Andy Burnham and Simon Elliott
Creating a railway that brings growth
RSSB
Enabling the rise of light rail
Ralph Maughan Tyne and Wear
Metro’s network of tunnels
SigEx
Innovations in the signalling and control sector
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elcome to the latest edition of Rail Director, which this month is themed around light rail. This magazine comes shortly after the previous Transport Secretary Louise Haigh outlined her vision for a new Integrated National Transport Strategy which will set out a ‘people first approach’.
The strategy aims to set out a clear vision for how transport across England can evolve over the next 10 years so that more places offer better, more seamless journeys door-to-door – like those facilitated by the successful Bee Network in Greater Manchester and Transport for London.
In the case of The Bee Network, it brings together bus, metro and active travel under one name, meaning transport works together better for people. Light rail has a major role to play in those areas it operates in. In recent months I’ve experienced firsthand the important role it has to play, both in Manchester using the Metrolink to visit the Christmas market and then from there to a concert at the Co-op Live; and the Tyne and Wear Metro to take part in the Great North Run. Without those you would have had one frustrated and probably lost driver trying to find somewhere to park.
The future also looks very exciting for light rail. A design development partner has recently been announced for the next phase of the West Yorkshire Mass Transit Programme which you can read about on page 16, and detailed design work has got underway on the first phase of Cardiff Crossrail on page 22.
Ongoing and talked about by this month’s cover feature Anne Shaw OBE, the Executive Director of Transport for West Midlands, is the huge project in the West Midlands which when complete will lead to up to 21 extra trams and work towards three new planned metro extensions.
As Anne told Rail Director, the strapline is ‘journeys for everyone’, with the huge amount of work ongoing in that region all part of the vision to ensure that that is the case. You can read the full article on page 6.
Also in this edition is a roundup of the second Railway Industry Association SigEx conference exhibition looking at the innovations in the signalling and control sector. Thanks to Nigel Wordsworth who has written a fantastic review in which he describes how delegates were informed, impressed and even stunned by some of the topics discussed. You can read the article on page 26.
Also next month sees the start of the Railway 200 celebrations. 200 years since the birth of the modern railway is something we should certainly celebrate. You can read more on page 54 about how The Bluebell Railway will be marking the occasion, looking at where the industry has been, and a look to where we’re going.
Finally, I’d like to say a huge well done to everyone who was involved in or attended the recent Railway Ball. Together, guests, sponsors, and supporters are on course to raise £500,000, a sum that will help Railway Children continue its life-changing work in the UK, India, and Tanzania. Events like this really epitomise how those working in the industry are going above and beyond to transform lives for the better.
A huge thank you to everyone who has brought this month’s edition to life, from the contributors and advertisers, to the Rail Director team who have gone above and beyond to get this edition to the printers before the Christmas break. I wish you and your families a safe and happy Christmas and all the best for 2025.
A huge well done to everyone who was involved or attended the recent Railway Ball
Best wishes,
Danny Longhorn Editor Best wishes,
Rail Director magazine and Railbusinessdaily.com are assets owned by the Railway Industry Association. Railbusinessdaily.com delivers more than 70 stories a week to +73,000 rail industry professionals in our daily 7am newsletter. If you have not already subscribed, it’s free and it’s easy to do so at www.railbusinessdaily.com, please also encourage your colleagues to do the same. This is the very best way to keep abreast of what is happening on the UK’s railways. There is a digital copy of Rail Director on our website.
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Anne Shaw OBE, Executive Director of Transport for West Midlands, discusses the vision for a region in which people can thrive without a driving licence and the need to own an expensive vehicle 10 Creating a railway that brings growth
Mayor of Greater Manchester Andy Burnham and Head of Rail at Transport for Greater Manchester Simon Elliott, outline the vision for the future of rail connectivity
12 The biggest investment into public transport in Cornwall for 30 years
Connor Donnithorne, Cornwall Council Cabinet Portfolio Holder for Transport, discusses the £56.8 million Mid Cornwall Metro
16 Design development partner announced for next phase of the West Yorkshire Mass Transit Programme
A Jacobs - Mott MacDonald consortium will support The CA in further developing the mass transit programme’s first phases, which includes Light Rapid Transit
18 “It’s not something you come across every day in your career”
It is 50 years since work started on building the Tyne and Wear Metro’s network of tunnels. Retired construction worker Ralph Maughan reflects on his involvement in the project
22 Detailed design work begins on the first phase of Cardiff Crossrail
Graham Group has been awarded the contract for the detailed design and build for the first phase of the Cardiff Crossrail
23 Alstom’s new X’trapolis fleet for Dublin unveiled F irst of 185 new electric and battery-electric carriages on order for Irish Rail showcased
24 Centre of excellence forges new partnerships as it looks to the future
Closer ties between the light rail professionals and academics have a crucial role to play in securing a sustainable future for tramways and similar modes of mass transit, writes Colin Robey of the UKTram Centre of Excellence
The Railway Industry Association (RIA) hosted its second SigEx conference and exhibition on innovations in the signalling and control sector, and delegates were informed, impressed and even stunned by some of the topics discussed
32 A platform for UK rail’s digital revolution
Darren Jones, DB Cargo UK’s Head of European Rail Traffic Management System (ERTMS) and Neil Ethell, Chief Operating Officer, discuss the company’s new training centre of excellence in Doncaster
36 Unlocking Innovation in Glasgow
RIA recently hosted its latest Unlocking Innovation event at the University of Strathclyde’s Technology and Innovation Centre in Glasgow. Nigel Wordsworth reports
40 Creating a railway where everyone has easy access to services
Steve Scutt was appointed Trenitalia c2c’s first Accessibility and Integrated Travel Manager earlier this year. He reflects on the first six months in post and the journey ahead
50 Enabling the rise of
As light rail becomes more popular, transport operators need more help to make the most of its benefits and steer clear of potential pitfalls. RSSB’s expertise is meeting that need
54 Bluebell Railway: Celebrating rail past, present and future
The Bluebell Railway in Sussex is marking the 200th anniversary since the first public railway in the world opened. Jon Beardmore, Business Development Manager, explains how the celebration will not only be about rail past, but also a look to the future
66 Movers and shakers
Including a question and answer from Robert Ellams, who is the new Head of Property at Northern
70 And Finally
Rob Capener, Railway Children Group Chief Executive Officer, has praised everyone involved in this year’s Railway Ball, which has raised £500,000 for the charity
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Anne Shaw OBE, Executive Director of Transport for West Midlands (TfWM), discusses the vision for a region in which people can thrive without a driving licence and the need to own an expensive vehicle
For Anne Shaw OBE, the long-term vision for public transport in the West Midlands is one in which it is easy to navigate, the fare structure is easy to use, it is affordable and accessible, and journeys can be made with the passengers confident that they will arrive to their destinations on time.
“That would be the utopia, making sure that people can depend on transport, which is reliable, affordable, accessible, and works as one,” explained the Executive Director of TfWM. “That is where we are trying to go, but doing it in a way which is responsive to the environmental, climate change and social inclusion challenges that we have.”
TfWM, which is part of the West Midlands Combined Authority, has already secured £2.6 billion in funding for transport investment between
2027 and 2032 under the City Region Sustainable Transport Settlement from Government. This is on top of the current £1.3 billion investment programme which, when complete, will lead to up to 21 extra trams, new information systems, updated depot facilities, and work towards three new planned metro extensions.
The longer-term end goal is a system in which people can thrive without a driving licence, with the aspiration split into three network tiers; a regional rail and metro network with all 10 West Midlands strategic centres served; a core bus network with rapid transit lines for high volume corridors; and a secondary bus network providing comprehensive network coverage. A rapid transit study is currently underway which looks at the 10 key centres and how they can be connected in an agglomeration, and
where the next levels of investment need to be made.
“The latest funding from the City Region Sustainable Transport Settlement is probably the biggest game changer for the combined authorities and transport authorities in the regions as it means we can plan a long-term programme around the six corridor studies, rather than doing it hand to mouth, piecemeal,” explained Anne. “It is about delivering those projects that will transform the region, while maintaining the operational services.”
That alone is a big challenge, with a huge amount of work happening around the tram network alone, including an 11km extension of the West Midlands Metro line, which will branch off just east of the Wednesbury Great Western Street Metro stop, before heading through Tipton and Dudley on its way to Merry Hill. The extension will
Building strong foundations
While the demand is always there for new staff,
With a keen eye on the future, Kieran recognised there was a gap in SEP Geotech’s offering:
“What SEP Geotech does ties together perfectly with piling. The purpose of our investigation forms the basis of the pile design, and our sister company, SEP Rail Design, designs the piles; now we will install them.”
be delivered in two phases with the first to Dudley town centre expected to open for passenger services in autumn 2025. The second phase, for which funding was confirmed in the last Autumn Budget, will see the route further extended to Merry Hill, with work expected to ramp-up in 2025, concurrent with finishing works for the first phase.
Detailed business cases are also being worked up, including the two rapid transit routes (either tram or rapid bus transit routes) which are along Hagley Road in Birmingham and on through Sandwell to Dudley, and further extending the line from Digbeth, through East Birmingham and North Solihull. Subject to the business case, construction work could start as early as 2028.
Piling, in engineering terms, involves the installation of foundations driven or bored into the ground to transfer loads to deeper, more stable soil. These structural elements are essential when the natural bearing capacity of the soil is insufficient for supporting heavy construction loads.
Kieran’s extensive engineering experience, developed since his teenage years, has been centred around piling. He explained:
There are also plans to extend the Wednesbury to Brierley Hill Metro route into Walsall at one end and Stourbridge at the other, and a rapid transit route will also be introduced on the A38 between Birmingham and Longbridge. TfWM is also looking at the feasibility of new railway stations on existing lines including Castle Bromwich and Coventry.
“This is a critical moment for the piling and foundations industry. Exciting innovations within pile design and installations are allowing for improved project turnaround times and more technically demanding programmes.
“By leveraging our team’s experience, alongside utilising the wider SEP Rail Group’s capabilities, SEP Geotech is in a perfect position to deliver projects from feasibility to design through to completion.”
Prioritising growth and expertise
candid glimpse into a forthcoming investment at SEP Geotech:
“It’s all quite exciting because it has been a long aspiration of the region to have a Metro, tram network, and if you go back to where it all started, there was an Act of Parliament in 1989 which set out the responsibilities and gave us the authority to start implementing tram extensions to connect the region,” said Anne. “It involves a lot of hard work from a lot of people to make sure that we have got the plans, all of the funding, and when we start with the delivery
Investing in the professional development of the current team is also not just a priority; it’s a key part of SEP Geotech’s vision for the future.
“We’re investing in a new, state-of-the-art solution designed for safe work on embankments, slopes, and even over water. This innovation eliminates the need for traditional rope access, streamlining our processes even further.”
that all the key players and stakeholders are working together, particularly on those tram extensions that are on street.
“Next year will be exciting with the opening of the extension to Dudley which brings back some level of connectivity by rail which was lost with the Beeching cuts. It will be transformational for Dudley town centre, particularly with Dudley Zoo and the Black Country Museum. It opens up opportunities to think more sustainably about visitors to these attractions and bringing more people to Dudley.
As SEP Geotech continues to evolve and expand its offerings, one thing is clear: Kieran Moran’s experience, dedication, and vision will remain at the forefront, driving the company to even greater heights in the geotechnical engineering industry.
We continue to work hard to refresh business cases to ensure projects are still good value of money
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Our strapline here is ‘journeys for everyone’ and the work we are doing now is all part of the vision to ensure that is the case
“With the challenges facing capital projects over the last five years due to the impacts of COVID and global unrest, we continue to work hard to refresh business cases to ensure projects are still good value of money. These projects are going to be transformational and also going to help open up other developable sites for both employment and for housing. They are also making sure that we’re growing the opportunities for local employment as well, where we are unlocking some of those employment sites.”
There is a forward-thinking approach from the organisation to ensure projects get the funding and are done efficiently and effectively. This includes developing new technology funding and working with Coventry City Council on the Very Light Rail demonstrator track next year, which aims to show how track can be laid in a busy city centre for a fraction of the cost and time of traditional light rail.
There is also an emphasis on ensuring transport works together to mitigate disruption to passengers, built from a relationship strengthened through the Birmingham 2022 Commonwealth Games, which involved bringing together multiple authorities and transport operators to deliver a complex travel package. Measures such as free public transport, hundreds of extra shuttle buses, park and ride locations and free cycle hire for spectators ensured that the venues were filled to capacity for the showcase sporting event.
An important factor in the collaboration is the Regional Transport Co-ordination Centre (RTCC), which has brought together in one single vision what is happening on a day-by-day basis, as well as enabling stakeholders to plan together for big events.
The RTCC was something Anne set up during her four years working as Director of Network Resilience with TfWM, prior to her current role. It works around the clock bringing together local authorities, emergency services and transport operators, to plan for major events and deal with transport disruption ensuring that residents and businesses have the best
travel information.
“My role as the Director of Network Resilience was around the fact that we had a hefty programme of activity from HS2 construction, projects on the motorway network, as well as a growing programme of capital projects across all of the seven local authorities that we cover and about keeping the network functioning, mitigating the impact on the economy and people’s day to day lives,” she said.
“That’s when we introduced the RTCC and brought all of that together, which was the centrepiece for the Commonwealth Games. I wasn’t modally specific when I came across, I was looking across everything. The role that I am now in covers both the development of the policies around what it is we are doing, growing what the capital programme looks like in terms of the investments we are making, but also strategically thinking about how we make sure that the operation of the network is working and covering everything that we need to cover.
“I’m enjoying working at a combined authority thinking about the impact that transport has on helping to grow, or invest and grow, jobs and how we then make sure we’ve got the right investments in transport to support housing developments and keep people moving sustainably. That is what is attractive about working here. The reason I joined public service is all about what you do for the people that you are there to represent, and transport is a way of connecting people to opportunities, but the opportunities are part of a bigger development plan. Having worked in a local authority alongside planning, bringing together planning and transport for inclusive and sustainable growth as part of wider economic development, bringing that expertise into a combined authority has been quite helpful for me, and hopefully for everyone else.”
Anne is excited about what the future holds for the West Midlands, and has been heartened by the recent Government announcement of an Integrated National Transport Strategy which will set out a people-first approach to getting people around the country. Announced by former Transport Secretary
Louise Haigh in November, it aims to create more joined-up and locally-led transport across England, setting out how Government can support local areas to make all forms of transport work together better. The strategy aims to set out a clear vision for how transport across England can evolve over the next 10 years so that more places offer better, more seamless journeys, door-to-door.
“It goes back to my career experience of working more broadly than transport,” said Anne. “Transport is an enabler to many other things and doesn’t just exist because it is a good thing to have. You’ve got to get kids to school, you’ve got to get people to work, you’ve got to get people to enjoy social activities and connect them to family and other services like medical appointments. But you’ve got to plan how you do that in the best way.
“My actual background education wise is environmental studies, so I am passionate about the environment and being able to make sure that we can decarbonise the transport system and provide people with different alternatives so they can travel on a tram with no tailpipe emissions, and we’re improving both air quality and the experience, connecting people to other things in a more efficient way than getting stuck in congestion on roads. That is a big driver for me as well because we are helping the environment, we’re helping the economy, and it is also connecting people where we’ve got levels of social deprivation as well. We’re opening up the opportunities that they can access through better transport.
“Those are all the big motivators for me in making sure we have got the right transport, and an integrated strategy means that we can plan bus, train, tram, walking and cycling that we can put in a network of transport, a system of transport that works for the region, connects people up in the right way and we’ve got the mechanisms or levers of control that mean that the network functions as one. You can have an integration across the timetable and fares but then you’re also making sure it is available to everyone. Our strapline here is ‘journeys for everyone’ and the work we are doing now is all part of the vision to ensure that is the case.”
Mayor of Greater Manchester Andy Burnham and Head of Rail at Transport for Greater Manchester Simon Elliott, outline the vision for the future of rail connectivity
Greater Manchester Mayor Andy Burnham has called on the rail industry to draw a line under the problems of the past and come together to pull forward a vision for a reimagined railway in the North of England.
Speaking at Transcity Rail North, he reflected on the 200th anniversary since the creation of the Liverpool and Manchester Railway Company, which five years later led to trains serving the two cities, questioning why that can’t be done today.
“We’ve got to raise our game, and everybody has got to be better,” he said. “This city region is growing but the risk is that the railway becomes a barrier to growth in that it can’t deliver the infrastructure
to deliver the integrated services that people here expect.
“We cannot let that happen, but it really does require us to change the way we work, change the way we think, and get into a position where we’re coming forward with solutions to work differently, work more cleverly with each other, to show a new future for the railways in the UK, which can then be taken out to a growing and revitalised country.”
Greater Manchester has certainly put the wheels in motion for major changes to transport with the delivery of its Bee Network, an integrated public transport system for the entire city-region across buses, trams, trains and walking and cycling infrastructure.
Bus integration launched in September 2023 through its franchising model, with this initiative connecting its tram network, bringing commuter trains into the Bee Network on eight key lines by 2028, with the additional lines around Greater Manchester by 2030.
