Transport Business International

Business Information for Transport Professionals

ISSUE 24

HIGH-SPEED RAIL The need for speed in the UK and Australia

ROAD MAINTENANCE

Please for turn over t® e GreenFle e n magazi

Why a common approach to dealing with pot holes is needed

ROAD SAFETY – Making speed camera data transparent PLUS MORE INSIDE

TRANSPORT BUSINESS MAGAZINE Business Information for Transport Professionals

ISSUE 24

HIGH-SPEED RAIL The need for speed in the UK and Australia

ROAD MAINTENANCE

Please for turn over ® et GreenFle e magazin

Why a common approach to dealing with pot holes is needed

ROAD SAFETY – Making speed camera data transparent PLUS MORE INSIDE

Comment

Business Information for Transport Professionals – www.transportbusiness.net

WELCOME The devastating impact of three severe winters on our roads has resulted in over 2.7 million pot holes and a considerable repair bill. With another potential harsh winter fast approaching, highway authorities are urged to consider whether preventative measures are better than quick fix, low cost repairs. On page eight, the Road Surface Treatments Association explores the problem, asking why there is no common approach to dealing with pot holes, and highlights examples of good practice from local highway authorities.

This issue also looks at the case for high speed rail on both sides of the globe. MP Graham Evans gives an update on the situation in the UK, while Rhianne Jory from the Australasian Railway Association explains how the initial phase of the Australian government’s high speed rail study marks a monumental step forward for the country’s rail industry.

Where do you stand on speed cameras? A successful life saving tool, a necessary evil, or an unfair annoyance? The Royal Society for the Prevention of Accidents explains the DfT’s plan to make speed camera data transparent – which may result in more support for them – and also sites 10 reasons why speed cameras are necessary.

Angela Pisanu

P ONLINE P IN PRINT P MOBILE P FACE TO FACE If you would like to receive 6 issues of Transport Business magazine for £65 a year, please contact Public Sector Information Limited, 226 High Road, Loughton, Essex IG10 1ET. Tel: 020 8532 0055.

www.transportbusiness.net PUBLISHED BY PUBLIC SECTOR INFORMATION LIMITED

226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Fax: 020 8532 0066 Web: www.psi-media.co.uk EDITORIAL DIRECTOR Danny Wright ASSISTANT EDITOR Angela Pisanu PRODUCTION EDITOR Karl O’Sullivan PRODUCTION DESIGN Jacqueline Grist PRODUCTION CONTROLLER Reiss Malone ADVERTISEMENT SALES Clive Beer PUBLISHER Chris Jones SALES ADMINISTRATION Jackie Carnochan, Martine Carnochan ADMINISTRATION Victoria Leftwich, Alicia Oates GROUP PUBLISHER Barry Doyle REPRODUCTION & PRINT Argent Media

© 2011 Public Sector Information Limited. No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any other means (electronic, mechanical, photocopying, recording or otherwise) without the prior written permission of the publisher. Whilst every care has been taken to ensure the accuracy of the editorial content the publisher cannot be held responsible for errors or omissions. The views expressed are not necessarily those of the publisher. ISSN 1362 - 2541

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

03

RoSPA Occupational Health and Safety Awards 2012

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Contents

Business Information for Transport Professionals – www.transportbusiness.net

CONTENTS 06 NEWS 09 ROAD MAINTENANCE The Road Surface Treatments Association’s Howard Robinson examines what should be covered in the DfT’s review on pot hold best practice, due in April 2012

13 ROAD INFRASTRUCTURE A preview of the International Road Federation’s Congress which explores the latest cutting-edge solutions and strategies surrounding road infrastructure development, taking place in Moscow, Russia, 22-24 November 2011

15 FUEL MANAGEMENT To manage increasing fuel prices, organisations need to know detailed information, such as journey types, purchase price of fuel, volume of fuel used, and so on

16 ROAD SAFETY Kevin Clinton, head of road safety at the Royal Society for the Prevention of Accidents, explores Britain’s relationship with speed cameras and reminds us of the many safety benefits they bring

19 HIGH SPEED RAIL MP Graham Evans argues the case for high speed rail in the UK The Australasian Railway Association’s Rhianne Jory explains Phase One of the high speed rail study in Australia, which plans preliminary high speed rail corridors along the east coast

22 PRODUCT FINDER

Business Information for Transport Professionals

onals sport Professi rmation for Tran Business Info

The Transport Sector News and Information Mag azine

ISSUE 24

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Magazine

ISSUE 20

ISSUE 23

HIGH-SPEED RAIL

ISSUE 22

TEchoNoLoGY

Innovation acros of the rail mark s all sectors et at Railtex

The need for speed in the UK and Australia

T EIGH FRnising and

RAIL POLICY

Transport Business Magazine Recog excellence promoting van

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ISSUE 1

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ROAD MAINTENANCE

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Why a common approach to dealing with pot holes is needed

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| TRANSPORT Volume 24ch BUSINESS INTERNATIONAL RESEAR & DEvELopMENT

Reducing energ y consumption in through eco-driving railw and traffic regu ays lation

05

News

Business Information for Transport Professionals – www.transportbusiness.net

NEWS IN BRIEF Rail growth indicates busiest year since 1920s Passenger numbers on the railways grew by 5.3 per cent this summer, according to figures published by the Association of Train Operating Companies (ATOC). The organisation says the data confirms that the railways are set for their busiest peacetime year since the 1920s, with well over 1.3bn journeys expected to have been made by train by the end of 2011.

Reasons behind the rise in rail travel includes the continuing high price of petrol, says ATOC, leading more leisure travellers to switch from road to rail TO READ MORE PLEASE VISIT... when taking summer www.transportbusiness.net/n/012 breaks or family day trips.

BAA to sell Edinburgh Airport Following the Competition Commission’s decision requiring BAA to sell either Edinburgh or Glasgow airport, BAA has decided to sell Edinburgh Airport – the larger of the two facilities with some 9.2 million passengers and over 100,000 flights.

BAA is now commencing preparations for a sale and expects to formally approach the market in the new year with a view to agreeing a sale by Summer 2012. Glasgow Airport is Scotland’s leading long haul airport with approximately 6.8 million passengers passing TO READ MORE PLEASE VISIT... through it each year and www.transportbusiness.net/n/013 with over 70,000 flights.

$928.5m for public transport projects in the US US Transportation Secretary Ray LaHood has announced funds of $928.5 million for more than 300 public transportation projects in urban, suburban, and rural areas.

The money will put people to work renovating and building much needed transit facilities, manufacturing new clean-fuel buses, and helping communities plan responsibly for their future transit needs. The grants, made available through the Federal Transit Administration’s fiscal year 2011 Alternatives Analysis, Bus Livability, and State of Good Repair Programs, will go toward replacing or refurbishing aging buses, building or improving bus terminals, garages, and other transit facilities, installing busrelated equipment, and conducting studies to help communities select the best transit TO READ MORE PLEASE VISIT... options to meet future www.transportbusiness.net/n/014 transportation needs.

Canada to improve rail safety The Government of Canada has re-introduced legislation to improve railway safety in Canada. The proposed amendments to the Railway Safety Act will encourage rail companies to create and maintain a culture of safety and penalise rule breakers. It will enable the Government of Canada to crack down on rule breakers with tough new monetary penalties and increased judicial penalties; strengthen safety requirements for railway companies; create whistleblower protection for employees who raise safety concerns; and require each railway to have an executive legally responsible for safety.

The Railway Safety Act, which came into force in 1989, gives Transport Canada the responsibility for overseeing railway safety in Canada. In addition to strengthening Transport Canada’s regulatory oversight and enforcement capacities, the proposed amendments are consistent with the legislative frameworks of other transportation modes.

