coastline.

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The most telling customer service statistic following the Dawlish digital campaign was the 28 per cent increase in retained current customers, showing the appreciation for real-time updates and loyalty to the First Great Western brand

Strategy With the sea wall breached and almost 150ft of track destroyed, digital strategy and design agency, ORM, partnered with First Great Western’s digital marketing manager – Jason Ali and his team to create a go to point for customers.

Jason and his team collaborated to deploy an agile content delivery approach where customers could receive instant updates on the line’s rebuilding progress. First Great Western saw it as an opportunity to boost positivity with rapid, relevant updates to the South West.

Execution The digital hub delivered real-time travel updates with news and images of track reparations. ORM was tasked with providing user experience and design expertise, transforming First Great Western’s digital engagement with customers during the storms.

To develop a deeper engagement during severe disruption, ORM aggregated relevant content from around the web about the disruption, making First Great Western the most engaging source of information in one central location. This content was mobileoptimised via an application to enable passengers to access updates on the move.

Network Rail provided key information for the travel hub, with content taken from its website and edited by ORM to create a customer-friendly link roll that included input from national news sources. The site also included more social content to visually tell the story of rebuilding the railways affected.

An agile approach was taken to publishing content with relevant and timely updates uploaded and changes made instantly to aid customer travel plans. The hub served as the most up-to-date source of reliable information for First Great Western customers.

Social media also formed an important part of distributing important updates and encouraging engagement with passengers in the area. Through First Great Western’s Facebook page, customers could receive the latest news on the line’s progress with alerts and advice through Twitter that might influence the customer’s journey.

To celebrate the reopening of the line and following tireless work to get the area rebuilt, First Great Western gave away two first class tickets to anywhere on its

network, every hour of the reopening day. ORM worked with First Great Western to run a Facebook campaign where users could ‘Like’ to enter.

Result First Great Western experienced a 45 per cent increase in web traffic having created the travel hub during the rebuild process. Concerned passengers also contributed to a 31 per cent increase in app sessions as rail engineers worked to get the line back on track.

Customer service through social media was also a key indicator of the First Great Western’s success in elevating its digital presence during the Dawlish rebuild.

After the incident, there was an initial 166 per cent increase in tweets due to customer enquiries. Thanks to the travel hub and proactive social media updates, these customer support tweets were cut by 59 per cent as passengers were kept informed throughout the rebuild process.

However, the most telling customer service statistic following the Dawlish digital campaign was the 28 per cent increase in retained current customers, showing the appreciation for real-time updates and loyalty to the First Great Western brand.

Jason Ali, digital marketing manager concludes: “At First Great Western, customers are at the heart of everything we do. With ORM’s user experience expertise and the dedication and commitment of First Great Western’s digital team, we were able to provide a seamless and user friendly experience on both the website and smartphones to provide the right information at the right time throughout the months of unprecedented disruptions.” zz

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NEWS I Freight

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Unloading a Class 66 loco at the port of Newport

New Class 66 locos arrive in UK l GB Railfreight has received the first five of 21 new Class 66 locomotives from ElectroMotive Diesel (EMD) in the US. Once completed, the order will be the company’s largest ever investment in new locomotives. The remainder of the order will arrive in two batches over the next six months.

The five locomotives arrived at Newport on July 10th, were unloaded and coupled together before being transported to EMD’s maintenance depot in Doncaster.

They have been secured ahead of the change in EU emissions legislation which, from January 2015, sees new regulations coming into force that could impact the ability to obtain compliant and affordable locomotives. The purchase will take GB Railfreight’s current Class 66 fleet to 71.

John Smith, managing director of GB Railfreight, said: “These locomotives will allow us to grow our business further in 2015 and continue to provide our customers with the optimum level of service, signifying the confidence we have in the development of the UK rail freight sector.”

Freight Arranger boosts services with two new routes l The online rail and road freight brokerage and tracking service, FreightArranger, has added two new routes to its existing services. The trains will operate between Southampton and Manchester, and Southampton and Leeds, and timings have been specifically chosen to run on working days with afternoon loading cut-offs allowing for next-day deliveries.

The trains can accept high cube (9’ 6” high) ISO containers and swapbodies up to 2.5 metres width. There are opportunities to carry wider containers and swapbodies. It is expected that the routes will attract one-way transits, particularly with goods for export.

FreightArranger continues to provide access to trains between Purfleet and Daventry, providing congestion-free linkage between the Midlands and cross-Channel services to NW Europe. Additional routes are expected to be announced in the coming months.

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New freight interchange to reduce congestion l The strategic rail freight interchange at Radlett, near St Albans, has received final approval from Eric Pickles, Secretary of State for Communities and Local Government.

The decision, which comes almost five years after the public inquiry and almost a decade in the planning system, clears the way for the major redevelopment of this important site, vital for growing rail’s share of the freight and logistics market in the London and the South East. The news has been welcomed by the Rail Freight Group (RFG).

Maggie Simpson, RFG executive director, said: “As the M25, M1 and other roads become ever more congested, this facility will help rail freight to play its part in efficient and low-carbon distribution for London.”

A national first for Midlands l The first Development Consent Order for a rail freight interchange under the new consenting process, which applies to nationally significant infrastructure projects, has been awarded to Prologis UK Ltd. The development will be a major extension to the Daventry International Rail Freight Terminal, and will include a replacement rail freight interchange capable of accommodating up to 32 trains a day, and eight million square feet of distribution floor space.

This £100 million investment in new infrastructure will have an anticipated value of £1 billion, and is expected to create in the region of 9,000 jobs.

Specialist planning lawyers, Marrons Shakespeares acted as lead advisers to Prologis throughout the process.

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The future of connectivity Stream Communications CEO NIGEL CHADWICK and ALAN WOOD, founder of Wood & Douglas, discuss new innovations in communication that could significantly improve mobile phone coverage on the rail network

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Alan Wood, managing director, Wood & Douglas

oday, the rail network is unfortunately one of the worst serviced areas in the UK for mobile phone coverage, and a number of factors contribute to that situation. Firstly, mobile network operators are required to achieve a minimum Onboard WiFi level of coverage based on proportion of population. Hence built up areas are prioritised for investment. Secondly it is difficult to provide a consistent service along railway lines with tunnels and cuttings interfering with radio signals.

The development of ultra-fast 4G mobile networks provides the opportunity to better serve the railway networks. These networks are best when used for video streaming and data heavy applications, which make commuters an attractive potential audience.

Opportunities with 4G Nigel Chadwick, CEO Stream Communications

Nigel Chadwick, CEO of machine to machine specialist mobile network, Stream Communications, believes that faster and more reliable mobile networks offer opportunities to railway operators. “4G enables train operators to provide a reliable business link for passengers to continue working aboard. To monetise this, rail operators need to provide a more effective service than consumer mobile networks. Machine to machine specialists can help deliver an ‘always on’ service by smartly manipulating the network to manage coverage outages,” commented Chadwick. “This means connectivity for the duration of a journey, providing rail operators with the ability to monetise specific businessonly carriages with always on connectivity.”

The improvement provided by 4G networks is noticeable. It is possible to stream video from London Waterloo to Fleet in north Hampshire, with built in buffering to smooth the ride over service interruptions. This delivers revenue opportunities for rail companies wishing to provide live in-carriage entertainment.

Safety An alternative to the cellular mobile networks can also enhance safety and security on railways. Short range wireless is an extremely effective way to deliver data communications – either via licence free spectrum or on allocated spectrum for critical health & safety applications.

Wood & Douglas, a company that has already deployed wireless CCTV solutions at railway stations, envisages this technology enhancing staff and passenger safety. Alan Wood, founder of Wood & Douglas outlined the potential.

“Short range wireless is already used by the bus network in London to prioritise public transport at traffic lights. A transmitter on the bus communicates with a receiver on the traffic light; the light goes green and ensures the faster passage of public transport. But wireless connections can also transport video data. For a train driver this could mean knowing any issues before pulling into a station, enabling them to make safety decisions such as how many people to let onto the train or whether to open the doors at all.”

Other applications Other applications include using wireless communications to advise passengers on the platform which carriages have available seating. “This technology is proven right across the rail network and is being actively deployed for CCTV, passenger information boards and infrastructure asset security,” continued Wood. “The next deployment will help ensure safety and security of staff and commuters.”

Mobile communications has the potential to enhance the passenger experience, both for business and leisure travellers, as well as improving safety and security.

The development of faster mobile networks combined with the flexibility and reliability of short range wireless communications offers railway operators the opportunity to improve passenger comfort, communications and safety while providing additional revenue opportunities. zz

Delivering information Commuters have become accustomed to up to date information about their onward journey provided by guards. Access to a reliable mobile signal means this information, as well as advice on the most effective ways to transit a city or connect to other services can be delivered in carriage via screens. From here it is a small step to cross promoting taxi and bus services from the train with additional revenue share model.

In carriage digital signage

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NEWS I Stations

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Canary Wharf Crossrail station receives its roof l The striking timber lattice roof designed by Foster + Partners for the new Canary Wharf Crossrail station has been completed.

The roof will sit above a new roof garden and four storey, 115,000 sq ft retail and leisure development that includes shops, restaurants, bars and a cinema. The roof garden and first phase of the retail and leisure space are due to open in May 2015, three years before trains run through the station.

Work began on the new station in May 2009 by creating a 250m long and 30m wide watertight dam in the waters of North Dock, using an innovative silent piling method. The station box was then built top down, 28 metres below the water surface to create the ticket hall and platform levels.

Canary Wharf is the most progressed of Crossrail’s 10 new stations. Eight 40 metre-long escalators, four lifts, flooring, wall cladding and space for station services are all in place in the ticket hall level.

King’s Cross named world’s best station l King’s Cross has been voted the best railway station in the world for food and drink, and the station’s The Parcel Yard pub the best individual food and drink outlet, at an international awards ceremony celebrating the best that airports and railway stations have to offer.

The 2014 International Airport and Rail Station Food and Beverage Awards, organised by industry magazines The Moodie Report and The Foodie Report, were open to nominations from around the world and judged by a team of experts who looked at the unique offerings at each nominated venue.

The judges were impressed by the remarkable transformation which has taken place at King’s Cross station in recent years, thanks to a £500m project to refurbish and expand the historic station to cater for growing demand for rail travel.

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l Doddle, the new parcel collection and delivery service located at railway stations and major hubs across Britain, has announced it will open in 300 locations in the next three years.

Following the success of the pilot store in Milton Keynes station, five new Doddle shops to be opened will include London Waterloo, Bromley South, Brighton, Chelmsford and London Cannon Street stations. Open seven days a week, early until late, they will be located in dedicated retail units within the stations or within built–to-order facilities.

