RailStaff March 2018 by Rail Media

MARCH 2018 | ISSUE 244

PLUS NEWS PEOPLE EVENTS INTERVIEWS FEATURES HEALTH & SAFETY GEAR & TECH COMPANY FOCUS TRAINING CAREERS

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CONTENTS MARCH 2018 | ISSUE 244

REGIONS TAKE FRONT SEAT IN CP6 PLAN | 07

Network Rail’s devolved regions are at the heart of a £47 billion plan for the next control period.

SIEMENS REVEALS POTENTIAL SITE FOR UK TRAIN FACTORY | 08

A site in Yorkshire has been earmarked by Siemens as the potential location of its first UK train manufacturing facility.

GOING DUTCH | 22

Stewart Thorpe rode the inaugural Eurostar service to Amsterdam and brought back a souvenir fridge magnet to prove it.

WORKING IN PARTNERSHIP | 26

The Rail Partnership Awards is returning for 2018 to celebrate the supply chain's top performers.

AGE OF THE SMART FLEET | 30

A look at technology making company vehicles more efficient, more environmentally friendly and safer.

T H G I L T O P

T | 38 M SHEspEort across A E T E N TH ng 25 years of AME O N R U elebrati c , O GET Yrt is back for 2018 RailSpo rk o the netw

RISE OF THE MACHINES | 32 32

How is plant innovation creating the worksite of the future?

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WWW.RAILROADSHOW.COM NO BETTER TIME Never has it been a better time to be in the rail sector. There is a vast opportunity for suppliers to secure new contracts across both the existing network as well as within new large-scale infrastructure projects.

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THINGS CHANGE However, the industry is changing, new suppliers from other industries are entering the arena, procurement processes are changing and there is an increased focus on joint ventures. All this is leading to confusion and missed opportunities.

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Staff Contact us: Publisher:

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Editor:

Marc Johnson

Production and design:

Adam O’Connor

Matthew Stokes

News Editor:

Stewart Thorpe

Track Safety:

Colin Wheeler

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In from the cold

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Train drivers are made of stern stuff in South Wales. The sight of 30 centimetres of snow would have left most of us reaching for a mug of tea and our slippers but so determined was Arriva Trains Wales driver Jan Eldem not to disappoint his passengers that he borrowed a neighbour's tractor to get to work.

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It’s difficult to find the words to adequately describe some of the images that appeared across social media of Storm Emma besieging Britain’s railway with a seemingly limitless artillery of snow and ice. Photos of giant icicles hanging like bats from the ceilings of rail tunnels around the country illustrated just how strange things had gotten. Third rails had frozen over, preventing

trains from being able to draw power, and signals were stuck on red where tracks had frozen together. Even the snow plough trains were finding it hard going. The ScotRail Alliance has probably faced the toughest test to keep its 2,800 miles of railway open. As much of the UK began to thaw, ScotRail was still clearing huge snow drifts in sub-zero temperatures. As a ScotRail media officer put it to me, although the infrastructure was “still fragile” in the aftermath, trains had continued to run. There were inevitably stories of delays and “chaos” across the network. Although anyone claiming anything other than force majeure should think about how treacherous it was for them to make that short drive to the local superstore to panic buy a stock pile of longlife milk and baked beans. There were also worrying scenes in Lewisham as passengers on board a grounded Southeastern service, against the warnings of operating staff and police, forcibly opened the doors of the train and descended onto the tracks alongside a live third rail. The incident is being investigated both by Southeastern and the RAIB. Overwhelmingly, however, passengers praised the commitment of the teams at their local stations. Across the network, staff grabbed their snow shovels and got to work. Others manned social media channels, providing updates to passengers and posting photos showing vast blankets of snow where the railway used to be. We always talk about how rail staff really are out at all times of day in all weathers - the start of this month certainly proves that theory. marc@rail-media.com FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

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Amey Rail takes over Carillion contracts Around 700 jobs are expected to be safeguarded following the sale of Carillion’s Network Rail contracts to Amey Rail. Network Rail commercial director Matthew Steele said the move will ensure the delivery of a number of major rail projects across the East Midlands, London and North West London. Network Rail remains in close contact with the Official Receiver’s special manager PwC over transition agreements for the remaining contracts. Last month, it was agreed that PwC will pay Carillion employees’ wages for work done supporting Network Rail’s contracts until after Easter. Many of the construction companies' smaller rail suppliers were paid the arrears they were owed to ensure the continued delivery of projects. Matthew Steele added: “We do recognise that this has been a very unsettling period for the employees of Carillion and would like to thank them for the

continued commitment to the delivery of these projects. “We remain focused on the transfer of remaining projects and employees to new arrangements over the coming weeks and months.” RMT general secretary Mick Cash added: “RMT’s preferred option since the collapse of Carillion has been for their rail works to be taken directly in house but we recognise that today’s announcement should guarantee up to 700 rail workers jobs and we will now be sitting down with Amey to work through the key details around continuity of employment and pensions. “RMT remains concerned that some of Carillion’s rail infrastructure works may not be covered by this agreement and we will continue discussions with Network Rail, TfL, the train companies and PwC to secure the future employment for all staff and that includes workers on Carillion contracts in other parts of the rail network.”

New Northern fleet on test in Czech Republic CAF is transporting its first Northern Class 195 to the Czech Republic for testing. Northern has released a video showing its first completed Class 195 DMU moving under its own power at CAF’s factory in northern Spain. Northern has placed a £490 million order for 55 Class 195

DMUs and 43 Class 331 EMUs. The first completed Class 331 was unveiled at CAF’s Zaragoza factory in January. A Class 195 and a Class 331 are now on their way to Velim. The first new trains to enter service in December 2018, Northern has said they will increase peak capacity by 37 per cent next year.

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Crossrail Class 345 makes tunnel debut An Elizabeth line train has been driven through the new tunnels underneath London for the first time. The start of testing marks a major milestone for the megaproject and comes as construction reaches its final stages. The first Bombardier Aventra to be driven through the tunnels departed from Abbey Wood. It entered the new tunnels at Plumstead Portal and travelled under the Thames heading for Connaught Tunnel before returning to Abbey Wood station. Testing of the railway and signalling infrastructure will now begin ahead of the opening in December. This is the first of hundreds of test runs that will take place throughout the year. Earlier this month, Crossrail

activated the 25kV overhead lines in a section of the tunnels beneath the streets of London, which ensured this first journey could take place. One train will initially be used for testing in the tunnels before more are gradually introduced. Crossrail CEO Andrew Wolstenholme said: “The start of infrastructure testing is a major milestone moment. It’s testament to the men and women who have, and continue to, work tirelessly on the project that we are now welcoming the first Elizabeth line train that’s powered by the new overhead lines, into the tunnels. “The Crossrail programme is now over 90 per cent complete and this heralds the start of our works to bring together the new stations, track, power, signalling and trains ahead of the Elizabeth line opening in December.”

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Regions take front seat in CP6 plan

Network Rail’s devolved regions are at the heart of a £47 billion plan for the next control period. The strategic business case for CP6 (20192024) focuses on maintenance and renewals over enhancements, with a particular focus on delivering the Digital Railway programme and improving reliability. £18.5 billion has been allocated to operations and maintenance - a 25 per cent increase on CP5, £18.5 billion on renewals and £10.1 billion on enhancements. Individual routes will have their own budgets and performance targets in CP6. To incentivise each route, additional funding is on offer for those that make significant savings. Network Rail has also set targets relating to its staff. By 2024, it aims to employ 50 per cent more women. In line with this, it will ensure all Network Rail sites have facilities for women by the end of 2019. One of the headline promises was to stop discharging toilet waste onto the tracks within the next control period. Last month, RailStaff looked at the impact mental illness has on Network Rail and explored the work the organisation is doing

around mental health. The strategic business plan describes how mental health is the second highest quoted reason for sickness within the business. As a result, Network Rail is aiming to reduce time lost due to mental health by 30 per cent during CP6. The Transpennine Rail Upgrade is one of the few new enhancement schemes included in the CP6 plan. A large chunk of the enhancements budget will be spent on projects which were deferred from CP5. However, £1 billion has been allocated to advancing new projects to the detailed design phase. Network Rail said it expects few new enhancement schemes to be proposed during the first couple of years of the new control period. Network Rail said a project finance team has been set up to explore opportunities for third-party financing, focusing specifically on Digital Railway and the East Coast Mainline South resignalling project. Talking about the business plan, Mark Carne, chief executive, Network Rail, said: “It is an ambitious, but realistic plan that is not without challenge, but with great people working together in great teams, it can deliver the better railway that a better Britain needs.”

Murphy launches LGBT support network

Construction firm Murphy & Sons has launched its own pride network to raise the profile of LGBT+ issues within the company and provide support for staff. It is the company’s first employee support network and will be run by a team of volunteers. CEO John Murphy said that the construction sector faces challenges and one of the biggest is attracting a diverse pool of talent from across society. He added: “By developing networks that provide support to our colleagues and drive interest and discussion across a range of topics, it clearly shows real effort to attract the best. “I’m pleased to see these develop and help Murphy become a place where everyone feels welcomed, respected and included.” The pride network will hold social events, opportunities to network and talks from key LGBT groups.