06

TRANSPORT BUSINESS INTERNATIONAL | Volume 24

CABLE CARS

Emirates signs multimillion pound deal for London cable car Global airline Emirates will sponsor London’s new cable car river crossing, to be known as the Emirates Air Line, in a ten-year deal worth £36m.

The Emirates Air Line will connect north and south London, travelling between two new stations, to be named Emirates Greenwich Peninsula and Emirates Royal Docks.

Scheduled for completion in summer 2012 the Emirates Air Line will offer commuters and visitors majestic aerial views as they travel across the Thames and provide a much-needed additional river crossing.

With capacity to carry up to 2,500 people per hour in each direction in the peak, equivalent to 30 buses per hour, the system will be the first of a package of measures to improve river crossings in east London, says Transport for London.

The Emirates Air Line is expected to carry two million passengers per year. The sponsorship deal secured by the mayor and TfL will see Emirates provide significant private sector investment to the new transport scheme totalling £36m.

The mayor sees the link as a key element in his vision to transform east London into a bustling metropolitan quarter teeming with new businesses, entertainment and leisure facilities supported by world-class transportation.

Johnson called the deal “tremendous news for London” and the development “an exciting and innovative mode of transport easing travel for thousands and offering spectacular bird’s eye vistas of our majestic Thames.

The UK’s first urban cable car will also act as a vibrant catalyst for the further regeneration of east London helping to attract jobs and investment for the benefit of Londoners.”

TO READ MORE PLEASE VISIT... www.transportbusiness.net/n/015

News

Business Information for Transport Professionals – www.transportbusiness.net

SECTION HEADING RENEWABLE ENERGY

New Blackfriars station to become world’s largest solar bridge The new Blackfriars station, which is being built on a bridge spanning the River Thames, is on its way to becoming the world’s largest solar bridge now work has just started to install over 4,400 solar photovoltaic (PV) panels.

Built in 1886 the Victorian bridge is the foundation for the new Blackfriars station, which Network Rail are upgrading to cater for more passengers and an improved train service. A new roof added to the historic structure will incorporate

TO WATCH THE EMIRATES AIRLINE IN ACTION VISIT

http://www.transportbusiness.net/content/view/1122/2

SECTION HEADING

over 6,000m2 of PV panels, creating the biggest solar array in London.

The solar panels will generate an estimated 900,000kWh of electricity every year, providing 50 per cent of the station’s energy and reducing CO2 emissions by an estimated 511 tonnes each year. In addition to solar panels, other energy saving measures at the new station will include rain harvesting systems and sun pipes for natural lighting. The upgrade is part of the Thameslink programme.

SIGNAGE

Motorway service signs get green light for revamp New motorway service area signs, which will enable motorists to make more informed choices about where to take their breaks, have been given the go-ahead by Roads Minister Mike Penning.

Service areas will now be able to display up to six logos indicating the facilities and franchises operating at each site. Currently only generic symbols – such as a knife and fork – are allowed.

Surveys of motorists previously undertaken have indicated that a particular value is placed on information that tells them where they are. Having taken on board this feedback, there will now also be a requirement for operators to include geographical information on the new signs situated a mile and then again at half mile before a services.

Penning said: “By encouraging drivers to take regular breaks, motorway service areas make a vital contribution to road safety and it is common-sense that motorway users should

have as much information as possible about the choices available at service areas.

“The system I inherited just wasn’t fit for purpose for either road users or the operator. To get brand names on signs, some operators even went as far as renaming their company to reflect the main franchise operating on their sites because there was no flexibility in the rules.

“Now, they will no longer need to do this. The more descriptive signs will encourage drivers to take regular breaks, increase healthy competition and contribute towards service areas improving the services they provide.”

Operators will be invited to submit applications with a view to the first signs being installed later this year. As now, the cost of installing these signs will be met fully by the motorway service area operators.

The change is being made as part of the Government’s wider review of traffic signs.

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

07

Road Maintenance Written by Howard Robinson, chief executive of the Road Surface Treatments Association (RSTA)

Business Information for Transport Professionals – www.transportbusiness.net

08

TRANSPORT BUSINESS INTERNATIONAL | Volume 24

ROAD REPAIRS

GETTING TO THE BOTTOM OF ROAD POT HOLES

Recurrent winter road damage has prompted the DfT to examine best practice when dealing with pot holes. The Road Surface Treatments Association (RSTA) digs deeper into the issue The DfT’s review on best practice is being undertaken by the Highways Maintenance Efficiency Programme (HMEP). It follows the devastating impact of three successive severe winters – and possibly another one predicted for this year – which resulted in over 2.7 million pot holes and widespread public annoyance and criticism, as well as a considerable repair bill. The review proposes a full examination of why pot hot holes occur, how best to avoid them appearing, how best to fix them once they have appeared and the development of best practice guidance that will be made readily available to all local highway authorities. The review’s report is due to be published in April 2012.

The review needs to examine some fundamental issues such as why there is no common approach across local highway authorities with regards to dealing with pot holes, why choosing the lowest cost, quick fix rather than specifying the best long-term solution is so prevalent and the general resistance towards considering new tested innovative road surface treatment products.

THE CHALLENGE Addressing these issues will underline the reasons behind the lack of overall and widespread best practice and lead to an understanding as to why some local authorities choose not to seal their road surfaces despite evidence that this greatly enhances a road’s lifetime performance. It will also explore why many local authorities are reactive and carry out pot holes repairs rather than undertaking the planned road maintenance programme that would prevent them from occurring in the first place, and why local authorities often seem to progress autonomously through the same learning curve resulting in extensive, and no doubt expensive, widespread duplicative trial and error.

For the proposed code of practice to really work it must address both pot hole prevention and repair. In particular, it must indentify the physical mechanisms that can cause pot hole formation and the different solutions that can be applied; establish minimum service life standards for repair materials; and establish minimum technical standards

for asphalt compaction. It should also provide guidance on selecting the best technical solution, as well as guidance on over-banding and crack sealing. Lastly it should recognise that pot hole repairs are often done during the winter and so consideration should be given to the use of admixtures in asphalt to improve mix adhesion and to use idiotproof materials that can be more easily used by operatives to achieve good compaction which is the key to durable repairs.

STAKEHOLDER ENGAGEMENT It is important that all stakeholders sign-up and endorse the proposed code. That way, best practice can be captured and shared with resultant cost savings, minimised traffic disruption during repair works, adoption of new techniques and innovative products and enhanced service life of the repaired areas.

Consideration should also be given to the fact that continuity of best practice is often affected when managing agent contracts (MACs) change hands. Different contractors often choose product solutions based on short-term commercial decisions rather than long-term

About the RSTA

Road Maintenance

Business Information for Transport Professionals – www.transportbusiness.net

The Road Surface Treatments Association (RSTA) aims to raise awareness of the benefits of surfacing treatments and promote work force competence and safe working practices. Membership includes large national and regional contracting companies, Local Authority Direct Labour Services Organisations, materials and equipment suppliers.

cards proving competencies and knowledge.

The Sector Scheme approach provides a proven route for the workforce up-skilling.

A number of local highway authorities provide examples of what good practice can achieve. Lancashire County Council and other councils have found that roads that have been surface dressed over the last five years have generally not developed pot holes. The surface dressing effectively seals the existing road surface to prevent water ingress and winter freeze/thaw action. Halton Borough Council has made very effective use of innovative proprietary products. Meanwhile, Tameside Metropolitan Borough Council has been undertaking comparison of different pot hole repair materials for determine the best solution.