Doddle is an independent, standalone limited company, jointly owned by Network Rail and Lloyd Dorfman. It is currently partnering with some of the nation’s biggest retailers including ASOS, New Look, Countrywide Farmers and TM Lewin, with many more to follow.

Robin Gisby, Network Rail’s managing director, network operations said: “Introducing Doddle to stations will enable us to reinvest our profits back into the railway, and is a natural next step to helping passengers and people who work and live near stations, whose lives are increasingly busy and on the move. “

First electric car charging point for c2c l National Express train operator c2c has introduced the first electric car charging points on its network as part of a £125,000 investment in Thorpe Bay station.

The three-month investment project has transformed the forecourt at the station and improved facilities for pedestrians, cyclists and drivers alike, making Thorpe Bay c2c’s first smart station.

Stations outperform the high street for retail spending l New sensor technology at Britain’s biggest and busiest stations has revealed tens of millions of people a year are visiting them to shop, eat and drink, in addition to those who travel by rail. The data was corroborated by Network Rail’s latest quarterly retail sales figures, showing a healthy 5.6 per cent growth in like-for-like sales from January to March 2014, well above reported high street growth of 0.5 per cent. Network Rail station retailers reported an annual like-for-like sales growth of 6.1 per cent while high street sales reached just 0.75 per cent.

The trading figures were compiled from the sales results of retailers operating from over 500,000 sq ft of retail space across 16 of Britain’s biggest and busiest stations owned and operated by Network Rail.

Top performing stations were King’s Cross, Cannon Street and Manchester Piccadilly.

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Communications

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On time with real-time fast data The effective use of Big Data in the railway industry is really coming into its own. MAURIZIO CANTON, examines how the Swiss Federal Railway is leading the way, not only using Big Data to increase efficiency and capacity but also to make cost savings

Maurizio Canton is European CTO for TIBCO Software

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ig Data is very much at the top of the IT agenda at present. In fact, mobile computing aside, it’s hard to think of another area of IT creating as much hype. This isn’t surprising because the effective use of Big Data analysis is clear: Improved insight gained by identifying trends and synergies in data can deliver a much more complete view of a business and its customers and that, in turn, empowers companies to do things better.

Identifying these trends and synergies more quickly can also deliver immediate benefits, giving railway operators the ability to react to changes in demand and rapidly tailor services to cope. To unlock and exploit Big Data in real-time, however, requires a lot more than tools to simply search and analyse the information being collected.

It also calls for a robust and scalable communication infrastructure that is able to collect, interpret and act upon huge amounts of unstructured information in as little time as possible. If you like, Big Data needs Fast Data.

An example will help put this into context, illustrating how one company – the Swiss Federal Railway – is using Fast Data to both improve customer satisfaction and do even more with its already highly efficient, railway network.

The challenge in Switzerland Known locally as Schweizerische Bundesbahnen (SBB) the company moves 350 million passengers and almost 50 million tons of freight every year on a rail network that packs 80 miles of track into every 600 square miles of land. Expansion is severely restricted due to topographical and financial constraints, so for some years now, the

only way for SBB to increase capacity has been through improved efficiency.

Simply put – to get better, SBB has to run more trains closer together on the same track. To achieve that goal the company turned to the vast amount of data it captured every day and found ways to use that data to its advantage.

The company created a low-latency messaging system able to relay huge amounts of information back to its rail control system (RCS) for processing and action in realtime. Up to 1.7 terabytes of data are routed by the system every day, pulled from stations, passengers, trains and the network itself, enabling SBB to react in seconds as stock moves around the rail network to significantly enhance scheduling and improve punctuality.

The benefits For SBB, its passengers and customers whose freight is carried by the Swiss rail network, the benefits are compelling. Dispatchers are able to detect conflicts and reroute trains more quickly, which means timetables can be denser and traffic forecasts more accurate. The network is used more efficiently. More passengers and freight can be carried and customer satisfaction is rising.

There’s a cost advantage to be had from this use of Fast Data too. Better and more effective staff utilisation is set to deliver annual savings of $3-4 million. In addition to which, by analysing usage patterns and training drivers to operate their trains more efficiently, the rail operator expects to make energy savings of $10 million per year.

Conclusion What this example shows is that while Big Data is all the rage at the moment, it’s not just the amount of data that matters. Businesses across all industries need to collect, analyse and act on the context of the data quickly which, in the case of SBB, means in real-time using messaging technology capable of processing large amounts of complex information with minimal latency and delay.

SBB is a unique example, but other operators can also benefit from this 21st Century technology and, by looking to continuously process and analyse Big Data in real-time, gain instant awareness and take instant action when needed. SBB’s example proves that other operators can be equally empowered to do things better and, just like the Swiss Federal Railway, be on time with real-time Fast Data. zz

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NEWS I Technology

zzzzzzzzzzzzzzzzzz Intercity multimedia and Wi-Fi deployment for Poland l Nomad Digital has completed the first phase of integrated wireless technology deployment across Poland’s PKP’s intercity fleet. This will affect trains operating on the most popular domestic and international routes in and from Poland. When completed it will be the largest passenger Wi-Fi and multimedia deployment in Eastern Europe.

T-Mobile Poland, chosen to introduce passenger Wi-Fi and multimedia services to 300 passenger cars for PKP’s intercity fleet, contracted Nomad to lead the design, build and implementation of passenger Wi-Fi, multimedia platforms, portals and end-to-end content delivery.

During this first phase the technology has been provided to 30 wagons, and work is now under way to complete the remaining 270 wagons by the autumn.

Romax upgrades design software tools

Louise sets a new standard in communication l Network Rail has installed 11 virtual assistants at its rail stations to keep provide safety and directional information. The move follows the successful trial of ‘Louise’ at King’s Cross station in 2013.

The virtual assistant, produced by Tensator in conjunction with TEW Plus, uses cutting-edge technology to project an image and create the illusion of a real person. Louise has been advising travellers with heavy, awkward to handle baggage to use the lift rather than the escalator. During the six-week trial period over 260 per cent more passengers used the lift. Six further virtual assistants have been placed at various locations throughout King’s Cross to deliver directional and safety messages whenever they detect movement in the immediate area.

Two more have been introduced at St Pancras and three at Leeds station. London Bridge and Birmingham New Street stations will be trialling virtual assistants very soon.

Fully customisable, the virtual assistant brings messages to life and helps engage passengers with consistent and clear information. Ajay Joshi, head of media and technology at Tensator said: “Because they are completely customisable, they can be used to relay any number of messages including health and safety, directional and general information such as station facilities.”

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l Transmission and driveline simulation specialist, Romax Technology, has launched a number of new releases.

RomaxDESIGNER, which provides design, analysis and optimisation for systems incorporating gears, shafts and bearings now incorporates a flexible drag-and-drop report builder and the flexibility to create customised extensive reports. Report design templates can be saved and are reusable and sharable. The solution also allows intelligent grouping, filtering and formatting of data.

The new version of CONCEPT includes improved gear design capability and improved modelling of synchronisers and planetary gear sets while CAD FUSION now incorporates new features for those who work with 2D CAD models, allowing intelligent importing of 2D CAD drawings to reduce modelling time and errors.

Are supercapacitors the future for electric vehicles? l According to a report from market research company IDTechEx super capacitors are improving faster than lithium-ion batteries, and could ultimately decimate the Li-ion market.

Nanotune Technologies has demonstrated supercapacitors with 35 Wh/kg, and believes that 500 Wh/kg may be achievable, which is 2-4 times the energy density of the best Li-ion batteries.

Meanwhile, Maxwell Technologies expects to triple current energy density with pure supercapacitors, and Graphene supercapacitor developers are targeting 200 Wh/kg.

Dr Peter Harrop, chairman of IDTechEx, explains: “Supercapacitors need not match lithium-ion battery energy density to replace much of that battery market. They have replaced maybe one per cent of that market already with only one hundredth of the energy density because they last longer than the bus, for example, that they are in. They are safer and have ten times the power density. Even across batteries they mean less battery is needed.”

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Lone worker safety With a mobile workforce operating in an intrinsically hazardous environment, good safety management is critical. NIGEL GRAY discusses how mobile technology is being harnessed to improve safety and efficiency, within budget

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Nigel Gray, is director at PageOne

he very nature of the rail industry means there is surely no better starting point for reviewing best practice in lone worker management. A geographically diverse and mobile workforce operates in an intrinsically hazardous environment with changing work practices driven by the need for increased efficiencies has led to more flexible working.

A greater number of staff are working alone than ever before, and those that are not, are at risk from the very nature of the environment they operate in. Unless this is carefully monitored and managed, working patterns themselves can increase risk through fatigue.

The rail industry and its employees are responsible for managing such risk according to stringent EC and industry regulations. Technology is now able to deliver improved worker management by leveraging advances in mobile and location technology.

For example, Network Rail was one of the first to trial PageOne’s Responder smartphone app as a means of streamlining the overheads produced from regular monitoring of trackside lone workers. Reducing such costs and providing a secure and auditable confirmation of staff safety and location has become a key business objective for the organisation.

Previously the standard operating procedure was that the control room would call lone workers on a periodic basis. This met the duty of care requirements but incurred significant process overheads and responsibility, particularly when you factor in the number of employees they were responsible for at any one time. It also required the worker to know their exact location when they

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phoned in, which could pose difficulties if they were working track-side and were not aware of the nearest track-access point for the emergency services to use should an incident arise.

Mobile technology has revolutionised this process, as each lone worker can be assigned a mobile phone with the responder app installed. When a worker is about to go trackside they register with the control room and activate the lone worker mode on their phone, which thereafter generates an alert they must respond to at the pre-set times. Each time a reminder is acknowledged, a confirmation message is relayed to the control centre where their GPS location is automatically logged on a mapping console that also identifies the closest known track-access point.

Consequently, control room operatives are freed up from making large volumes of outgoing calls and can focus on reaching the handful of individuals who fail to respond and could potentially be in need of assistance.

A control room dashboard details current active lone workers and their current status and location, and provides an auditable log of all communication.

This function alone could justify the investment costs.

However, we are now seeing the technology being extended to provide cost-effective compliance with other duty of care and reporting-based requirements.

For example, outside of the rail sector, Toshiba Medical Systems has deployed an innovative book-on/bookoff to assist with compliance to the EC Working Time Directive. It has also applied filters within the customised dashboard that is monitored by control room operatives, in order to quickly identify suitable employees who are able to respond.

“Outside of lone worker functions we see the application fulfilling an invaluable role in our call-out procedures,” said Kyle Nell, IT operations supervisor, Toshiba Medical Systems. “For example, if a customer calls to say a vital piece of equipment has failed we can instantly use the locate function to identify the nearest qualified engineer.”