“Our goal is to establish a high-quality rail network that holds the right capacity, reliability, speed, and resilience to bolster economic growth in Greater Manchester and beyond,” said Simon Elliott, Head of Rail at Transport for Greater Manchester, who was also speaking at the Transcity Rail North event.
“This transformation will redefine travel in our region. By enhancing our transport system, we align
ourselves to the Greater Manchester long term goal to ensure that by 2040 no more than 50 per cent of daily trips are taken by car, with the remaining journeys utilising public transport, walking and cycling.
“By designing and delivering a joint public transport system with local accountability at its heart, we will deliver a simple, easy to use transport experience for everybody in Greater Manchester. It will also help us deliver our aspiration to be carbon neutral by 2038.”
In March 2025, there will be the launch of contactless pay as you go across buses and trams. Similar to how customers currently travel on Metrolink, passengers will be able to use their bank card or smart payment device to touch in on all Bee Network bus services, knowing they will be charged the lowest fare up to the daily cap of £5 or the new weekly cap of £20.
As well as extending the system to bus travel, passengers will also be able to travel across both Metrolink and Bee Network bus services and be charged a single, multi-modal fare, instead of having to plan or buy tickets in advance – similar to the experience of travelling in London.
The Mayor said: “The minute that’s done, I’m turning my attention to rail and working with colleagues in the industry in bringing eight rail lines into the Bee Network. This will be our version of the Transport for London Overground which will bring the benefits of that integrated system to the parts of Greater Manchester that are not able to benefit from the tram. Everyone will have that multimodal integrated transport in all parts of our city region.
“The really exciting thing about that is that it becomes an engine for growth and particularly when you think about the Bee Network arriving in some of the towns of Greater Manchester, with those railway stations, all of a sudden, the attraction of those places will be lifted up. We’ll be talking about a railway that brings growth; growth in passengers but (also) economic growth to our city region and to towns around it.
“We want to deliver it with the industry and then we want to show to the country that there is a future vision for railways in this country that can bring 21st century travel right across England. We’ve got the opportunity to create a template that then can go to
the rest of the UK, and I believe we’re in a position to deliver it.”
During his speech Andy highlighted the importance of a change when it comes to infrastructure, particularly in light of the cancellation of the northern leg of HS2 which has led to questions around the development of transport infrastructure, something he said can be supported by devolution.
“The emergence of mayors providing authorities through devolution across England creates the opportunity for a different way of doing things and I think we all need to work together to achieve that, delivering infrastructure more bottom up from a place-based perspective,” he said. “At all times we should focus first on the growth that the infrastructure will deliver, rather than the cost of the infrastructure.
“We need to lift our sights up and say ‘what could the 21st century economy be here in the North West of England if we have the best possible infrastructure to support that’, and then we build the business case for this infrastructure in a different way.
“The Whitehall way of doing it often just starts with the cost envelope and then there’s the overruns and ministerial changes and the costs continue to grow, before getting cut or cancelled by the Treasury. That clearly isn’t working.”
As part of the bottom-up place-based way of delivering the infrastructure, the Mayor also stressed the need to consider land value capture if it is being created because of the infrastructure.
“Let’s show what that growth could be,” he said. “If you get the right infrastructure to support it, let’s consider land value captures. Capturing some of the uplifting land values that the infrastructure creates can then go back to help pay for that infrastructure.
“And yes, let’s have a strategy for freight growth in the North West of England as well and think about how it all works together and let’s get to a point where the North West can play its part in the delivery of that Government target to double rail freight in the country.”
Looking to the more immediate future, Simon spoke of plans for the creation of new stations in Greater Manchester and the goal to make all stations accessible, enhancing existing facilities and unlocking land around stations to meet the growing housing challenge.
“We aspire to transform railways stations into
Our role is to cultivate a modern railway and prioritise the needs of passengers and all the commuters
vibrant feed centres that enhance the quality of life for everybody,” he said. “Currently, nearly half of Greater Manchester stations lack step free access. By fostering Bee Network branding and collaborating with the rail industry we will ensure minimum standards and develop concrete plans to ensure all of our stations are accessible by 2040 and significantly accelerating the delivery of current in-flight accessibility schemes by 2028.
“Overall, I want to emphasise that transformative change is on the horizon for rail in the UK, and Greater Manchester is leading the way and is at the forefront of innovation on rail infrastructure, investment, service design and harnessing our stations as a catalyst for broader neighbourhoods and regeneration plans.
“As we implement our Bee Network plans to create a truly integrated transport system, it is essential that our rail stations and the surrounding areas adapt to meet our evolving demands. Our role is to cultivate a modern railway and prioritise the needs of passengers and all the commuters. We’re genuinely excited about the positive impacts these developments will have on the daily lives for our residents and the longterm prosperity for our region, and we eagerly look forward to embarking on this transformative journey together.”
Connor Donnithorne, Cornwall Council Cabinet Portfolio Holder for Transport, discusses the £56.8 million Mid Cornwall Metro
The Mid Cornwall Metro is an exciting £56.8 million project that will deliver an hourly coast-to-coast rail service between Newquay, Par, St Austell, Truro, Penryn and Falmouth.
“It is the biggest investment into public transport in Cornwall for three decades and underlines our commitment to providing a thriving and sustainable Cornwall, fit for the modern world, for the benefit of our residents,” explained Connor Donnithorne from Cornwall Council.
“There are numerous health, wellbeing and economic benefits for investing in public transport and as a council, we are committed to giving people more sustainable choices for how they travel.”
Mid Cornwall Metro uses two existing branch lines and the main line to better connect the north and south coasts, and four of the county’s largest towns, helping people travel to work, education, local services and leisure.
As part of the project, a new rail passing loop at Tregoss Moor will allow trains to pass each other. This will enable local and long-distance services to
operate concurrently – meaning local services can run all year round.
It will also include station improvements and better walking and cycling access, including at Roche and Bugle stations. Tap in, tap out Pay As You Go ticketing with a Great Western Railway smartcard will also be extended to the whole of Cornwall, plus Plymouth and the Tamar Valley Line, as part of the project.
Connor added: “It is an important next step in developing and improving the transport network to support more active lifestyles, offer a greener alternative, reduce carbon emissions, improve air quality and alleviate traffic congestion by encouraging more people to leave the car and walk, cycle and use public transport instead.
“To improve public transport, first we have to improve local infrastructure. This is something we have been working on in Cornwall for many years and has led to great partnership working with our rail and bus operators. Our partnership with rail operators has seen patronage increase significantly on our rail branch lines over the last decade, while signalling
upgrades along the Cornish mainline has meant we can now run two trains every hour in both directions.
“Mid Cornwall Metro takes this work further, enabling a levelling up of the local economy and future sustainable growth and investment in mid Cornwall.”
The project follows a multi-million-pound project to upgrade signals between Truro and Lostwithiel to improve the reliability of trains in Cornwall and pave the way for future development of the railway.
The train service between Newquay and the main line at Par is due to double from every two hours to hourly from summer next year (providing an extra 700,000 seats annually in both directions), and direct trains serving the full Mid Cornwall Metro route between Newquay and Falmouth are expected to commence in 2026.
From 2026 there will be three trains an hour between St Austell and Truro, and an increased frequency between Par, St Austell and Truro.
The project, funded from £50 million from the UK Government and £6.8 million from Cornwall Council, will also include an additional platform at Newquay,
which will be restored to enable the improved service.
“We know that one of the barriers to travelling by public transport in Cornwall – and rail in particular –is the availability,” added Connor. “A regular, reliable service will greatly improve accessibility for our residents - commuters will be able to use the train to travel to work and students to get to college.
“It will also bring more visitors – improving public transport to and from our town centres is something businesses across Cornwall regularly tell us they want to see.”
Another important aspect of the work is the public realm works around stations, ensuring the areas are attractive and connected.
“There are several reasons for improving public spaces and accessibility on the roads and public spaces around the stations,” said Connor. “Improving the ‘first and last mile’ makes it easier for people to make the choice to walk, cycle or catch the bus to their local station, rather than driving and adding to congestion on our roads.
“Through our Transport for Cornwall partnership with rail and bus operators we have already provided better links for rail passengers requiring onward journeys by bus, and through our Beryl e-bike share scheme, residents can hire a bike for short distances to and from Newquay, Truro, Penryn and Falmouth railway stations.
Promoting a world of opportunity accessible to all.
“Improving the public spaces and road network around the stations also benefits those in the community who may not need to travel by train, and
instead are travelling within their town or village. A significant proportion of car journeys in Cornwall are of less than three miles and we know people are more likely to walk or cycle if they feel safe to do so.
“In terms of supporting the high street, there is lots of research showing the value of the ‘pedestrian pound’ and how attractive, connected public spaces increase dwell time.”
Work to reinstate the second platform at Newquay Station was due to be completed this month and next spring Network Rail will begin the next stage of work to build a new passing loop at Tregoss Moor. Visit www.midcornwallmetro.com/
Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion project management and delivery.
Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion project management and delivery. services include:
Goss Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion into project management and delivery.
services include:
Promoting a world of opportunity accessible to all.
Goss Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion into project management and delivery.
Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion project management and delivery.
Our services include:
Access and Inclusive Design Appraisals
Access and Inclusive Design Appraisals
Goss Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion into project management and delivery.
Access and Inclusive Design Training
Access and Inclusive Design Training
Access and Inclusive Design Appraisals
Our services include:
Access and Inclusion Project Management Support
Access and Inclusive Design Training
Access and Inclusion Project Management Support
services include:
Goss Consultancy Ltd (GCL) are working across the Rail Industry to hardwire access and inclusion into project management and delivery.
Our services include:
Access and Inclusion Strategy Reviews
Access and Inclusion Project Management Support
Access and Inclusive Design Appraisals
Access and Inclusion Strategy Reviews Access Audits/Reviews
Access and Inclusive Design Appraisals
Access Audits/Reviews
Access and Inclusion Strategy Reviews
Our services include:
Access and Inclusive Design Training
Access and Inclusive Design Appraisals
Access and Inclusive Design Training
Access Audits/Reviews
Digital Accessibility Reviews
Access and Inclusion Project Management Support
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Accessibility Reviews
Access and Inclusive Design Training
• Access and Inclusive Design Appraisals
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Access and Inclusion Project Management Support
Access and Inclusion Strategy Reviews
• Access and Inclusive Design Training
Access Audits/Reviews
Access Audits/Reviews
Diversity/Equality Impact Assessment Training and Development
Equality, Diversity and Inclusion Audits/Reviews
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supporting the transport sector to future-proof the Rail
for all.
Stakeholder Engagement
supporting the transport sector to future-proof the Rail
for all.
• Inclusive Customer Service Training
Stakeholder Engagement
We are supporting the transport sector to future-proof the Rail Industry, for all.
• Policy/Practice Development
are supporting the transport sector to future-proof the Rail Industry, for all.
• Stakeholder Engagement
We are supporting the transport sector to future-proof the Rail Industry, for all.
We are supporting the transport sector to future-proof the Rail Industry, for all.
Our clients
Our clients
We are supporting the transport sector to future-proof the Rail Industry, for all.
Our clients
Clients include:
The OPC has collaborated with many global light rail clients to design recruitment processes that help identify key qualities and Non-Technical Skills (NTS) for selecting and retaining the best tram drivers. A flagship project with FirstGroup’s Tram Operations profiled essential NTS, including concentration, situational awareness, checking, and commitment to personal development required of the best drivers.
Andy Wallace, Head of Safety at Tram Operations and London Cableway, explained: “Tram driving is dynamic, relying heavily on the line of sight. Concentration and vigilance are critical. Drivers can fall into a ‘look but don’t see’ mindset, expecting proceed signals without actively checking them.
“While tram signals are system-based, drivers must still verify the signals indication on approach. This active, secondary check helps prevent autopilot, ensuring safety through attention to detail.”
Situational awareness is equally key for managing unpredictable pedestrians and track hazards. “With the rise in phone and headphone use, tram drivers must assume pedestrians are unaware of their approaching tram, and proactively manage risks,” added Andy. “Other hazards, like parked vehicles, delivery scooters, and cyclists also require constant vigilance to ensure safe operations.”
Assessment tools to help identify the best candidates
Two key OPC assessment tools were introduced into Tram Operation’s redesigned process to help improve recruitment outcomes and identify top candidates: the Safe Concentration and Attention Test (SCAAT) and the Rules Acquisition Aptitude Test (RAAT). The RAAT measures candidates’ ability to understand, remember, and follow rules – crucial for safe tram operations. The SCAAT is a world-leading safety test, that assesses sustained concentration and multitasking ability.
practical NTS applications. We assess NTS alongside technical competence.
“NTS also play a key role in our incident investigations. I believe drivers know what they should do; the issue is why they didn’t do it, which is typically down to an NTS factor.”
For example, a driver struggling with the NTS of concentration failed two assessments and had several incidents post-qualification. Following a detailed safety performance review, a trainer who’d completed an OPC NTS course created a targeted plan for support. The driver returned to solo duties and remains incident-free.
Tram Operations recognises that effective tram driving goes beyond recruitment. Newly qualified drivers may be competent, but they lack experience, so the organisation invests heavily in NTS training and continuous development for frontline staff.
to validate the recruitment process comparing candidates’ selection tests and interview performance with training outcomes and actual driving competency. This analysis will help inform any refinements to the process, assessment tools, or cut-off levels. Additionally, it also aims to refine the tram driver role profile by identifying the key behaviours of its top performers.
Andrew Benham, Competency Development Specialist, emphasised: “Embedding NTS into drivers’ competency training helps build a strong safety culture. Great tram driving extends beyond recruitment – it’s about ongoing development, coaching, and post-incident support to equip drivers for unexpected challenges.”
Andy said: “We integrate NTS into all our key processes – from assessment to incident investigations. Our in-house NTS training provides in-depth understanding, group discussions and
The redesigned selection process and focus on NTS have greatly improved outcomes for Tram Operations. Andy added: “We’re now recruiting higher-calibre candidates who perform better with many experiencing fewer incidents in their first year. While developing technical skills takes repetition, the real challenge is applying NTS to diverse driving scenarios. That’s where embedding NTS across all processes is bringing real value.”
With the OPC’s support, Tram Operations plans
Dr Stephen Fletcher, Director at the OPC, summarised: “By integrating key NTS into both selection and ongoing driver support, Tram Operations has created a multi-faceted approach to recruit and develop capable drivers. This holistic approach significantly enhances safety and performance standards, equipping drivers to meet the dynamic challenges of tram operations.”
admin@theopc.co.uk 01923 234646
www.theopc.co.uk
Our in-house NTS training, provides in-depth understanding, group discussions and practical NTS applications
A Jacobs - Mott MacDonald consortium will support the CA in further developing the mass transit programme’s fi rst phases, which includes Light Rapid Transit
AJacobs and Mott MacDonald consortium has been appointed as the Design Development Partner by the West Yorkshire Combined Authority in the next phase of the West Yorkshire Mass Transit Programme – an advanced, high-capacity public transport system to be integrated with cycling, walking and rail, to connect communities across the region.
West Yorkshire is one of Europe’s largest metropolitan areas without an urban transit system – with a population of 2.3 million and an economic output of nearly £70 billion gross value added.
The Jacobs - Mott MacDonald consortium will support the combined authority in further developing the mass transit programme’s first phases, which includes Light Rapid Transit. This requires taking the existing concept design through to completion, providing all professional services and technical support to deliver the network’s first phase before the end of this decade.
West Yorkshire Combined Authority’s Interim Director of Mass Transit Rob Leech said: “Mass transit is a significant part of our ambition to create an integrated transport system for West Yorkshire. We are delighted to be working with the JacobsMott MacDonald consortium, who will support us to achieve our vision to bring Mass Transit to our region.”
Jacobs and Mott MacDonald have established relationships with the combined authority,
respectively serving as Business Case and Environmental Partner and supporting the mass transit programme through Design Development Partner 1 and as Stakeholder Engagement Advisor.
Jacobs Senior Vice President Kate Kenny said: “The Jacobs - Mott MacDonald consortium will support the combined authority in turning its mass transit vision into future-made designs that connect West Yorkshire’s communities, combat climate change, support a sustainable and inclusive economy, and improve people’s health and wellbeing.
“Our teams bring world-class experience on integrated mass transit systems that deliver a positive, sustainable legacy, helping communities flourish.”
Mott MacDonald Global Practice Leader for Urban Transit and Mobility Stephen Luke added: “With a long heritage in delivering urban transit systems around the world, including in Melbourne, Toronto, Manchester and London, we are proud to be supporting this transformational investment to help drive economic growth, and to deliver social and environmental benefits for the region.”
The combined authority anticipates the early construction stage will begin in 2028, with phase one to include two lines serving Leeds and Bradford. The system is one of the largest urban transit schemes in the UK. The combined authority will continue to work with local authorities to enable future phases of a mass transit network to reach other parts of West Yorkshire.