Ultimately, as these local authorities demonstrate, the development of best practice for repairing pot holes is about getting it right first time. The prevention and repair of pot holes when properly specified and correctly installed by a well-trained and qualified workforce will deliver the expected service life and provide good value-for-money.

The review needs to examine fundamental pot hole issues such as why there is no common local highway authority approach and why choosing the lowest-cost quick-fix rather than specifying the best long-term solution is so prevalent. technical performance. This is not in the best long-term interest of local highway authorities.

A particular area that needs addressing is that of workforce skills. The operatives engaged in pot hole repair are often lowskilled and working relatively autonomously with little control. Work practices, therefore, can be very different from the application guidance and the resultant repair can be poor.

It is important that contractor operatives undertaking road surface maintenance should be fully trained and qualified to ensure that they apply correct work practices. Operatives must have minimum NVQs and CSCS skill

The RSTA is working closely with the DfT/ HMEP project team and all other stakeholders in developing and forwarding the proposed code of best practice. The plague of pot holes and the lack of a cohesive, agreed approach by local highway authorities results in a lack of consistency, ignorance of new effective techniques and products, and a waste of resources. The HMEP initiative is to be welcomed and the RSTA looks forward to its report next spring. L FOR MORE INFORMATION www.rsta-uk.org

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

09

Emulsis

U tra Total’s low temperature surface dressing binder

Less heat, MORE savings

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Bitumen Division

SURFACE DRESSING

VALUE ENGINEERED ASSET MANAGEMENT A series of hard winters are stretching resources to breaking point and a scatter gun approach to pothole patching is no longer sustainable, argues Total Bitumen’s Rick Ashton Diminished budgets mean the entire highways management supply chain is now being challenged like never before. Best value, sustainability and innovation are being driven by austerity measures and pragmatic clients.

Total Bitumen identified these challenges some time ago, through market analysis and a need to innovate their product portfolio in response to the new commercial and technical challenges the industry was beginning to face.

Highways asset managers are tasked with maintaining the network above intervention level for skid resistance in an ever increasingly litigious society. These economic drivers bring a trend towards premium surface dressings to restore performance in areas previously considered for thin surfacing.

There is also a perception some thin surfacing applications aren’t lasting as long as originally anticipated, sometimes through misguided material design but also through inappropriate applications. These products can be enhanced or maintained through a planned surface treatment programme throughout the materials life cycle.

HARSH WEATHER A series of hard winters are stretching resources to breaking point and a scatter gun approach to pothole patching is no longer sustainable.

Rick Ashton, Total Bitumen’s market development manager says: “A lot of the network is evolved construction rather than scientifically designed and the key to avoiding uncontrollable depreciation of the assets is intervention at key points in time.”

Surface dressing installed at key points throughout a pavement’s life cycle with diligence and correct design procedures can seal the surface, restore skid resistance, and inhibit the formation of potholes before more expensive deeper and obtrusive repair work is required.

Ashton comments: “It is the intervention level at the correct point which is critical.”

“This should be before structural failure as a planned preventative maintenance treatment not as a quick remedy to cover serious fatigue issues.”

“Simply allowing roads to disintegrate to reconstruction stage is like driving a car around without changing the oil occasionally – I would rather buy oil than engines!”

DURABLE SURFACE TREATMENTS The implementation of Sector Scheme 13, RSTA Codes of Conduct, Road note 39, and most importantly, trained competent personnel involved in the installation of the products, are the real foundations of durable sustainable surface treatments CE Marking by 2013 is the next step on the road to ensuring fitness for purpose of the systems.

Polymerisation of the binders used in the treatments has enhanced the systems performance dramatically in recent years and has significantly reduced the levels of premature failures in surface dressings.

Binder performance in traditional bitumous emulsion is limited by visco-elastic and thermoplastic properties. Adding polymers to the bitumen system significantly enhances the performance of these materials Total Bitumen’s Emulsis range incorporates specific polymer levels and performance enhancing additives developed to answer the modern challenges the supply chain is now faced with.

The Emulsis range incorporates three performance levels tailored to specific applications and budgets. L FOR MORE INFORMATION Rick Ashton MIAT Tel: 0771 445 2174 Richard.ashton@total.co.uk www.bitumen.total.com

Rick Ashton, Total Bitumen’s market development manager says: “A lot of the network is evolved construction rather than scientifically designed and the key to avoiding uncontrollable depreciation of the assets is intervention at key points in time.”

Road Maintenance

Business Information for Transport Professionals – www.transportbusiness.net

The Emulsis Range

The enhanced adhesive elastic behaviour of Emulsis is demonstrated.

Clients install the product best suited to their end use in terms of value engineering, site stresses, historical wear and previous failure modes, balancing unit cost against the expected life cycle. The correct “horse for the course” is what underpins the range, states Rick Ashton.

Emulsis behaves in a more elastic manner than traditional grade emulsions. The polymer modification levels in the range give clear benefits in terms flexibility and resistance to extremes of temperature.

This makes the product less likely be brittle at low temperature or less likely to “black up” chippings at high ambient temperatures, reducing risk to the client and increasing safety for the travelling public.

Traditional site practice is to spray emulsions in the temperature range 8090ºC. This involves having to reheat the emulsion during the shift to maintain spraying temperature and achieve a satisfactory viscosity for adequate spread rates and aggregate wetting.

This reheating delays the surfacing operations increasing downtime as the surfacing crew wait for emulsion. Ultimately this affects how many m² of carriageway per shift a crew can surface dress.

Emulsis drops the working temperature range to 65ºC giving a greater working temperature window and potentially more m² surfaced per shift. A dressing season is brief – typically 90 days during the mid summer. This saving in man hours can give substantial benefits to the contractor & client with typical time savings of 45 – 65 hours per tanker in a season. Effectively an extra weeks surfacing added to a typical crew’s season.

Total Bitumen has produced models to demonstrate the typical savings in heating fuel and CO2 reduction with the Emulsis product range.

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

11

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Road Infrastructure

Business Information for Transport Professionals – www.transportbusiness.net

Major International Road Federation Congress to explore the latest cutting-edge solutions and strategies surrounding modern road infrastructure development, maintenance and safety What will roads look like in the future? How can the road industry adapt to changing demands brought about by the new economic, social and environmental imperatives of our times? Most importantly, how can it maintain the impressive momentum it has built up in recent years towards ever greater innovation and technological progress?

These and a range of related issues will be comprehensively addressed during an international Congress devoted to Innovation in Road Infrastructure that will be convened at the Holiday Inn Sokolniki in Moscow, Russia, from 22-24 November 2011.

Organised by the International Road Federation (IRF), together with local hosts, such as the International Congress of Industrialists and Entrepreneurs (ICIE) – and benefitting from the official endorsement from the Ministry of Transport of the Russian Federation and the Black Sea Economic Cooperation (BSEC) – the Congress represents a major event on the road industry calendar. The organisers are particularly privileged to feature a highlevel plenary session which will be officially opened by H.E. Mr. Igor Levitin, the Minister of Transport for the Russian Federation.

The occasion will bring together senior officials from key ministries and agencies throughout the CIS region, Eastern Europe, Central Asia and beyond.

Furthermore, prominent representatives from leading corporations, professional associations, trade unions, scientific organisations and academia will attend.

Besides showcasing innovative technologies

covering all stages of the road life-cycle, the Congress will cover a comprehensive range of related themes, from the potential of Intelligent Transport Systems (ITS) as a tool for improving road safety and transport accessibility right through to state-of-the-art funding mechanisms and new ways to attract private finance.