These same functions would translate well into the rail sector, where organisations are subject to the rail regulator’s even more stringent requirements. For example, the ability to filter employees based on their role, skill-set or shift pattern, rather than bombarding all staff with messages that aren’t appropriate for them, can deliver greater efficiency. Meanwhile, the ability to be alerted when an employee is close to breaching the Working Time Directive, or quickly finding a qualified individual able to respond to a fault in a specified time window, could avoid the prospect of heavy fines.

Ultimately the rail sector already has the knowledge and expertise to deliver highly effective worker and resource management. Yet, there may be opportunities to make the technology work harder and deliver value in other areas. zz

www.pageone.co.uk

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Rail Alliance

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Recent new members of the Rail Alliance Altro Transflor

Link By Lighting

Tecforce Ltd

UK manufacturer and worldwide supplier of anti-slip flooring engineered and designed to meet high intensity foot traffic in transport environments.

Tel: 01462 489 516 Email: enquiries@altro.com Web: www.altro.co.uk/transport-flooring

Sole UK partner and supplier of HELLA LED lighting products for all types of application.

Tel: 01952 217 924 Email: sales@linkbylighting.co.uk Web: www.linkbylighting.co.uk

Core skills in materials technology, welding technology, non-destructive testing and rolling stock engineering for maintenance and overhaul services to rolling stock, their components and the supply chain.

Tel: 01332 268 000 Email: sales@tecforce.co.uk Web: www.tecforce.co.uk

Concrete Canvas Ltd Producer of a flexible, concrete impregnated fabric that hardens when hydrated to form a thin, durable, water proof and fire resistant concrete layer allowing concrete construction without the need for plant or mixing equipment.

Tel: 0845 680 190 Email: info@concretecanvas.com Web: www.concretecanvas.com

Erlau Outdoor Furniture Manufacturer and supplier of high quality outdoor furniture including a wide range of seating systems, benches, litter bins, cycle stands and planters with a 10 year anticorrosion guarantee and the option of antigraffiti coating.

Tel: +49 7361 595 3340 Email: isolde.erhardt@erlau.com Web: www.erlau.com

Graybar Ltd Manufacturer of self-regulating track heating systems and the processing of heat shrink cable accessories for the rail industry.

Tel: 01933 676 700 Email: sales@graybar.co.uk Web: www.graybar.co.uk

Guidance Navigation Ltd World class expert in microwave and laser sensor technology used for navigation, measurement and positioning applications.

Tel: 0116 229 2600 Email: info@guidance.eu.com Web: www.guidance.eu.com

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May & Scofield Ltd Collaboration with customers to help improve performance and reliability in the design, development and manufacturing of electronic control units and systems, using knowledge, expertise and best practice from across rail, automotive, aerospace and defense industries.

Tel: 01256 306 800 Email: info@may-scofield.co.uk Web: www.may-scofield.co.uk

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

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A new world in the making The Internet of Everything may sound futuristic, but IAN FODDERING shows how it’s here, now, and provides a tremendous opportunity for improvement

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Ian Foddering is chief technology officer, Cisco UK & Ireland

rom the late Georgian steam pioneers, to today’s multi-billion pound engineering project of High Speed 2, the British railway industry has continuously ridden the wave of technological and social change. Woven into the social fabric of Britain since the early nineteenth century, the rail network has a vital part to play in UK economic prosperity, aiding travel, tourism and transportation of goods.

However, Britain’s transport infrastructure is under pressure like never before. 1.46 billion rail journeys were made in 2011/12, almost double the number conducted in 2002/03, and by the end of the decade, that figure will have risen by another 400 million. During 2012/13, only 87 per cent of long-distance trains arrived within 10 minutes of their scheduled arrival, down two per cent on the previous year, with these delays costing UK business more than £1 billion a year. With potentially severe economic consequences as our transport networks become increasingly congested, how should our rail companies use technology to adapt, improve and innovate to meet ever-growing demand?

The long-term answer doesn’t just lie in being able to work effectively on the move however; it requires a significant rethink of how we consider travel, station infrastructure and our rail networks. Ultimately, our railways need to get smarter and be designed to exploit the Internet of Everything (IoE). At the heart of IoE vision is the idea of digitally connecting the unconnected; uniting people, data, processes and things. That has particular relevance when trying to create a more efficient and manageable railway infrastructure, especially in the field of data, and can be realised in a number of ways.

Electrification The continuing investment in electrification, for example, will help digitally connect hundreds of miles of track across the country. Forty per cent of the UK rail network is currently electrified, though Network Rail has ambitious plans to raise that percentage to European rates. The first phase of the electrification of 300km of track between Liverpool, Manchester, Preston, Blackpool and Leeds was completed in December 2013, while the Great Western route between London and Bristol will be completed in 2016, extending to Cardiff in 2017.

Electrification necessitates an increased number of devices in substations that need to be monitored and controlled safely. These IP-enabled devices allow for the remote and automatic monitoring of everything from temperature, humidity and energy performance to the stability of switching devices. That creates significant

potential, both in terms of cost efficiency and safety. As these devices self-monitor and report back their status, the need for human intervention is diminished. So rather than send an engineer to investigate failures, these IP-enabled boxes will send data proactively, before a failure occurs.

Connecting people, data, processes and things The opportunities do not end there. Connected devices in substations will be able to interact with other sensors on the network, in a standardised way. Embankment sensors will measure water table levels; in-ground sensors will detect potential landslips – all of which will provide real time information on the network to improve safety and rail operating efficiency. Network Rail for example, is in the process of deploying ‘Track-to-Train Intelligent Infra’, which provides data of the track’s status including potential faults or obstacles, without the need for them having to be ‘walked’. This naturally increases passenger safety considerably.

New rolling stock will be fitted with sensors on individual components such as wheels, doors, locks, cameras, bolts and fastenings. This real-time monitoring of components enables predictive maintenance. For example, a sensor on a brake can notify crews that the brake is wearing out so they can take it out of service before it causes problems and delays.

We have implemented this sensor technology with train manufacturer, Bombardier, which has reduced the number of mission-critical failures during operations by 15 per cent. This can save the company up to €1 million in penalties per fleet. Ultimately, sensors provide better data on location, passenger activity and operational and safety matters.

Conclusion As can be seen, tomorrow’s rail network is already in development today. However, to ultimately make the Internet of Everything in the railway sector a reality it will require unprecedented cooperation between companies, bodies and authorities. Its success will be measured by how it can improve efficiency and safety of the rail network, and ensure the UK economy prospers, as population and demand continues to grow. Whilst the delivery mechanics of an IoE approach to transport and travel may still need to be refined, we are already seeing considerable ways in which the opportunity is being realised with an underlying platform forming rapidly in the UK. zz

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KEYLINE

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Strong supply With a dedicated network of depots across the UK, Keyline is the single point of contact for expert rail construction solutions throughout England, Scotland and Wales

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perating as a subsidiary of Travis Perkins plc since 1999, civils merchant Keyline maintains a network of 74 sites that enable the company to focus on the core disciplines of convenience, product quality and availability, competitive prices, service and delivery with an aim to be the first choice supplier to all of its customers. Its network of branches is complimented with thousands of product lines with core products that are never out of stock, which allows Keyline to act as an essential link with the supply chain for customers across the construction industry. “We are the UK’s largest supplier of specialist rail, HBM, civils and drainage solutions,” says UK rail sector manager Richard Wade.

Keyline services the railway industry through its dedicated National Rail Division, which specialises in the supply of construction materials related to platform, tunnelling, track and station works. The company has vast reserves of knowledge and experience in delivering expert merchant services to its clients, which are on hand in a moments notice as Richard elaborates: “We have

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz always supplied an out-of-hours service to support rail contractors for planned work. However, due to the needs of the industry we now also offer a service for unplanned emergency work, whereby Keyline has the capacity to open a depot on a 24/7 basis, 365 days a year. Thirty five Keyline depots across the country are geared up to offer this service and all 35 depots can be accessed via one telephone number anywhere in England, Scotland and Wales.”

As such, Keyline has continued to enjoy strong performance through the years and supply clients throughout some of the UK’s busiest rail networks.

“Market conditions have been buoyant over the past 12 months and we continue to grow staff numbers in line with significant year-on-year growth,” outlines Richard. “This ensures that despite the increase in business we continue to give a first-class service to our customers, which include Crossrail contractors, London Underground and its contractors, Multi Asset Framework Agreement (MAFA) contractors, Network Rail Civil and Building contractors and Trackwork contractors.”

Indeed between 2012 and 2013 Keyline enjoyed growth within the railway sector and the company has

continued to remain strong since. All work carried out within the rail sector is facilitated through the company’s National Rail Office (NRO) in Northfleet, which acts as a central point of contact for clients regardless of the whereabouts of their projects within the UK. Given the safety critical nature of rail services, quality in terms of both product and delivery are at the forefront of Keyline’s operational culture, therefore the central-point concept of the Keyline NRO allows clients to reduce risk in a number of ways as Richard explains: “The most significant changes in the industry have been

Tensar International Tensar International pioneered the first geogrids in trackbed during the early 1980s to stabilise rail ballast over track with low formation strength. These geogrids were ‘biaxial’, featuring rectangular/ square apertures (openings). Since then, extensive independent full-scale laboratory testing complemented by monitored site installations have been used to develop the product range. This led to the recent launch of Tensar TriAx TX190L geogrid, which comprises ribs forming a series of stable interconnected hexagons with triangular apertures.

The large aperture size was chosen for optimum interlock with ballast particles. Also with TriAx geogrid, testing indicated even better performance in preserving track geometry and extending maintenance intervals over low or variable stiffness track formations, than the previously used Tensar biaxial geogrids. Tensar TriAx TX190L has Network Rail product approval and is extensively stocked and supplied by Keyline in GB

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zzzzzzzzzzzzzzzzzzzzz TERRAM Being a key supplier of Keyline, TERRAM know all too well the importance of product quality, service and delivery.

TERRAM manufacture and deliver quality PADS approved Geosynthetics for extending track-bed life, preventing clay pumping and sub-grade erosion, reinforcing ballasts over weak subgrades as well as reinforcing embankments.

On time, in full deliveries are of paramount importance to the Rail sector and the supply chain department at TERRAM work closely with Keyline to ensure all orders adhere to this.

In recent months TERRAM has been delivering product to the Borders Rail project where there are many drop-off sites and project work requiring product at various times. We are happy to say that we have been able to support Keyline in its core operational culture of ‘right time, right location and always in full’.

in transport compliance. This is addressed when an enquiry is received at the NRO where an assessment is made whether the level of compliance needs to adhere to Network Rail, Transport for London (TfL) or Crossrail.