The JacobsMott MacDonald consortium will support the CA in turning its mass transit vision into future-made designs that connect West Yorkshire’s communities, combat climate change, support a sustainable and inclusive economy, and improve people’s health and wellbeing
Antoinette Stevenson, Marketing and Events Manager at Jobson James Rail, explains how the event will provide support for the Scottish supply chain
ail Infrastructure Networking (RIN) Events are coming to Scotland. A superb event space has been booked at the Hilton Glasgow on 22 May 2025.
The events were created by Jobson James Rail (JJR) – The Rail Insurance Broker, to provide networking opportunities and commercial support for clients. They had been referring clients to each other for some years and this led to the first organised gathering in 2016, bringing 10 JJR clients together in Birmingham for mutual benefit at the inaugural RIN Event.
After eight years of hard work, RIN Events are now firmly established as the UK’s largest trade show dedicated to the rail infrastructure supply chain. RIN events have gone from strength to strength, providing a not-for-profit platform for rail businesses of all sizes to showcase their products and services to major buyers at affordable costs.
2024 has been an incredible year at RIN with the JJR team hosting 475 exhibitors, welcoming over 3,000 visitors and arranging some 300 Meet the Buyer procurement appointments across the three events held in London, Derby and Harrogate.
With attention turning to the events in 2025, there is an exciting new addition to the RIN calendar with the first Glasgow event taking place on 22 May. The decision to expand into Scotland was driven by the demand
from rail suppliers and buyers.
James Weir, Head of Procurement and Supply Chain at QTS Group, said:
“RIN is a great event but has always been England centric, it has sat with me that there is not an event similar in Scotland that can deliver such a great impact, contact and opportunity to engage face to face between the supply chain for the rail network and its contractors.
“RIN Glasgow will provide an opportunity to discuss and collaborate
ideas and innovation with the people who are engaged in actively delivering Scotland’s CP7 Framework, it gives the supply chain, particularly SMEs, a chance to understand the routes of entry and importantly the opportunities that they can become part of. I would encourage all Scottish rail suppliers to get involved.”
Antoinette Stevenson, Marketing and Events Manager at Jobson James Rail, added: “It’s incredible to see the success that comes from connections made at RIN Events, from a brief conversation suppliers can forge successful working partnerships and gain contract opportunities that ultimately lead to business growth.”
Prior to RIN Glasgow is RIN London, which takes place on Thursday, 6 March and at which exhibitor space has already sold out. All events are free to visit, with those attending encouraged to register in advance. www.rinevents.co.uk
It is 50 years since work started on building the Tyne and Wear Metro’s network of tunnels. Retired construction worker Ralph Maughan reflects on his involvement in the project
“It’s not something you come across every day in your career”
This was the moment that the north and south Tyne and Wear Metro tunnels met in the middle in what, at the time nearly 50 years ago, was Britain’s largest urban transport scheme.
Ralph Maughan, who is pictured in the centre of the photograph sharing a nip of whisky, was heavily involved in Metro tunnelling work for six years in the 1970s as a site manager alongside scores of other workmen.
“It’s incredible that we dug this vast network of tunnels below the streets of Newcastle so that they could carry trains,” he reflected. “It was a big undertaking and there was lot of pressure on us to get it right.
“When the north and south tunnelling teams broke through, and met in the middle in 1977, there was a mining tradition that they have a little drink. That’s why you see us in the photo from 1977 with a bottle of Scotch whisky.”
Metro’s tunnels were dug between 1974 and 1979 at a cost £10.5 million. These new tunnels were vital for carrying Metro services through the centre of Newcastle and Gateshead.
“I’m really proud of the fact that I got to work on the Metro tunnels, creating the first light rail system of its kind outside of London,” he said. “It was an amazing effort from everyone involved.
“Looking back, 50 years on, it was a hell of a feat of engineering and it’s not something you come across every day in your career.”
It didn’t come without its problems, with the team having to overcome a myriad of issues when tunnelling, including the risk of flooding, ensuring that local landmarks were not damaged, and having very little margin for error in the size of the tunnels they had to dig.
Ralph, who worked for a contactor called Fairclough’s, which the Tyne and Wear Passenger Transport Executive brought in to dig the Metro tunnels from October 1974, oversaw the section of tunnelling from Monument down to the QEII Metro bridge.
“We dug the Metro tunnels using large machines and we were on site day on shifts and night shifts,” he said. “We had tunnelling teams there 24 hours a day, Monday to Friday. Back then we didn’t work at the weekend.
“A laser and target system was used in each running tunnel to steer the tunnelling rig. This ensured that each 750mm concrete ring was built in the correct alignment. There was only a 40mm allowance for error in every direction, so
the trains and associated cabling could be safely accommodated.
“In some areas we had to tunnel using handheld machinery. When we got nearer to the river we were working in compressed air to prevent flooding. We had to manage that carefully so none of the men got
sick from the decompression when they went back up to the surface.”
The workers, many of whom were miners, carried out the work by boring through boulder clay under Newcastle and the colliery workings of Gateshead. Geological differences between Newcastle and
Gateshead saw different methods employed. This is why Newcastle has circular tunnels while Gateshead’s tunnels have vertical sides.
Three notable structures in Newcastle city centre also required major work to prevent them from being damaged while tunnelling work happened beneath them. Grey’s Monument had to be strengthened at its base, the portico at Central Station was partially dismantled, and the angel from the Boer War memorial at Haymarket was also temporarily removed.
“We had a big test with Grey’s Monument,” explained Ralph. “We discovered it only had eight feet of foundations. Special piles were put in to strengthen its plinth so we could safely tunnel underneath it.
“We also hit a snag when we learned the portico at Central Station may be subsiding. Huge amounts of time were taken to carefully dismantle it so we could carry on with our works. It was then put back, stone by stone, exactly how it was before the Metro tunnels had been dug.
“We also had to take down the statue of the angel from the Boer War memorial at Haymarket. This was due to the close proximity of the escalator tunnel. We also had to reinforce two sections of the Victoria Tunnel, near the Civic Centre, as the running tunnels would pass very close above it. This length of the Victoria Tunnel was used as an air raid shelter during World War Two.
“When we were tunnelling at Forth Banks we had
to be careful not to cut through signalling cables for the national rail network, which would have knocked everything off between York and Berwick. Thankfully that never happened.
“I also know that the teams who undertook the tunnelling at Manors came close to hitting cables that would have potentially cut off all of the phone lines between England and Scotland. It was a complex project to say the least.”
Despite the hurdles, Metro opened to the public in August 1980, with its tunnels forming a 6.4km section of the system. At the civic ceremony to mark the start of Metro construction work Ralph had the honour of presenting the first cut of turf to Cllr Roland Scott-Batey, the then Chairman of the Transport Authority.
“I remember one of my aunties used to say to me, ‘I’ve been on your Metro today, son’,” added Ralph. “I used to say to her ‘I wish it really was mine’, but I know what she meant. It’s filtered down the family over the years that dad, and now grandad, helped to build the Metro tunnels.
“It was a real team effort from day one until the day that we finished. Others came in after us to put in all the tracks and cables. I always joked that they had the easy bit to do.
“It was great when Metro opened to the public and it’s such a success story. None of that could have happened without a lot of hard work and dedication by all those involved. I am very proud to have been a small cog in a very big wheel.”
It’s incredible that we dug this vast network of tunnels below the streets of Newcastle so that they could carry trains
The light rail sector plays a crucial role in driving economic growth in the areas it serves, while also promoting social inclusion and reducing congestion and carbon emissions in urban centres.
The Railway Industry Association (RIA) is organizing several . regional events to emphasise the importance of light rail and mass transit across the UK:
• 5 February 2025 – Midlands
• 21 July 2025 – Leeds
• 26 November 2025 – London
RIA is also seeking input from the supply chain on best practices and future developments in light rail and mass transit to contribute to a thought leadership paper. If you’re interested in participating, please email RIA to get involved.
Get in touch
Email: riagb.org.uk
Tel: +44 (0)20 7201 0777 Web: www.riagb.org.uk
Stuart Smith, Managing Director (MD) of Aqua Fabrications, explains more about the company’s Deepdale catchpit, which aims to be the strongest and most robust ever manufactured
The world of drainage within the rail network has seen some significant changes over the last few decades. In the 1990s and 2000s the standard pipe diameters were 225mm and occasionally 300mm for larger projects, however with the realisation of climate change came the need to future proof the assets by including extra volumes of water over the catchment area.
This coupled with the increasing urbanisation of land surrounding the railways, with shopping centres and housing, and local authorities and utility companies tying in their run-off into the system has increased the volume of surface water entering the rail environment to unprecedented levels. This has led to the increase in the diameter, and the strength of the pipes.
However, one thing was overlooked and that was catchpits. The same units from the 1990s and even earlier, were being installed in ever increasing hostile environments – until now. Due to recent events and the increasingly difficult installation of drainage, which include trenches collapsing as soon as they are dug, Aqua has developed the new evolutionary Deepdale catchpit.
“The main aim was to create the strongest and most robust catchpit ever manufactured,” explained MD Stuart Smith, who has more than 28 years’ experience of railway drainage. “One that would be able to endure the pressures of working in tight areas with large diameter pipes, and where sometimes installation may have unforeseen difficulties.”
Using the innovative Derby GRP Frames, which won the Queen’s Award for Innovation, the unit is constructed with an outer binding layer to create a complete base unit, onto which additional frames can be added to achieve the desired cover level.
Stuart added: “The base unit can be supplied in a standard depth or in various depths to suit site requirements. The units can also be completely sealed if using them for attenuation purposes.”
The chambers have been fully tested at both a UKAS-approved independent testing house, Lucideon, and the University of Birmingham. Lucideon, based in Stoke-on-Trent, created a pressure test with the unit surrounded by 200mm of 12mm gravel surround, both compacted and uncompacted.
Stuart said: “Recordings of the unit with two and four 450mm diameter cored holes monitored a wall
deflection of 2.38 and 2.63mm respectively. Further tests were carried out by Lucideon and these are available upon request.”
Testing at Birmingham University involved the creation of a test bed, which included compacted sand formation, ballast, sleepers and rail with actuators to create the most realistic environment in which to ascertain the physical characteristics of the Deepdale unit.
“The installed catchpit was first tested at 1410mm from the running rail with a load cycle consisting of 125kN (12.5T) applied every two seconds for a total of two million load cycles,” commented Stuart. “This is equivalent to 25 million tonnes of traffic and resulted in a maximum recording of 0.76mm movement on the centre of the catchpit base.
“The exact same unit was then tested for a further two million cycles, as before, but this time at 550mm from the running rail, to recreate the unit close to sleeper edge. The maximum movement was 1.21mm. It can be concluded from these figures that the unit is more than fit for purpose.”
However, what is a most important aspect about the testing at Birmingham and something Aqua was determined to investigate, was the catchpit had no granular surround.
“The idea was to take the unit to a worst-case scenario, where installation of the unit with a surround may not be possible, as it should be to the Network Rail specification,” said Stuart. “The results concluded that this robust unit is more than capable of rail loadings even when installed close to the sleeper edge.”
The testing schedule at the University of Birmingham was also extended to Aqua’s full range of catchpits. Results are now available for the Durham units, these units were also tested at 1,410mm and 550mm, but this time with a surround as these units were designed to be installed.
“The deflection observed was a maximum of 0.55mm at 1410 and 1.56mm at 550mm offset,” he said. “These initial results are proving very positive with minimal deflection and whilst these are still on-going, we hope to be able to provide a design modelling system including various types of soils, which would be available to be used by all.
“All test results and conclusions for those products already tested are available upon request.”
The units have already seen action this year, being installed in various locations throughout the UK including at HS2’s Old Oak Common Station, which will be the new transport superhub in West London.
Dave Randall, Civils Construction Manager at Colas Rail - HS2, Old Oak Common Project, said: “These are the strongest catchpits I’ve ever used and very quick and easy to install.”
Feedback from other clients has also been very positive with one customer stating the installation time was greatly increased and a week blockade was completed two days ahead of schedule.
Hendrik Steutel, Senior Track Engineer at Amey, said: “I have been using your products for many years without experiencing any problems. The new Deepdale catchpits are excellent additions to your line of products; I found them to be very sturdy and
easy to handle in the final position. They were also simple to install using the lifting hook and moving forward will be my preferable choice to our design team.”
David Dodds, Track Construction CRE, Transpennine Route Upgrade (TRU East Alliance), said: “An excellent product that simplifies installation, solves problems, and creates lasting value for its end user.”
Stuart added: “As climate change further impacts the drainage schemes throughout the rail network, not only will there be a need for a robust unit, but one that will decrease installation time.
“This will ensure projects are completed on time and handed back. This speed of installation will also ensure maintenance work can be undertaken in short possession periods and thus rectify any danger of flooding areas.”
The Deepdale catchpit builds on the company’s track record of product innovation for the UK rail sector. Since 1988 Aqua Group has developed an extensive range of railway drainage products and railway cable management systems that are widely accepted as the market leading products in the UK, helping meet the standards demanded by Network Rail and the Deepdale is an addition to the range of catchpits Aqua supplies.
“I’ve thoroughly enjoyed my time working in railway drainage with our role more important now than it has ever been with climate change,” he said. “Over the last three decades, the organisation has looked to innovate and solve railway drainage and cable management problems with durable, lightweight and cost effective solutions. That is something that continues today, driven by a passion to play our part in ensuring an efficient and safe railway.”
www.aquafab.co.uk/
The main aim was to create the strongest and most robust catchpit ever manufactured
GRAHAM Group has been awarded the contract for the detailed design and build for the fi rst phase of the Cardiff Crossrail
Detailed work is underway on Cardiff’s new tram transport system Cardiff Crossrail, which will eventually run from the northwest of the city, all the way to the east of the city connecting with the proposed Parkway Station.
Both the Welsh Government and the UK Government have confirmed their financial contributions for the Cardiff Crossrail project£50 million from the UK Government, with Welsh Government match funding a further £50 million for the scheme.
Last month, GRAHAM Group was appointed under an Early Contractor Involvement (ECI) Contract, which will allow Cardiff Council and Transport for Wales (TfW) to work with them during the early stages of the contract to manage the cost of the design and how the project will be built.
Andrew Henry, GRAHAM Contracts Director said: “We are delighted to be part of such a transformative project for Cardiff. The tram system that will significantly enhance connectivity and support sustainable urban development.
“The team will be working to minimise impact to the public and road users, especially around Callaghan Square, as we integrate the tramline and associated systems with the highway. We look forward to collaborating with Cardiff Council and Transport for Wales to bring this vision to fruition.”
The project has been divided up into two delivery phases, which are:
Phase 1a: Cardiff Central to Cardiff Bay Station. This phase is fully funded and will require a significant redevelopment of the highway network around Callaghan Square, so the tram/train can connect to the existing Cardiff Bay train line, as well as a new tram/train platform at Cardiff Central. To ensure that the tram can interconnect with walking and cycling routes, there will be improvements in front of Callaghan Square, a new segregated cycleway to connect Cardiff Central with Callaghan Square linking with the wider strategic network, and changes to the access arrangements for general traffic through Bute Terrace and Lower St Mary Street.
Phase 1b: Cardiff Bay Station to Pierhead Street. This phase isn’t currently funded but will include the re-modelling of the highway network around the Flourish and Pierhead Street to allow for a new tram track extension to be built. This part of the scheme will also include improving facilities for pedestrians and cyclists, with new crossing facilities and a new segregated cycleway to better connect Roald Dahl Plass with the new indoor arena development.
A Cardiff Council spokesperson said: “It is great news that we have had the funding confirmed from both the UK and Welsh Government. This means that the detailed work can now begin, with the detailed design set to be complete by autumn 2025 and work on the ground due to start at the end of next year.
“During the contract, the council and TfW will be working closely with the GRAHAM Group to secure the best possible social value for the contract, by creating jobs, apprenticeships and training opportunities for local people. Under the current programme of works, the construction could be complete by early 2028, with trams running on the track from later that year.
“The Cardiff Crossrail is an ambitious plan to deliver Cardiff’s new tram transport system which will eventually run from the northwest of the city, all the way to the east of the city connecting with the proposed Parkway Station. Following further funding opportunities, we intend to provide a cross-city tram service that is affordable and reliable for the public to use, and to connect some of Cardiff’s poorest communities to the rail network for the first time.
“To start this process, the first phase of the scheme must be built between Cardiff Central and Cardiff Bay. This will finally ensure that Butetown is properly connected to the city centre, via Cardiff Central, providing further capacity for residents and visitors to access the wide range of attractions that Cardiff has to offer.”
First of 185 new electric and battery-electric carriages on order for Irish Rail showcased
The first five-carriage Alstom-built X’trapolis train for Ireland’s new DART+ fleet has been unveiled at Inchicore Works in Dublin.
“The arrival of the first DART+ train in the new depot at Inchicore marks a significant moment not only for Alstom but for Ireland’s exemplary journey towards a more sustainable future,” said Gian Luca Erbacci, Europe Region President at Alstom.