The format for the Congress is dynamic and interactive, featuring authoritative keynote presentations to set the overall context for innovation, followed by lively plenary sessions on key themes. These will be further complemented by panel debates and interventions by high-level officials and dignitaries. The full preliminary programme and speaker line-up can be downloaded from the IRF website at www.irfnet.org.

RUSSIAN TRANSPORT WEEK The impact and outreach of the event will be further enhanced by its integration as a key gathering within the framework of the Russia Transport Week 2011, which takes place at the Sokolniki EcoCentre from 21-26 November. This year’s Transport Week notably features the 5th Anniversary International Forum and Exhibition, Transport of Russia, which will showcase key projects drawn from across the transport sector, including the very latest developments in the field of road construction and infrastructure.

As highlighted by Minister Levitin: “Over the past five years Transport Week has become firmly lodged in the business calendar of every transport enterprise manager in our country, CIS member

states and across the world. With every passing year the event is becoming an ever more important forum for strengthening cooperation, discussing issues of nationwide significance and adopting significant decisions that determine major transport and industrial company priorities. This year’s Transport Week 2011 will be attended by more than 3,000 businessmen, who will discuss current aspects of the functioning and development of transport in Russia and its further integration in the world transport system.”

The merging of the IRF Congress with the events surrounding Transport Week will ensure an unprecedented and highly conducive climate for high-powered business exchanges, as well as fruitful marketing and communications opportunities.

In this perspective, the series of integrated events will make an important contribution to fulfilling the tasks set out in the Transport Strategy of the Russian Federation up to 2030, and also reflect plans for transport system development in the run up to major international occasions scheduled to be hosted over the next ten years, including notably the 2012 Summit of the AsiaPacific Economic Cooperation (APEC) in Vladivostok, the 2014 Winter Games in Sochi and the 2018 FIFA World Cup. L FOR MORE INFORMATION www.irfnet.org

A key event for transport professionals The Congress will be attended by organisations and international experts from CIS Countries, Western Europe and Central Asia. The Congress will give participants the latest insights into state-of-the-art technologies, provide an excellent platform for useful business contacts and enhance advanced road construction and operation technologies and research to improve road safety.

We are proud to announce that the Congress ‘Innovation in Road Infrastructure’ is organised within the framework of the Russia Transport Week 2011, held from 21 till 26 November 2011 and supported

by the Ministry of Transport of the Russian Federation. The Transport Week and its exhibition bring together around 3,000 transport professionals and create excellent marketing and communication opportunities for all parties concerned.

The outcomes of the Congress, the panel discussions and the exhibition will be an important inspiration for road experts and we are happy to invite you to be part of this important event.

We look forward to welcoming you to Moscow.

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

13

Making your Fuel go Further

Supporting Professional Development

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MILEAGE AUDITS

THE ANSWER TO SOARING GLOBAL FUEL PRICES

Organisations that operate vehicles need to rethink traditional approaches to fuel management in the face of a paradigm shift in global energy prices, advises TMC’s Paul Jackson Oil prices are now three times higher, in real terms, than they were in 2002, although the UK’s high fixed fuel taxes mean that British businesses now pay “only” 45 per cent more for diesel and petrol than they did then.

Even so, 45 per cent is still a big cost increase to absorb or pass on to customers, and the fundamental reason for it is that there is not enough oil to go round.

It’s all to do with exports. Although total world oil production is still increasing fractionally, the exporting countries use more and more of their own production domestically every year to support their own growing economies.

Jeffrey Brown, a Dallas-based geologist, calculates that world oil exports reached a peak of 46 million barrels per day (mbpd) in 2006 and have since fallen by four per cent.

However, because China and India have rapidly increased their share of exported oil in recent years, the actual volume of exports available to the rest of the world has reduced by around 20 per cent since 2006 and shows no sign of making a significant recovery.

That certainly helps to explain why we’ve seen a paradigm shift in energy costs since 2005. Global oil consumption wants to grow by some 4mbpd every year while supply increases by only 0.8mpbd. Businesses everywhere face a paramount requirement to prepare themselves for further increases in the price of imported oil.

Britain is a net oil importer and, as petrol and diesel will continue to power virtually all fleet vehicles for at least the next decade, effective fuel management will be critical for fleets.

ACCURATE MEASUREMENT At this point, articles often shift the focus on to practical actions fleets can take to minimise their fuel costs, such as driver training, targeting low-cost fuel sites, capping vehicles’ CO2 ratings, and so on.

Don’t get me wrong, they are all valid responses to the growing fleet fuel cost crisis. But for them to be effective, fleets implementing them need to know, in detail, what they currently achieve in terms of journeys, purchase price of fuel, volume of fuel used and, of course, mpgs and pence-per-mile for all cars and drivers.

Unfortunately, the traditional method of processing fuel and mileage costs actively prevents a majority of businesses from knowing where to start. In fact, shockingly, around 25 per cent of the average fleet’s fuel and mileage spend is simply wasted on unproductive journeys, excessive payment rates and paying claims for mileage that only ever existed on paper.

THE KEY TO CONTROLLING FUEL COSTS It goes without saying that mileage activity drives all other fleet costs. However, this

Fuel Management

Business Information for Transport Professionals – www.transportbusiness.net

lack of clear, checkable journey data is frequently the Achilles Heel of companies’ efforts to manage their fuel use.

Traditional expenses processes, as well as being tremendously opaque, deliver extremely poor oversight of actual journeys and costs.

Let’s face it, if you were tasked to design a fuel procurement process from scratch, would you come up with one where your company bought its fuel from employees instead of fuel retailers, and didn’t ask them what they paid for it?

Even more bizarrely, would you also ignore the actual cost of the fuel used on business and instead ask the taxman to tell you what you should pay via the HMRC Advisory Fuel Rates? Does the taxman set your company’s stationery costs, its heating bills or office rents?

VITAL DATA HIDDEN Of course not. Pay-and-reclaim, especially when used in conjunction with fixed-rate fuel mileage payments, is almost guaranteed to hide the true cost of business mileage. It is often impossible for businesses to know what they’re spending as a whole, let alone at the level of individual vehicles and drivers.

Audited, mileage-driven fuel management enables businesses to spot rogue vehicles and employees easily; identify unproductive journeys; streamline the expenses process; pay no more than actual cost for business fuel; involve drivers in campaigns to cut fuel volume and CO2 emissions; fine-tune choice lists, and avoid stiff fines for failing to comply with HMRC mileage recording requirements.

In other words, to prevent unnecessary costs.

POWERFUL TOOLS It’s what businesses don’t know that prevents them achieving their goals. And the reason why so many businesses struggle to contain mileage bills is that they rely on processes that pre-date computers and the internet.

Fortunately, powerful tools such as mileage audits and the new generation of fuel cards now offer fleets the ability to respond swiftly and decisively to the effects of the new fuel price paradigm. Wise businesses will move quickly to take advantage of it. L

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

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Road Safety

Business Information for Transport Professionals – www.transportbusiness.net

SPEED CAMERA ANALYSIS

SPEED CAMERAS: DEFENDING THEIR BENEFICIAL ROLE

Kevin Clinton, head of road safety at the Royal Society for the Prevention of Accidents (RoSPA), shines a positive light on perhaps one of the most vilified tools in the road safety box Speed cameras are perhaps one of the most vilified tools in the road safety box, and are guaranteed to draw a reaction of some kind from most motorists.

Even though there is more public support for them than the popular press would have you believe, when motorists are caught out by cameras the lack of human interaction can create a perception of ‘unfairness’ that can fuel opposition.

This is perhaps understandable; they administer justice in a mechanical manner, and are often seen as being placed arbitrary.