We also have robust internal structures and processes in place to ensure that where necessary, only PADS approved or Network Rail specified materials are quoted and dispatched.”

Commenting on the positive customer reaction to and success of this centralised strategy he adds: “This has been of great benefit to our customers as it gives them peace of mind. The investment in rail is certainly welcome and confirms that Keyline’s continued longterm investment in our sector approach is the correct strategy.”

The positive reaction and appreciation of the company’s clients were cemented when Keyline claimed the prestigious ‘Transport Supplier of the Year’ category at the 2014 London Transport Awards following the safe and efficient delivery of materials to the Crossrail infrastructure project. In meeting the demanding requirements of the numerous Crossrail construction sites the leading brands of Keyline comply with the

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strictest regulations while ensuring that deliveries are sourced and delivered at the right time, to the right locations and always in full. The provision of an exceptionally high level of service is essential to guarantee a steady product supply, thus avoiding costly delays to contractors working across the project.

“Health and safety is the first consideration of Keyline,” explains Richard. “All Keyline vehicles within London have the highest level Crossrail specification. Furthermore, all new Keyline vehicles off the production line are also designed to the Crossrail specification despite there being no significant call for this level of compliance outside of Crossrail. This really highlights the company’s commitment to the safety of all stakeholders within the rail industry. Keyline is also at the forefront of best practise and are delighted to be the only builders merchant with a FORS Gold accreditation. Drivers operating in London have also recently undertaken TfL SUDS training.”

With its commitment to best-in-class service and the acclaim of industry recognition behind it, the future of

LAFARGE TARMAC Lafarge Tarmac is the UK’s leading, sustainable building materials group.

Our vision is to be our customers preferred choice for sustainable construction materials and solutions, we are passionate about managing and reducing the carbon footprint of our business.

Our ready-to-use, pre-mixed High Strength Concrete (40N) is strong, hardwearing and with a minimum 28 day strength of 40N/ mm2, its suitable for footings and structural applications Because it’s packed in weatherproof, tear resistant plastic packaging, it can be stored anywhere on-site.

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Keyline is on track to be very productive for the rest of 2014 and well beyond. During March 2014 Network Rail published its Control Period 5 (CP5) delivery plan, which will spur another round of opportunity and investment for contractors and builders merchants alike. A key strength for Keyline will be its position as the sole distributer of the G-Tech Composite Coper, which is currently the only coper unit to be fully approved by Network Rail. By combining coper and tactile in one, the G-Tech Composite Coper offers a single structure alternative to traditional multi-component platform edging solutions that can be fitted to existing platforms or a part of new projects.

Following several years of installation and assessment by

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Network Rail G-Tech recently won a unique patent for the Composite Coper’s quality and endurance making it a highly desirable platform edging solution for the future.

With exclusive authorisation to deliver ground breaking new technologies to key partners from right across the rail industry and the upcoming CP5 projects, Keyline is sure to grow from strength to strength. “With the start of CP5, coupled with our service and supply chain capabilities I am confident that the Keyline National Rail Division will continue to grow significantly and further support the rail industry,�

Richard concludes. zz

www.keyline.co.uk

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UK Power Networks Services

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High Speed1 Influencing your energy strategies with integrated solutions High Speed1 Background l ÂŁ150 million project in South East England. l St Pancras, London to Channel Tunnel in Folkestone, Kent. l Providing traction power to 108km track. l Design, construct and commission. l To maintain and operate for 50 years. l 36 non-traction HV substations. l Tunnel and surface cabling 11kV and 25kV.

Challenges l Design reliable, cost-effective and efficient systems. l Provide traction power to the design quality parameters required throughout the route.

l Ensuring electromagnetic compatibility with signalling and communication circuits. l Put in place three independent feeder stations, linked to the National Grid to supply traction power. l Segregate earthing between Distribution Network Operator (DNO) and HS1. l Putting safety precautions in place for potential faults. l Interference and damage to live cables.

Solutions l Constructing three traction supply feeder stations along the route. l 20 auto transformer stations were deployed along the entire railway. l Use Static Volt Ampere Reactive (VAR) Compensators

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UK Power Networks Services

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Livis Livis is a multi-disciplinary civil engineering and construction company delivering projects that are time and safety-critical in environments that include transport, water, power, ports and harbours and other challenging sectors. Its recently secured civil engineering works for UKPN Services will be undertaken on the Network Rail Kent PSE, facilitating an increase in carrying capacity. Its directly employed workforce is team oriented, with the skills and appropriate trade qualifications to enable capability and competence to be realised, thus ensuring quality and commitment on all projects.

technology which improves the voltage regulation. l Careful planning and interface meetings. l Installation of isolation transformers and bespoke earthing design solution. l Implementing a design strategy to avoid rise of earth faults. l Formal notification and introduction of working procedures and safety.

Innovation and Ideas l Energy modelling of all existing electrification infrastructre assets. Redesigning helped the project to proceed by lowering total expenditure costs including: l Land Acquisition Costs l Planning Costs l Capital Expenditure Costs

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UK Power Networks Services

l Operations & Maintenance Expenditure l Insurance Costs l The power supply being 25kV overhead – a first in the UK on a High Speed line. l The power being fed directly from National Grid, not the DNO, to increase reliability.

Sustainability Achievements l Training and development programme of staff which increased skills and knowledge. l All materials were carefully selected to be environmentally friendly. l During the construction phase energy efficiency was implemented.

Client Benefits l High Speed train from London St Pancras to Folkestone. l Certainty over maintenance. l Keeping up-to-date with modern technology for at the next 50 years. zz

www.ukpowernetworksservices.co.uk

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telent

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Technical transition

With major projects in place with Transport for London (TfL), Network Rail, Train Operating Companies and British Telecom (BT), telent is at the heart of the communications network within the rail industry and beyond

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he name telent first appeared during 2006, however the company’s roots can be traced back to 1897 when Guglielmo Marconi founded the business as The Wireless Telegraph & Signal Company. Today telent exists as a private venture with a long history of industry experience and annual revenues reaching around £310 million. Operationally it has a reputation within the communications industry that is second to none, which it has earned through many years of working with BT including maintaining the United Kingdom’s System X telephone infrastructure.

“We still have a very significant role in keeping telephone

infrastructure running and we are currently rolling out the broadband UK project, for BT, in conjunction with Carillion,” explains managing director Stephen Pears.

“This is very much the pedigree in operating within the communications environment, however we have a very significant part of our business that is invested in railway communications.” telent is keen to develop cutting-edge technologies and deliver them across several industries, with developments from one project informing another. As such, the company’s experience allows it to deliver solutions to clients operating within the rail, traffic, telecoms,

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emergency services and commercial market segments.

“One of the great strengths that we have is the company’s level of capability in complex technical communication,” says Stephen. “We are able to forge ahead with the latest communication technology whilst being able to deal with old and obsolete systems.”

Within the railway industry specifically, telent is currently involved in a number of transitional projects facilitating the integration of new technology. One such project is the company’s five-year contract to develop the national electrification supervisory control and data acquisition (SCADA) system. SCADA systems utilise a variety of communications systems to provide control of remote equipment. The UK Government is keen to rapidly extend electrification across the UK surface rail network. The telent SCADA control system is being designed to provide a single national control infrastructure, integrating legacy equipment with new systems and allowing greater flexibility of control.

“The SCADA project like many others is facilitating the transition of the railway to a modern data communications based infrastructure,” Stephen elaborates. “The SCADA programme is very important because it is amalgamating a number of systems and is providing a unified control network across the country, but it is also significant because it is very much about providing a data communication-based technology, including IP networking, IP telephony and addressing requirements for network security. Furthermore there is naturally the human factors of the systems, which need to be considered. The SCADA project is bringing together technology; the way people interact with it as well as a sophisticated electrical control mechanism.”

Another area in which communication driven technology is becoming increasingly important is station management.

The telent station management system known as (MICA) (Management Integration and Control of Assets) was released in 2006 and has been deployed by TfL and Network Rail. MICA has proven an invaluable aid to station management through the enhancement of communication,

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SCADA and building management subsystems. Typically this is achieved through the integration of CCTV, public address systems, passenger information displays and help points, but MICA takes this further to include fire and intrusion detection systems and lift and escalator monitoring. The number of stations employing the technology has steadily grown since 2006 and is expected to continue to do so. The deployment of MICA technology is likely to accelerate in line with the transition of frontline staff from ticket offices to platforms, making effective communication and integration all the more important. The latest generation of MICA encompasses Wi-Fi compatibility in order to become a mobile platform that can be used anywhere in the station.

“We have developed systems that can be carried and used via iPad, iPod or other tablets and smart phones allowing staff to make announcements via the PA system, to initiate digital announcements, to control CCTV as well as being able to look at train arrival data head codes so there is really good information of which train is coming in. We are also integrating MICA with our remote monitoring capability,” says Stephen. “For some time now we’ve been carrying out remote monitoring of

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KETECH KeTech specialises in communication, information and detection technologies. As innovators and integrators of engineered solutions, developers of intelligent telecommunications software and suppliers of stateof-the-art products, KeTech works across a range of vertical markets including transportation and detection. KeTech has recently completed the first full implementation of Darwin, as part of the ATOC National rollout, providing a fully integrated real-time information system to passengers at railway stations across the North of England and has also recently been awarded the Contract to provide its Track to Train DOO System, for use on Crossrail.

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CCTV, PA systems and CIS and we have extended that to looking at performance of lifts and escalators and to monitoring equipment rooms to make sure they remain in specification.”

Operationally speaking, the implementation and upgrade of technology comes with several associated challenges.

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This was recently highlighted during the transition of the CCTV system at Canary Wharf station from analogue to IP based technology as Stephen outlines: “The main challenge for us in making that transition is that everyday there can not be any equipment down time for the operators. It’s not simply a case of taking out the old and installing the new, it is very much about how do you add in the new but keep the system fully operational.

From an operational standpoint it needs to be completely seamless. This requires some clever engineering and a good understanding of the technology and the interfaces.

It has gone extremely well for us and we are coming to the end of deploying about 150 new CCTV cameras and a completely new video management system with the same operational interface.”

As communication technology and the needs of the UK rail network continue to evolve, telent will be on hand to deliver market-leading solutions and the very latest in communication solutions. Its long history and strong market presence are proof enough that the company has what it takes to deliver the communication systems of today, as well as those of tomorrow. zz

www.telent.com

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London & North Western Railway Co. Ltd.