“Furthermore, it is a testament to our commitment in supporting Ireland’s ambitious carbon reduction targets by delivering cleaner, smarter and more efficient trains to serve passengers across Greater Dublin and beyond.”
The new DART+ fleet will enable Iarnród Éireann (Irish Rail) to improve the customer experience across the Greater Dublin Area, including capacity, accessibility and customer information.
The train is the first of 185 carriages already on order from Alstom, and entering service from 2026 onwards. The trains were purchased in two orders as part of a framework agreement which provides for up to 750 electric and battery-electric carriages over a 10-year period.
Gian added: “This train embodies cutting-edge technology and innovation, as a total of 155 out of the 185 carriages on order are battery-electric. We are really proud to be taking part in the transition to greener mobility in Ireland.”
The fleet orders, funded by the National Transport Authority (NTA) under Project Ireland 2040, are part of the wider DART+ Programme. This involves a series of infrastructure projects which, together with train orders from Alstom, will double the capacity and treble the electrification of the Greater Dublin Area’s rail network. The first trains will operate on the Drogheda to Dublin Commuter route, with recharging facilities – also
being provided by Alstom – at Drogheda railway station.
The carriages – revealed last month– are the first part of the largest and most sustainable public transport fleet order in Irish history and, once operational, will further improve network accessibility and customer experience.
Jim Meade, Chief Executive Officer (CEO) at Iarnród Éireann, said: “We are thrilled to unveil the first of the new DART+ fleet, a critical step in our vision to see a decarbonised rail network. Our vision at Iarnród Éireann is for rail to be the backbone of a sustainable transport system, integrating with all modes to create ease of connection between people and places.
“It is about quality of life, delivering a fully accessible transport system for all, one that is flexible, frequent, faster, friendly, fairly priced, feasible to deliver, fully accessible and freer of carbon.”
The new DART+ fleet will be able to deliver offwire operation through the incorporation of batteryelectric technology, enabling new services and new capacity to be provided in the Greater Dublin Area in advance of electrification.
Energy stored in the battery system will be replenished via fast charging stations at chosen terminus locations and by recovering braking energy while the new battery-electric trainsets are on the move.
This will enable, for example, the new batteryelectric fleet to deliver Dublin to Drogheda return services, made possible by Alstom’s fast charging infrastructure at Drogheda railway station.
Anne Graham, CEO of the NTA, said: “The DART+ Programme represents a transformative investment in the Greater Dublin Area’s rail network. With the unveiling of the first five-carriage train in the new DART+ fleet, we are taking a significant step towards
a more sustainable, accessible and comfortable public transport for our passengers.
“I look forward to seeing the fleet rolled out across the network, further transforming public transport services for communities in the region.”
As the first train in a brand-new fleet on the Irish Rail network, the carriages will now begin a rigorous regulatory approval and testing and commissioning process, at Inchicore Works and on the Greater Dublin Area rail network, before entering service in 2026.
The arrival of the first DART+ train in the new depot at Inchicore marks a significant moment not only for Alstom but for Ireland’s exemplary journey towards a more sustainable future
Closer
ties between light rail professionals and academics have a crucial role to play in securing a sustainable future for tramways and similar modes of mass transit,
writes Colin Robey of the UKTram Centre of Excellence
Over the past few months, the UKTram Centre of Excellence (CofE) has focused on a range of projects aimed at overcoming some of the hurdles to the future expansion of the sector and adapting existing technologies to help it meet the challenges it faces.
Recent meetings featured updates on initiatives that have the potential to benefit both new and existing light rail schemes, including a project by the Institute of Railway Research at the University of Huddersfield that’s looking at ways of standardising embedded rail.
The project, which was funded from a Government Innovation Grant, feeds into work being undertaken by the UKTram CofE on what has become an increasingly pressing challenge, developing areas of standardisation for the sector.
As second-generation tramways mature, they are now entering a period of infrastructure and rolling stock renewals, and ensuring that networks benefit from advances in technology and best practice has become a key priority for our members.
One example of the collaboration that is now at the heart of our work was a study aimed at improving a vital transport route in the Highlands of Scotland that came under the spotlight at a presentation to a CofE meeting earlier this year.
Known as Skyefall, the project by Network Rail, HI TRANS and Mainspring could see the introduction of a rail/road share scheme utilising new, more resilient, track technologies that have been developed utilising an Innovation Grant secured by UKTram.
In a presentation to the centre, Alex Dodds of Network Rail explained that it could be used on land adjacent to the Dingwall to Kyle of Lochalsh line, where a section of track alongside the A890 road between Cuddies Point and Ardnaff is prone to damage and disruption due to frequent rockfalls.
Using trackform suitable for trams, tram/train, or heavy rail, the project is not only looking at shared physical infrastructure but also the unification of the control systems.
Now project partners are looking for further funding streams, and to meet with other interested parties to further advance a project that has significant cost-saving potential for both heavy and light rail schemes.
Other projects we’ve been working on over the past 12 months include a study into tram rear bogie
As secondgeneration tramways mature, they are now entering a period of infrastructure and rolling stock renewals, and ensuring that networks benefit from advances in technology and best practice has become a key priority for our members
derailment detection, also in partnership with academics in Huddersfield, and we will continue to support a range of innovative research projects while renewing our focus on delivering support for a host of proposed light and very light rail projects across the UK.
Made up of numerous sector experts who give their time on a voluntary basis and members of other UKTram working groups representing light rail engineers, operators, safety experts and owners, the centre is actively engaged with sponsors of proposed schemes in towns and cities across the country.
These include considerations for light and very light rail projects in Bristol, Stoke-on-Trent, and Folkestone, as well as more developed proposals, including the ambitious multi-modal proposals for a new transport network for West Yorkshire.
These are all included in our detailed project tracker document, which provides our experts with up-to-date information on the status of the projects, their viability, and the support that may be required to help them reach a more advanced stage of development.
Looking to the future, the CofE has also set up a Tramway Design Working Group, and a paper has now been presented to the UKTram board to examine how we prioritise and progress this work, with a further update expected early in the New Year. Along with this work, a separate group is looking at the development of proposals to increase recruitment and retention within the sector.
The Railway Industry Associated (RIA) hosted its second SigEx conference and exhibition on innovations in the signalling and control sector, and delegates were informed, impressed and even stunned by some of the topics discussed
Network Rail created the Signalling Innovations Group (SIG) in 2013 to develop business cases for signalling innovations and to create a Signalling National Innovations Portfolio (SNIP).
Every year, SIG held a Technical Conference and exhibition, allowing representatives of the signalengineering industry to hear for themselves details of the projects that Network Rail was working on and to see the innovations that various suppliers had developed.
That work came to an end with the move to devolution. The last SIG-X conference was held at Bristol Temple Meads in February 2020.
However, RIA took up the mantle following the COVID-19 pandemic and staged the SigEx conference and exhibition at De Montfort University in Leicester in November 2023. One year later, it repeated the event at the same venue, attracting a sizeable audience of over 250 delegates and more
than 30 exhibitors.
To give delegates plenty of time for networking and to take in the exhibition, presentations were divided into two sessions, one each in the morning and the afternoon.
RIA Senior Technical Advisor David Clarke welcomed delegates to the event, which had the theme of ‘Innovative solutions to improve the affordability of Control, Command and Signalling’. He explained that the morning session would look at ‘Opportunities for Today’, while the afternoon would concentrate on ‘Opportunities for Tomorrow’.
David introduced Martin Jones, Network Rail Chief Engineer, who would open the morning session by looking at the challenges and opportunities presented by Control Period 7 (CP7 – April 2024 to March 2029).
Martin spoke of the need to innovate to achieve CP7 targets, saying there is “a really strong case to make radical changes rapidly”. However, engineers
should ever be mindful of the need to keep passengers safe, and he introduced a graph of Train Accident Risk (Passenger Risk where Network Rail is the Risk Controller) for CP6, generated using RSSB’s Precursor Indicator Model and broken down into the various infrastructure categories. Earthworks was by far the biggest challenge, followed by Objects on the Line and SPAD (Signals Passed At Danger) often caused by poor adhesion. Signalling was the fifth largest risk, after Infrastructure Operations.
He then discussed two recent examples of innovative developments that are coming online – the AVA footbridge and the new NR60 S&C (switches & crossings) panel. However, he stressed that research and development (R&D) isn’t just about new assets, it is also about better ways to use old assets. Automated inspection of assets is giving better information on older structures, allowing them to be maintained more efficiently.
The 2024 Rail Technical Strategy lists five functional priorities – the railway needs to be easy to use for all and to be freight friendly, and it should
have low emissions, optimised train performance and efficient and reliable assets. An effective innovation culture is one of three key enablers for achieving these priorities, the others being a technically talented workforce and for technology to be data driven.
Network Rail’s R&D budget faces many competing challenges, Martin admitted, including identifying and dealing with dead and dying trees lineside and a myriad of items on the ‘to do’ list. Of particular interest to the signalling fraternity is Target 190plus – Network Rail’s R&D programme that looks at the sustainability of the signalling systems on the network and the challenges these bring to the rail industry. It has the aim to reduce the current whole life cost of signalling from a unit rate of £419,000 to the required £190,000 by 2029, to enable the ETCS Long Term Deployment Plan to be achieved.
Other networks
The next speaker talked about signalling innovation from a different perspective. Colin McVea is Head of Signalling & Telecoms with Northern Ireland Railways (Translink).
“We seek out new ideas and creative solutions to business challenges and are agile and responsive to the changing needs of our stakeholders,” he said. Translink is promoting its SPIRIT initiative –Safety, People, Innovation, Responsibility, Integrity, Teamwork.
Northern Ireland Railways runs largely on 30-year-old technology – DC track circuits and relay interlockings. As a result, Translink faces similar challenges with regards to its legacy assets as does Network Rail. “We need to keep what we have working, identify when it’s likely to break, fix it before it breaks, and do all this safely, at minimum cost and disruption to services,” Colin explained.
While Artificial Intelligence (AI) can help predict failures, Colin urged his audience not to forget EI –Engineering Intelligence – using skill and experience to minimise disruption.
Climate resilience is a challenge in Northern Ireland, as is Cyber Security as more and more systems become digitised and connected to the internet.
A third viewpoint on today’s challenges and opportunities was given by Tom Hardwick, Head of System Development at Nexus, operators of the Tyne and Wear Metro. This network extends over 58 route kilometres (116 track km) and has 48 stations and 46 trains. As in Northern Ireland, the system uses DC track circuits and Route Relay Interlockings, and here are 312 signals and five open level crossings.
“We are at the heavy end of light rail,” Tom stated. Nexus faces three main issues:
Asset performance – signalling causes the majority of delay minutes.
Component obsolescence – relays and other parts are hard to get.
A shortage of trained technicians.
This is about to change. Nexus has instituted a five-phase development programme to renew the signalling system by the end of 2030. It is currently developing the detailed specification prior to going out to the market and commencing build in September 2028. Training is already underway, with five apprentices currently working with the 28-strong signalling team.
A panel session gave delegates the chance to ask questions of the morning’s speakers. These included a suggestion that the three organisations should work together to obtain obsolete components such as relays, several queries on training and retaining
There is a really strong case to make radical changes rapidly
competences, and a plea for the infrastructure owners to remember to consider SMEs when they were searching for suppliers.
The morning session finished with a presentation by Amey Project Director Jorge Santos and his colleague Signalling Technical Director Gethin Jones on Amey’s Digital Signalling Solutions.
Amey has been working with Sella Controls to develop digital and COTS (Commercial Off The Shelf) solutions that will help the railway to meet its affordability challenge in renewing signalling assets that are due to expire in the next 10 years.
Using PLCs from HIMA operating to SIL4 (Safety Integrity Level 4), Amey is working to reduce the cost and complexity of signalling projects while enhancing safety and improving asset condition monitoring.
Two examples were given. For the Magdalen Road level crossing at Watlington, Norfolk, Amey developed an innovative open digital signalling control solution for the Manually Controlled Barrier (MCB) level-crossing interlocking in collaboration with Network Rail Anglia. The solution is modular with standardised data algorithms that can be easily configured for any given site, thus reducing design, testing and maintenance costs.
Transport for Wales has recently built a fully signalled depot at Taffs Well for a new tram-train fleet for the Cardiff Metro. Amey’s PLC solution offers a simple modular system architecture, capable
of controlling up to 10 points, 10 signals and 16 axle counter heads, resulting in a low-cost solution. It is based on four modular cases, each controlling a corner of the depot. “Modular reduces costs,” Gethin stressed.
An extended lunch break gave delegates plenty of time to look around the exhibition, which included some well-established brands and some new faces. Event sponsors Sella Controls and Amey were in the centre of the exhibition, and Sales Director Chris Elliott was on hand to speak with delegates and to deliver a Spotlight pitch, explaining how collaboration with owning-group HIMA and with Amey was helping Sella Controls to develop a new range of Smart Solutions for the Digital Railway.
Andrew Davidson, project manager at Schweizer Electronic, had a busy day but also managed to take in the conference sessions. “We’ve had a lot of interesting people asking about the crossings and our new products,” he said, “but the general consensus is that Network Rail needs to start releasing funds to make a difference.
“There is a lot of work to be done to make the railway more sustainable,” he added. “They need to invest in longer-lasting products and ones that are more maintainable, so it is easier and quicker to replace one component, rather than a whole system.”
Alexander Romanovsky from The Formal Route remembered the last SIG-X conference in Bristol and
felt that this year’s was at least on a par with that. “We heard some interesting presentations and had some good meetings on our stand,” he said. “They weren’t just with people with a general interest but with really relevant people from Network Rail and other companies.”
With four invitations to make presentations to potential clients, that’s a good result from SigEx!
Lucy Prior, Business Growth Director at Trough-Tec Systems, felt that the message from SigEx was that the supply chain had to help the railway reduce cost, improve carbon efficiency and work together more collaboratively.
“Listening to the speakers and looking around today’s stands, one of the main drivers is asset-life cost,” she continued. “I appreciate we don’t want to replace anything that is still fit for purpose, but when we do, then a product that is light weight, doesn’t have to travel far from the factory and will last 80 or 120 years is by far the best way to go, even if the actual unit cost isn’t the cheapest out there. It’s all about whole-life cost, including delivery and installation.
“Having a local supplier of a lightweight product can reduce your carbon emissions in transport by around 70 per cent, and that also has to be factored into the whole-life-cost calculation.”
Unipart Rail showcased its innovative LX PLUS solution at SigEx. LX Plus offers a complete level crossing solution where the system’s hardware is manufactured, tested, and tailored at Unipart Rail’s on-site test centre in Crewe. This ensures that
LX Plus ensures seamless Level Crossing installation and commissionings through its off-site functionality testing. Our solution minimises on-site issues, reduces downtime, and delivers enhanced reliability.
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Far right:
faults or glitches are identified and rectified during pre-installation testing, allowing the entire system to be verified under controlled conditions to meet stringent design specifications.
The complete system is securely packed for shipment to the installation site. This rigorous preinstallation testing process reduces on-site time by approximately 20%, enhancing safety, minimising risk and reducing disruptions for passengers. Furthermore, on-site failures are virtually eliminated, as the equipment’s functionality is confirmed ahead of delivery.
Dave Tilmouth, Head of Marketing Communications at Unipart Rail, highlighted the benefits of LX PLUS in a Spotlight presentation at SigEx, which generated significant interest among attendees and fellow exhibitors.
The afternoon session looked at ‘Opportunities for Tomorrow’. Lynsey Hunter from the Signalling Scotland’s Future team talked of the need for a strategy for train control. “We should have a vision and philosophy for our asset that delivers benefits for the Scottish rail industry and its customers,” she said.
The railway in Scotland, and elsewhere in the UK, has five key strategic priorities:
1. Everyone home safe every day - maintain or improve safety, performance and reliability.
2. Reduce net cost of railway - deliver best value train control solutions for each line of route to address the net cost challenge.
3. Taking climate action - enable committed or firmly planned changes to passenger and freight services including rail’s contribution to net zero.
4. Run a reliable railway - plan and deliver an affordable programme that enables and commits to reduced unit rates and avoids obsolescence.
5. Train and track working together - solutions which complement the capability of the railway’s rolling stock.
However, this overarching strategy needs to be adaptable to the changing scenarios over time. In addition, delivering this strategy will require levels of capital expenditure (CapEx) that are higher than is currently available, but the team will continue to use all its assets in a sustainable way, delivering maximum value from them and ensuring it gets every operational hour out of every piece of equipment
David Thomas, Senior Portfolio Manager for Industry Partnership in Network Rail’s Digital Railway spoke of the Long-Term Deployment Plan, first announced in 2019. Digital signalling (ETCS – European Train Control System) is currently two-thirds of the cost of conventional signalling, and this will come down to 50 per cent in the near future. “Progressive migration to ETCS at the point of renewal is the only sustainable way to continue delivering signalling renewals”, David quoted from the 2019 plan, and it is as true today as it was then.