This is, of course, generally not the case.

Cameras, like any other road safety measures, such as signage and chevrons, are sited where there is a genuine need for them.

People often complain that in days of yore, a police officer could stop a driver if their driving was below a safe standard and use their discretion to administer advice; this discretion is taken away by speed cameras.

Sometimes a word of advice is more than adequate, so making available information about whether offenders are fined, complete a speed awareness course or are taken to court may prove enlightening to members of the public who are convinced that there is no option but punishment.

There will always need to be the risk of punishment for breaking the law, but the greater use of speed awareness courses

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is one way of adding the ‘human element’ to enforcement, as well as helping people find ways to manage their speeds in future.

A NEW DATA INITIATIVE The Department for Transport (DfT) has recently unveiled a new website on which full information about speed cameras will be published by local authorities and police. For the first time, figures showing the numbers of accidents and casualties at camera sites, both pre- and post-installation, will be made available to the public.

We at RoSPA welcome the publication of data about accidents, casualties and speeds at camera sites. Transparency is important because people need to understand why camera locations are chosen and be able to see what happens to accident and casualty numbers at these sites.

If people can see that cameras are beneficial and really do help to save lives and reduce injuries on the road, they are much more likely to accept that they are a necessary and useful tool for law enforcement and road safety.

Police forces

will also publish the number of speeding prosecutions arising from each camera in their area, as well as information about whether offenders are fined, complete a speed awareness course or are taken to court.

This information will help to evaluate the effectiveness of speed cameras as a road safety intervention. In the current economic climate everyone wants to make sure they are spending money in the most effective way, so it is vital to accurately evaluate all activities – whether they are road engineering measures like speed cameras, or education campaigns.

Evaluation on this scale will help local authorities and police forces to target speed cameras – and other road safety schemes – where they will have the most impact.

WHAT ABOUT A RISE IN CASUALTIES? It has been reported that, in a few cases, casualty/accident figures have actually risen at camera sites. If that is the case, then it is a sign that something is not working.

The local authority and police need to understand why accidents are increasing at these sites, including whether accidents would have risen even more if the camera had not been there; the causes of the accidents (did they have anything to do with speed?); whether the camera is in the right place; and if there have there been other changes at the site (for instance to the road design or the level and nature of traffic) that have led to increased accidents despite the cameras.

The availability of data on the new website will help local authorities and police to understand how effective speed cameras are, and to ensure that cameras are placed only where they are needed.

However, it can be misleading to use data from specific individual camera sites to draw conclusions about the overall effectiveness of cameras nationally or in a local authority area; we need to see the data from all, or most, of the sites for this. We will, therefore, be interested to see a full analysis of the most recent years’ data from across the country.

The English highway authorities, local authorities and the Highways Agency have published site-by-site casualty, collision E

E and speed information for permanent fixed camera sites, providing annual collision and casualty data going back to 1990.

Additionally, local authorities which provide financial support for camera enforcement will provide deployment strategies for speed cameras that will be publicly accessible.

VALUABLE DATA In addition to accident figures, police forces will publish the number of speeding prosecutions arising from each camera in their area, as well as force-wide information about whether offenders are fined, complete a speed awareness course or are taken to court.

A central hub providing links to the information on local websites has been set up by the DfT but this has highlighted two of the problems with the new database.

Firstly, local authorities are encouraged, but not obliged, to provide their figures, so at present there is an incomplete picture. If getting the public onside is the aim of the game, there is some work to do on transparency.

Secondly, each local authority, force or agency has a slightly different way of presenting and interpreting the information available from speed cameras. To get a real picture of how speed cameras are performing around the UK, the information needs to be standardised.

Road safety professionals must keep sharing the reasons for cameras to be part of the UK’s wider road safety strategy. By decreasing vehicle speeds, safety cameras have contributed to the fall in road deaths and prevented a great deal of suffering.

WHY ARE SPEED CAMERAS NECESSARY? RoSPA has put together ten reasons* that cameras are an effective road safety tool.

Firstly, excessive speeding kills hundreds of people every year. In 2010, 221 people were killed, and 1,179 seriously injured, because drivers or motorcyclists exceeded speed limits. A further 215 people were killed, and 1,565 seriously injured in accidents where someone was travelling too fast for the conditions. Inappropriate speed also magnifies other driver errors, increasing the chances of causing an accident. Even where speed is not the main factor in a crash, it fundamentally affects both the likelihood of the crash occurring, and its severity.

The second reason is that speed cameras reduce speeding and save lives. They are a very effective way of persuading drivers not to speed, thereby reducing the number of people killed and seriously injured. An evaluation of their effectiveness in 2005 showed they were saving around 100 lives a year, and preventing more than 1,600 serious injuries. A wide range of UK and international research studies consistently shows that cameras are very effective at saving lives.

SPEED ENFORCEMENT Without cameras, speed enforcement will disappear. Cameras enable a much higher

level of speed enforcement to be conducted than is possible using police officers on their own. In 2008, cameras provided evidence for 84 per cent of the 1.2 million fixed penalty notices issued for speeding offences. Without cameras, the level of enforcement would almost certainly dwindle to a very low level, especially as the police service is also facing financial cuts.

Not only do cameras save lives and prevent injury, they also save the public purse many millions of pounds. Apart from their human cost, road accidents are extremely expensive in financial terms. Safety cameras more than pay for themselves, and so from a purely financial point of view, cutting them does not make sense. The four year evaluation of the national safety camera programme estimated that the annual economic benefit of cameras in place at the end of the fourth year was over £258million, compared with

Road Safety

Business Information for Transport Professionals – www.transportbusiness.net

drivers to drive at safe speeds requires a mix of enforcement, education and engineering. Cameras are used alongside road engineering measures, such as better speed limit signing, traffic calming and road design, and education measures, such as publicity campaigns and driver training.

Cameras are one of the reasons Britain is a world leader in road safety. The UK has one of the best road safety records in the world, and in common with other countries that have very good road safety records (Sweden, the Netherlands, Australia) has included speed management in its road safety strategies.

An EC project, SUPREME, to identify the best ways of preventing road deaths gave the speed camera programme in the UK the highest rating, citing it as best practice.

There is also strong public support for cameras. The original Safety Camera Partnerships commissioned surveys in their

Apart from their human cost, road accidents are extremely expensive in financial terms.

Safety cameras more than pay for themselves, and so from a purely financial point of view, cutting them does not make sense. enforcement costs of about £96million.

Another reason for speed cameras is that they are educational, not just punitive.

They are an effective way of identifying drivers who would benefit from attending a speed awareness course, so provide a good opportunity to re-educate, and not just punish, drivers who are not massively violating speed limits. Even where drivers are fined and given penalty points, this acts as a warning to consider their driving before they begin to tot up further points.

PARTNERSHIPS Road safety partnerships, which manage speed cameras around the country, do more than speed enforcement. They undertake many more road safety activities, including being heavily involved in delivering road safety education services, as well as other types of road safety enforcement.

Despite claims about a war on motorists, Home Office data shows that the number of speeding tickets issued from cameras has been falling. The reasons for the reductions are not clear, but will probably include a fall in the number of drivers speeding and an increasing proportion of the drivers who are caught by a speed camera being able to do a speed awareness course instead of receiving the fine and penalty points.

Cameras are also beneficial because they support the wider road safety strategy.

They are only one part of a comprehensive road safety strategy which has helped to reduce deaths on Britain’s roads. Persuading

areas to assess the public’s views about cameras. The level of support was consistently high with 79 per cent of people agreeing that ‘the use of safety cameras should be supported as a method of reducing casualties’. Two thirds (68 per cent) of those questioned agreed that the primary use of cameras was to save lives.