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Collaborative solutions

With a rapid history of growth and expansion, London & North Western Railway Co. Ltd. (LNWR) has continued to impress with its leading reputation for quality overhaul and maintenance services

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he company has a lively history dating back to 1993, when the music producer, entrepreneur and rail enthusiast, Pete Waterman first founded the business. By 1996 LNWR had commenced trading by providing locomotive maintenance services to specialist and charter train operators. The company enjoyed early success allowing LNWR to grow impressively and to develop a range of skills and services that would enable it to meet the growing demands of the rail industry.

For the following decade and a half LNWR tendered and undertook several successful projects for clients including the company’s first work on commercial trains for First North Western, Bombardier on Virgin Voyager DEMU trains and Freightliner. During 2007 LNWR constructed a

ÂŁ3 million train servicing facility with the capacity to service 20 vehicles at once. Later during 2008, the company was acquired by its current owner Arriva plc, within which LNWR operates as an independent stand-alone business.

Today the business operates from five strategically placed depots across the UK, located in Crewe, Bristol, Eastleigh, Cambridge and Newcastle. The company is headquartered in Crewe where it was originally founded and today delivers the same high quality of service from all five of its locations. Its facilities in Bristol, Eastleigh, Cambridge and Newcastle were acquired from Axiom in 2011 and allowed LNWR to expand rapidly with a minimum of development costs. It is this pace of growth and expansion that has helped identify LNWR as a

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London & North Western Railway Co. Ltd.

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dynamic and effective organisation.

The main services offered by LNWR are comprised of quality overhaul, maintenance and servicing options for passenger rolling stock, locomotives, freight wagons and track plant. This sees the company working with leading train and freight operating companies, rolling stock leasing companies (ROSCOs) and train manufacturers and the company is continuously looking to expand its horizons as managing director, Sean Forster reflected when LNWR was last featured in Railway Strategies during July 2013: “We are actively looking to develop contracts with all the major rolling stock companies and indeed we already work with a variety of operators to help them in delivering modifications over and above the statutory heavy maintenance that is required.”

Following a period of integration across the four depots that were acquired from Axiom, LNWR’s five locations employ around 200 staff and possess combined workshop facilities with space for more than 70 vehicles. All five locations boast extensive servicing facilities as well as overnight servicing and fuelling capabilities. “LNWR offers train presentation services through each of its five depots including light maintenance servicing to approximately 180 vehicles per night to key passenger service customers such as Bombardier, Siemens, ATW and East Midlands Trains,” added Sean in 2014. “Freight vehicle maintenance and servicing, and the company’s wheel lathe capability are based in Crewe, while heavy maintenance services are carried out at both the Crewe and Bristol depots and this is likely to expand to further sites in the near future.

“During 2014 we have continued to add to our heavy maintenance order book with contracts secured with Angel Trains for Class 142, Chiltern Railways for Mark Three Overhaul and APU, both of which will be completed at the Bristol facility; and with Porterbrook for Class 170 and ATW for Mark Three Refurbishment, which will be completed at our Crewe depot.”

The execution of the various service requirements of LNWR customers depends on the correct application of dedicated equipment, a skilled workforce and the use of the company’s different locations. The strategic spread of depots across the UK means that LNWR can offer its customers greater and more readily available options in terms of fleet locations, while providing the company with an excellent base of potential future growth and diversification opportunities.

In terms of workforce LNWR is proud to manage

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London & North Western Railway Co. Ltd.

a dedicated and highly experienced team, as Sean observes: “The LNWR workforce is highly skilled and we have a great depth of industry knowledge and experience. We pride ourselves on delivering an excellent service and in providing customers with a professional, collaborative and transparent solution-led approach while maintaining a commercially sensible attitude.” Indeed, the

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professionalism of the LNWR team in delivering the highest quality service while adhering to the company’s solution driven approach is vital in collaborating with customers old and new. “We believe that future business growth will come from developing customer relationships,” Sean adds. “We work with both ROSCOs and train operating companies (TOCs) so the company’s commercial advantage will come from its ability to consistently deliver what its customers require.”

Finally, in terms of equipment the company’s depots are equipped to allow LNWR to offer turnkey service and maintenance services to clients operating all over the UK. While heavy maintenance is carried out at Bristol and Crewe, all facilities offer overnight servicing and fuelling options that allow clients to keep fleets moving.

Furthermore facilities for overhaul and refurbishment of rolling stock and locomotives can be found at Eastleigh, Bristol and Crewe. The LNWR depot in Crewe is also home to the company’s tandem wheel lathe, which allows it to provide an accurate and efficient wheel re-profiling service. The modern wheel lathe was provided by Sculfort and is installed in its own dedicated facility, which is operated around the clock. As well as inherently offering greater throughput when compared to comparable

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz machines, the flexible hours of operation offered by LNWR mean that clients can choose wheel overhaul times that are convenient to them. This greatly reduces costly downtime and guarantees a highly efficient service.

Presently the market is very buoyant, with significant activity taking place in both heavy maintenance and interior refresh projects. As such, LNWR is poised to mobilise for existing contracts due to begin during the second half of 2014 while continuing to seek new opportunities and customers. “During 2014 we will have commenced five to six major new projects and will move from mobilisation to production phase through the rest of the year. On-time delivery to the agreed specification is an imperative and a vital element of the company’s operations over the next 12 months will be ensuring that we meet customer expectations,” says Sean.

“We expect the next three to five years to be a very busy time and for customers to be looking for value added solutions from their key suppliers. We are very focused on making sure that we play a major part in helping LNWR customers deliver and we believe that the company’s collaborative, solutions led approach will allow us to provide this,” he concludes. zz

Unipart Rail Unipart Rail currently overhauls over 1,300 bogies per year for TOCs, ROSCOs and train builders such as Siemens, Hitachi, Chiltern, LNWR and East Coast. The range of bogie types overhauled includes specifications dating back to 1932 vehicles and some of the newest fleets operating in the UK. Unipart Rail is able to utilise in-house engineering support to solve ‘real-time’ technical issues and provide specialist support services including welding, NDT and bogie alignment. The company offers a complete “door-to-door” service with flexible overhaul programs to meet customers’ requirements.

www.lnwr.com

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A Jansen

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New kids on the block

Dutch organisation A Jansen BV has generated huge interest in the rail industry for its revolutionary and unique versatile construction system, the Legioblock

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holly suitable for both temporary and permanent structures, the Legioblock consists of heavyweight interlocking concrete blocks that form a complete solution for the construction of all kinds of structures. This includes storage bays, retaining walls, silage pits, concrete fire resistant walls, industrial buildings and salt storage. Cost-effective, high quality and reliable, Legioblocks have been provided by Jansen Betonwaren, one of the six subsidiaries that create A Jansen BV group, for over 15 years.

Discussing the group’s history, operations manager of A Jansen BV UK & Ireland Kevin Pope begins: “Wholly owned and founded by Anthony Jansen, A Jansen BV was established 41 years ago as a one-man-band with one truck. Since then, Anthony has built an empire that includes seven ready-mix concrete sites around Europe, a number of quarries and infrastructure, demolition and transport firms. A Jansen BV also owns Jansen Betonwaren, making it the world’s largest producer of this type of retaining wall block. We are present in approximately 20 different countries and have developed a strong market in Europe over the years. The Legioblock was introduced to the UK approximately four years ago and we have since witnessed growth in the country year-on-year.”

Specialising in concrete groundwork’s and construction,

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the CHAS (contractors health & safety assessment scheme) accredited firm has superior experience in projects related to concrete and precast concrete, demolition, road construction, soil remediation, transport, as well as recycling and equipment rental.

Because the six operating firms are involved in similar activities, A Jansen BV can thus integrate its services and deliver a one-stop-shop advantage to client. “The beauty of using Legioblock is that A Jansen BV has all the required expertise available in-house to offer a cost-efficient, one-stop-shop solution,” explains Kevin. “In all projects we would firstly make tape measurements and discuss the best possibly way of producing what the customer requires. Secondly, we would produce some 3D drawings to come up with a price that shows exactly how many blocks, as well as the size of the blocks, are required to make the project a reality.”

He continues: “If required, we will run relevant calculations of the project to show that what we are building is safe and fit for purpose at a fair price. Once this part of the process is complete, we use qualified engineers for the building of infrastructure. Because setting out the blocks requires one man this is a highly cost-effective benefit to companies who could potentially save hundreds of thousands of pounds on labour costs. Moreover, the blocks provide great flexibility because they can be dismantled and taken elsewhere.”

Offering cost-effective, labour saving benefits, the Legioblock building system also provides advantages such as construction without the need for cement, easy relocation, high residual value, durability and fireresistance. Furthermore, the soundproof blocks ensure a more simple construction process as no foundations are required; instead, a firm, flat service is all that is needed to

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz begin building. Available from stock in the standard size of 160x80x80 centimetres, the Legioblock can also be delivered in custom sizes/variations upon request.

To create the Legioblocks A Jansen BV uses materials that are cleansed, chemically cleansed and sorted before they are changed into a secondary material that is then put back into the block. “Councils in particular love the fact we create a secondary product from recycled materials because our blocks are probably cleaner than any of our competitors.”

Having developed a strong market presence in Europe’s waste and recycling industry for its retaining walls, the group is keen to show these benefits to the railway industry, as Kevin highlights: “The blocks weigh 2.4 tonnes and act as the perfect additive for any commercial building project; due to the weight and sheer lock in mechanism, the Legioblock offers the possibility of constructing a building in one or two days when traditionally this process would take weeks or even months. For example one customer was told it would take 18 months to construct a building, while Legioblock completed construction in four weeks. We are developing a presence in the rail industry and are open to projects that allow us to think outside the box, whether that means extending a rail platform in an

eight hour time frame or building a commercial premise or retaining an embankment.”

This enthusiasm towards finding solutions to new and challenging projects is just one of the reasons the company is witnessing an increased interest from the rail industry, as Kevin highlights: “We exhibited the blocks themselves for the first time ever at Inter-Rail this year and it was one of the busiest trade events that we have ever had. We ran out of brochures on the first day and had to print more. Off the back off this event we won a number of orders, so the ascension into this market has been very worthwhile.”

With facilities in Edinburgh, Hull and London, the company has highly ambitious plans to continue growing its presence in the UK through opening more facilities and advertising its availability to major projects, as Kevin concludes: “We have a fantastic product that would complement the HS2 project, whether that would be retaining embankments or helping to build platforms. Our ultimate goal is to be involved in HS2, while also expanding to various locations in the UK to give our customers flexibility on where the blocks come from. We welcome any enquiry and are happy to meet potential customers to show what we can do.” zz

For further information contact A Jansen BV at: Tel: +31 40 283 29 46 Email: sales@legioblock.com Or call: Kevin Pope Tel: 0772 58 53 677

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Providing ticketing solutions all over the world.