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All go at Old Oak TfL Rail and Bombardier have started operations at the new Elizabeth line depot at Old Oak Common. Thirty staff are now based at the northwest London depot to support the line’s testing programme. By the summer, this number will increase to around 80 as more trains are delivered and MTR Crossrail gears up for the official launch of the Elizabeth line in December. Built by Taylor Woodrow, the £142 million facility includes a

main depot building and nine maintenance roads. Bombardier has built 35 Class 345s to date including two nine-car trains, which are undergoing compatibility testing between Maidenhead and Paddington and CBTC testing in the central section. The first new Elizabeth line Aventra travelled through the central tunnels for the first time on 25 February. The train was driven from Abbey Wood in South East London under the Thames towards the Connaught Tunnel and back again.

Football fundraiser for Manchester bombing victims Some of the first British Transport Police (BTP) officers who responded to the Manchester Arena bombing are warming up for a fundraising charity football match against the North West Ambulance Service (NWAS). The game is to be played at the Manchester Regional Arena, which neighbours Manchester City’s Etihad Stadium, on Sunday, March 11. Money raised will go to the Manchester Emergency Fund, which was set up by the British Red Cross, and also MIND and COPS, in support of staff affected by the traumatic scenes on 22 May, 2017. The event is the branchild of PC Owens. He said: “The idea

first came up in the changing rooms. We play football regularly as a team anyway and it’s a great way of getting together and talking about things you might otherwise not. “We thought it would be therapeutic to do something with our NWAS colleagues, who were also there on the night, and raise money for the victims and survivors at the same time.” Last year more than £3,000 was raised in support of victims of terror at a charity rugby match held between a combined BTP and Metropolitan Police team and the Railway Barbarians at the RailSport Games. For donations to the fundraiser https:// uk.virginmoneygiving.com/ PaulOwens2.

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Siemens potential site for UK train factory A site in Yorkshire has been earmarked by Siemens as the potential location of its first UK train manufacturing facility. The German manufacturer is currently bidding for two major rolling stock contracts in the UK: London Underground’s £2.5 billion New Tube for London deal for 250 trains, as well as HS2’s £2.75 billion contract to build at least 54 ‘conventional compatible’ trains. Bombardier and Hitachi are currently the only companies with manufacturing sites in the UK. However, Alstom has already said its facility in Widnes could be used to build trains in the future. CAF is building a factory in Newport and Talgo is looking at potential sites in the UK . Up to £200 million could be invested in the new manufacturing and commissioning facility, which would be established on a 67acre site in the town of Goole, Yorkshire. Siemens currently employs around 4,400 employees in rail and transport roles in the UK. The new site in Goole could create up to 700 engineering and manufacturing roles, plus an additional 250 during construction and 1,700 indirect jobs throughout the supply chain. Transport for the North chair

John Cridland said: “This new factory will have the potential to compete to provide the trains required to help fulfil Transport for the North’s Strategic Transport plan and deliver transformational economic growth in the North.” A number of sites were considered in the UK, according to Siemens UK CEO Juergen Maier. Goole was chosen because it has the potential scale needed for the facility and also has ready access to the skills needed to build and operate the factory. Juergen said: “We’ve said for some time that future success for Siemens in the rail industry would see us opening a rail manufacturing plant here and this announcement provides additional substance to those words.” Factory plans include manufacturing and commissioning buildings, warehouses, offices, and stabling sidings with the potential for up to 12km of test track. The site is located at the Goole 36 industrial development site adjacent to junction 36 of the M62 motorway. In the announcement on 2 March, Siemens said that it had signed a long-term deal to lease land in Goole, but did not explain what would happen if it did not secure any major orders.

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Northern Powerhouse Rail gets new director Transport for the North has appointed Tim Wood as its Northern Powerhouse Rail director, a position he has held on an interim basis. Tim has a wealth of experience in leading infrastructure projects in both the public and private sectors in the UK and abroad. In total, he has spent 23 years in rail and has worked for the likes of Jarvis and Amey. Transport for the North CEO Barry White said: “Over the last few months he has proven his capability and suitability to lead the Northern Powerhouse Rail team. “Tim has demonstrated his passion for the role and for our wider vision of a thriving North of England where modern transport connections drive economic growth and support an excellent

quality of life.” Tim Wood added: “The last few months have been extremely busy for the organisation with the launch of our draft Strategic Transport Plan and consultation events taking place across the North. “Northern Powerhouse Rail is at the heart of Transport for the North’s plans and is critical to rebalancing the UK economy. I look forward to leading the team as we embrace the challenge of progressing the programme in the year ahead.” Northern Powerhouse Rail will be delivered over 30 years combining new, existing and already planned lines, including integration with HS2, to unlock the benefits of this national infrastructure project for the whole of the north.

Hunt for new Campaign for Better Transport boss Travel show host Michael Palin has expressed his admiration for the CEO of Campaign for Better Transport who steps away from the advocacy group after 30 years. Stephen Joseph was appointed executive director of Transport 2000 - now known as Campaign for Better Transport in 1988. He steps down from his current role in the autumn with the charity now gearing up to find his replacement. During his time with the organisation, Stephen has worked with 18 different transport secretaries and seven different governments. Under his leadership, Campaign for Better Transport said that he has been instrumental in getting the Government to drop above inflation rail fare rises; the introduction of the New Stations Fund to finance new railway stations and reopen lines; securing the Local Sustainable Transport Fund.

Stephen said that today’s transport world is a very different one to when he started. He added: “Back then, sustainability and user interests were fringe concerns and nobody in the Department for Transport would even talk to us; the Government was consulting on shutting the Settle-Carlisle railway; the only trams in the UK were on a heritage line; and there was talk of big new motorways in cities. “Now, we are seeing new railway stations and reopened lines; cities are building cycle routes and turning roads into spaces for people; and there are new modern tram networks.” Michael Palin, president of Campaign for Better Transport, added: “I have enormous admiration for his commitment and dedication to the cause of better and more extensive public transport. “Stephen wears his enthusiasms lightly, preferring discussion and debate to the dogmatic or dictatorial.”

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Community engagement manager joins Greater Anglia Operator Greater Anglia has appointed Alan Neville as community and customer engagement manager. Alan, who is part of the company’s corporate affairs team, will oversee all of Greater Anglia’s station adopter activities, meet Greater Anglia’s customers and rail user groups to address their concerns, and attend customer engagement events. A former manager of London Liverpool Street station, he has worked on the railway for 38 years. His first job was as an area relief clerical officer in Buxton. However, he moved to Cambridge a short while after and has worked on the local network ever since. Greater Anglia’s head of corporate affairs, Jonathan Denby, said: “Alan has several decades of experience on the railway and his role will help improve journeys for customers and improve our links with local communities. “We are very grateful to our station adopters for their continued work to help brighten

up our stations, and to our customers and rail user groups for their continued feedback and support in improving service standards. Alan added: “We have more than 200 adopters at over 80 stations on the network. They are the eyes and ears of their local stations, and they work with local staff to ensure we have high standards. “I am very passionate about the railway and am committed to increase our standards and links with the local communities which we serve.”

Keolis appoints UK COO DLR managing director Kevin Thomas has been appointed as the new chief operating officer of Keolis. Kevin will use his 20 years of experience in the industry to support future franchise bids. He was previously managing director of KeolisAmey Docklands (KAD) - a position that will be filled by service delivery director Abdellah Chajai. Prior to joining KAD, Kevin held director roles at Merseyrail, Metrolink, and Northern Rail. Alistair Gordon, chief executive officer at Keolis UK, said: “During Kevin’s tenure as MD

of KeolisAmey Docklands, he has delivered continued growth and success, leading the DLR to achieve an impressive and consistent 99 per cent score for performance. “His diverse experience in the transport industry makes him an excellent addition to the skills of our executive team as we target further growth in the UK market.”

Railway systems professor joins HS2 The University of Birmingham’s railway systems professor, Clive Roberts, has joined HS2. Clive will lead HS2’s digital connectivity workstream to maximise the benefits from the arrival of high-speed rail to the West Midlands. Responsible for delivering the West Midlands Combined Authority (WMCA) HS2 Growth Strategy, the programme team aims to capitalise on the huge investment being made in the region by establishing the West Midlands as a world leader in train technology. Professor Clive Roberts was identified as the ideal candidate based on his experience at the University of Birmingham, his role as director of the Birmingham Centre for Railway Research and Education and lead for the UK Rail Research and Innovation Network. Over the last 20 years, he has developed a broad portfolio of research aimed at improving the

performance of railway systems, working extensively with the railway industry in Britain and overseas. As the chair of the Digital Connectivity workstream for the WMCA’s HS2 programme team, Clive will be responsible for setting a strategy for the Combined Authority; initiating and helping with activities that will help deliver the strategy; and monitoring achievements. Clive said: “It is an honour and privilege to be involved in a project that will revolutionise rail travel in the UK. “The technological requirements of high-speed rail mean that to deliver the project there is a need for innovation and invention, as we build new processes and equipment to take the railway industry into the future. “I am looking forward to bringing my experience and expertise to the project and working with the HS2 programme team.”