CRASH STATS To put it simply, drivers and riders who exceed speed limits cause more crashes, and kill and injure more people, than drivers who do not exceed speed limits.

Speed cameras are one of the reasons why deaths on the road have fallen from around 5,000 a year at the start of the 1990s to 1,850 in 2010, and they must continue to play their part in the UK’s future road safety strategy.

Although it is unavoidable that public spending cuts will affect road safety – because they will affect every area of our lives – it is crucial that spending decisions are informed and based on clear evidence and data, and crude, blanket cuts are not imposed.

Speed cameras fill an enforcement gap. With fewer and fewer police officers on the UK’s streets, there is an increased need for road safety interventions that encourage people to obey the law and improve their driving. *More information, references and sources are available on the RoSPA website. L FOR MORE INFORMATION www.rospa.com/roadsafety/policy/ statements/safetycameras-funding.aspx

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

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At the same time we have taken technologies from other industries and combined them with established construction techniques to provide innovative solutions for our clients. A hybrid technique of this type was used during our work on the New River embankment stabilisation project for Barhale and Thames Water. We work closely with our clients to form longstanding and trusted working relationships, providing solutions that satisfy both technical and budgetary requirements As a result of these relationships we were invited by Network Rail to become part of the management group for “The Railway Engineering Degree” at Sheffield Hallam University.

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RAIL INFRASTRUCTURE

Graham Evans MP

The recurrent and deeply unpopular problem of rail fare price increases can only realistically be addressed through increased investment in infrastructure upgrades, argues MP Graham Evans In recent years, rail fare price increases have become commonplace. This year was no different. And there is never a shortage of politicians lining up to express their horror and blame the government of the day. Whilst politicians are always quick to allocate blame, they are typically slow to suggest any solutions. Of course, it is far easier to snipe from the sidelines about fare increases than it is to come up with ways of preventing further fare increases in the future.

Anyone with even the loosest grasp of economics can tell you that prices are determined by supply and demand. If demand outstrips supply, prices will increase and there is no doubt that demand for rail is on the increase.

Take the London-Manchester line. Network Rail anticipates that we will experience a 61 per cent increase by 2024. The problem is that we are already pretty much at maximum capacity on the West Coast Main Line, so there is little room to increase supply to match demand.

This means that the rail fare increases of recent years will be nothing in comparison to the potentially astronomical increases in the years to come if we do not find another way to increase our rail capacity.

RAIL PACKAGE 2 The much talked about Rail Package 2 plan to increase capacity on existing lines will, quite simply, not be enough. Careful analysis of Rail Package 2 has been carried out and the findings make it very clear that incremental improvements in the existing network are unlikely to be able to keep up with the rapidly growing passenger demand we are witnessing. It also provides bad value for money and will not prevent the huge rail fare price increases that we face in future.

There is only one viable solution to the capacity challenge: HS2. The government’s plans for a high speed rail link between London, Birmingham, Leeds and Manchester will shift our railway supply curve and help ensure we keep up with ever-growing demand to stop rail prices rocketing.

Whenever anyone tries to make a case against HS2, it should be remembered that they are also making the case for inflation busting fare increases for years to come.

The new line will also free up extra capacity on existing lines, meaning that towns and cities not directly served by HS2 will also enjoy improved commuter services. So the benefits go well beyond the line itself.

But the capacity problem isn’t just one of ticket prices, it is also an issue of quality of life.

Some of our trains are already so busy that they are crammed full, leading to more stressful and miserable commutes, which in turn leads to a less productive workforce when they finally get to work. One of my constituents recently told me they were on a train to London that was so packed, they had to sit on the floor next to the toilet for the entire journey. The next time an anti-HS2 campaigner pipes up, perhaps they should be asked whether they would be happy if they had to sit like that for over an hour and a half on regular occasions.

The high speed part of high speed rail will also lead to quality of life improvements.

To put it as simply as I can, high speed rail will give businesses and families the gift of more time. Birmingham to London commuters will have their journey reduced by 35 minutes. Manchester to London commuters by 55 minutes. Leeds to London commuters will save a whole hour. People travelling between London and Glasgow or Edinburgh would also save a whole hour.

Forgetting London, commuters between Birmingham and Manchester would find their journey 41 minutes faster with HS2.

These are not trivial savings. It will make a real difference to so many businesses and families. The benefits of getting home an hour earlier to be able read a bedtime story to your children are impossible to quantify.

And are businesses likely to invest in a country that has such a jammed up railway network, which is slow, costly and uncomfortable to travel on? Our international competitors all either have high speed lines already or are investing in new ones right now. In the era of globalisation, failing to act now will leave the next generation with an economy that is unable to compete and unable to attract inward investment.

HS2 will also free up capacity for rail freight.

This is crucial as the coalition government is trying to rebalance our economy away

from being dominated by the City of London to having more northern-based manufacturing. A booming manufacturing industry will need more freight capacity.

So HS2 will help deliver economic growth. And it will be low carbon economic growth as well, dramatically reducing the demand for domestic flights, shifting six million journeys from aviation to rail.

Written by Graham Evans, MP for Weaver Vale

INVESTING IN FITFOR-PURPOSE RAIL INFRASTRUCTURE

High Speed Rail

Business Information for Transport Professionals – www.transportbusiness.net

GEOGRAPHICALLY INCLUSIVE As a member of parliament for a northern constituency, it is also important that high speed rail will also help encourage greater economic growth in the north. Local businesses and residents in my constituency are very excited about the potential of high speed rail, and rightly so. A recent economists report carried out for the Core Cities Group found that HS2 could eventually help create as many as one million new jobs.

To my mind, this demonstrates that HS2 is the most important major infrastructure project of the twenty first century, that will help address the north-south divide.

Sadly, there is more than a whiff of antinorthern sentiment in the campaign against high speed rail. At a recent Yes to High Speed Rail campaign rally in London, a handful of bitter opponents turned up to heckle. One opponent was overheard complaining: “Why are we wasting so much money on a train to the north? Surely it would be better to spend the money knocking down their filthy slums.”

Such ignorant statements are beyond parody.

Given that the average transport spend per head in London is £802 compared to £333 in the north west, I think we are entitled to ask why those complaining about the cost of HS2 are mysteriously silent when it comes to the very similar cost of Crossrail.

Ultimately, high speed rail is absolutely essential for the future of our economy in both the north and the south. If we listen to a handful of bitter opponents, we will saddle our children and grandchildren with a costly railway network that is not fit for purpose.

If we are brave enough to take the right decision for the long term, we will be reaping the benefits for generations to come. L FOR MORE INFORMATION www.grahamevansmp.com

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

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High Speed Rail Written by Rhianne Jory, manager, Passenger Transport Policy, Australasian Railway Association

Business Information for Transport Professionals – www.transportbusiness.net

INFRASTRUCTURE

HIGH SPEED RAIL IN AUSTRALIA: A CLOSE REALITY

Completion of the initial phase of its government’s high speed rail study marks a monumental step forward for the Australian rail industry, and more importantly, for Australia as a nation This announcement demonstrates Australians’ readiness to look into the future and embark upon transformational infrastructure that will significantly benefit the next generations. The current high speed rail study is truly distinct from previous high speed rail studies conducted in Australia as it presents genuine opportunity for this transport dream to become a reality.

Driven by the Commonwealth Government with strong support from all political parties and the general public, Phase One of the high speed rail study plans preliminary high speed rail corridors along the east coast of Australia and outlines possible costs for the introduction of high speed rail in this region. Capital cities and major urban centres along the east coast including Brisbane, the Gold Coast, Newcastle, Sydney, Canberra, Wollongong, the Southern Highlands, Albury and Melbourne have been identified as potential areas to be linked by the high speed network.