Fare collection is our business.

Renowned for consistency, reliability and expertise Global market leader and local service provider Modern operating systems tailored to individual requirements and the local conditions

Scheidt & Bachmann (UK) Ltd. Fare collection systems 7 Silverglade Business Park, Leatherhead Road, Chessington, Surrey KT9 2QL Phone +44 1372 230-400 www.scheidt-bachmann.com

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NEXUS

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Global solutions provider Scheidt & Bachmann have led the installation of new ticket machines, station gates and validators as Metro leads the way in the roll-out of new smart travel in the UK

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ticket Most Metro passengers can now tap in and out of stations with the Pop card or other smart products

Currently in the midst of an 11 year £389 million programme to replace and renew the Metro infrastructure, Nexus is the trading name for the Tyne and Wear Passenger Transport Executive (PTE)

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s the owner and manager of the Tyne and Wear Metro, servicing 38 million passengers each year, Nexus continues to move forward on the modernisation programme according to plan and budget. In 2013 the UK Department for Transport awarded Nexus the maximum possible funding for the programme up to 2016, in recognition of the efficient

Scheidt & Bachmann Scheidt & Bachmann is a global solutions provider of fare collection systems; it is renowned for delivering resilient and future-proof system designs. The company’s worldwide success derives from innovation and customer focus.

Close co-operation between Scheidt & Bachmann and Nexus has delivered a fully ITSO compliant ticketing solution (including ticket vending machines, validators, gates, point of sales devices, the back office as well as enabling works) transforming the system from ‘paper to smart’.

record of delivery. “We are now focused on securing maximum funding for the works we have planned from 2016 to 2021.

“Having invested just over £150 million from 2010 to March 2014, we will continue to invest record amounts of up to £40 million a year for the next seven years,” says director general Bernard Garner. The Tyne and Wear Metro remains the biggest and busiest light rail system in the UK outside London and has a huge economic impact on the conurbation it serves, including the cities of Sunderland and Newcastle and surrounding communities.

“We estimate the economic benefit of the current programme to be more than £2.5 billion for North East England, compared to the impact of allowing Metro to decline and fail,” points out Bernard, adding: “This is a fundamental message as we look to the future – investment in Metro delivers high returns. We are planning now for the period after 2021, when our current investment in fixed assets will be complete. It is essential that the current train fleet, in daily use since 1980 and among the oldest in Britain, is replaced in the early 2020s.”

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Kapsch CarrierCom

Connecting smart urban public transport.

Why Kapsch CarrierCom’s tetrawave solution?

By choosing Kapsch CarrierCom’s tetrawave solution, you choose truly state-of-the-art technology, which leads to improved safety, lower operational costs and reliable services. The innovative features of our solutions provide a range of benefits for both public transport operators and passengers. The trunked mode as used in TETRA networks is ideal for trams, metros and buses.

It facilitates a private communications network which gives the flexibility, scalability and security necessary to meet the current and future needs of public transport companies. www.kapsch.net

always one step ahead

zzzzzzzzzzzzzzzzzzzzz Kapsch CarrierCom Kapsch CarrierCom is a market leading global system integrator, manufacturer and supplier of end-to-end telecommunications solutions. Nexus, which owns and manages the Tyne and Wear Metro in Newcastle, has awarded Kapsch CarrierCom to deliver a new digital radio system that will be installed on Metro’s fleet of 90 trains, replacing the existing analog system. The project is a highly significant part of the £389m “metro all change modernisation programme” and will harness the very latest digital technology to vastly improve Metro’s communication system. Kapsch CarrierCom will build the entire TETRA infrastructure, deliver cab radios and terminals. The new communications system will provide full coverage of the network in the entire Nexus area of operation.

The £30 million project to refurbish the existing train fleet for up to ten years’ more service will be completed next year with most trains now promoting a cleaner and brighter environment. “We are also investing £105 million in station refurbishments focused largely on access improvements. Metro was the first rail system in the UK to be fully wheelchair accessible. Through detailed engagement with our disabled passengers, we have concentrated on providing the appropriate static station infrastructure,” highlights Bernard.

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One of the biggest improvements for passengers has been the move to smart ticket technology, to which Bernard comments: “Within just two years we have moved from original coin operated ticket machines to smart tickets and activated validators and gates at key stations. In spring 2014 we began piloting Pay As You Go smart products on our ITSO-compliant Pop smart card, and we aim to extend this to all passengers later this year.” ITSO is the UK Government mandated open specification, which ensures public transport operators throughout the UK can develop compatible smart ticketing systems.

Most Metro passengers now use smart tickets for travel, and the introduction of smart ticketing machines across the network is a major ongoing project with a total of 13 key stations earmarked for automatic ticket gates, and 11 so far installed. Automatic ticket gates are an essential part of any modern revenue management system, providing secure entry and exit control. These stand-alone devices are fixed to station platforms allowing passengers to effectively ‘tap’ in and out at the start and end of each journey with their smart card tickets. The German-owned global solutions provider Scheidt & Bachmann (S&B) won the contract to supply this technology and 227 smart ticket vending machines.

Energised by the contract, Bernard explains: “Working with Ecebs, which provided the ITSO compliant back office, card management and online ticketing solutions, S&B is responsible for the ongoing support and

Nexus has overcome the challenge of renewing Victorian infrastructure running through the dense urban communities it serves

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NEXUS

zzzzzzzzzzzzzzzzzzzzz There has been significant investment in access improvements at stations across the system, including this one at Meadow Well benefitting from tactile surfaces, better seating and better passenger information

Fleet replacement is vital for Metro in the years ahead - Nexus is starting to consider the specification for new trains

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management of the maintenance of the new system, and has also been commissioned to provide the required infrastructure at each of the 60 stations, involving major civil engineering.”

When it comes to making the Metro run smoothly Nexus has established key projects to replace the train management systems and the system radio used by drivers and the control centre. The business recently awarded the major £7.7m contract for a complete new digital radio network to Kapsch following a stringent international procurement process. “This is among the most important single projects within the whole ‘Metro: all change’ modernisation programme and we are very pleased to be working with a company with the global track record of Kapsch,” says Bernard.

Although the system has its own control centre in Newcastle, its drivers pass over to communication with Network Rail’s East Coast control centre when moving onto the infrastructure Metro shares with national rail companies. Kapsch are delivering an upgrade from analogue to digital technology that will harness the very latest digital technology to vastly improve Metro’s communication system. “The current analogue system is reliable but we will get much better performance from more modern telecommunications technology. Kapsch understand that the biggest challenge is to introduce the digital trunked radio technology during the next 18 months without impairing ongoing operations. We will also be working closely with Kapsch to ensure that during the migration phase staff are fully versed in both technologies,” highlights Bernard.

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has presented two major challenges for Nexus, firstly in delivering unprecedented investment to maintain a high-quality passenger service and secondly contending with the unexpected challenges from renewing very old infrastructure. Explaining the solution, Bernard says: “We have been able to maintain efficient project delivery by building very detailed asset knowledge and by working with framework contractors developing an understanding of the system. The heavy engineering work also has an impact on passengers, our neighbours in residential areas, and businesses and service providers in the region.”

Delivery of industry best practices in terms of engagement around works was recognised at the 2014 UK Rail Business Awards where Nexus won best PR Campaign. The engagement process with the community ranges from big decisions such as timing line closures to avoid major events to very local ones. “I think almost everyone in our region understands we are carrying out once-in-a-generation strategic modernisation of Metro.

Really good engagement costs very little compared to the expense and delays associated with making even small last minute changes to major projects,” points out Bernard.

Additionally, Nexus won the first national ‘Training and Development’ award. Working towards the future Bernard concludes: “We are taking on 30 apprentices over three years as we revitalise an ageing workforce, providing opportunities for talented individuals to reach the top. The development we offer to our staff throughout their career must be one of the largest investments by size of any company in today’s rail industry.” zz

www.nexus.org.uk

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Hillmoore Fire Protection

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Cannon Street project, for which Hillmoore won the Fire Excellence Award in 2011

Burning ambition Hillmoore Fire Protection Ltd is a specialist in the design, supply and installation of all passive fire protection systems

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ts range of expertise covers fire stopping, structural steel fire protection, fire doors (new and refurbishment of existing), fire rated hoardings, fire-smoke and acoustic barriers and fire surveys, and as Keith Hillier, managing director, stated, the company also specialises in solving problems. “These can be technical or logistical,” he said, “and as we are approved contractors for all of the major manufacturers and offer the most technically and economically viable products for each specific installation, we can find a solution to any challenge.”

He added: “Size of project also isn’t an issue – for example our current projects range from £500 up to £600k. The largest contract we have successfully undertaken was £1.25m, carried out within a three month programme period.”

Cliff Spruce is the sales director at Hillmoore and he highlighted that the company can also draw on years of

experience in the market: “The two principle technical based directors have been involved within the fire protection industry for an accumulated 60 years and have seen major changes in the considerations given to differing elements of fire protection,” he said.

“There have been some key changes in that time, so for example 30 to 40 years ago, structural steel fire protection was the major element of the industry whereas now, more emphasis is given to the compartmentation of buildings, be it fire walls, doors and general fire stopping.

“Nowadays our clients are increasingly requiring us to provide documentation and photographic evidence of the work we have undertaken, and as a result our site procedures ensure that all work is recorded, using technological solutions where possible.”

Another change in the market is the necessity for the right certifications. As Keith noted, Hillmoore is one of

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Intumescent painting to steel beams (A&B)

A Royal Berks Hospital - General Fire stopping

London Underground’s (LU) principle contractors, but the right accreditation to work with LU is essential. “Over the years we have built a reputation with LU of always carrying out our work to the highest quality, within programme, and within agreed budgets,” he said. “But it is still very much a requirement for all fire protection works on LU to be carried out by a third party certified company. We are accredited by a very well respected independent third party certifier scheme for passive fire protection installation in the United Kingdom, called FIRAS. FIRAS was originally developed between Warrington Fire Research Station and the Association of Specialist Fire Protection – ASFP - of which Hillmoore are an active Council member.”

It is thanks to this overall dedication to quality that Hillmoore is continually awarded high value contracts.

For example, it has recently been announced in the press that Hillmoore Fire Protection has been awarded a contract under London Underground’s Station Stabilisation Programme (SSP) following an extensive pre-qualification and tendering exercise.

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These works cover the upgrade of over 70 stations and introduces a major change to the delivery method of such projects, by contracting directly with contractors who supply the craftsmen at the workface.

Through forward planning, previously agreed contracts, design and trade liaison and a ‘One Team’ alliance protocol, London Underground are hoping to reduce costs through improved efficiency on site and a ‘right first time’ approach.