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New director to lead NRM transformation

Judith McNicol has become the first woman to be appointed director of the National Railway Museum (NRM) in its 45-year history. Judith, who has been acting director since July 2017, will lead the York museum through its ambitious multi-million pound redevelopment programme. The redevelopment has been described as the biggest transformation of the museum since it opened in 1975 and will include a complete modernisation of the Great Hall. Work is due to be completed in 2025, which will mark the 200th anniversary of the opening of the Stockton and Darlington Railway and the museum’s 50th birthday. Judith joined the Science Museum Group in 2005 and has been based at NRM since she arrived. She previously held the role of director of people and culture. Judith said: “It is a very special

privilege to become director of the National Railway Museum. This museum and the collection it holds are close to my heart: my great great-grandfather was one of the many to die in the construction of the Forth Railway Bridge and from a young age, I remember travelling across that bridge in awe of the scale, beauty and the possibilities that it held. “In my very first week at the National Railway Museum in 2005, I was able to ride on the footplate of Flying Scotsman – a magical experience. And working amongst the great “firsts” – Stephenson, Brunel, Mallard, Rocket and of course Flying Scotsman – has been a childhood dream come true. “My ambition as director is that the museum will not only inspire future engineers to be part of the rail industry – ensuring that Britain leads the world in railway innovation – but also that we will play a key role in the huge York Central development.”

ORR deputy chief inspector moves to RSSB The Office of Rail and Road’s (ORR) deputy chief inspector, Johnny Schute, has been appointed chief operating officer of RSSB. RSSB CEO Mark Phillips said that Johnny brings a wealth of experience in managing large complex organisations and risk in real-time from his former career in the military. He added: “He is known to RSSB through his work on the ORR Review. We are thrilled to have the opportunity to have Johnny help us develop and shape RSSB for the future.” Johnny was responsible for all operational mainline, light rail, tramway and metro including all TOCs, freight, heritage and charter at the ORR. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

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Emergency crews from BTP and Nottinghamshire Fire and Rescue have had their names cast on two nameplates on an East Midlands Trains’ (EMT) HST power car in recognition of their bravery in the face of the Nottingham station fire. On 12 January, around 60 fire fighters and 10 appliances fought to extinguish a fire which started in a toilet and caused significant damage to the station’s southern concourse, which is yet to re-open. The fire is being investigated by BTP as suspected arson. In honour of the two organisation’s efforts – and to say thanks to Nottinghamshire Police, Nottingham City Council, the Rapid Relief Team, East Midlands Ambulance Service, Network Rail and EMT colleagues – EMT managing director Jake Kelly led the praise for the emergency services and unveiled two plaques. “What a contrast it is to four weeks ago” said Jake, reflecting on what he described as both one of the worst days of his career but also one of the best because of how the community, colleagues and emergency services pulled together in the face of adversity. One plaque is named after BTP Nottingham and one after Nottinghamshire Fire and

Rescue. They have been fitted to power car 43467 – which is understood to be the only one in the country to have two nameplates. The HST is one of six ex-Grand Central power cars and “a number of carriages” EMT has acquired from Angel Trains ahead of the May timetable change. Kelly added: “It was an absolutely shocking day. Every 10 minutes I was getting a phone call to update me and it was getting worse and worse. “I knew very quickly that everyone was safe but nevertheless so much effort has been put into this station to make it the place we are proud of over the last few years. In many respects it was heart-breaking. “But then that quickly turned into a sense of pride because of all the people that came together to make sure that everyone was safe, to make sure that we could get the fire out quickly and to make sure that we could reopen the station less than 12 hours after the fire went out. It was brilliant, I was very proud of that. It was 24 hours of extreme emotion.” EMT and Network Rail are continuing to work with contractors to determine the scope and timescales involved in re-opening the part of the southern concourse that was damaged by the fire.

West London Orbital line on the cards London Mayor Sadiq Khan is pushing for a new West London Orbital rail line in a new 25-year Transport Strategy for the city. The strategy includes a possible extension of the Overground network connecting Hounslow with Cricklewood and Hendon via Old Oak, Neasden and Brent Cross. The line would bring a regular passenger service back to the Dudding Hill line, which links Acton and Cricklewood. Sadiq Khan said: “This new line, delivered through TfL, the West London Alliance, boroughs

and Network Rail, could potentially support the delivery of an additional 20,000 homes, as well as employment growth in west London.” As well as an extension of the Overground and projects like the Elizabeth line, Northern line extension and Bakerloo line extension, the strategy includes proposals for the Sutton Tram extension. The strategy also repeats the mayor’s desire for London’s suburban rail services to be devolved from the Department for Transport (DfT) to Transport for London (TfL).

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EMT honours Nottingham fire heroes Saved from the scrap heap Midland Metro has been unable to find a buyer for its original fleet of trams after putting them up for sale. Thirteen of the Ansaldo T69 trams will now be sold for £12,000 for scrap in a move that has been described as “the best return for the council tax payer” but two have been saved. The two survivors are Tram 11, which was repainted in the old Birmingham Corporation colours in 2013 to mark the 60th anniversary of the final tram running in the city and will go to Birmingham Museum, and Tram 7, which has been donated to UK Tram, the British tram industry body. Tram 11 is named after councillor Theresa Stewart, who was a member of the West Midlands Passenger Transport Authority and played a leading role in persuading the government of the early 1990s to give the go-ahead for the Midland Metro line. She said: “I remember very well the meetings in parliament and the campaign to get permission to open the Metro so I am glad that one of the original trams is to be kept for posterity. They are an important part of the story of public transport in this region.

“When you look at the success of the Midland Metro today it just shows how the campaign to bring back trams was right.” The T69 trams were introduced when the Midland Metro line opened between Birmingham Snow Hill station and Wolverhampton city centre in 1998. However, they were phased out following the introduction in 2014 of the Urbos 3 trams now in use on the network, and have been in storage at a depot in Long Marston, Warwickshire, ever since.

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Exhibitors from the full range of sectors working across infrastructure equipment, products and services to the rail industry are now lining up to be at the forefront of Infrarail, the influential biennial trade event. Infrarail 2018 will take place at ExCeL London during 1-3 May. The event provides a platform for rail industry professionals to meet, network and do business internationally. 2016’s show attracted visitors from 51 countries, including managers, engineers and industry professionals. With rail infrastructure in the UK currently a busy and challenging market, exhibitors recognise the high value of having a presence at Infrarail. Many have moved fast to confirm their attendance at an event that showcases the very latest railway infrastructure technology and expertise. Already confirmed are high-profile organisations including HS2, the Railway Industry Association, CEEQUAL, Crossrail, Rail Baltica, the Rail Delivery Group and the Rail Supply Group. The broad spectrum of companies representing the entire supply chain will also see suppliers of track systems, communications solutions, acoustic barriers, pre-cast concrete, site welfare products and workwear being present alongside recruitment consultants, land surveyors, engineers and many others. Businesses recently confirming their attendance at Infrarail 2018 include the likes of Shay Murtagh, High Motive, Industrial Communication Products Ltd, Siemens PLC and Edilon Sedra. Spaces are now rapidly selling out and over 240 exhibitors are expected at the ExCeL. In addition to meeting key contacts, securing potentially valuable business leads, networking, viewing products and exchanging ideas with exhibitors, Infrarail 2018 provides delegates with the opportunity to experience a packed programme of keynote speeches by leading figures, plus industry seminars, project briefings and discussion groups. Kirsten Whitehouse, exhibition manager for Infrarail 2018, said: “Infrarail is now firmly established as the must-attend, definitive showcase of railway and civil infrastructure products and expertise. “We are looking forward to welcoming hundreds of exhibitors from across the full range of sectors who will provide valuable insights into their markets. We’ll also be providing a friendly welcome to the thousands of delegates who engage with the event that will do serious business over the course of three very insightful, inspiring and engaging days.” To reserve a stand visit www.infrarail.com Free visitor registration to Infrarail 2018 is available until 30 April 2018. For more information, visit www.infrarail.com RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

Exhibitors lined up for Infrarail 2018 UK universities announce multi-million pound partnership The UK Rail Research and Innovation Network (UKRRIN) - a collaboration between the rail industry and eight universities - has been formally launched. Working in partnership, the universities will create four new Centres of Excellence encompassing rolling stock, infrastructure, digital systems and testing. The aim is to work with industry to develop new innovative solutions for the railway’s future challenges both in the UK and overseas and radically increase the country’s rail productivity and performance. UKRRIN has been established following a successful £28m bid to the Higher Education Funding Council and has been backed by commitment from the rail industry to invest more than £60m in research, development and innovation activities at these centres over the next 10 years. Rail minister Jo Johnson said: “We are investing in the biggest modernisation programme of our railways since Victorian times, delivering what passengers want – more frequent trains and quicker and more comfortable journeys. “In doing so, we are utilising a range of new technologies across the network and Britain is now at the cutting edge of digital signalling, high speed transport and railway infrastructure. “New centres of excellence, bringing together experts, universities and the wider rail industry will be essential in achieving our ambition to get all diesel-only trains off the track by 2040 as well as delivering the advanced railway network that passengers deserve.”