Priorities in CP7 include building the signalling market, modifying vehicles with some 3,000 trains needing to be fitted with digital in-cab signalling, and driving deployment consistency. “Problems need to be solved once,” David added, and urged delegates to keep thinking ahead to CP8 and beyond as this is a long-term programme.
The view from Transport for London (TfL) was presented by Principal Engineering Leader Gary Joynes. He talked about Carbon in TfL Signalling - its rising importance and relevance. TfL’s infrastructure carbon ambitions are to reduce carbon emissions across the lifecycle of its assets and infrastructure and to work with its suppliers to reduce carbon across all products and services that it procures.
“The world is getting hotter,” Gary stated, “and we need to start thinking about global warming now.”
He then gave examples of the levels of carbon from wayside signalling, producing statistics that showed the major ‘carbon hotspot’ comes from cables and
containment, a massive 67 per cent of the total. Radio assets account for another 16 per cent, with all the other asset groups in single figures. The audience was surprised by these figures, judging from the reaction and discussions afterwards.
Gary then compared TBTC (Transmission-Based Train Control) system used on the Northern line with the latest CBTC (Computer-Based Train Control) that is still being introduced on the sub-surface lines under the 4LM (four lines modification) programme. He concluded that TBTC (Jubilee/Northern) is lower carbon (by 18 per cent) vs CBTC (4LM), due to there being less concrete and steel for radio assets and the fact that fibre-optic cables contain a lot more embedded carbon than traditional copper cables. TBTC is the ‘greener’ option!
He urged suppliers to factor these findings into their future research and development, stating that carbon footprint and sustainability will need to be demonstrated in future TfL projects.
On that bombshell (to quote a famous TV programme), the formal proceedings of SigEx 2024 drew to a close. It had been a very worthwhile day, and event host David Clarke of RIA was certainly pleased with the way the event turned out. “There has been an energy about today and it is really good to see some of the innovations that are coming through, particularly from the smaller suppliers,” he said afterwards.
“It’s good to see the progress with long-term planning, both in Scotland and in the Long-Term Deployment Plan. However, there has also been an undercurrent today of frustration that the work isn’t flowing and a number of businesses are concerned about the future, so getting the plans out there and following them with the funding is now essential.
“There have also been some eye-openers this afternoon on how we need to think about carbon.
“I hope that people will go away from today thinking that the carbon content of their product or service is going to be increasingly important – it’s going to be a bid-winning factor – so they had better understand their own carbon content over the life cycle and they had better be thinking about how they can reduce it because that’s going to be an increasingly competitive factor.”
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Darren Jones, DB Cargo UK’s Head of European Rail Traffic Management System (ERTMS) and Neil Ethell, Chief Operating Officer, discuss the company’s new training centre of excellence in Doncaster
hese facilities are more than bricks, mortar, and steel - they represent opportunity, progress, and the power of innovation.” That was the message from DB Cargo UK’s Darren Jones at the opening of the organisation’s ERTMS Training Centre of Excellence in Doncaster.
ERTMS is the European rail traffic management system being introduced onto the UK rail network over the coming decades, a key component of which is the European Train Control System (ETCS).
“This moment marks an important milestone for DB Cargo and our ability to be operationally ready to operate ETCS-fitted locomotives on the East Coast Main Line (ECML),” added Darren. “These facilities symbolise not just progress, but our unwavering commitment to innovation, sustainability, and excellence.”
Among the facilities unveiled included DB Cargo UK’s mobile training facility, described by Darren as a “modern-day TARDIS”, including a classroom with six ultralite simulators, a full Class 66 simulator, an
observation area, instructor station, kitchen and a toilet.
“It’s as impressive on the inside as it is versatile on the outside,” explained Darren. “What’s more, it’s a testament to our green credentials, boasting solar panels, batteries, an efficient generator, and shore power capabilities.
“These facilities are more than just buildings or mobile units – they represent our commitment to operational excellence. They are the foundation upon which we will safely and effectively transition to in-cab signalling with ERTMS.
“Here, we provide a world-class training environment to ensure that our workforce develops the skills, expertise, and confidence needed for reallife application. Our simulators, classrooms, and tools allow for safe, immersive learning, fostering the competence and resilience essential to thrive in this new era of digitalisation.
“Ultimately, these facilities are here to empower our people to take on the challenges of tomorrow, ensuring we remain at the forefront of the industry
while continuing to deliver for our customers and stakeholders.”
Neil Ethell, the Chief Operating Officer at DB Cargo UK, said the opening adds to Doncaster’s long and rich association with the rail industry, including having built iconic steam locomotives The Flying Scotsman and The Mallard.
“It is entirely fitting that we are in this location to celebrate another milestone in the history of our ever-evolving sector,” he said. “It remains one of the most important rail hubs in the UK, at the centre of developing the next generation of rail skills and expertise.”
The Lakeside, Doncaster ETCS Training Centre of Excellence is one of two DB Cargo UK has built (the other being at Wembley) as part of its ongoing work with the East Coast Digital Programme (ECDP) to prepare drivers, ground staff, maintainers and engineers for the UK’s adoption of the new in-cab signalling system ETCS.
It is the latest milestone and follows the company’s recent installation of the new system in the first-in-
class Class 66 locomotive (66039), which has now completed its dynamic testing at the Rail Innovation and Development Centre, and is due to proceed to shakedown (the completion of 5,000 miles of faultfree running) in 2025.
“I have every confidence that 66039 will pass with flying colours and that we will see the first ETCSenabled Class 66 in service a short time after that,” added Neil. “So with that being the case we need to start our training now, and these new facilities will play an integral part in preparing our people for what is a digital revolution in UK rail.”
The task ahead certainly isn’t simple. At DB Cargo UK alone there are more than 600 drivers, more than 350 ground staff and more than 600 engineers who will need to be trained.
Neil added: “To our workforce, these facilities are here to empower you, representing opportunity, progress, and the power of innovation. Innovation, sustainability, and excellence are not just ideals – they are what we achieve when we work together, driving forward, adapting to the challenges ahead, and
building a railway that is ready for the future.”
And that challenge shouldn’t be underestimated.
The ECDP is among the most complex tasks facing the industry since the railway was first built.
The implementation of in-cab digital signalling on the southern part of the ECML between London King’s Cross and Grantham involves over 30 organisations working together, 40 vehicle types, six onboard systems, more than 3,000 drivers to train to level two ETCS, and 700 rail vehicles to prepare.
Great progress is being made though. Migration to ETCS operation on the Northern City Line started in late 2023 and is hoped to be completed in Spring 2025. In parallel, testing, proving, assuring and getting the right safety approval has been underway ready for the start of migration on the ECML in the second half of 2025.
Ed Akers, Network Rail’s Principal Programme Sponsor for ECDP, said: “The level of success of the programme, and ultimately the ease in which we can navigate one of the biggest changes in our industry in
Ultimately, these facilities are here to empower our people to take on the challenges of tomorrow, ensuring we remain at the forefront of the industry while continuing to deliver for our customers and stakeholders
a generation, will come down to those that are at the sharp end of this delivery.
“Whether it is a signaller, a maintainer, a driver, ground staff, controller etc, it will hang on their ability to adapt to a new way of working. What we’ve learnt from previous deployments already on the Northern City Line is that we need to make sure our people are not only competent, but they’re also confident to ensure a smooth transition.
“Facilities like this in Doncaster are just one of those investments that will allow our people to make that change and to flourish within it, and it is one of the aspects of the programme that makes me most proud, creating a brilliant environment for our people which will impact them hopefully beyond just digital signalling.
“There is still a long journey ahead of us, but things like this new facility are a fundamental building block and they are critically important steps along that journey of making one of the, if not the, biggest industry change that this industry has seen in decades.”
Daniel Saxton has joined
as Director. He explains more about the journey ahead
Serco Rail Technical Services is thrilled to announce that Daniel Saxton has joined the team as Director, bringing with him a wealth of expertise and a fresh vision to drive the business forward. Daniel’s career spans over two decades and has been marked by leadership roles across the industry. During this time, he led TÜV Rheinland’s UK Rail division and achieved remarkable growth.
With a proven track record in strategic planning, operational efficiency, and team empowerment, Daniel’s approach is perfectly aligned with Serco Rail Technical Services’ vision. He is deeply committed to fostering a collaborative, high-performing culture, and values innovative thinking, which has made him a highly respected leader in the industry.
In his role, Daniel will oversee key strategic initiatives, focusing on aligning our goals with evolving market dynamics and enhancing our service delivery portfolio. His experience will be invaluable as we enter this new phase of growth, inspiring confidence that his leadership will bring out the best in our team.
Dan said: “I’m thrilled to join Serco Rail Technical Services at such a pivotal moment, especially as we settle into our new premises on Pride Park. This move represents the exciting growth and renewed
focus that the team is embracing, and I look forward to supporting and building on this momentum. We will continue to deliver tailored, impactful solutions that meet our clients’ evolving needs while driving meaningful progress and operational excellence. I can’t wait to see all what we’ll achieve together in this new space.”
Serco Rail Technical Services will continue to deliver tailored solutions that meet each client’s unique needs. We are dedicated to listening closely to our clients, understanding their specific challenges, and crafting adaptable solutions that provide measurable value.
Daniel is dedicated to mentorship and employee development. His deep understanding of industry demands and client expectations will help the company better serve our existing clients while expanding its reach to new markets.
Daniel’s arrival signifies our commitment to growth, excellence, and customer satisfaction. With his leadership, we’re set to enhance our service offerings, invest in new technologies, and position ourselves as industry leaders ready to meet the challenges of tomorrow.
Please join us in welcoming Daniel Saxton as Director — our journey ahead just got even brighter!
This move represents the exciting growth and renewed focus that the team is embracing
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The Railway Industry Association (RIA) recently hosted its latest Unlocking Innovation event at the University of Strathclyde’s Technology and Innovation Centre in Glasgow. Nigel Wordsworth reports
Since March, the Unlocking Innovation programme has visited Wales, London, York and now Glasgow. Birmingham in January 2025 will be the last one in this current cycle before the programme commences once again in Newport, South Wales, in March.
This year, RIA’s Unlocking Innovation programme is holding one event in each of the Network Rail regions and asking the same question in each – what are your main challenges for 2024/25 and CP7?
While some of those challenges may be the same, perhaps with a regional variation, others will be different. Climate-related difficulties may be specific to one region, digital signalling to another.
Network Rail, as part of Scotland’s Railway, took a wider role in the Glasgow conference, which was promoted as Engineering and Climate Action Conference: Unlocking Innovation, Improving Train Performance.
Paul Tallett, Head of Engineering and Asset Management Strategy at Network Rail Scotland, welcomed delegates and hosted the morning session.
Liam Sumpter, Managing Director of Network Rail Scotland, was the first keynote speaker. After providing delegates with a business update, he moved on to state that “engineers can achieve amazing things” and he urged delegates to take in as many sessions during the day as possible.
The railway faces five key challenges, he said, and innovators can help with all of them. They are:
Reducing net cost.
Running a reliable railway.
Tackling climate change;
Making sure everyone goes home safe every day.
Getting train and track to work together.
The first three were of particular interest to today’s conference, he remarked, singling out taking action to combat summers that are becoming warmer and winters that are becoming wetter. Innovation, for
which he has a personal passion, can help meet these challenges, but innovators must be prepared to make the occasional mistake while pushing the boundaries. They shouldn’t let fear of something not working prevent them from trying out new techniques.
Alan Ross, Director of Engineering and Asset Management at Network Rail Scotland, then took over the stage. He looked back at Scotland’s railways, and in particular the North of Scotland line, which, by the 1980s, was run down, unattractive and expensive. However, innovation turned the line around. The old, mechanical signalling, with a signal box every 10 miles, was replaced by a radio-based system that wasn’t new – it had first been introduced in Denmark in 1984 – but which transformed the line and drove cost down.
“The power of technology, harnessed in the right way, can make a big difference,” he said. He then gave the use of helicopters and drones as examples of how technology can make a “massive difference”.
While engineers must be led by the market –commuters/rural lines/freight – they must also not
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be constrained by old-fashioned thinking and longestablished standards. “Challenging standards is a good thing,” he added.
RIA Technical and Innovation Director Richard Carr was the next speaker. He reminded delegates of the services offered by RIA, outlined the aims of the Unlocking Innovation programme and thanked strategic partners Network Rail, UK Rail Research and Innovation Network (UKRRIN) and Telent Technology Services for their support.
A short break gave delegates a chance to visit the exhibition stalls around the networking area, stretch their legs and have some refreshment. Exhibitors included Siemens Mobility, with staff demonstrating how electrification and battery train technology combined can deliver sustainable travel across the UK.
RailSense Solutions focused on the technology it is employing to create a more resilient and sustainable Scottish rail network, including TrackWater at Carmont and TempSense and VoidSense throughout the country.
Representatives from DW Windsor showcased their latest innovations, including the new Hybrid Solar lighting solutions, and discussed with delegates how they can support projects with sustainable and forward-thinking solutions.
Much refreshed and stimulated from discussions around the exhibition area, delegates next had to choose from several breakout sessions. Each lasting 25 minutes, a total of seven options were presented, so there was plenty of choice.
In the main auditorium, the Unlocking Innovation partners attracted the largest audiences.
Dr Julian Stow, Associate Director of Enterprise and Partnerships at the University of Huddersfield, spoke about the role of the UKRRIN and how the research community was helping the rail industry to meet its technology needs. He explained how UKRRIN was launched in 2018 and is made up of four centres of excellence, each supported by several other universities and corporate partners.
Much work is being carried out to improve train performance, deliver climate action, reduce costs and improve reliability through specific research in the fields of rolling stock, infrastructure, digital technology and testing.
Ken Kyle of Telent and Tom Quayle of Network
The power of technology, harnessed in the right way, can make a big difference
Rail outlined how the two organisations had worked together to improve performance of the West Highland line. The line’s public performance measure (PPM) had been the worst of any line in Scotland but, working with Comms Design and Park Signalling (both Unipart companies), this was being transformed by upgrades to the Radio Electronic Token Block (RETB) signalling system and the introduction of a Request to Stop facility at unmanned stations on the line.
Other improvements, such as better rockfall detection using LiDAR and CCTV, new point set indicators and the introduction of fully managed userworked level crossings, are also improving reliability.
Finally, Leann Bliszko, Programme Manager (Freight Reform) at the Great British Railways Transition Team and Luisa Moisio, Director of Research at RSSB, introduced the audience to the Rail Technical Strategy 2024. This latest update to the strategy, which was first launched in 2012, sets a clear direction for the development and uptake of existing and new solutions that are essential for industry to deliver against the challenges it faces.
Using a case study from the Freight Friendly element of the strategy, Luisa explained how the RTS increased network access, made freight operations safer and reduced journey times. Leann described how improving the digitalisation of rail freight, with power provision to wagons and the fitting of sensors, would result in more options in the future. The recent revisions to the W10 and W12 loading gauges was also helping to encourage more freight onto rail.
The importance of innovation
After more networking over lunch, Richard Cairns, who chairs Scottish Rail Holdings, gave an inspiring
speech, reminding delegates that the world today is a profoundly different place than it was even five years ago. Scotland’s Railway costs every man, woman and child in the country £200 each year and it has to deliver a service that justifies this investment.
The panel he introduced – Keira McLuskey, Head of Sustainability at Network Rail Scotland, Robert Ampomah, Network Rail’s Chief Technology Officer, Network Rail Scotland Route Director Ross Moran, David Lister, Scotrail Safety and Sustainability Director, and RIA’s Richard Carr – discussed why the themes of the conference are important to them and to the industry.
Robert Ampomah once again stressed the importance of innovation if the railway is going to meet its goals of a better service at a reduced cost. Keira McLusky and David Lister added that the railway needs to be sustainable as well, particularly with its looming net-zero-carbon targets.
After another two breakout sessions, during which delegates could discuss topics as varied as Digital Twins, Airborne Asset Management and Structure Gauging, the final panel of the day consisted of three young engineers talking about why they joined the railway and what would attract their peers to do the same.
Dan Holder, Head of Engineering and Asset Management at Network Rail Scotland, moderated the session, during which young Network Rail engineers Chipo Madzikwah and Olanrewaju Lawal and Siemens Mobility Project Engineer Hannah Crawford took questions from the audience on how they felt the railway needed to improve its appeal to school leavers and university students.
Edinburgh’s Heriot-Watt University will make an entry into the IMechE’s Railway Challenge this year, giving students hands-on experience of a reallive railway project. All concerned are excited at the prospect.
After that stimulating discussion, Alan Ross reflected on the day and the joint RIA/Network Rail Unlocking Innovation Engineering and Climate Action Conference. Delegates all agreed it had been a worthwhile and useful event and one that should be repeated in 2025. Before then, it is the turn of the Midlands, with the North West & Central Unlocking Innovation event taking place at Birmingham’s ICC on 16 January. That is sure to be an interesting day as well.
Steve Scutt was appointed Trenitalia c2c’s first Accessibility and Integrated Travel Manager earlier this year. He reflects on the first six months in post and the journey ahead
Steve Scutt has set his sights on Trenitalia c2c being the best when it comes to accessibility. It is six months since he became the train operator’s first Accessibility and Integrated Travel Manager.