The STAKE delivery model used on SSP entails engaging with the SME contractors who actually do the work on-site; Simplified contract arrangements with LU taking the majority of the risk; Having competent and capable resources; Giving a long-term commitment to suppliers; Creating a ‘one team’ approach; and ‘Production leads, everything else enables’.

The first stations on SSP are underway, along with the contracts to support the Programme over the next six years. Added Cliff: “Hillmoore are very excited to be a part of this project, and hope that it may demonstrate a forward

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Hillmoore Fire Protection

thinking change for the construction industry - highlighting the importance of using qualified and experienced specialist contractors and driving efficiency through early involvement.”

All of the projects underway at Hillmoore will greatly benefit from the company’s approach to staff – it is one of the very few companies in this industry that directly employs its workforce. “This means we have far more control over the quality of work carried out, and we are able to place operatives with the right skills in the right place for

PFC Corofil For 50 years PFC Corofil has led the way in passive fire protection. Our products help maintain the safety of buildings worldwide.

We are continuously adding to our product range meeting the needs of a demanding market and have approved products used on Network Rail, LUL and Crossrail. These have been used on St Pancras, Kings Cross, Slough Central, London Bridge, Jubilee Extension, Nottingham and Birmingham New Street.

PFC Corofil is proud to be working in association with Hillmoore protecting London Underground and our railways.

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each specific project,” explained Cliff.

Having established itself as a leading player in the passive fire protection systems market, Hillmoore is keen to maintain sensible, steady growth. Keith concluded with some thoughts on how the future may develop for the organisation: “The intention is to grow at a reasonable pace without over stretching the company’s capabilities or resources, ensuring we provide a quality service within budget and ‘on time’,” he stated. “Being a ‘Link Up’ qualified installer, we would like to generate more business from the ‘above ground’ opportunities with Network Rail, and we are also looking to expand our work in the areas of the power industry and the protection of tunnels.” zz

www.hillmoorefire.co.uk Ace Sections Ltd Ace Sections Ltd is a section rolling company specialising in the supply of steel framing equipment to the fire protection industry and is pleased to support Hillmoore Fire Protection Ltd on their many projects. With a large stock of standard components Ace Sections Ltd can usually deliver into stores or site the next day. Working with the Hillmoore engineers non-standard items can be designed and made in the Ace Sections factory for rapid installation.

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NEDTRAIN

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A unique service With roots dating back to 1839, NedTrain has a long history as the locomotive and rolling stock maintenance, repair and upgrade arm of the Dutch Railways company, Nederlandse Spoorwegen

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edTrain is a unique entity within the rail industry in that although the company represents the maintenance arm of Nederlandse Spoorwegan (NS) it remains an independent commercial venture in its own right, rather than taking on role as a necessary non-profit part of the NS group.

The result is that NedTrain is able to serve a number of companies operating outside of the NS group while simultaneously offering an impressively rapid service to stock operating as part of its parent company, as business development director Dirk Jan Brakel explains: “We are not a typical in-house maintenance division in that we are run as a fully commercial and independent company, but we are also able to respond very quickly to any urgent situations and act in the sole interest of the passengers.

The financial and legal details we manage later on. For example, during the cooler months there was a need to service the trains for extreme winter conditions and we

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were able to do this without having to settle contractual details first.”

The synergy between NedTrain and NS is further emphasised by the fact that the company’s CEO, Michiel van Roozendaal is part of the executive committee responsible for the running of the NS group. This coupled with 30 strategic locations across the Dutch railway network is the basis for the unique service offering that NedTrain is able to provide. The company’s flexibility and expertise has enabled NedTrain to develop a trusted and highly respected reputation that has seen it work with train operators throughout the Netherlands and beyond including Arriva, Syntus, Veolia and the Norwegian state rail company - Norges Statsbaner AS. The operational competence of NedTrain and its employees naturally plays a vital role in ensuring that NedTrain is able to maintain a leading position in the upkeep of industry’s locomotives and rolling stock. The

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz company has an expert knowledge of the trains that it services and as such has dedicated procedures in place to ensure that the highest attention to detail is observed when undertaking maintenance and upgrade projects. “We work in fleet teams, meaning that for each series of train there is a separate team that is run by a rolling stock type manager,� Dirk elaborates. “This is the asset manager who oversees the cost and the quality of the work and in each team there are guys from the engineering and the production side of the business. In all there are around ten types of train and we also cover some special areas; the Royal Train is one such example, as well as Thalys and ICE trains which run in a joint pool with French SNCF and

Strukton Rolling Stock Strukton Rolling Stock provides technological solutions for rolling stock and has a unique position in the world market for delivering traction converters, auxiliary converters and train control management systems. The company specialises in refurbishment and new production of traction installations and other electro-technical systems for all types of rolling stock. The main focus is to improve reliability, availability and maintainability.

Strukton was recently commissioned to deliver the traction systems of the Siemens Cityval vehicles for the Rennes metro Line b. Strukton also performs supporting activities for companies like NedTrain, both during the engineering phase and during the assembly and test phases.

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Belgian NMBS resp. Deutsche Bahn from Germany.

“When it comes to modernisation projects and modifications, these are a little bit different. For example we have a facility in Haarlem where we carry out modernisation and each project has its own project team. Obviously there are members from engineering and production, so all of these groups exist in the company and they are all contributing to project groups, which is how we are able to tackle several projects at the same time.”

The company’s varied projects are managed by highly efficient workflows and planning procedures that are

Ultimate Europe Transportation Equipment Ultimate Europe Transportation Equipment GmbH, located in Amstetten (Austria) develops solutions and products for the international rail and bus sector. It has specific expertise in system solutions, such as complete interior solutions, gangways, articulations and door systems for coaches, starting with design and development through to complete delivery of the components including logistics services, assembly and operation. Efficient new total product solutions, optimised in terms of cost, weight and material, meet customers’ expectations from innovative suppliers.

This was achieved, for instance, on the DD-AR 240 carriage project with NedTrain for total interiors.

The high point is undoubtedly in the design of component-optimised LED lights used throughout the train. Seven different types of light are used, with a total of around 375,000 LEDs being installed.

The successful working relationship will also continue on the new VIRMm1 order for 416 coaches.

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supported by market-leading technology and innovation, often derived from other industries such as the assembly.

Everything from the company’s workshop facilities down to the equipment used by NedTrain mechanics to monitor their assigned work programmes is designed to meet the increasing technical requirements of modern rolling stock.

“When it comes to fabrication our factory is very flexible and for every project we completely adapt the production line,” Dirk observes. “We are very unique in this respect and we actually transport the trains around the factory using hovercraft, rather than placing the trains on rails.

Every morning between five’o clock and seven’o clock we move the trains to the required destination – it is quite a spectacle. Our visitors – from schoolkids to international rolling stock executives, are always very impressed when the see how our staff moves the railcars gently but quickly and precisely though the factory from workstation to workstation. The mechanics report to the same place in the factory everyday and we move the trains to the mechanics.”

It is not just the trains themselves that are brought directly to the mechanics tasked with repairing them; likewise a daily work programme is delivered via a

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personal iPad along with technical drawings and specifications. Furthermore parts are also made ready and available before work commences, leaving the mechanics free to focus on the task at hand. This is vital in allowing NedTrain mechanics to operate in a much more situational way rather than performing maintenance operations in the traditional way of replacing parts after a predetermined amount of time. “We are on the edge of introducing new technologies and we are very far ahead with modular maintenance,”Dirk elaborates. “Traditionally when you buy a train you get a maintenance manual, which tells you when to change components or carry out maintenance by a set time period. We try to work in a much more situational way, which requires a lot of flexibility and sophisticated ERP tools such as the IBM Maximo system.

Using this system we are able to minimise the time that trains are in the workshop while making sure our mechanics have the maximum amount of time to work on the trains. Further we intensively apply the LEANprinciples to continuously improve our processes.”

As the company transitions into the future it is aware of the challenges faced by a decrease in students applying to technical schools and obtaining mechanical skills throughout Europe. To ensure that the Dutch fleet of trains keeps rolling NedTrain provides in-depth training to its personnel. All technical staff went through a thorough training programme, including Level Three training in mechatronics to keep mechanical and electrical engineering skills in-house. Furthermore NedTrain has established the TechniekFabriek – translated as EngineeringFactory - to nuture the skills of tomorrow, as Dirk concludes: “‘TechniekFabriek’ was established

for new employees, because we found that were was a challenge in attracting technical talents so we set up a programme with two large technical schools in Holland, one in Amsterdam and another in Zwolle. The students follow the normal curriculum in these schools, but with a specialisation in trains and during the first year students do one day a week work experience and four days of theoretical training and in the fourth year it is the other way around. As the students pass they are guaranteed a job offer from NedTrain.

“It is fairly unique and we have had several Secretaries of State and MPs visit us as an example how education and business join forces. In Europe there is a fierce competition for those who opt for technical training and, we are able to show them how challenging and interesting it is to work on trains.” zz

www.nedtrain.nl

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DATUM

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Having gained recognition in the rail industry for its unique composite solutions, Datum looks to generate further interest with its groundbreaking PRM compliant toilet capsule Turbostar Cab Fronts for Bombardier

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ounded in 1997, Datum has roots firmly in pattern making and foundry work and boasts a distinguished history in manufacturing patterns & tools for foundries. Taking advantage of the transferable skills it developed in pattern and tool making, the company expanded into three premises and established its Composite Products arm in 2002. Since then, Datum’s reputation for supplying fire resistant GRP/ Composite products and turnkey solutions to the railway industry has witnessed impressive growth.

“Datum provides an end-to-end service to clients; from CAD data right through to the finished GRPh product. We can manufacture any item required for a train in-house; that could be anything from a train front, to a PIS display, to a toilet module,” explains managing director David Taylor.

Since previously being featured in Railway Strategies in December 2013, Datum has focused on its strategic partnership between Birley Manufacturing and APA Design Ltd. Set up to strengthen Datum’s supplier scope, the partnership enables all companies involved to identify key target markets such as PRM compliance and in particular the UAT module. With all rolling stock under orders to enable access for ‘people of reduced mobility’ by 2020, the company is keen to provide customers with a brand new PRM Universal Access Toilet module giving faster installation times that will ensure trains return to service quicker.

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The brand new PRM compliant toilet module; developed with the aftersales market and new-build rolling stock market in mind, is unique to the market and is anticipated to generate major interest in the coming months. “We have invested a huge amount of time and energy into this partnership and have come up with a design for a brand new toilet module; as a build-to-print supplier this is a massive departure from our typical operations, but we have been pivotal in the innovative and unique design of this toilet. This partnership has enabled us to get involved in the actual fundamental design of a product, while using our experience in the industry to find enhanced solutions to existing issues,” highlights David.