Professor Clive Roberts, director of the Birmingham Centre for Rail Research and Education at the University of Birmingham, added: “UKRRIN gives universities and rail industry partners the opportunity to shape the global future of railways. “This launch is the official beginning of an innovative partnership, and we look forward to reinforcing the UK as the world-leading centre of rail innovation.” Southampton University will lead the Centre of Excellence in Infrastructure, Birmingham University the Digital Systems Centre, Huddersfield University the Rolling Stock Centre and Network Rail and its Rail Innovation & Development Centres will lead on testing.

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NEWS

RAILSTAFF MARCH 2018

Industry mourns death of Sir William McAlpine Lifelong railway enthusiast and friend to the industry Sir William McAlpine has died at the age of 82. Best known among railway circles for bringing Flying Scotsman back to the UK, McAlpine had an unmatched passion for railways. Sir William built his own private railway in the grounds of his home at Fawley Hill where he displayed his collection of locomotives and carriages. The Fawley Hill Railway now has a rebuilt Great Eastern Railway (GER) station from Somersham and a former Midland Railway signal box. A museum was also built to house McAlpine’s vast collection of railway memorabilia.

Sir Willaim, who passed away on 4 March following a short illness, was an ardent supporter of the industry and held many official roles, including president of the Railway Benefit Fund and chairman of the Railway Heritage Trust. The executive director of the Railway Heritage Trust, Andy Savage, said: “Sir William (Bill) was in at the start of the Railway Heritage Trust in 1985, and he led the enterprise, with his own special brand of enthusiasm, skill and dedication, for 33 years.” He added: “We will greatly miss Bill’s leadership, and his unflagging, courteous presence. We offer our condolences to Lady Judy and to the whole McAlpine family. We add our tribute and our sympathy for the sad loss of this extraordinary human being.”

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TRACK SAFETY

RAILSTAFF MARCH 2018

CP6 REPORT BY COLIN WHEELER

AND A NEW CHIEF EXECUTIVE

WITH EIGHT REGIONAL DIRECTORS DESTINED TO TAKE OVER WHEN MARK CARNE RETIRES NEXT SPRING, WILL OUR RAILWAYS BECOME ANY SAFER?

hen Mark Carne took over as chief executive of Network Rail more than four years ago he inherited an ambitious programme of works which he concluded could not be delivered as planned. Subsequent successes include the completion of major schemes at Birmingham New Street, London Bridge and elsewhere. He has earned an enviable reputation as a chief executive who has spent a significant amount of time with his front line people, reflecting his commitment to improving both safety and the working culture. His retirement at the beginning of April next year at the start of Control Period 6 will allow his successor to take charge as devolution into business units each controlling their own regulatory accountabilities is introduced. Hopefully each will emulate Mark and his commitment and carry forward an involvement with front line staff to improve safety.

Melt water contributed to derailment On 22 February at 0647 in the morning, the Mallaig to Glasgow Queen Street train was carrying five passengers and two-crew when it ran into debris from a landslip and derailed. It was travelling alongside Loch Eilt near Arisaig at the time with the mountainside rising steeply at the other side. The mountainside itself is a rock outcrop with an overburden of soil and is relatively free from trees. Natural gullies carry water down the steep slopes and into the loch.

Only 20 mm of rain fell

In the autumn of 2016 Network Rail installed fences as debris flow barriers across the gullies. These were designed to contain up to 20 cubic metre flow rates and rock-fall barriers (also known as catch fences) were installed. These were intended to catch individual boulders. Although only 20 mm of rain fell in the 24 hours before the derailment, there was also a “rapid temperature rise which would have added snow melt waters”. The Rail

Colin Wheeler.

Accident Investigation Branch (RAIB) is now investigating. I recall from my time as a railway civil engineer the importance of an in depth understanding of all aspects of every item of Victorian railway infrastructure before changing anything which had stood for decades. The design criteria for the 2016 works will doubtless be of interest to the RAIB.

London Bridge flashover

Network Rail’s own Safety Central website contains details of a flashover that occurred near London Bridge Station during a tandem lifting operation using two RRV’s (Road/Rail Vehicles). They were equipped with lifting chains. Sixty foot lengths of rail were being repositioned prior to installation. During the lifting the crane controller instructed the machine operator to lower the jib. The chain came into contact with the rail and an arc flashover resulted, causing suspected arc eye to the controller who had been attaching the chain to the rail.

WPP and Task Briefing generic Janice Crawford, Mark Carne, and Becky Lumlock. RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

The report says that the rail stored on the sleeper ends had been moved and “compromised the sheathing of an energised traction cable which was sitting on the ballast”.

On several occasions during previous days the substation DC circuit breaker had been tripped suggesting that there was a short circuit in the area. No action had been taken as a result. The report acknowledges that the work package plan â&#x20AC;&#x153;failed to assess the risks associated with DC or signalling cables and both the task briefing sheet and lifting plan were generic ones that made no reference to the use of an RRV or lifting!â&#x20AC;?

Live wire just 30 cm above head height

A Network Rail report issued on 22 January describes an incident at the north end of Crewe Station. As an electric train passed its pantograph caused damage and the contact wire was brought down. Overhead Line staff walking to the site realised as they arrived that they had been walking under and close to the live contact wire just 30 cm above their heads! An emergency switch off had not

been requested. The report compares the incident to another which happened back in September 2014 when a train driver left his cab to investigate and suffered extensive electrical burns as a result.

Pushchair trapped by Nottingham tram

At 1334 on Friday 15 December a pushchair became trapped in tram doors at Radford Road in Nottingham and was dragged along outside the tram to the next stop. Several people including a ticket inspector had escorted a passenger off the tram at Radford Road. Another passenger who had been travelling with that passenger was carrying a child and moved the pushchair off the tram as the doors began to close. The pushchair remained attached to the tram until it reached the next stop, Hyson Market Green. The child carrying

RAILSTAFF MARCH 2018

passenger had operated the passenger-to-driver communication device but no conversation had taken place. An RAIB investigation is underway.

European Traffic Management System [ERTMS] stopped working

I suspect that our interest in progressing ERTMS may lose momentum as Brexit progresses. The advantages include the fact that there is no need to provide

TRACK SAFETY

or maintain lineside signals as the required data is transmitted directly to train cab displays. In 2011, a pilot scheme was commissioned on the Cambrian Coast Line. On the morning of 20 October last year a train driver reported that the longstanding temporary speed restrictions were not showing on the in-cab display. Machynlleth Control Centre staff investigated and discovered that a number of trains had the same problem.

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TRACK SAFETY

RAILSTAFF MARCH 2018

Control centre displays still showed temporary speed restrictions These temporary speed restrictions were in place to ensure that adequate warning times were provided for people using level crossings. Subsequent investigations established that the system stopped working after a routine shutdown followed by a re-start at 2310 the previous evening. The signallers had no indication that there was a problem. Their control centre displays continued to show the restrictions being applied correctly! Unsurprisingly RAIB has begun to investigate this failure since its cause has yet to be identified.

Dragged along by a trapped bag

At London Underground’s Notting Hill Gate Station on Wednesday 31 January an accident occurred on the west bound platform at 1600 hours. The bag of a 78-year-old lady passenger became trapped in the doors of a Central line train. She was unable to either free the bag or let go of it. She was seriously injured as a result. Other passengers operated emergency alarms and the train operator applied the brakes. By the time the train came to a stand six of its eight coaches were already in the tunnel. The lady was rescued from the space between the underside of the train and the tunnel wall. The RAIB notification said she was recovering in hospital and they have appealed for witnesses to the accident to come forward.

300 passengers rescued

On 7 February RAIB released its first Safety Digest of 2018 [01/2018] following their investigation of the Wimbledon passenger train derailment that happened on 6 November last year. At 0608 that morning all wheels under the last carriage of the 0454 Basingstoke to London Waterloo derailed shortly after leaving Wimbledon Station. The train reached 19 mph in the 348 metres it travelled after leaving the station before it derailed. It then ran on for a further 185 metres, damaging the track as it did so.

Around 300 passengers were subsequently evacuated by the emergency services and this was completed by 0815 hours. Four people suffered minor injuries but all were able walk along the tracks and use a platform over the lineside cabling.

No patrolling or maintenance since 1994?

The cause of the derailment was gauge spread. The track-work had been poorly installed. Over a period of many years, according to the digest, it had deteriorated. Nominal gauge is 1435 mm and at 1460 mm gauge corrective work should be carried out. When the derailment occurred the gauge was “in excess of 1485 mm”! [That is almost two inches in old money!] The Digest also comments on the patrolling regimes of both Network Rail and London Underground. Patrolling boundaries are specified on diagrams and where the tracks of two owners meet trackside lineside signage is also provided. When in 1994 the maintenance boundary was set between London Underground and Network Rail they both stopped short by 50 and 70 metres respectively, as may be seen on the diagram! RAIB points out that patrollers cannot cross over the boundaries since their organisations have differing personal track safety requirements! They suggest that as a result the gap of 120 metres may not have been inspected for many years!