CONNECTING CAPITALS This $61 to $108 billion rail link will connect the east coast capitals and urban centres,

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TRANSPORT BUSINESS INTERNATIONAL | Volume 24

allowing Australians to travel freely and with great comfort. It will also allow the Australian economy to prosper through a modern, high speed transport system. Considering the amount of money that has already been spent on Australian roads, the cost estimated for the construction of the high speed network is minimal. Since 1985, more than $293 billion has been spent to support the Australian love affair with cars. This love affair has led Australia to critical challenges, including severe road congestion, high levels of carbon emissions, the decline of health and wellbeing of its populations and a rising road toll.

This love affair must end and greater use of public transport must be encouraged.

In addition to greater economic prosperity, high speed rail will connect families and allow people access to more job opportunities.

These benefits are witnessed across the globe where high speed rail has been implemented.

The high speed network will also promote regional development as well as increase land values in the east coast region.

The UK’s Kent to St Pancras high speed

rail link is a good example of how the introduction of high speed rail changes the way people live and work. The high speed rail link attracted London commuters who preferred country lifestyles to relocate to Kent and travel to London with travel times reduced by more than half of the original transit time. In Australia, a high speed rail network that connects Sydney, Melbourne and Brisbane, with their satellite suburbs, will make those suburbs more attractive to live and work in. This will be a direct result of greater accessibility to city centres.

TIME SAVING Phase one of the high speed rail study shows that Australians can travel from Sydney to Brisbane or Melbourne in three hours and to Canberra or Newcastle in less than one hour. The time saving will not only benefit commuters but will also enhance the country’s productivity. By shifting the movement of people from road to public transport, high speed rail will help address the congestion issue in major cities which currently costs Australia around $15-20 billion per year. In Sydney alone, the Bureau of Infrastructure, Transport and Regional Economics has estimated that over the 10 year period from 2010 to 2020, congestion is costing Sydney around $70 billion. This cost is rising.

The introduction of high speed rail on the Australian east coast will remove the need to build another airport in the east coast to address the increasing travel demand and ease the highly congested air routes.

The Sydney – Melbourne air corridor is ranked fifth of the world’s busiest air corridors, with Sydney – Brisbane not far behind. The introduction of a high speed network will save Australia from spending a considerable amount of money building E

E a new airport and a transport system to support this new infrastructure. The high speed rail network will allow for greater use of existing airports such as those in Canberra and Newcastle. Australia must make better use of its existing infrastructure.

It should also be noted that some of the

transport, such as rail.

In a recent study conducted by Deloitte Access Economics, The True Value of Rail, it was found that in one year, one passenger train reduces carbon emissions by the same amount as planting 320 hectares of trees.

High Speed Rail is also more energy efficient.

Driven by government, cross-party support and the general public, phase one of the high speed rail study plans preliminary high speed rail along the east coast of Australia and outlines costs for the introduction of high speed rail in this region. world’s most popular corridors are now being replaced by high speed rail. Ninety per cent of people are travelling by high speed rail between Paris and London and there are no longer flights from Paris to Brussels.

ENVIRONMENTAL BENEFITS Aside from the ability to alleviate road and air traffic congestion, high speed rail can also help reduce unnecessary carbon emissions from road transport. Australians are ranked amongst the largest carbon-emitters in the world on a per-capita basis. The transport sector is the third-largest contributor of carbon dioxide emissions in Australia as it is largely powered by fossil fuels. Burning fossil fuels creates emissions such as carbon dioxide and particulates that can cause air pollution.

In 2007, transport generated 15 per cent of Australia’s total carbon dioxide emissions.

Of this figure, road travel contributes 87 per cent. Australians must be encouraged to travel by a more environmentally friendly mode of

An American study shows that electrified high-speed trains are about nine times more energy-efficient than private cars or domestic jet travel. It emits about one-ninth less pollution than an airplane or a private vehicle.

At the current time, high speed rail is being constructed and actively planned throughout the world, including in the USA, UK, Argentina, Poland, Morocco, Turkey, Iran, Portugal, Saudi Arabia and India. By 2025, 37,500km of high speed rail lines will operate globally. In Japan, the government is about to launch a high speed rail programme that allows customers to travel at 500km/hour.

As witnessed around the world, the benefits of high speed rail are real and must be realised in Australia. The high speed network is a matter for today and not tomorrow. Let this study be the last so we, as a nation, embark upon this exciting future. L FOR MORE INFORMATION www.ara.net.au

High Speed Rail

Business Information for Transport Professionals – www.transportbusiness.net

Stage Two of the High Speed Rail Study The High Speed Rail Study Reference Group has now commenced work on stage two of the study. The second phase will look at the corridor alignment in detail, outline preliminary geotechnical issues and investigating investment and financing options for this transformational infrastructure project. Other considerations for stage two include: The topographical and environmental constraints in the identified Newcastle to Sydney corridor as well as options for integrating high speed rail services with the conventional inter-urban services.

The preferred location of a high speed rail station in Sydney, and the potential for integrating existing and proposed urban rail services with high speed rail.

Further engineering and environmental appraisal for the preferred alignment in the Wollongong and the Illawarra Regions in comparison to an inland corridor via the Southern Highlands.

Potential synergies from the joint use of an access corridor and infrastructure by high speed rail and the proposed airport rail link services between Melbourne’s Tullamarine airport and the city’s CBD. Further operational and engineering analysis to examine the impacts of the access corridor through Canberra. It is envisaged that stage two of the study will be completed in September/October 2012.

The Australasian Railway Association will continue pushing for strong public and political support to see the implementation of a high speed rail network along Australia’s east coast become a reality, not just another study to put on the shelf.

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

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Product Finder

Business Information for Transport Professionals – www.transportbusiness.net

ELECTRICAL ENCLOSURES

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TRANSPORT BUSINESS INTERNATIONAL | Volume 24

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FUELTEK Address: Lang Court, Nuttalls Way, Shadsworth Business Park, Blackburn Lancashire BB1 2JT Tel: 01254 291931 Fax: 01254 291391 fueltek@fueltek.co.uk www.fueltek.co.uk

ROAD MARKINGS

GB Security Group Address: Security House, High Street, Donington, Spalding, Lincolnshire PE11 4TA Tel: 01775 821100 Fax: 01775 821395 enquiries@gbsg.co.uk www.gbsg.co.uk Innovation in keeping people and property safe, with a 30 year track record. Our integrated security solutions cut costs and control precious resources. Solutions include CCTV, access control plus guarding services, to keep your site secure and streamline site management with options such as movement control, and staff time and attendance.

Address: The Podium, 1 Eversholt Street, London NW1 2DN Tel: 020 78860831 Fax: 020 75540702 info@greenroad.com www.greenroad.com GreenRoad 360™ provides drivers and fleet managers with real-time feedback to enhance decision-making behind the wheel, backed up by comprehensive online reporting and analysis on their manoeuvres and patterns. We engage drivers on an ongoing basis to deliver lasting improvements to driver and fleet performance.

Through safer driving, GreenRoad’s service looks after your drivers, whilst improving performance across fuel consumption, operational efficiency, vehicle wear-and-tear and insurance costs.