“I’m an advocate for people being able to travel spontaneously, whether they have a disability or not,” he said. “In 2024 we should be a lot further forward as an industry than what we are now; we shouldn’t still be talking about inaccessible stations. Overall, I want to play my part in making the c2c network as accessible as we possibly can.”
Steve joined the team in June, taking on the responsibility for driving accessibility improvements across the c2c route, making sure the operator has accessible stations, trains and assets, while maintaining the operator’s relationships with external stakeholders such as the Rail Delivery Group and the Department for Transport.
The new role also has the remit of ensuring c2c meets its commitments under the Office of Rail and Road’s Accessible Travel Policy and the Equality Act 2010.
“I’m really pleased to have joined a team already taking big steps forward on such an ambitious journey,” he said reflecting on the last six months. “Our communities deserve access to a reliable, accessible railway and looking ahead, there’s a lot to
be excited about, with the launch of projects such as British Sign Language (BSL) screens, new navigation apps and website tools coming soon. We’re looking forward to offering more seamless journeys for our customers who may have previously found it difficult to travel with us.”
The award-winning train operator, running services between Fenchurch Street and Shoeburyness, serving 26 stations in East London and South Essex, is already making great strides when it comes to the customer experience.
c2c was again named Britain’s best train operating company in the latest Transport Focus Rail User Survey just last month, which revealed that c2c was top for leaving passengers satisfied with their journeys overall.
“With me being the first Accessibility and Integrated Travel Manager at c2c I’ve had a bit of a blank canvas as to where we go,” he said. “Short term it is about delivering on our key commitments in this year’s annual business plan, but that is just the start.
“The end goal is to be the best at providing assistance. I have a strong platform to build on, and we have a good feedback score of 4.8 out of 5 from those who use the service.”
Among the more immediate projects, Grays station in Essex is scheduled to be fully accessible by early next year with the addition of two new lifts which will allow station users to access both platforms via the existing stepped subway under the tracks. It is also hoped that c2c’s Chalkwell and Southend East ‘Access for All’ projects will commence in spring 2025.
In January, c2c will be trialling BSL totems - display points that will show the station departures being signed in BSL - at its Fenchurch Street and Southend Central stations, which if successful could be rolled out to further stations after the three-month trial.
“From research, 40 per cent of d/Deaf people in which their first, or preferred language is BSL, won’t use the train,” said Steve. “There is a common misconception that all d/Deaf people can read, write or speak English but for most Deaf people who are sign language users and have been deaf all of
Our communities deserve access to a reliable, accessible railway and looking ahead, there’s a lot to be excited about
their lives, English is a second language and as such they may have a limited ability to read, write or speak English.
“The trial of BSL totems is to give them confidence to travel with us. Totems will work with the default display set to play the departures in sign language, but also, with it being interactive, there is the opportunity for customers to use the interactive journey planner, check onward travel from the station and see the local area maps with places of interest. There is the opportunity to put up posters in there, or details of any unplanned disruption, and onward travel maps that people will be able to use.”
Steve is also progressing the operator’s work when it comes to sunflower lanyards for passengers who have a hidden condition or disability. The lanyard scheme enables c2c staff to recognise those customers who have a hidden disability without them needing to declare it. The lanyards also give additional reassurance that help is on hand if extra assistance is needed during a journey.
“We are looking to support the initiative in a more official capacity with a professional membership with Hidden Disabilities (which runs the lanyard scheme), something we are working on now,” he said. “By having that professional membership, we will also get staff training that we can put into our learning management system and make it available to staff.
“Expanding this, I’d also like to work with organisations connected with Dementia, Alzheimer’s, and Neurodiverse customers and have champions across the network who can offer support to colleagues and passengers.”
As well as leading on the operator’s accessibility improvement activities, Steve is responsible for managing all aspects of c2c’s Integrated Travel programme, engaging with stakeholders, including
other transport providers, such as buses, cycle companies, taxis and any other multimodal transport options available for customers.
“My plan in the new year is to get these agreements in place with external stakeholders such as bus, taxis and cycles, so that we have got seamless journeys for customers,” he said. “I want us to be in a situation where our schedules line up with bus schedules so there is less waiting time at stations, there are cycles outside stations, and there are accessible taxis available when people arrive at stations.”
Prior to joining the organisation, Steve held a similar role at Chiltern Railways, where he was leading the operator’s accessibility improvement activities. Before then he worked at CrossCountry for 15 years in a variety of roles, starting as a Retail Service Manager, before moving into Customer Relations and progressing to Customer Relations Manager with a focus on accessibility, serving latterly as the operator’s Accessibility Lead.
“I’m really excited about the journey ahead at c2c, with the remit to take this as far as we can and mould it into the best,” he added.
Asked where he’d like to see the operator five years down the line, he said: “I’d like to at least have all of the Access for All schemes planned to make all stations accessible. I would like us to be in a position where we are good at integrated travel and we are connected with all schemes and all other transport operators.
“I’d also like to improve on the initiatives we have currently underway and in the pipeline. Overall, I want us to be in a position that a disabled person doesn’t have to call up to say they want to travel. We need to be in that position where everyone can turn up at a station and receive the assistance they need to travel.”
As the requirement for complex track layouts in depots, stabling yards, ports and inland terminals grows, one specialist company from South Wales is fi nding itself increasingly in demand
By the middle of the 20th century, coal and steel production dominated the South Wales economy. The National Coal Board reported that there were 1,400 coal mines in the area in 1947, and the number of steel and tinplate works was increased with the opening of the Abbey steelworks in Port Talbot in 1951 and Llanwern in Newport in 1962.
All were heavily dependant on railways, both to deliver goods over long distances and also to provide internal transport of heavy bulk materials. Inside the works, track radii were often tight, axle loads were high and track remodelling a frequent occurrence.
To support these operations, a number of contractors assisted works’ teams in laying and repairing the track. In 1983, Ken Price, who had been delivering railway components around the country as a haulier, saw an opportunity to diversify into other areas.
His business – KGJ Price Railway Contractors Ltd –grew steadily and began to work in other areas of the UK as the South Wales coal mines and steel industry declined. Manufacture of switch and crossing assemblies commenced in 2004 at the company’s headquarters in Bedwas, Caerphilly, conveniently situated just 37 miles from the English border.
Two further sites support the KGJ Price business. A 25-acre site in Beddau, near Llantrisant, is used primarily to store reclaimed items which can then be reused or stripped down into their component parts. Nothing is wasted – if these components are not to be reused then metal waste is recycled through recognised channels and timber is used as fuel for the company’s biomass unit, providing both heat and an alternative income source.
A warehouse in Wattstown, in the Rhondda valley near Tonypandy, is the main storage facility and yard for imported hardwood timbers and a large array of railway components.
Further product lines were added, and now KGJ Price can supply accessories such as buffer stops, junction fishplates, expansion switches, wheelstops and derailers from its standard production.
KGJ Price is proud to directly employ a highly skilled technical team, delivering comprehensive, turnkey services to the rail industry. From feasibility studies and detailed design to the manufacture and installation of complex switch and crossing layouts and plain line, they are committed to providing seamless, endto-end solutions that meet the unique demands of rail infrastructure projects.
Adding to the company’s comprehensive
capabilities, the company operates its own dedicated transport division, ensuring efficient product delivery. Utilising either HIAB-equipped trailers or flatbed trailers extendable to 60ft, the company provides flexible and reliable logistics solutions.
From concept to completion, KGJ Price offers an integrated service designed to simplify complex rail infrastructure projects. The company’s dedication to quality, safety, and efficiency underpins every aspect of its work, enabling the company to consistently deliver projects safely, on time and to budget.
As well as working on the national rail infrastructure, both on the main line and in sidings and depots, KGJ Price designs and manufactures track to meet almost any requirements – for freight depots, port authorities, quarries, theme parks and heritage and narrow-gauge railways.
The company continues to grow. It obtained its Network Rail Principal Contractor License in July 2024, having been contracted to renew plain line and upgrade switches and crossings at Toton sidings near Derby. It also had its first introduction to international opportunities at InnoTrans 2024,
where KGJ Price’s exhibit, as part of the Wales pavilion, attracted attention from visitors from Australia, the Americas and elsewhere.
So, the future looks bright for KGJ Price. It offers 24/7 on call support to customers that have emergencies, such as derailments, whatever the time of day, and its fully trained team of designers, engineers and installers are adept at finding the best and most cost-effective solution to any track-related problem.
Demand for KGJ Price’s services can only continue to grow.
You can never have too much information about your business’ health and safety risks. The risk is there whether you know about it or not, and it’s better to be able to act in time than find out too late.
Light rail has come a long way in understanding its risk profile since the tragic events at Sandilands in 2016. The Light Rail Safety and Standards Board (LRSSB) is behind the sector’s data-driven Safety Risk Model. Using numerical techniques and data modelling, LRSSB’s model has shone an invaluable light on the risk profile of UK light rail at sector and network level.
There’s another critical source of data: your people. Working on the nation’s networks day in, day out, staff are light rail’s eyes and ears. They are often the first to spot hazards and appreciate the risks they represent. This can be a vital seam of insight into risk, complementing and enriching data from other sources. The trick is to tap into it.
A lot more knowledge about health and safety risks is out there than is ever reported. Research suggests people stay silent about their health and safety concerns half the time—even if they think this might lead to injury or a fatality. Put simply, it takes courage and the right conditions for many people to share what’s on their mind. And share they must, if we are to close this ‘reporting gap’.
So how do you unlock these voices? The key is in listening openly, actively, and on their terms.
Across the light rail sector, networks are reaching out and inviting their staff to take part in safety conversations through a range of channels, such as reporting apps, safety phonelines and dedicated email addresses. People are encouraged to talk to peers, supervisors, and unions. Insight gathered in this way can allow a company to respond directly to a specific identified risk, or can combine with other data to paint a fuller picture of what’s going on.
Most of UK’s light rail networks are also members of CIRAS, the industry’s confidential safety hotline. CIRAS helps its members unlock even more risk intelligence, by listening to concerns in confidence
Above: Graph showing the proportion of light rail reports as a share of all CIRAS reports in the past two financial years and up to P7 (period 7) in 2024/25.
Graph showing the themes of the light rail CIRAS reports from the same period of time (2022/23 to P7 in 2024/25).
and sharing the resulting insights – insights that might never have come to light otherwise.
As light rail members embrace and embed CIRAS, the number of health and safety concerns reported grows. That’s more intelligence flowing into the sector to act upon.
The light rail health and safety concerns most often reported to CIRAS since 2022 relate to equipment – mainly the reliability or condition of assets such as on-board cameras, handheld radios, or on-board HVAC systems. Rules and procedures give cause for concern too – specifically, the effectiveness of internal processes for reporting equipment faults. Reporters felt fault reports were not being acknowledged. CIRAS also asks reporters to share their thoughts on root cause. The most cited was that managers knew about issues but weren’t taking sufficient measures to fix them.
A word of caution about the data. While it reflects the actual experience of those who reported though CIRAS, report numbers are small. The data doesn’t infer there’s a widespread problem with fault reporting in light rail. What it does tell us is that, where people feel they’re not heard, they may feel inhibited from coming forward openly. In each of these cases, CIRAS was able to alert the member, who could then investigate and take action.
So not only can CIRAS help shed light on risk, but it can also identify potential for improvements in safety and reporting culture. Indeed, CIRAS membership
is recognised by the Office of Rail and Road’s Risk Management Maturity (RM3) model as a positive safety culture indicator.
Carole Mason, Health and Safety Manager at KeolisAmey Metrolink (KAM), explained how receiving a CIRAS report helped her promote positive safety practices.
The reporter suggested there was a potential risk to public safety from team culture at KAM, in particular when putting a tram back into service after an incident. They felt that staff were carrying out tasks on safety-critical systems without the right knowledge or authority. The reporter also raised a concern about shelves blocking access to a storeroom fire exit.
“CIRAS is a critical risk management tool,” said Carole. “A CIRAS report provides a hook I can use to work with colleagues on resolution and can trigger sharing learning and feedback more widely.
“The report was a warning sign there could be safety culture issues needing further investigation.”
The safety team hadn’t been aware of this risk. “It made me aware that something wasn’t right and I needed to properly understand what was going on.”
Carole had also been unaware of the storeroom issue. The CIRAS report established grounds for an investigation. “I welcome any intelligence about risk, wherever it comes from. The insights in a CIRAS report help us see both sides and develop empathy and understanding for what the reporter is experiencing.”
On investigating, Carole found the operations team were aware of the cultural issues and had been taking steps to resolve them but hadn’t flagged this to the safety team. Carole could step in and take an independent role in ensuring the concern was properly addressed and share lessons learned.
“When a risk is raised independently in a CIRAS report, I find this a helpful starting point to discuss it with colleagues and explore resolutions,” she added. This independence gives the concern additional weight and can help cut through any local resistance.
“I share learning from CIRAS reports with our HSQE Director and Managing Director to inform the wider picture of safety in the business.”
Although work was ongoing to address the risks, the report highlighted this hadn’t been communicated to frontline staff. “The CIRAS report triggered sharing information about
It’s about keeping people safe and well so they go home injury-free each day
what was being done,” said Carole. The CIRAS feedback loop means anyone raising a concern finds out what has happened as a result of reporting it.
The CIRAS report in this example led to KAM changing its own reporting app, to let people know what happens after they have reported issues. “Offering several ways to report means we have some reassurance we’ll get to know about issues so that we can prevent injuries, ill health, or damage,” said Carole. “It’s about keeping people safe and well so they go home injury-free each day.
“CIRAS complements our Stop, Think, Act, Report (STAR) system. Our reporting channels reinforce Metrolink’s commitment to zero harm by creating a positive, transparent reporting and learning culture.”
www.ciras.org.uk/rightcall
When someone listens, people will make the right call.
Thousands of organisations in the transport sector are members of CIRAS. We build a strong listening partnership with our members to improve safety. Our confidential safety hotline provides extra listening to help staff make the right call and report their concerns even when they feel they can’t use other channels. When we listen, we learn.
Learn how you can build your listening partnership with CIRAS at ciras.org.uk/rightcall.
in listening.
It was nearly 15 years ago that Peter Hicks set up OpenTrainTimes. He discusses the journey so far, and why it has never been more important to use the data in the best possible way
Peter Hicks is driven by a passion to make people feel happier about using the railways. Describing himself as someone with one foot in the industry – with over 25 years’ experience in IT and over a decade working in the railways – and one foot out as a commuter using the railways – it is this combination that led to him launching OpenTrainTimes.
The website displays real-time arrival and departure information for each train company, helping staff and passengers to plan their journeys. It also features track diagrams displaying the location of trains between signals.
“When I asked Network Rail about using the data in 2011 I fully expected them to say no, so when they said yes I thought I’d better do something good with this data,” he said, explaining how it led to Network Rail’s Open Data platform coming into being. “Although it is something I love doing, it is not so much for me, it is to make people feel happier about travelling by rail.”
Peter was working as an IT consultant at a bank when he first set up OpenTrainTimes, before using the knowledge he had built up using Network Rail’s data feeds to go into rail consultancy nine years ago. At the start of the pandemic, such was the growth of the OpenTrainTimes website and success in a funding bid for a piece of freight work, that he decided to turn it into a full-time job.
“Making that decision at the start of the pandemic might have been seen as a brave one, but sometimes you need the push and although it hasn’t always been easy, it is something I’ve thoroughly enjoyed, particularly the variety of the work,” he said. “There are so many problems to solve and so much to do.”
The company’s Director splits his time with consultancy work which currently accounts for 60 per cent; and software development, which makes up the remaining 40 per cent of his time.
“The consultancy is something I’ve been doing for several years, writing reports and working with clients to give them an honest perspective,” he said. “The software development side comes out of OpenTrainTimes, where I have already built the software to do various things, so why should somebody else go through the several years of learning the rail domain and technology
Making that decision at the start of the pandemic might have been seen as a brave one, but sometimes you need the push and although it hasn’t always been easy, it is something I’ve thoroughly enjoyed, particularly the variety of the work
when I can help them run a service off the back of OpenTrainTimes? They can concentrate on adding value to it.”
Peter is genuine in his devotion to doing good when it comes to the railway. It was when commuting to London in 1997 that an interest sparked in what was going on under the surface of the railways, particularly when it came to delays.
He has been happy to share his findings. As well as OpenTrainTimes, he set up Open Rail Data Wiki in 2012, a platform to document what he had been learning about the industry, and a mailing list for people working with data, an opportunity to support people and fill gaps, ensuring good things are done with the data.
“There needs to be transparency,” he said. “That works two ways with firstly people feeling like you’re being honest with them; and if your organisation is naturally transparent then you feel you are doing what you do for the passenger and the customer.
“That customer focus by knowing that they can see a lot of what you can see is in my opinion a good thing to drive up service quality. Celebrate your successes, but be honest where things haven’t gone right and what you are going to do better next time.”