Lessons still to be learnt

This month’s selection of accident and incident reports illustrates a number of areas for concern. With hindsight, were the works carried out last year alongside Loch Eilt the best solution to the problems and did they take into account the reasons for the existence of the works they replaced? The London Bridge flashover and the live contact wire at Crewe are timely reminders of the hazards of electrification (maybe hydrogen propulsion has some advantages). However the continuing misuse of generic Work Package Plans and Task Briefings remains a major concern. I recommend that their use should only be permitted after they have been seen and accepted by those who are to do the work! The Radford Road Nottingham tram and Notting Hill Gate Central Line London Underground accidents when a pushchair and a bag were caught in closing doors underline a problem which also applies to heavy rail. It may be argued that we have yet to find a method of reducing the frequency of such occurrences. Most shocking of all is the gauge spread derailment near Wimbledon Station. Two patrolling systems met at the junction of their responsibilities which were shown on diagrams and by markers on the ground. For 23 years apparently no-one realised that there was a length of 120 metres that was not patrolled, inspected or maintained? I find that difficult to believe, a short tea break with a long serving patroller would surely have revealed the problem years ago? If you know this to be the case please tell me!

Different rules

In future we ought to seek closer synergy between the track safety rules of all heavy rail, metro, underground and tram infrastructure owners. I recall vividly the first time a former colleague asked on site to be reminded about local rules. As a subcontractor, he often worked to different rules each week; that cannot be a good idea.

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RAILSTAFF MARCH 2018

STEWART THORPE RODE THE INAUGURAL EUROSTAR SERVICE TO AMSTERDAM AND BROUGHT BACK A SOUVENIR FRIDGE MAGNET TO PROVE IT

ong Eaton to Amsterdam and back. Few - if any - can say they’ve travelled the return journey of at least 600 miles from the East Midlands to the Dutch capital in one day. On 20 February, I did just that as part of a group of industry press, staff and guests who were invited on board Eurostar’s inaugural LondonAmsterdam service. The idea of the route has long been mooted. London-Amsterdam is one of the busiest air routes in Europe and after fighting the airlines to secure a reported 70 per cent of the London-Paris market, Eurostar is set to open a new battleground on April 4.

NEXT STOP AMSTERDAM Equipped with my passport, laptop and an Amsterdam shopping list (a fridge magnet no less), I started my trip on East Midlands Trains’ (EMT) 05:28 to St Pancras. Around 20 minutes before Eurostar’s first Amsterdam service set off, guests were ushered into the main lounge and let onto Platform 6, where many busied themselves taking selfies with the waiting Class 374. Press were seated inside the train’s 16th carriage, next to the cab, and bang on 08:31, Eurostar ES9114 departed. Speeding through Ebbsfleet, Ashford, Calais and Lille, the service arrived into Brussels Midi in a record time of 1hr 46mins - beating the normal 2hr 1min - with Champagne served to celebrate. On route, breakfast - croissants, bread and a miniature cooked breakfast from the Raymond Blanc-designed menu - was served. There was also an opportunity to sample cooked meats, cheese and gin. Staff were friendly and highly attentive and regularly passed through the carriage topping up drinks. In fact, from the beginning to the end of the trip, nothing seemed like too much trouble for them. RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

A brief stop in Rotterdam Centraal followed and, around two minutes later than planned, the service pulled into Amsterdam Centraal where Roger van Boxtel, CEO of Dutch National operator NS, embraced Eurostar CEO Nicolas Petrovic on the platform, which was bursting with well-wishers there to greet the train. “Everyone wanted it to happen, it’s just been a lot of work,” said Petrovic, who will soon be stepping down as CEO after eight years at Eurostar’s helm. He added: “It is really going to change the shape of the business. The potential is very high because the traffic is already very strong. “We know there are even more people who could travel both ways because many people don’t travel short haul these days because they’re a bit anxious - a little bit worried - about flying. “It’s going to bring the two countries closer together. “In the context of Brexit it is a nice symbol that, yeah, there is Brexit but neighbours are still there and the exchanges will still be very strong between both sides of the channel. I think in the mid-term it will completely change the way people interact between the two countries, it will feel a lot closer.”

PLANE VS TRAIN With only a short stop scheduled, there was little time to enjoy Amsterdam’s canals and culture, but there was something intriguing about having travelled through four countries in under four hours. Rather than feeling drained from queuing in the passport and security checks, being left waiting for upwards of an hour in the airport lounge and frustrated

UTCH

by insufficient legroom onboard, I felt relatively fresh. Legroom was not an issue onboard Eurostar’s e320, something few people over 6ft are used to experiencing. With free Wi-Fi, plug points and space for a laptop, I was far more productive with my time as well. Souvenirs in hand, the party boarded a Thalys service and then changed at Brussels to a Eurostar train - it is a temporary measure while an agreement is reached for passport checks to be conducted on departure in Amsterdam. The plan is to have a direct service in both directions from the end of 2019.

Petrovic acknowledges that the inconvenience for passengers of having to change trains may well discourage tourists. Some double booked seats proved a rare issue on the journey home but staff were on hand to ensure it was immediately remedied. With more than four million passengers travelling by air every year between London and Amsterdam, the market is the same size as the London to Paris market at the time of Eurostar’s launch of service in 1994. The service will entice customers and put the Dutch capital in reach for more people.

RAILSTAFF MARCH 2018

FEATURE

SOME TIME LATER Interest has peaked with media attention surrounding the launch and the start of ticket sales, but only time will tell how successful Eurostar’s Amsterdam service will be. After spending almost 10 hours on board either an East Midlands Trains, Eurostar or Thalys service, the full one-day journey ended at 21:06. Exciting possibilities lie ahead as to where Eurostar could next expand, but Eurostar staff - some of whom started work at 03:00 in the morning - will perhaps be hoping the next launch doesn’t happen any time soon. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

FEATURE

RAILSTAFF MARCH 2018

GETTING SCOTRAIL THE PROJECTS IT WANTS REPORT BY DAVID SHIRRES

irsty Watson has travelled all over Scotland to make things better for ScotRail’s staff and customers. Her role as a project manager in ScotRail’s Programme and Transformation team includes ensuring that the train operator gets what it wants from Network Rail’s enhancement projects as well as managing ScotRail’s own buildings projects and third-party liaison. Kirsty joined ScotRail in 2003 as revenue manager, managing ScotRail’s ticket examiners and revenue protection team, and was appointed to her current role in 2006. Around this time work started on the Airdrie to Bathgate (A2B) project, her first major challenge. As well as reinstating 15 miles of double track railway between the two towns, this project double tracked much of the

Bathgate branch and electrified the line from Airdrie to Bathgate and Edinburgh. Ensuring that its eight new and rebuilt stations, as well as a new train depot at Bathgate, met ScotRail’s requirement proved difficult as the company’s detailed requirements had to be specified before the end of the project’s design phase - a year or so before the start of construction.

CHALLENGING ROLE Indeed, Kirsty considers that the most challenging aspect of her role is to gain feedback from key stakeholders in sufficient time to be incorporated in the project design. This is because personnel who would use the new facilities are focused on daily operational issues and have to find the time to look ahead a few years and think about what they and the business need from a project. The first passenger train on the new Airdrie to Bathgate line ran in December 2010 at

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a time of heavy snow. She felt the project team did well to begin timetabled services as scheduled in such conditions, although the snow did delay the opening of some intermediate stations. Kirsty remembers this time well, as this was when she found out she was expecting her daughter, Milly who was born in November 2011. Her fiancé Greg, one of ScotRail’s train drivers and is able to give her a useful driver’s perspective.

ON TO BORDERS

Following the completion of their project, Network Rail’s A2B project team moved to the Borders to start work on Scotland’s most high-profile rail re-opening project. Kirsty moved with them. In the last six months of the project to September 2015, she was mostly based at the project team’s office in Newtongrange. The completion of the Borders project provided Kirsty with what she considers to be the most special part of her career as she was given the opportunity to travel on the royal special steam train hauled by 60009 Union of South Africa and meet the Queen when she officially opened the Borders Railway. Kirsty has also worked on a variety of projects including those in the north of Scotland. Conon Bridge, with its 15-metre long platform, is on the far north line 16 miles from Inverness and opened in 2013. The old station at Forres closed and the new station there opened in October as part of the first phase of the Aberdeen to Inverness improvement project.

RAILSTAFF MARCH 2018

FEATURE

concerned with the blockade planning during the redoubling of 16 miles of track north of Aberdeen in 2019 as part of the Aberdeen to Inverness phase two work.

THE FIXER

This also included extended platforms at Elgin and the introduction of new signalling, replacing the token exchange system.