DRIVER RISK MANAGEMENT

VEHICLE STORAGE & REFURBISHMENT

FUEL & LUBRICANTS

Product Finder

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IAM Drive & Survive Address: IAM House, 510 Chiswick High Road, London, W45RG Tel: 0870 120 2910 / 020 8996 9600 Fax: 0870 120 8370 enquiries@iamdriveandsurvive.co.uk www.iamdriveandsurvive.co.uk IAM Drive & Survive is a leading commercial Driver Risk Management provider and has a range of products available to help employers give their employees the skills and tools they need to drive for work safely, effectively and efficiently. These products include policies, procedures, accident analysis, licence checking, risk assessments, on-road training and the management of drivers, journeys and vehicles.

CONSULTANCY SERVICES

Munro Consulting Address: 44c High Street, Chippenham Ely, Cambridgeshire CB7 5PR Tel: 0844 3180138 enquiries@highways-consultant.co.uk www.highways-consultant.co.uk Munro Consulting provides value management and technical advisory services to the highways sector. We advise on procurement and contracts, and provide dispute resolution services. In addition we act as an independent member of tender panels and undertake contract auditing. We also provide expert witness services.

CONSULTANCY SERVICES

nkl automotive

Address: Osiers Rd, Wandsworth, London SW18 1NR Tel: 0845 6006583 Fax: 020 88771043 sales@lintonfueloils.com www.lintonfueloils.com

nkl automotive's web-based navigation service enables our customers to store their vehicles within the nkl storage and refurbishment service. nkl stores, refurbishes and then reallocates to customers. Our webbased timeline service keeps our customers' vehicles usage at an optimum level. For further details of our vehicle movements service, please contact us as above.

At Linton Fuel Oils Limited we have been distributing fuel oils in London and the home counties for nearly 40 years. We are also the Channel Partner for Castrol lubricants in the South and East of England, supplying a full range of products for truck, bus, off-highway and agricultural operators. At Linton our customers are always given good products with exceptional service.

CONSULTANCY SERVICES

PTRC Address: 1 Vernon Mews, Vernon Street, London W14 0RL Tel: 020 73481970 Fax: 020 73481989 info@ptrc-training.co.uk www.ptrc-training.co.uk PTRC Education and Research Services specialises in enhancing professional development and supporting best practice across the transport industry. We run conferences, training courses and seminars on a wide variety of transport and related topics, as well as offering marketing support and event management services, and encouraging the sharing of best practice across the industry.

CONSULTANCY SERVICES

From transport statements and assessments through detailed appraisals of car parking and traffic-flow, to researching and developing travel plans, clients seek our help in making planning applications, re-designing car parks and traffic flows, surveying employee travel, attitudes and perceptions, and to help them develop their environmental credentials.

ACCOUNTING & MANAGEMENT INFORMATION

Rail Manche Finance European Economic Interest Grouping Times House, Bravingtons Walk, Regent Quarter London N1 9AW Tel: 020 7042 9961 www.rmf.co.uk Rail Manche Finance EEIG (RMF) is a joint venture established in April 1992 by the National Rail Companies of Great Britain (originally through the British Railways Board, today through a successor company Eurostar International Ltd) and France (SNCF) and provides managed service solutions in respect of back office accounting, clearing, settlement and management information systems, for a number of clients including Eurostar International and Thalys International.

SAFETY WORKWEAR

Cosalt

Rare Spark Address: 1 Farnham Road, Guildford GU2 4RG, UK Tel: +44 (0)1483 549811 Fax: +44 (0)1483 549100 info@rarespark.co.uk www.rarespark.co.uk

Linton Fuel Oils

Address: Carmen House, New Potter Grange Road, Goole DN14 6BZ Tel: 01405 721400 Fax: 01405 721401 nicklaister@nklautomotive.co.uk www.nklautomotive.co.uk

info@transportlogic.co.uk www.transportlogic.co.uk

Address: Banner House, Greg Street Reddish, Stockport, Cheshire SK5 7BT Tel: +44 (0)161 4291100 Fax: +44 (0)161 4291101 workwear@cosalt.com www.cosalt.com

Transport Logic’s ITS Consultancy practice provides technical and management consultancy support to clients in the transport sector. Our services are based on experience of working in all aspects of transportation engineering projects for over 25 years.

Transport Logic has a close network of experienced associate consultants that we can deploy to meet the needs of the larger project.

Supplying safety workwear and footwear to thousands of personnel within the transportation industry, Cosalt maintains its reputation as the sector’s leading light through passion, expertise and dedication to workers on the ground. Combining continual product development with constant service improvement, Cosalt keeps workers comfortable, safe and protected.

Transport Logic Limited

Volume 24 | TRANSPORT BUSINESS INTERNATIONAL

23

Product Finder

Business Information for Transport Professionals – www.transportbusiness.net

ENGINEERING

ENGINEERING

BITUMEN SUPPLY

Total Bitumen Specialist Engineering Services

Stockton

Address: SES House, Harworth Park, Blyth Road, Doncaster, DN118DB Tel: 01302 756800 Fax: 01302 756860 info@ses-holdings.com www.ses-holdings.com

Tel: 07811 333588 info@stocktonlondon.com www.stocktonlondon.com At Stockton we offer: first-class engineering safety and reliability work for railway projects; cost effective project support that controls cost and minimises risk to delivery schedules; highly qualified consultants with broad experience in the UK railway industry; expertise in risk and RAMS assessment, technical review, process review and technical authoring.

SES Ltd boast a wealth of experience within the railway industry with staff, many of whom have in excess of 35 years service in their respective fields. Because our staff has such a vast extensive knowledge, SES can provide innovative solutions to challenging engineering projects through early contractor involvement.

LOGISTICS

HIGHWAY VIDEO SURVEILLANCE

Chain Caul Way, Preston Riversway, Preston, PR2 2TZ Tel: 01772 729302 Fax: 01772 724713 www.bitumen.total.co.uk

TOTAL BITUMEN has over 40 years experience in the UK market. With a position of market leadership, an extensive product range, added-value services, constant innovation and product development, we aim to meet current and future customer expectation providing sustainable and durable solutions.

TRAFFIC DATA COLLECTION

YGT Logistics

IBI Group

Address: Jonen House, High Road, Epping, Essex CM16 6LP Tel: 0870 7594410 Fax: 0870 7594420 sales@ygtlogistics.com www.orkun.com

TDC Systems

Address: Morton House, 12 Appleton Gate, Newark, Nottinghamshire NG24 1JY Tel: 01636 675980 Fax: 01636 703981 dawn.crossland@ibigroup.com www.routemapper.net

Address: 30 Lynx Cresent Weston Super Mare Tel: 01934 644299 Fax: 01934 644255 sales@tdcsystems.co.uk www.tdcsystems.co.uk

RouteMapper is IBI group’s flagship highway video surveying system. Our market leading design utilises the latest state of the art cameras and positioning technology. This enables our clients to accurately position, measure and digitise highway related features in an efficient and user friendly environment.

TDC Systems Limited is a leading designer and manufacturer of traffic data collection, traffic monitoring and weigh-in-motion systems.

Incorporated in 1998 TDC Systems has supplied high-speed and low-speed weigh-inmotion systems and traffic counter/classifiers all around the world.

We are a logistic company based in Epping, dealing with export/import of commercial goods to/from Turkey. We run a minimum of two groupage trailers per week from Turkey and daily groupage trailers to Turkey Monday to Friday. The full-load trailers can be booked within 24 hours in both ways. We provide meticulous service to our customers.

ADVERTISERS INDEX

The publishers accept no responsibility for errors or omissions in this free service Barcol

18

Fueltek

14

International Road Federation

12

Megger

12

Nexus

IFC

PTRC

14

RoSPA

24

4

SD Instrumentation

14

TDC Systems

18

Total Bitumen

10

TRANSPORT BUSINESS INTERNATIONAL | Volume 24

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