As to the future of the company, Peter is keen to stress that this isn’t a case of setting up the company and looking for an exit in five years, in fact quite the opposite.
“I’m looking to expand the company and be a bigger part of the rail ecosystem,” he said. “The overall vision is to make it into a catalyst for helping the rail industry be better and more efficient, and making people feel happier. Personally for me, it is to do the best I can to make things better.
“I see the whole picture and can give insights that maybe other people can’t in a reasonably quick turnaround. I can augment what is already there and be that really fast catalysing entity, someone who is half inside the industry and half out of the industry who doesn’t have to toe a company line. People have been impressed with the work I’ve done so far, particularly the fresh thinking, and that is something I hope can only become more important particularly with the major changes facing the railway.”
www.opentraintimes.com/
we’re with you every step of the way
From launching the Rail Air Quality Monitoring Network to updating the level crossing standard, 2024 has been a notable year for us.
We’re planning even more for 2025. During rail’s 200th anniversary year, we’ll be working hard to ensure its technical foundations stay solid. Our 2025 work program will focus on addressing emerging challenges, such as cyber security risks, facilitating the safe integration of battery and hydrogen trains, and delivering innovative data tools to empower the industry with actionable insights.
To review our work in 2024 – and see what’s to come in 2025: visit www.rssb.co.uk/2024andbeyond
As light rail becomes more popular, transport operators need more help to make the most of its benefits and steer clear of potential pitfalls.
RSSB’s expertise is meeting that need
Light rail systems – trams, tram trains, metros and very light rail vehicles –are becoming more popular in the UK, particularly in towns and cities looking for an alternative to buses and trains, or a new way to connect different transport modes.
Reliability and green credentials are two factors in light rail’s appeal. Running on electricity, light rail systems can cut road congestion, so lowering carbon emissions and improving air quality. They also promote social inclusivity by connecting people easily and cheaply to jobs, healthcare and education.
The UK now has 10 predominantly overground urban light rail systems. Passengers used them 212
million times in the year to March 2023, up from 172 million the year before. A system is set to open in South Wales in late 2024, and there are proposals for another six across England, from the Bristol underground metro and the Wirral Street Car to Coventry Very Light Rail and the West Yorkshire mass transit system in Leeds.
As adoption grows and passenger numbers build, the opportunities associated with light rail systems become clearer. Light rail has many unique challenges but there are also similarities between light and heavy rail where RSSB’s experience and knowledge can be relevant. RSSB’s guidance and support is helping operators and transport authorities respond, and so
make the most of this growing transport mode.
Joining up with heavy rail
As light rail spreads its wings, there’s an opportunity for it to integrate with the mainline network as part of more joined-up transport systems. This includes connecting to existing mainline stations, to extend transport to communities which are underserved by the current network.
It’s already happening. In Sheffield, for instance, the Supertram service, established in the 1990s, uses mainline track to connect the city centre with the Meadowhall shopping complex and provide train and bus interchanges. As part of this service, the UK’s
first tram-trains began operating in Sheffield in 2018. Light rail is also connecting Cardiff, Newport and the South Wales valleys through the South Wales Metro service. This is set to go live in late 2024, using newly electrified mainline track to extend transport to otherwise remote communities. Estimates say the service will connect over 420,000 people to the rail network in the next 30 years, creating 7,000 jobs. The fleet will be able to operate on both conventional railways and on-street track.
To support these systems and similar ones, as well as national decarbonisation and connectivity goals, RSSB is updating the 1999 standard on the operation of urban rail vehicles adjacent to GB mainline infrastructure. This will deal with:
Legislation – the revision will update guidance to help operators understand and comply with regulations and approval processes.
Technical and operational guidance to help light rail vehicles run cost-effectively and safely on the mainline network and integrate with its subsystems. This will include updating guidance on areas like vehicles, signalling, radio equipment, power and stations.
Design of light rail vehicles using the heavy rail network to help resolve some of the conflicting requirements for each type of operation.
Managing safety risk
Like any transport system, light rail is not immune from safety issues. In the year to March 2022, three passengers died in collisions on light railways and 36 were severely injured – up from zero and 17 respectively the year before – as use of light rail rose after the pandemic.
RSSB has helped members manage safety risk. They include a tram operator in a major UK city which needed guidance on how to evaluate safety risks including:
Passengers falling in the gap between the tram and the platform, or becoming trapped there.
Passengers falling in the gap between carriages, which could happen because of the coupler moving or surfing, even on a stationary tram.
RSSB experts’ recommendations went beyond the trams themselves to cover operational areas of improvement. They drew on various guidance documents including Taking Safe Decisions, and the common safety methods for monitoring and risk evaluation and assessment. The recommendations also helped the operator assess risks in line with best practice in rail, which meant they could carry on benefiting from more RSSB insights to target risk management activities as effectively as possible.
Fatigue is a significant safety risk, affecting light rail systems as much as the mainline rail network. It played a central role in the 2016 tram derailment at Sandilands Junction in Croydon, which tragically
resulted in seven passenger deaths and 19 serious injuries.
Since the incident, the tram operator has made substantial improvements to its fatigue risk management practices. These include introducing an in-cab infrared sensor to detect signs of microsleeping in drivers, implementing an automatic braking system for trams exceeding speed limits in high-risk areas, and establishing a no-jeopardy reporting system. This system allows drivers to step down from duty if they feel unfit to drive, without fear of repercussions.
RSSB is piloting training for rail fatigue risk managers in February 2025, which targets professionals responsible for building and maintaining fatigue risk management systems in rail companies. The training will cover topics such as causes of fatigue and its impact on performance, fatigue assessment and investigation, and regulatory issues. RSSB also runs courses on human factors awareness and non-technical skills which can be useful for rail safety managers dealing with fatigue risk.
Light rail contributes to national policy goals to decarbonise the UK economy by 2050, by replacing journeys using fossil fuels with those on electrified networks. But there are still opportunities to limit whole-life carbon emissions in light rail.
Midland Metro Alliance (MMA) uses RSSB’s Rail Carbon tool to support its decision-making in low-carbon infrastructure. The tool has influenced material choices and design by helping MMA assess the embodied carbon impacts of the project.
For example, switching the track slab design from steel rebar to plastic-fibre-reinforced concrete saved around 15 per cent of embodied carbon per cubic metre of concrete as well as cutting installation time and site deliveries. Using polymer concrete drainage boxes instead of the ductile iron boxes originally specified will halve their embodied carbon, and using plain steel dowel expansion joints instead of stainless steel will also reduce embodied carbon by up to 50 per cent.
Light rail continues to gain ground as a mainly urban transport mode, but also has potential to connect cities with rural and semi-rural areas in ways that boost mobility and access to transport. RSSB will continue to offer expertise and guidance to support its development and help keep pace with emerging technologies.
Light rail contributes to national policy goals to decarbonise the UK economy by 2050
Jason Alexandre is Network Rail Training Offi cer at Samaritans, leading the training of rail professionals in managing suicide as part of the charity’s partnership with Network Rail and the wider rail industry. He explains more about the training and how you can help colleagues and passengers
For nearly 15 years, the Rail Programme has been working to prevent suicide on the railways, resulting in over 37,000 rail workers being trained through two programmes to manage suicides. One course helps rail workers spot the signs that someone might be in distress and intervene using listening and dialogue skills, whilst the other course helps rail staff spot the signs that they or their colleague may be affected by something they have witnessed and how to offer and seek support.
Our mental health is exceptionally important, and we can all sometimes neglect it. We all must keep an eye out for each other; just a few words of support or starting up a conversation can be what someone needs if they are struggling. Often, I hear from people that they don’t know what to do or say.
A simple “Hello” and “Are you ok?” is one way to start any conversation and then follow up with some open questions. If the answer is “fine” - ask again. We are all guilty of saying we are fine when, really, we aren’t. There is a misunderstanding that if people ask us how we are, they are doing so to be polite – but it’s not true. People do care and are interested in each other.
If the person you are talking to isn’t ready to talk or share, leave the door open to that conversation. Say you are always around, heading out for a walk or coffee later, and ask if they want to join you.
Think how good it is when you get an unexpected
call or text checking to see how you are. If someone has shared that their mum isn’t well or they are going through a challenging time, try to follow up and ask how they are the next time you connect. Feelings and emotions change in us all the time. Keep up to date with people, follow up conversations and ask how they are feeling or coping with life today - it shows you care, and they aren’t just a tick box.
Honesty is said to be the best policy, and this is especially true if a friend or work colleague says something concerning to you. Tell them that you are concerned. Acknowledge what they say, listen and show you want to understand more about what is going on and that you care. By being honest it will often be an acknowledgment that you don’t have the solutions to their problem or pain. Although you would love to help fix their problem you can’t. However, you are there to support them as they go through it and listen to them working it out for themselves and be with them as they find their way forward. Knowing you are there, care, and will listen without judgement will help them.
If you think our courses could be of interest, do get in touch. We offer different models – staff can attend in person or via online training courses over half a day.
The course will equip rail staff with the skills and confidence to recognise when someone might be in distress and look out for some of those tell-tale signs. We also teach dialogue and listening skills based on
Our mental health is exceptionally important, and we can all sometimes neglect it
the Samaritans volunteer training model that we’ve been delivering for over 70 years. We emphasise the importance of listening, asking open questions, and being empathic.
From April 2023 to March 2024, nearly 2,000 lifesaving interventions took place on the rail network. Each life was saved by someone stopping and talking to them. Without rail staff undertaking the training and looking out for people who were struggling, these lives would not have been saved.
If you work in the rail industry and are interested in accessing training, you can contact railcompaniestraining@samaritans.org
If you or someone you know is struggling, Samaritans are available 24/7. Call free on 116 123 or email jo@samaritans.org
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The Bluebell Railway in Sussex is marking the 200th anniversary since the first public railway in the world opened. Jon Beardmore, Business Development Manager, explains how the celebration will not only be about rail past, but also a look to the future
Next June, between 15,000 and 20,000 school children will visit Railway 200 @ Bluebell Railway, as part of major celebrations to mark 200 years since the world’s first public railway opened between Stockton and Darlington.
The trips are being funded by the industry and supporters, with Business Development Manager Jon Beardmore explaining that already one-third of the trips have been funded by sponsors.
“The aim is to bring young people to the Bluebell Railway to understand the science and engineering that underpins the railway, and the history, especially
the impact that the railways have had over the last 200 years. We also want to explain the role rail plays today and communicate the career opportunities in the railway,” he said.
“It’s vital that we bring in the sponsors to allow the school children to visit for free, especially with the pressures on school budgets. These trips will expose young people to the career opportunities that the broader rail industry offers, not just being a train driver, which is important, but also the civil engineering, the IT, the operations side of it and all the other elements that are so important in the running of the railways.”
Commenting on the career opportunities, the heritage railway has teamed up with London South Bank University, which runs one of the most popular degree level rail apprenticeship courses in the country, and will be showcasing apprenticeship opportunities.
“There will also be a big focus on rail safety, working with organisations such as Network Rail and our local train operating company,” he said. “Of course, there will be a steam train ride, but it is all connected to the education phase, which is about showcasing the industry.”
The school visits are part of a three-month
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The SwiftLine Rail Jumper features game changing innovations which make it significantly faster and easier to install than traditional parallel groove clamps (PG clamps). Designed in collaboration with OLE engineers and contractors, it addresses real world OLE challenges faced every day on-site.
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The world would not be the same as it is today were it not for the railway revolution in the 19th century and through the 20th century
Railway 200 celebration at the Bluebell Railway over the summer of 2025, with up to 100,000 people expected to visit.
As you’d expect from the heritage railway, there will be a look back at railway history, which will take place at its Sheffield Park headquarters in Sussex, where there will be historic steam trains, information displays and various events.
At its largest station – Horsted Keynes which covers a 12-acre site – Jon and the team are working with the industry to bring together an exhibition of rail present and future.
“You could say that is a bit of a departure for us as a heritage railway, but Railway 200 is both a celebration of where we’ve been, and also a look to where we’re going,” explained Jon. “We’ve already got some key partners signed up like HS2, Network Rail, Freightliner, the London Transport Museum and the Railway Industry Association, but we’re still looking for a few more.
“The idea is to showcase to the public the impact of the rail industry today and where the industry is going tomorrow. A key part of that is the education phase and our aim to bring up to 20,000 school children to the railway on funded visits.”
The Bluebell Railway, one of the first preserved heritage lines in the country which commenced services in August 1960, received a major boost
earlier this year when it was awarded a grant of £250,000 from the National Lottery Heritage Fund, to be spent on the Railway 200 exhibition, as well as fund essential repairs to Horsted Keynes Station.
“Since COVID, heritage railways have been going through challenging times, and we need to be a little bit more imaginative about what we offer,” added Jon. “Heritage railways started off as a nostalgia experience but are having to evolve into living museums, and that’s quite a transition that has to be carefully managed.
“I see Railway 200 as a great opportunity to present the Bluebell Railway in a novel way. We want to partner with the rail industry because we are part of its corporate memory, and also as a place to showcase the future that’s suitable for large numbers of visitors. There’s not that many places on the rail network where you can do that.”
Bluebell Railway is also proving a big hit as a major film, TV, and photoshoot location, including the feature film Blitz, period dramas like Downton Abbey and Sherlock Holmes, and advertisements such as the Cadbury Secret Santa train.
There is also a Rail Training Assurance Schemeaccredited rail training site, with organisations making use of the railway’s line, complete with bridges, viaducts, tunnels, embankments, drainage, stations and signalling allowing a wide range of
training events to be carried out. Its yard at Horsted Keynes is physically separate to the running line offering further opportunities.
The celebrations at Bluebell Railway are part of Railway 200, a year-long nationwide partnership-led campaign to celebrate 200 years of the modern railway and inspire a new generation of young pioneering talent to choose a career in rail. It invites community, rail and other groups to get involved.
Starting in January 2025, a wide variety of activities and events are being planned to celebrate rail’s remarkable past, its role today, and its importance to a sustainable future.
Jon concluded: “Everyone who works in the rail industry is part of something that has a very proud heritage, and that has, and continues, to transform the world. The world would not be the same as it is today were it not for the railway revolution in the 19th century and through the 20th century.
“As we move towards net zero, rail has got a massive role to play in transporting people and goods around in a way that doesn’t damage the environment, so people should really get on board with this and feel good about the industry they’re working in, where it’s been and where it’s going.”
Email Jon at jon.beardmore@bluebell-railway.com for more details on getting involved with the Bluebell Railway activities.
Alstom has been awarded a contract by the Southern California Regional Rail Authority (Metrolink) to operate, service, and maintain its regional passenger rail system.
The contract has a base term of five years, valued at approximately $515 million USD (€490 million EUR) and will run from January 1, 2025, to June 30, 2030, employing more than 400 Alstom team members in Southern California. The contract allows for a potential three-year extension, which would carry the total value of the base contract to approximately $860 million USD (€817 million EUR).
This contract award is an extension of the successful partnership that Alstom has built with Metrolink, dating back to the delivery of the first Bilevel coaches for Metrolink more than 30 years ago. Alstom has been serving as the maintenance provider for Metrolink’s fleet since 1998.
Michael Keroullé, President of Alstom Americas, said: “We are grateful for the trust the Southern California Regional Rail Authority and their Board of Directors has placed in Alstom as we expand our role
to support their operations and maintenance needs.
“Metrolink customers are doing their part to reduce traffic congestion and pollution, and we are committed to bringing them our experience
The Škoda ForCity Smart Bonn tram is officially on track, marking a major milestone for public transport in Bonn.
After extensive testing, including trials in the Climatic Wind Tunnel in Vienna, and receiving final approval from the Technical Assessment Body, the tram is now ready to carry passengers.
Its first official journey was celebrated earlier this month with a special event at the SWB Bus und Bahn depot in Beuel on Saturday, introducing this stateof-the-art, eco-friendly vehicle to the people of the German city.
and dedication to deliver world class service and to help Metrolink prepare to accommodate visitors from around the world during the upcoming global sporting events in Southern California.”
CAF has been awarded two new contracts for metro units from its INNEO platform. It will manufacture 13 units for the Medellín Metro, and six units for the metropolitan area of the city of Santiago de Chile. The combined volume of the contracts exceeds 200 million euros.
These agreements strengthen CAF’s
presence in the Latin American market, where it develops important projects for the supply and maintenance of railway units, as well as under the rolling stock concession formula, in countries such as Brazil, Mexico, Argentina, Venezuela and Ecuador, together with the aforementioned Colombia and Chile.
MANAGEMENT
Operations wide, results focused, digital management; improving performance and increasing capacity.
Operations wide, results focused, digital management; improving performance and increasing capacity.
Real time, disruption management. Plan optimum stock and crew utilisation; improving service resilience and customer satisfaction.
Real time, disruption management. Plan optimum stock and crew utilisation; improving service resilience and customer satisfaction.
Digital platform with automated movement authorities. Integrates with all interlockings and any TMS; reducing the cost of operations and infrastructure renewals.
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Customer communication, data gathering and analytics; delivering personalised engagement and informed journeys.