MILLERHILL DEPOT RailStaff met Kirsty in December, a few days before the opening of ScotRail’s Millerhill Depot, just south of Edinburgh. This depot has seven 330-metre long roads with toilet emptying facilities and will service ScotRail’s DMUs and EMUs, including the new class

385 EMUs. It is a base for 22 vehicle presentation staff and nine depot operators, and has provision for drivers, engineering and winterisation equipment and services requirements and its accommodation block was modelled on that of the Bathgate depot. Kirsty has been involved with this depot since its design and construction phase and clearly is pleased with the way that it has developed into a practical, well laid out facility. With the completion of Millerhill

depot, Kirsty is now involved with a new station building at Blairhill station, customer improvements at Dundee station with a new ScotRail lounge, new terrazzo and seating in the main concourse and a new lounge for Serco for the Caledonian Sleeper. Next year’s focus will be on the design of major work to improve stations at Motherwell, Stirling, Inverness and Aberdeen, jointly financed by the Scottish Government’s station fund and Abellio ScotRail. She is also

To deal with her wide variety of work, Kirsty is clearly persistent, determined and organised. She says that this means writing “lots of lists” and stresses the importance of developing a close relationship with Network Rail’s sponsor and project manager. “There have been some fantastic changes to Scotland’s railways in the past seven years,” said Kirsty. Many people have worked hard and well to deliver these projects. Those familiar with railway projects will be familiar with the roles of project teams and contractors. However, the role of a train operating company’s fixer, such as Kirsty, is perhaps less well known.

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INTERVIEWS

RAILSTAFF MARCH 2018

WORKING IN PARTNERSHIP THE RAIL PARTNERSHIP AWARDS IS RETURNING FOR 2018 TO CELEBRATE THE SUPPLY CHAIN'S TOP PERFORMERS

ailway companies big and small are vying to be recognised as one of Network Rail’s top suppliers at the 2018 Rail Partnership Awards. Network Rail is working with Rail Media to host the new-look Rail Partnership Awards on 7 June at Birmingham’s Vox Conference Centre. Fifteen awards will be presented on the night, with categories including SME of the Year, Diversity & Inclusion, Best Collaboration and Best Project (Small, Medium and Large). The night will culminate with the coveted Supplier of the Year award, which will be selected by Network Rail from the winners of each of the preceding categories. Previous winners of the Supplier of the Year category include the likes of Buckingham Group, Story Contracting, Babcock and Balfour Beatty.

WELCOME RETURN The event, which was last held in 2015, will showcase some of the best work delivered by contractors and suppliers on Network Rail projects between January 2017 and April 2018. Entries need to be submitted by 23 March and a shortlist will be announced on 2 May. Submissions will be judged by Network Rail’s executive committee. Francis Paonessa, managing director of Infrastructure Projects, explained why the Rail Partnership Awards was making a welcome return for the rail events calendar: “The partners we work with to deliver rail renewals and enhancements are essential to our success - we cannot maintain and expand the rail network for the benefit of passengers without our supply chain. “I see the Rail Partnership Awards as a perfect opportunity to bring together the highest performing companies in the supply chain. The

awards create opportunities for rail suppliers of all sizes to bring the best ideas and achievements to the attention of the rail industry.” He added: “Individuals, teams and organisations all need recognition to operate at their best and it also helps drive continuous improvement within the rail industry. These awards are a great way of celebrating achievements and recognising when organisations go above and beyond to make a real difference to rail travel in Britain.”

CLOSER RELATIONSHIP Network Rail’s chief executive, Mark Carne, said he wanted to see a closer working relationship between Network Rail and the supply chain in the future. The Rail Partnership Awards was one way of doing this. RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

“There’s no doubt at all that the Partnership Awards are a great opportunity for us to recognise the amazing people that lie behind these companies which we work with and that achieve some extraordinary things. I think it’s a wonderful opportunity for us to say thank you to those people and to encourage more innovation and more creativity from the supply chain.” He added: “I think we can deliver more innovation from the supply chain, and I think Network Rail really has to play a key role in that. Too many people think that Network Rail block innovation rather than encourage innovation and we need to open our doors and say ‘we’re open for business, we’re open for new ideas, come and share your ideas with us’ because ultimately that’s what the industry needs.” The Safety category within the Rail Partnership Awards recognises continuous improvement towards safety within the industry. It is an area where the supply chain is making real progress. Mark said: “I would like to thank the contracting community because I think they embraced this message almost faster than Network Rail did. There have been really significant improvements in contractor workforce safety over the last four years. If you look at their safety performance trajectory compared to Network Rail staff’s performance improvement, the contractor market has improved faster than we have.”

RAILSTAFF MARCH 2018

INTERVIEWS

"I SEE THE RAIL PARTNERSHIP AWARDS AS A PERFECT OPPORTUNITY TO BRING TOGETHER THE HIGHEST PERFORMING COMPANIES IN THE SUPPLY CHAIN." MARK CARNE FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

INTERVIEWS

RAILSTAFF MARCH 2018

"TO DELIVER MORE EFFICIENTLY WITHIN AN INCREASINGLY COMPETITIVE MARKET, WE NEED TO SEE FURTHER INNOVATION WITHIN THE RAIL SECTOR." FRANCIS PAONESSA

NEW OPPORTUNITIES

Network Rail will be hosting a supplier conference at The Vox during the day of the awards. Francis Paonessa explained how he felt Network Rail’s relationship with its supply chain would evolve during the transition into CP6. “The operating landscape for CP6 is expected to change significantly - with limited funds available to the Government to invest in the railway, enhancement funding will be more difficult to obtain and there is a real aspiration to increase third-party investment in the railway infrastructure,” he said. “There will be a far greater emphasis on demonstrating value for money in terms of cost and schedule certainty. “Routes will also have greater discretion to choose internal or external delivery mechanisms when procuring infrastructure

renewals and enhancements which are funded by third parties. This should create new opportunities for suppliers, and I welcome this increased competition as this will provide the right environment to benchmark Network Rail’s services, costs and processes against other delivery organisations.” He added: “To deliver more efficiently within an increasingly competitive market, we need to see further innovation within the rail sector. Third-party funding and financing is one way of bringing in different organisations with new ideas. We actively encourage innovation in the supply chain by working collaboratively to tackle specific challenges such as safety – sharing best practice and giving visibility of these innovations through schemes like the Partnership Awards which

can only help this development, so it’s important we take the time to do this.” Mark Carne is excited to have one final opportunity to present the Supplier of the Year trophy as he prepares to step away from the organisation after five years in charge. “Of course I’m going to miss it,” said Mark, who announced his retirement in February. “It’s quite a difficult time in a way for me now because I’m not going to ease off. I’m going to be one of these people who runs absolutely to the last hour…. but I will miss it because it gets in your bloodstream. Anybody who works in the rail industry knows that it becomes a really important part of you.” To find out how to submit an entry or for information about attending this year’s event, visit www.railpartnershipawards.com

CATEGORIES • Best Collaboration • Best Project (Large) of 2017 - For Projects Valued Over £50m • Best Project (Medium) of 2017 - For Projects Valued Between £25m and £50m • Best Project (Small) of 2017 - For Projects Valued At Under £25m • Best Use of Technology • Community Engagement • Diversity & Inclusion • Driving Efficiencies • Investing in People • Preserving the History of the Railway • Putting Passengers First • Safety • SME of the Year • Sustainable Excellence RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

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RAIL PARTNERSHIP AWARDS www.railpartnershipawards.com

ENTER THE AWARDS NETWORK RAIL TODAY PARTNERSHIP

201 2018 2017

AWARD CATEGORIES BELOW – DEADLINE FOR ENTRIES: FRIDAY 23 MARCH 2018

Best Collaboration

Community Engagement

Putting Passengers First

Best Large Project of 2017

Diversity and Inclusion

Safety

Best Medium Project of 2017

Driving Efficiencies

SME of the Year

Best Small Project of 2017

Investing in People

Sustainable Excellence

Best use of Technology

Preserving the History of the Railway

Supplier of the Year

THURSDAY 7 JUNE 2018 – THE VOX BIRMINGHAM

GEAR+TECH

RAILSTAFF MARCH 2018

AGE OF THE

SMART FLEET

hether you’re looking forward to sitting behind the controls of a driverless car or you’re less optimistic about the prospect, it seems certain that it is only a matter of time until they start to appear on Britain’s road network. In 2016, Mercedes-Benz presented its Vision Van - a concept next-generation delivery van. With drones that can be launched from the roof and a joystick control, it offered a fairly radical vision for how emerging technologies are likely to transform our commercial vehicle fleets, making them more efficient, more environmentally friendly and safer. In order to serve an expansive network, the rail industry relies on a collective fleet of tens of thousands of commercial vehicles. Network Rail alone has a fleet of around 8,500 vehicles - thought to be the thirdlargest commercial fleet in the UK - which clocks up around 31 million miles every year. “There’s not many other fleets I could go to that are bigger than this,” said Steve Duffy - the man who oversees Network Rail’s road fleet. The fleet is mostly made up of small, medium and large vans but it also includes 1,600 cars, 300 HGVs, 600 4x4s and 800 pickups. It is largely made up of diesel vehicles but Network Rail is looking at the potential to introduce hybrid and electric vehicles into its city fleets. Around this time last year, Network Rail began installing telematics across its fleet and it’s seeing notable improvements. Steve is keen to embrace any technology that can improve safety and performance. He’d like to see Network Rail learn from Formula One and adopt a similar attention to detail that their engineers show to fleet monitoring. “They say to Lewis Hamilton don’t brake so hard you’re wearing your brakes out… That to me is my utopia.”