Discussing the features of the toilet, David continues: “What makes this module different is that it is two piece toilet with a split across the middle, whereas our competitors have separate panels all split vertically.

Because our toilet has only two pieces the installation times are halved and the long-term life-time costs for maintenance are reduced; more importantly, the unit has a single joint, which reduces the risk of any liquid ingress escaping from the toilet into the trains sub frames and causing corrosion issues. This is one of the key pivotal design benefits of this module because a lot of toilets manufactured in the past will leak over time and cause rot to the sub frame of the train underneath. This leads to major overhaul work of the train in the future.

“Our toilet not only eliminates that risk through long-

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since the early days and today Datum prides itself on its state-of-the-art CAD/CAM facility, which includes Pro-E Cad Modeller for solid modelling in addition to five CNC machines with a maximum machining envelope of two metres (X Axis) x one metre (Y Axis) x one metre (X Axis).

Furthermore, in 2012 the company introduced a new Johnford CNC machine to give greater capacity in the Y Axis for high-speed machining, and it has also added a CAD software seat in Pro-e/Creo & NX and Unigraphics.

Alongside its superior facilities, David notes other qualities that have led to Datum’s success: “What brings these blue-chip companies back to Datum is the good quality technical support we offer, as well as the turnkey solutions from CAD design to finished production parts that are ready for use. Whether this is a oneoff product or 1000 off, we can provide a unique and exceptional service.”

Certified to ISO:2008 and preparing to deliver a unique product to the market, the future looks positive for Datum as it continues to evolve with the times and provide a perfect blend of traditional approaches with modern technology. zz

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term corrosion protection, but also provides a potential 50 per cent reduction for installation times. Moreover, the distinctive lack of joints in the module gives a smooth, ‘easy-on-the-eye’ appearance. The toilet will be shown for the first time at Innotrans 2014 in Berlin and is already generating a lot of attention from the ROSCOs and TOCS.” Alongside the unveiling of the toilet module in September, Datum will also be focused on providing solutions to a growing list of blue-chip railway firms.

Indeed, in 2014 alone the company is working with Bombardier for the Southern Contract and has maintained ongoing contracts with Alstom, D B Schenker and Wabtec. “Bombardier is one of our major clients and we are keen to continue this positive relationship and I`m hoping we can work together on the future Crossrail project. Over the past year we have also worked with Alstom on the Juniper Refresh project and have major companies within our customer base,” says David.

All patterns and tooling for contracts are manufactured in-house by Datum using the latest CAD/ CAM technologies, which ensures the manufactured product precisely meets customer expectations. CAD/ CAM has been a part of the company’s operations

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Taylor Woodrow

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Maintaining momentum Operating as part of the VINCI Group, Taylor Woodrow has developed a stellar reputation within the civil engineering field and is now taking the lead on an increasing number of projects throughout the rail industry

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ince last featuring in Railway Strategies magazine back in 2009 the company has enjoyed a period of rapid growth. Taylor Woodrow joined the VINCI group in 2008 and within a year, was involved in several high profile projects including the Docklands Light Railway (DLR) three-car capacity enhancement project and the Network Rail King’s Cross Station redevelopment programme.

In 2009, Fred Garner, who was then the Taylor Woodrow Project Manager for King’s Cross, discussed how the redevelopment programme for the station was a collaborative undertaking between Network Rail, its design team, stakeholders, Taylor Woodrow and its

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subcontractors. Today, Fred is the Sector Director for Rail at the company and is able to talk to Railway Strategies about how important both the King’s Cross and DLR projects were in driving the business forward: Fred says: “After we successfully completed the DLR enhancement project we took on the project at King’s Cross to do the Western Range and the Western Concourse. No doubt readers will have seen it, appreciated it, acknowledge what it has done for the station and that along with the DLR has proven to be a bit of a springboard for us into a number of projects that we are currently carrying out.”

Presently, Taylor Woodrow is undertaking a number of major projects that follow on from several highly successful and completed operations. These include the King’s Cross Redevelopment Programme, the DLR Capacity Upgrade Project and a major design and build contract for the renewal of the Grade II listed Nottingham Hub station as well as several projects outside of the rail industry. This includes: London’s Golden Jubilee Bridges; Bamford Water Treatment Works and the Gloucester South West Bypass.

The Nottingham Hub project encompassed the refurbishment of the main concourse, including the Victorian façade, replacement of canopies, resurfacing of platforms as well as the renovation of platform buildings.

“The redevelopment of Nottingham Mainline Station was to change it into a transport interchange that seamlessly ties in the existing tram network with the existing station,” Fred says. “At the same time we have been able to significantly improve the customer experience and also the train company operating facilities on the station. That came into use on 2nd June this year (2014) and the work that we have been able to do bringing the heritage to light and exposing it, has really made the station stand out.”

On-going projects for the company include various involvements with Crossrail and a joint venture with BAM Nuttall in the upgrades at Tottenham Court Road and Victoria for London Underground, both of which represent major civil engineering projects.

“We have also picked up a contract with Network Rail to upgrade their stations between Paddington and Maidenhead to make them ready for the Crossrail project,” Fred explains. “Crossrail has a centre section that is essentially the tunnelled section, which is being delivered by Bechtel on behalf of Crossrail. Outside the central section on the surface route, Network Rail is

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So we have been able to combine our Network Rail, DLR stations and Crossrail experience to help us to win this project. This is a £100 million endeavour with 13 stations to be upgraded. Each has a different scope and we will be hitting the ground on that in Q3 this year having been working on the design for the best part of 2014.”

The engineering work at Tottenham Court Road and Victoria involves major works including structures five storeys below ground to provide new ticket halls, escalator barrels and access routes to platforms. “At Tottenham Court Road we have a big milestone at the end of 2014 when we have to bring into use the first half of the station, which includes a new Northern Line ticket hall just below the surface, a new entrance from Oxford Street, new escalator barrels down to a lower concourse, and new connections to the Northern Line platform,” Fred says.

“That will then facilitate an 11 month closure of the Central Line platform where there has been non-stopping trains, for us to do the same work to the Central Line half of the station. There is always a focus on keeping things moving, and at Victoria Underground Station we have done some amazing work. A lot of the work is being

done as top down construction so we can keep traffic moving. The northern ticket hall at Victoria is under a busy road called Bressenden Place. We have built a slab in two halves and put the traffic on it. Now, we are now working underneath it, mining it out to create the new ticket hall.”

As a Tier One company Taylor Woodrow is in an excellent position to offer a premium solution to some of the rail sector’s most vital and challenging projects. The work that it is undertaking for London Underground and Crossrail will prove to be truly transformative for the City of London and the economy of the UK. As it looks to the future, the company will closely anticipate the onset of HS2 and seek to further define itself as an integral part of the rail industry’s infrastructure solution. zz

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As a multi-disciplined Geotechnical contractor, we offer a wide range of grouting techniques, restricted access mini-piling, ground anchors, environmental barriers, vibro ground improvement, CFA piling, large diameter rotary piling, and diaphragm walls.

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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.

10-11 September Low Carbon Vehicle Event LCV2014 Millbrook Proving Ground, Bedford Organiser: Cenex Tel: 01509 635 750 Web: www.cenex-lcv.co.uk 11 September The British Rail Conference Dentons, London Organiser: Waterfront Conference Company Tel: 0207 067 1597 Web: www.waterfrontconferencecompany.com/ conferences/rail/events/british-rail 11 September Who will build HS2?

Institution of Civil Engineers, London Tel: 0207 036 8574 Email: anna.pett@transporttimes.co.uk Web: www.transporttimesevents.co.uk

29 September – 1 October European Transport Conference Frankfurt Organiser: Association for European Transport Email: http://aetransport.org/contact Web: http://etcproceedings.org/

27-28 November 2014 Annual Polis Conference Madrid Organiser: Polis Email: polispolisnetwork.eu Web: www.polisnetwork.eu

30 September – 2 October Future Transit Systems Summit MIRA Technology Park, Nuneaton Organiser: Future Transit Systems Tel: 01327 304 050 Email: claire@futuretransitsystems.co.uk Web: www.futuretransitsystems.co.uk

17-18 March 2015 Middle East Rail Dubai International Convention and Exhibition Centre Organiser: Terrapinn Tel: +971 4440 2500 Email: enquiry.me@terrapinn.com Web: www.terrapinn.com/exhibition/ middle-east-rail

9 October Interoperability in Practice A workshop for the European railway industry Brussels Organiser: Hit Rail Email: info@hitrail.com Web: www.hitrail.com

21-25 September – 10th International Conference on Geosynthetics Berlin Organiser: International Geosynthetics Society Web: www.10icg-berlin.com

Date: 6 November Supply Chain Forum (Rail Sector) Building Centre, London Organiser: Rail Champions UK Email: victoria@rail-champions.com Web: www.supplychainforum2014. eventbrite.co.uk

23-26 September InnoTrans 2014, Berlin Organiser: Messe Berlin GmbH Tel: +49 (0)30 30 38 - 2376 Email: innotrans@messe-berlin.de Web: www.innotrans.com

12-13 November Rail Ticketing Europe, Brussels Organiser: Terrapinn Email: philip.kwok@terrapinn.com Web: www.terrapinn.com/conference/railticketing

17-19 March 2015 Rail-Tech 2015 Utrecht Organiser: Europoint Conferences & Exhibitions Tel: +31 (0)30 698 1800 Email: info@rail-tech.com Web: www.rail-tech.com 14-16 April World Travel Catering & Onboard Services EXPO Hamburg Messe, Germany Organiser: Reed Exhibitions Tel: 0208 910 7132 Email: daniel.kazimierczak@reedexpo.co.uk Web: www.worldtravelcateringexpo.co

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) 21st October Introduction to rolling stock Key design principles affecting the performance of railway systems

29th October Train control and safety systems Learn of the systems used on UK fleets that provide safety and train operational control

6th November Vehicle acceptance and approvals Introduction to acceptance procedures which apply across the rail network

22nd October Traction and braking Principles of traction and braking for railway engineers

30th October Vehicle dynamics and vehicle track interaction Understand the dynamics of railway vehicles to improve safety, comfort and asset life

A downloadable brochure is available at:

23rd October Optimising fleet maintenance efficiency Understand the issues affecting rail vehicle performance and cost of maintenance 28th October Train communication and auxiliary systems New and existing systems in use on today’s rolling stock fleet

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4th November Train structural integrity Structural integrity, fire and crashworthiness systems found on today’s rail fleets 5th November Fleet maintenance Improve your processes and fleet maintenance

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