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As RBD Community closes as a standalone membership this month, Member Relations & Content Manager Fiona Broomfi eld shares what Railway Industry Association members can expect from 2025
RBD Community (RBDC) ceases operating as a standalone membership on 31 December 2024.
But this isn’t the end of the popular benefits package or member portal One Place. In fact, it’s just the beginning of a new simpler approach.
From January 2025, the Business Enhancement Benefits Package from RBD Community will be delivered exclusively to Railway Industry Association (RIA) members.
RBD Community as a brand will end, and Rail Business Daily will deliver the package for RIA members.
The package becomes fully included in all RIA memberships, ensuring that all RIA members enjoy the profile enhancing, intelligence and networking benefits it brings to their operations. The mission of this benefit remains to be a force for good in rail, giving RIA members everything they need to do more business in the sector.
RIA members will be able to access everything they need to succeed and grow – from one rail membership organisation.
Member Relations & Content Manager Fiona Broomfield said: “The only change RIA members will see is that the member portal One Place is moving from RBD Community’s website to the RIA website, and this will make life easier for members as you’ll only need to login to your RIA account to access RIA events, information, services and One Place.
“We’re also enhancing One Place to include market intelligence to give RIA members access to even more valuable opportunities, information and insights. And the Bids and Tenders area is getting a face lift – split into three areas: PINs, Tenders and portal links so you can move between tabs on the page instead of scrolling to get to the opportunities.”
To ensure uninterrupted access to One Place, RIA members must have a RIA account – you can create an account here https://tinyurl.com/5n7mbr9s
For more information contact Fiona at fiona. broomfield@riagb.org.uk or call 07949 409829. In August 2023, RIA acquired Rail Business Daily and assets including RBD Community. Rail Business Daily activities including the Rail Director magazine, Ultimate Rail Calendar, RBD Supplier Directory and the hugely popular 7am daily newsletter. All of these will continue and are unaffected by changes to RBD Community.
If you are not a RIA member and would like to join, contact RIA Member Relations Director Rose Garber at rose.garber@riagb.org.uk or call 07824 665 007 Member Relations & Content Manager Fiona Broomfield fiona. broomfield@riagb.org.uk 07949 409829.
One Place will continue to provide members with weekly PINs, tenders and grants and funding opportunities, exclusive access to The UK Rail Report and more resources. It is also being enhanced to include market intelligence to give RIA members access to even more valuable opportunities, information and insights.
We’re also enhancing One Place to include market intelligence to give RIA members access to even more valuable opportunities, information and insights
AARC Professional Services Limited are a railway consultancy bringing together likeminded rail professionals with a common aim to deliver outstanding outcomes by helping clients achieve their goals. info@aarcps.co.uk www.aarcps.co.uk 07841 611 657
Abloy UK are the UK’s leading experts in high quality security and door locking functionality. info@abloy.co.uk www.abloy.com 01902 364 500
At Apex Signalling Design & Consulting we deliver efficient and effective rail signalling design solutions. contact@apexsignallingdesign.co.uk www.apexsignallingdesign.co.uk 0141 374 0491
AtkinsRéalis is a world-leading design, engineering and project management organisation. info@atkinsglobal.com www.atkinsglobal.com 0113 30 66 000
At BES Group, we’re here to help you improve safety, quality, and efficiency in your systems and operations. info@besgroup.com www.besgroup.com
Abi Broadley is an experienced business consultant who provides expertise for the UK rail industry by supporting SMEs to connect with key contacts and contracts to build business growth. abi@abibroadley.com www.linkedin.com/in/abibroadley 07944 00 86 63
Aluminium Lighting Company (ALC) was incorporated in 1994. Having grown to a team of some 30 staff, we are an established supplier of the European rail and highways sectors. sales@alulight.co.uk www.aluminium-lighting.com 01639 852502
AssessTech is a technology and training company specialising in all aspects of Competence Management for the Railway Industry. info@assesstech.com www.assesstech.com 01483 33 86 46
Atmo Technology provides innovative solutions to address today’s asset and environmental challenges. hello@atmotech.co.uk www.atmotech.co.uk
Cordel.ai is delivering a new generation of AI-powered infrastructure inspections to railways around the world. rebekasellick@cordel.ai www.cordel.ai 07719 685788
Jobson James Rail is a national specialist railway insurance broker, the market leader in the UK by a huge margin with over 800+ rail clients across the UK, Middle East and Australasia. keven.parker@jjrail.co.uk jjrail.co.uk
07816 283949
SEMP are a team of Systems Engineers with the experience, drive and proven ability to deliver an integrated Systems Engineering capability for client organisations and programmes. enquiries@sempltd.com www.sempltd.com 0117 313 6653
STAUFF are proud to manufacture and develop fluid power components, manipulated tube products, and finished kits. Tested, sealed and ready to install on production lines. uk.sales@stauff.com www.stauff.co.uk
0114 251 85 18
UK Power Networks Services solve your energy challenges through innovative solutions, delivering resilience, cost efficiency and sustainability to deliver a bright energy future. www.ukpowernetworksservices.co.uk
020 7397 7845
The Virtual Tour Company specialises in stunning, accessible virtual tours for the rail industry, that combines the highest quality 360-degree photography with truly world-class technology. info@virtualtourcompany.co.uk www.virtualtourcompany.co.uk 01392 34 81 81
RWDI is a global climate and performance engineering firm with specialist advisory services in wind, noise, acoustics, vibration, air quality, rain, snow, sand drift, micro-climate and meteorology. www.rwdi.com/en_ca/rwdi-uk 0203 959 0899
Signal Software provides the future of shift & fatigue management software for rail. www.signalsoftware.co.uk 0345 230 1545
Temple are leaders in the field of built and natural environments and creating sustainable futures. hello@templegroup.co.uk www.templegroup.co.uk 020 7394 3700
Unipart Rail are experts in Supply Chain and Technology & Product Solutions for the Rail Industry. enquiries@unipartrail.com www.unipartrail.com 01270 847 600
Winder Phillips Associates is a specialist, independent management consultancy providing clients with high quality advice and practical solutions based on good practice and expert knowledge. contactus@winderphillips.co.uk www.winderphillips.co.uk 07866 44 06 00
To be featured in the Rail Supplier Directory contact Fiona Broomfield on 07949 409 829 or email fiona@railbusinessdaily.com
For over 50 years, Jones Nuttall Ltd, based in Warrington, Cheshire, has been at the forefront of precision engineering, specialising in rail overhaul, refurbishment, CNC machining, and fabrication. Our extensive experience and customer-focused approach have allowed us to forge long-standing partnerships with some of the UK’s largest rail operators, including Metrolink, part of the iconic yellow Bee Network.
As the Bee Network continues to grow, Metrolink has ambitious plans to expand its tram network over the next 10 years, providing even more seamless connectivity across Greater Manchester. Jones Nuttall is proud to play a pivotal role in this expansion, contributing our engineering expertise to ensure the reliability and safety of the system as it evolves.
Our partnership with Metrolink is built on trust, reliability, and innovation. By supplying precision-engineered rail components, we play a crucial role in maintaining and upgrading their tram network. One of the standout projects has been the refurbishment and moderniation of Metrolink’s electro-magnetic track brake systems—essential emergency braking systems that provide additional stopping power in critical situations. These systems are vital for the safe and efficient operation of trams, activating during emergencies to deliver fast, reliable braking independent of the vehicle’s primary brake system. Our engineering expertise allows us to breathe new life into aging parts, offering cost-effective solutions to replace discontinued components without compromising performance, ensuring these systems remain reliable and effective for years to come.
At Jones Nuttall, we maintain full control over production through our comprehensive in-house machining capabilities. Whether it’s producing aluminum rubbing plates or other critical components on our CNC milling machines, we ensure every part meets the highest precision and quality standards demanded by the rail industry.
Beyond component manufacturing, we specialise in refurbishment and modifications. Our work on electro-magnetic track brake systems is a prime example of how we help our clients maintain safety and operational efficiency. By refurbishing these emergency braking systems, we ensure trams are equipped to handle critical braking situations, significantly enhancing both safety and reliabilitity while minimising downtime and operational costs. As a company, we are dedicated to advancing the rail industry by investing in the latest technology, skilled engineering talent, and innovative processes. This commitment enables us to meet the evolving needs of the sector, delivering high-quality solutions on time and within budget.
With Metrolink’s future expansion plans on the horizon, Jones Nuttall is excited to continue our partnership, providing the precision engineering expertise necessary to support the modernization and growth of the Bee Network. Our focus on precision engineering, innovation, and customer satisfaction makes us the ideal partner for rail operators seeking to enhance performance, safety, and longevity in their fleets.
Train operator Northern has appointed Robert Ellams to head-up its property estate. He brings with him a wealth of experience in buildings asset management, having spent 10 years managing the Network Rail building infrastructure portfolio along the North and East Coast routes.
In his previous role at Network Rail he’s had the opportunity to work with Northern on its property portfolio, which includes 467 stations, in the North West and the North East.
Your reaction to joining Northern as Head of Property
Joining Northern as Head of Property has been an excellent experience so far. The level of commitment and passion within the team is inspiring, and I’m already building on this strong foundation to drive the team towards becoming a highly professional and successful operation. There’s a lot of hard work ahead, however I’m excited about the opportunities this role presents, especially working more closely with colleagues, customers and getting to know the full breadth of the Northern estate.
What lessons do you bring from having managed Network Rail’s infrastructure portfolio?
Over the past decade managing Network Rail’s building infrastructure portfolio, stakeholder management has been a central focus. It’s been about understanding the priorities of train operators and fostering better integration with Network Rail. This experience equips me to break down silos within
Northern, ensuring our teams work collaboratively— an essential step as we prepare for the transition to Great British Railways. My knowledge of the Northern estate, coupled with a clear understanding of asset management principles, is something I’m excited to bring to the table.
What are your priorities when it comes to managing Northern’s 467 stations?
Safety is the cornerstone of everything we do. My priority is ensuring that all assets are safe and that we’re delivering a fit-for-purpose railway for our customers. Beyond that, it’s about raising the standard of our stations to meet both operational needs and customer expectations.
The train operator has spoken about the importance of ensuring stations are at the heart of communities, how do you achieve this?
Northern’s efforts to place stations at the heart of their communities is a journey I’m proud to support. Stations are more than just transit points and they can serve as vibrant community hubs, reflecting
Security, Fire & Blast Doors, Louvre Panels and GRP Platforms/Walkways for the Rail Industry
With clients and projects such as TFL, EuroTunnel, DLR, Crossrail and HS2, Sunray is the Rail Industry partner when specifying Steel Door and associated products. Our consultative and practical approach ensure bespoke product solutions to meet performance needs without compromise to design.
With exceptional Door Size Ratios, Fire Ratings of 1-4 hours plus overrun and Security Levels 1-6 provide total assurance in today’s built environment together with extensive hardware and locking options, vision panels and overall RAL colours.
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local character and fostering connectivity. My aim is to help enhance this vision, ensuring our stations provide real value and relevance to the people and communities they serve.
What are your personal goals for the 12-month secondment at Northern?
This 12-month secondment is a great opportunity for me to expand my knowledge, gain new perspectives, and grow as a leader. I hope to leave a lasting positive impact on the organisation while also furthering my understanding of the challenges and opportunities in managing a large and diverse property portfolio.
Are you optimistic for the future of the rail industry?
The railway industry is at a pivotal moment, undergoing significant transformation. It’s a privilege to be part of this journey, and I’m optimistic about what lies ahead. The changes we’re driving today will shape the future of rail travel, making it more efficient, sustainable, and customer-focused.
The new Transport Secretary Heidi Alexander has praised her predecessor as “formidable” and has described it as an “incredible honour” to have been asked to take on the role.
Louise Haigh resigned last month over an offence in 2013 in which she incorrectly told police that a work mobile was stolen. Writing on social media, Heidi said: “I will do all I can to ensure we have a transport system that drives economic growth, connects our communities and protects the environment. A mammoth task ahead.”
Days after her appointment she announced that South Western Railway’s train services are to be the first to come under public control after the landmark rail Bill receives Royal Assent
She said: “A complex system of private train operators has too often failed its users. Starting with journeys on South Western Railway, we’re switching tracks by bringing services back under public control to create a reliable rail network that puts customers first.
“Our broken railways are finally on the fast track to repairing and rebuilding a system that the British public can trust and be proud of again.”
The K&ESR has elected businessman Derrick Bilsby as its new Chairman. He replaces Simon Marsh, who announced his retirement at the beginning of November, with immediate effect.
Derrick, who has been a member of the K&ESR for more than 50 years, runs a successful multi-millionpound business, providing revenue protection and software development services for the rail and bus industry. He founded the company, ITAL Group, back in 2003 after over 30 years working for British Rail in various roles, including a period working with senior Department for Transport civil servants, following privatisation, to set up a number of joint ventures.
“Heritage railways are in my DNA,” he said, “but so is business and the two need to be very much aligned if we are to steer our way through some pretty choppy waters in the coming years.
“For the sector to continue to be something that we can all enjoy for years to come, we have to operate with commercial heads not just enthusiast ones. It would be an unforgiveable disservice to all those who have gone before us if we didn’t wake up to the challenges we face, meet them head on and deliver workable solutions.”
CAF has appointed a new Business Development Director to help grow the company in the UK.
Joe Bednall, who joined CAF in October, has said his goal is to help the company become an even greater force in the UK rail industry.
“The challenge is to win major contracts and further grow CAF’s presence in the UK,” he said. “I’m looking forward to being part of that team. We have the people, the ability, the infrastructure; and the determination to succeed.”
The appointment sees Joe bringing more than 30 years of rail industry experience to CAF, having worked at director level for other major companies in a variety of areas including bidding, new build, service introduction, systems integration, overhaul and maintenance.
He added: “I was spurred on by the opportunity to do something different and make an impact. I’m an engineer and love the technical challenge of bringing new products to market.”
“There are challenges ahead, but I am confident they can be overcome. CAF has the expertise and the ability, and I like a challenge – and I like to win.”
Rob Capener, Railway Children Group Chief Executive Offi cer (CEO), has praised everyone involved in this year’s Railway Ball, which has raised £500,000 for the charity
The UK rail industry has come together in spectacular style for The Railway Ball 2024, an unforgettable evening that combined fun, glamour, and generosity to support Railway Children.
Held at the InterContinental London – The O2, this year’s event, themed Railway High, brought a nostalgic 1950s high school prom to life, all in aid of vulnerable children living on the streets.
With stunning outfits, a buzzing atmosphere, and a shared sense of purpose, the evening, which was attended by 1,300 people, saw the rail industry united in making a difference. Together, guests, sponsors, and supporters are on course to raise £500,000, a sum that will help Railway Children continue its life-changing work in the UK, India, and Tanzania.
Rob Capener, Railway Children Group CEO, said: “The incredible amount raised from The Railway Ball this year will help children and families in the UK, India and Tanzania, who are in the most vulnerable situations. We are so grateful for the continued support of the rail industry on occasions like this, but also the wider partnership support we receive to protect children across the network all year round.”
This year, £500,000 was raised on the night, including more than £110,000 raised through an online auction of 190 lots, and £90,000 in sponsorship thanks to the generous support of Gold
Sponsor Worldline, Silver Sponsor Colas Rail, and Bronze Sponsor Transport UK, plus other support from Hitachi Rail, Newsom Consulting and Churchill Contract Services.
The funds raised at The Railway Ball 2024 will enable Railway Children to deliver critical support where it’s needed most. From offering children a safe place to sleep to providing education and long-term care, every donation will help transform lives.
Great Western Railway’s CEO and Chair of The Railway Ball, Mark Hopwood said: “The Railway Ball always reminds us of the incredible kindness and unity within the rail industry. The funds raised will help us reach children facing unimaginable challenges and offer them hope, safety, and a brighter future. We can’t thank everyone enough for their support.”
As the lights dimmed on Railway High, thoughts have already turned to The Railway Ball 2025, which will take place on Friday, 28 November, with tickets already on sale.
Angie Doll, CEO at GTR and Vice Chair of The Railway Ball Committee, said: “Every year, this event shows the power of the rail industry when we come together to support a cause close to all our hearts. 2024 was unforgettable, and we’re already looking forward to what we can achieve next year. Planning is well underway, and we can’t wait to welcome everyone back in 2025.”
We are so grateful for the continued support of the rail industry on occasions like this, but also the wider partnership support we receive to protect children across the network all year round
Providing civil engineering products and services, with expertise in foundations and piling to the Rail, Civils, Energy, Residential and Water sectors
With over 20 years of Rail and Construction industry experience, our familyrun company provides expert advice and cost-effective solutions to all sectors looking for experts that they can rely on. Delivering safe and sustainable solutions at the forefront of innovation and technology, ensuring the highest quality results first time, every time. We can assist clients from advisory and design to compliance and delivery, providing tailor-made solutions to meet clients’ needs.
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The UK’s rail industry is rapidly evolving as new technologies become available, putting pressure on the associated energy infrastructure.
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