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FATIGUE MONITORING

Companies across the industry are investing in onboard equipment that strives to prevent drivers having accidents and improve people’s driving habits. Road traffic accidents represent a big safety risk. Several members of railway staff have been killed in road traffic accidents travelling to and from work in recent years, so it is not surprising that Network Rail’s Lifesaving Rules have a dedicated section on driving. Intelligent vehicle technology has become big business. Fleet owners are now using various onboard devices to mitigate the risks facing their staff when they’re on the open road. Some of this technology - things like forward collision and lane departure warning systems - come as standard on many modern vehicles but companies are also fitting systems retrospectively. Jon Guest, a director at Safety Shield Systems, said he was seeing increasing interest for fatigue monitoring systems (pictured right). According to figures from the Department for Transport’s Think! campaign, around 40 per cent of sleeprelated incidents on the road involve commercial vehicles. The technology used by Safety Shield Systems was originally developed for use in hospitals to monitor the facial expressions of critical patients to alert medical staff to potentially life-threatening changes. When mounted to a car dashboard, it can be used to alert drivers if they start to fall asleep. Jon believes major projects like HS2 will see these kind of systems becoming more common in the fleets of contractors and supply chain partners in the future.

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GEAR+TECH

T © Mercedes-Benz

NEXT GENERATION

Some onboard systems are designed specifically to protect other road users. Crossrail made it a requirement for all of its contractor vehicles to have warning equipment designed to alert pedestrians and cyclists. Manufacturers are looking to produce all-in-one systems that combine the various monitoring and warning devices on the market. “You’d end up with three or four monitors on someone’s dashboard,” said Jon, who explained there can be a risk of overloading drivers which could lead to them ignoring alerts or becoming distracted. Network Rail’s two driving-related lifesaving rules require staff to always obey speed limits and never use or programme a mobile device. As a result, Network Rail vehicles all have speed limiters as standard and are supplied with Bluetooth disabled so that drivers can’t pair their phone with the vehicle. Although wary of driver distraction, the technology onboard Network Rail’s cars and vans continues to evolve. Network Rail vans now have perimeter lighting fitted to help with visibility on site, reversing monitors to aid parking and weighing devices that can ensure they’re not overloaded.

Thinking about how Network Rail’s fleet of the future might look, Steve said he tends to look four to five years ahead. For the next generation of vehicles, he is looking at electronic braking systems (EBS), which can significantly reduce braking distances.

LEARNING LESSONS There’s plenty of evidence to suggest that telematics and other monitoring systems do promote safer driving habits, but they’re not always welcomed with open arms.

Drivers can feel uncomfortable about being constantly monitored and suspicious about how the information could be used against them. For companies, however, the data can provide valuable insights. Steve said the introduction of telematics revealed that Network Rail’s fleet was actually doing far fewer miles than originally thought. Steve explained how the technology has also had an effect on driver behaviour and has resulted in Network Rail’s fuel bill going down. He estimates that the organisation is now spending £1 million less a year on fuel. Using telematics, companies are able to create benefit schemes based around driver behaviour where drivers are rewarded for driving safely and efficiently. Telematics and other onboard driver assisting technologies have become commonplace. “Nowadays it’s just second nature,” said Steve. One thing is certain: we are entering the age of the smart fleet.

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GEAR+TECH

RAILSTAFF MARCH 2018

RISE OF THE MACHINES? STEWART THORPE LOOKS AT RAIL PLANT TECHNOLOGY AND WHAT'S IN STORE FOR FUTURE ENGINEERING WORKS

icture the railway of tomorrow and dozens of ideas and innovations come to mind: driverless trains, digital tickets, predictive maintenance, passenger crowd control technology and railways that not only operate at higher speeds but at a higher capacity. But try and picture what future engineering works will look like and it is not so easy to visualise.

REMOTE CONTROL

Technological advances have seen some exciting developments in rail plant; the excavators, dozers, rail grinders and tampers which perform jobs that previously required significant manpower. Take remote compactors, for example. Manual handling was once the only option for operating ballast compacting machines but, thanks to infrared technology, that has changed and users can now operate the machine remotely. Prolonged manual use of compactors can lead to hand-arm vibration syndrome (HAVS), which can cause bone, muscle, joint and sensory nerve problems. There are also risks related to the dust and loud noise generated through compacting. All of these are reduced by remotecontrolled operation. There is also the Rail Robot from QTS Group, which is capable of carrying up to 15 tonnes of track when operated in tandem. These heavy lifters reduce labour requirements and are operated either through hard wire or remote control, once more reducing the associated health and safety risks. These remote-controlled machines not only minimise the risk present through manual labour but they put a greater distance between the operator and the operational railway, reducing their exposure to its dangers.

BOLT-ON TECH But, as VolkerRail plant director Mark Jackson explains, the sight of robots performing engineering works semi-autonomously or by remote control is not yet commonplace on our railways. “We’ve all grown up expecting to see futuristic changes, to see the machines of the future looking differently, to see that they’ve physically, hydraulically and mechanically evolved,” says Mark, who joined the company’s plant division in 2008. “What I’m learning is that our machines still don’t actually look very different on the surface; the advancement has really come through more subtle electronic changes, mirroring the evolution we’ve seen with our cars.” While there has been a shift from a heavy civil and labour intensive environment to one which is increasingly mechanised and automated, a lot of this is down to what can be described as ‘bolt-on’ systems, which RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

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GEAR+TECH

either operate around or are installed on plant, equipment and machinery to increase safety or capability. Electronic and mechanical movement limiting devices (MLD) are one example. This technology is fitted to mobile plant and sets safe parameters - almost like invisible barriers - around equipment, which it is unable to pass through. HAV watches are another. Worn by machine operatives, they have saved time by removing the need for workers to write down every machine they have used and calculate how much harm they have been exposed to. “With the largest machinery, noticeable change can seem quite slow and a lot of that is down to the fact the investment cycle is long,” said Mark. “It’s not like a car which is in its prime for four years. Some of the big plant will still perform well throughout a 20-year life, so with these we are innovating in 20-year replacement cycles. Big changes take a while. “At a smaller scale, automated data collection is quite a revolution for us; using vibration, speed, time and other logged data streams to reduce the risks to our staff, inform people and change behaviours. As an industry, we’ve perhaps not been great at writing everything down and learning from data, seeing the patterns in the information. I think that’s an area where automation can make a big, tangible difference.” It’s not just the cost of plant and the long return on investment which is an obstacle, cyber security, and the need to ensure systems are safe and can fail safe, is another.

CP6 Two Network Rail engineers that live and breathe new plant technology are Femi Okeya, principal plant, traction and rolling stock engineer, and Ian Morgan, principal engineer in plant engineering. Femi said that a programme for retrofitting MLDs has taken place over the past five years. He added that while some of the manual handled equipment has been semiautomated, the need for it to be transported and the necessary level of skill to use it present a challenge to advancing it further. With increasing demands for network capacity, the pair are working to a 25-year road map supported with challenge statements to see even more innovation introduced to rail plant. In Control Period 6 (2019-2024), Network Rail is looking for technological solutions that reduce the risk of plant strikes - when plant collides with plant, people or infrastructure - specifically through reducing or eliminating the risk of human error. Not only are plant strikes costly in terms of time and financial loss, they also impact passengers and cause harmful reputational damage, which has led to Network Rail identifying it as a specific business obstacle. To raise industry awareness of the issue and promote research and development into new ideas and technologies to tackle them, Network Rail has issued a challenge statement specifically on plant strikes. Femi said: “We have a duty to make sure that we understand areas that we can improve and innovate. We also need to keep up with innovation outside of our sphere because there may be opportunities to introduce ideas to improve efficiency.” Ultimately, Network Rail’s goal is to enable and support the cost-effective and quick introduction of adjustable bolt-on systems that can be fitted to any item of plant to automatically detect and control a machine’s movements. It also wants to encourage the development of remote control systems to remove operators from machine cabs and reduce risk where possible. Ian said that with the introduction of any new technology there may be initial resistance, but that “once the benefits are realised, that whole challenge of implementing it becomes easier.”

ROBOTS AT WORK Nick Ground is the founder of GKD Technologies, which has provided systems designed to safeguard people and plant in the rail industry since 2004. He says that it is difficult to introduce automation and robots to railway plant operations because of the number of variables, as well as safety, that has to be considered. He does, however, believe that one day that time will come, but not anytime soon. He added: “If you are in a factory and you send a robot out to collect something, that item is going to be exactly where you expect it to be, it is going to be absolutely accessible whether it is by a robot stacker or an autonomous device that runs around the factory floor. “In the rail industry, you are dealing with so many uncontrolled variables. A robot turns up to drop a pallet off but finds that a tree has fallen, does it drop the pallet six feet to the left or abort? When the next robot comes along and the pallet is not where it is expected, what happens next? I’m a real techie and I would love to see it all coming, but it will take a bit of time and a lot of process change. We’re talking decades, at least.” But not everyone agrees. Mark Jackson added: “I think ‘robots’ is a good analogy of what our future is not. If you think of a car factory, the manufacturers have literally replaced humans with robots. I think the way our industry is working is so much more about using the technology to assist, protect and educate people, not to replace them.” FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

GEAR+TECH

RAILSTAFF MARCH 2018

UNDERSTANDIN

he surface temperature of the sun is around 5,500 degrees Celsius - a little cooler than the centre of the earth. It’s hard to imagine that there is something almost four times hotter which electricians and electrical engineers could potentially encounter on a worksite. With a blast that can be 10 times hotter than a propane torch, arc flash is one of the biggest risks facing electrical engineers. There’s no single reason it can occur and the results can be devastating. The incredible heat generated can vaporise nearby metal components, causing explosive pressure capable of throwing someone across a room. Without the right eye protection, the flash can cause permanent blindness. Without ear protection, the volume can rupture eardrums. Arc flash could well be responsible for a large portion of all electrocution injuries yet there is still a lot about it that isn’t understood. So what work is being done to understand and manage the risk posed by arc flash?

ASSESSMENT AND PROTECTION There are various PPE products available that are marketed specifically for their arc flash protection. The level of protection garments provide is defined by the IEC 61482 standard, which includes two different methods for certifying products: the Open Arc Test Method and the Box Test Method. The one thing the two methods have in common is they both look at how well the product will protect the wearer from second-degree burns. The first aim would always be to remove workers from risk as far as is possible. The next stage is then to carry out a PPE assessment - the Institution of Engineering and Technology (IET) has produced some guidance around this. Essentially this will look at the incident energy level - the amount of heat that will strike an individual - that could be generated for a specific task and what level of protection would be required to guard against it. There are other things to consider as well. Clothing material worn under the PPE - things like nylon, cotton and polypropylene - could potentially ignite and cause severe burns.

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In addition to the outerwear PPE, arc flash specialist manufacturers Skanwear and ProGARM produce undergarments, including underwear, that are tested to the IEC 61482 standard. It is also important to be aware of how the garments provide protection. For example, some use a coating that can deteriorate over time with laundering.

UNDERSTANDING THE RISK In the ORR’s 2016-17 annual report it described a “mixed picture of maturity” around Network Rail’s management of electrical risk. It praised Network Rail’s commitment to safer, faster isolations but questioned how effective the Life Saving Rules had been at improving electrical safety. The ORR said that although there was plenty of evidence of the ‘Test before earth’ rule being followed, its inspectors found that the ‘Test before touch’ rule was not followed at any of the 10 isolations it attended. Network Rail is in the process of clarifying its PPE policy for the

selection, use and management of arc flash protective clothing and is compiling a set of consistent standards that cover the myriad of different scenarios that staff and contractors can encounter when working on or near traction power equipment. Network Rail is learning from past incidents to not only better assess what level of arc flash PPE is required but also to ensure there is clarity of understanding across the staff and contractor workforce of when the equipment must be worn. “Provision of arc-proof clothing is of absolutely no use if it's left in the locker or the back of a van - sometimes it’s behavioural, sometimes it’s a lack of understanding of the risks involved for particular tasks,” said James Palmer, an engineer in the power distribution team, Safety Technical & Engineering, based at Milton Keynes. Network Rail has looked at the work carried out by the UK’s distribution network operators (DNOs) - the likes of UK Power Networks and Northern Power - in

RAILSTAFF MARCH 2018

GEAR+TECH

NG ARC FLASH this area. “Certainly in the UK electrical industry, we’ve been in contact with some of the DNOs to understand what they’re doing,” said James. PPE is referred to as the last line of defence. While assessing its PPE requirements, Network Rail has undertaken a large-scale analysis of common maintenance tasks and the associated risks to see if there is any way they can, and need, to be made safer. This includes looking at flameproof PPE as well as arc-proof PPE and discussing the options with the PPE committee, which James has attended a number of times. A safety alert has been issued within Network Rail which clarified when the arc proof PPE that was issued to Network Rail Distribution staff must be worn. The next stage is to look at things like the incident energy and arc flash boundary to model the risk and determine what level of protection is required in further different scenarios. These studies are currently being conducted by Abiodun ‘Abbey’ Oludimu, an engineer in the power systems team, Safety Technical & Engineering. What is making the process so challenging is the variety of equipment across Network Rail’s distribution network. Standards drawn up for the 25 kV AC substation network can’t be automatically adopted for DC substations, for example. Above all, James believes it’s important that the right PPE equipment is chosen and used

where appropriate but, if the correct standard safety procedures are followed, he will be more than happy if it is never called upon.

INNOVATION Ultrasonic testing and electroscopic meters are two methods which can be used to detect conditions that could lead to arc flash. Canadian company Proxxi has developed what it believes to be the world’s first wristworn wearable that can detect dangerous electrical conditions. The device, which is currently only available to preorder, is always on and vibrates when the wearer is getting too close to a high voltage electrical field. Proxxi has smart connectivity which syncs the data it collects to a smart phone,

ProGARM arc flash PPE before and after testing.

logging near misses. It also has a feature which notifies a designated person if it detects that the wearer has fallen to the ground. The wider message around arc flash is that safety systems that detect risk and protect workers are only part of the solution. Regular training and accurate assessment of the risk should mean these systems are rarely relied upon. FACEBOOK.COM/RAILSTAFF | @RAIL_STAFF | RAILSTAFF.UK

COMPANY FOCUS

RAILSTAFF MARCH 2018

GAINING A VITAL INSIGHT WHAT DOES THE FUTURE HOLD FOR ONE OF THE UK’S LARGEST SUPPLIERS OF SPECIALIST RAIL SKILLS?

ny responsible, mindful company in the recruitment and contingent labour market has the same primary objective. “Safety is paramount to me,” said Gary Hardaker, executive director at Vital Human Resources. Based in Manchester, Vital Rail has been part of the UK’s rail community for more than 20 years, but the company’s story began long before that. Established by John Smith, Vital has been supplying skilled staff to a number of industries since 1983. In 2013, the business was acquired by Morson Group and the one-time competitors now sit side by side as one of the largest resource suppliers in the UK.

NETWORKWIDE Although the business sits at the heart of the rail industry in the North West, its 2,000 sponsored staff are located all around the country. A fleet of more than 400 commercial vehicles takes them to and from sites across the network, serving the company’s growing client base. As Gary explains, the company deploys everyone from site technicians to frontline operatives. The business was recently rebranded Vital Human Resources. Beneath this brand sits Vital Rail; Vital Solutions, an international recruitment consultancy; and Vital Resources, which specialises in electrical and mechanical and construction resource. Vital also has a growing contracting arm, Vital Rail Projects. With staff specialising in track, signalling, electrification, welding and civils, there are few projects that Vital Rail isn’t equipped to tackle. “It is a fiercely competitive market,” says Gary. But he believes the business has something special to offer.

PEOPLESOFT Vital Rail is one of only a small number of labour supply companies to hold regional RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

framework agreements with Network Rail. This work is organised from offices around England, Scotland and Wales. This huge logistical challenge is overseen by staff at the Salford headquarters, who are using technology to overcome some age-old issues. Vital has developed a piece of bespoke software called PeopleSoft to help simplify the process. The unique system, which is managed by an inhouse development team, is integrated with Sentinel which ensures that no member of staff can be assigned work without the correct competencies. The system’s Fatigue Management System automatically checks that all shift patterns, working hours and travel times fully comply at the resource planning stage. Gary points out that only 35 per cent of work done by Vital Rail staff is carried out on weekdays, with the majority taking place at nights and weekends. To cater to the needs

RAILSTAFF MARCH 2018

of a business that operates 24 hours a day, seven days a week, 365 days a year, there is a control centre on the ground floor that can deal with last-minute rostering issues and record close calls. The company has also applied a smart approach to how it manages its vast fleet. All of Vital Rail’s vehicles have tracking technology fitted which allows the company to not only log the location of its staff but also better plan servicing and monitor driver behaviour.

HEALTH AND WELLBEING Gary, who began his career in 1995 as a British Rail graduate one of the last to join the scheme before privatisation, repeats the Network Rail mantra “everyone home safe, every day”. How health and safety is managed for agency staff has at times come under scrutiny, but Gary said it’s very much at the top of his agenda for CP6.

“We want to ensure the health, safety and wellbeing of every single member of staff going to and from work every day.” The company aims to brief all of its sponsored staff at least once every quarter. Gary personally took action to improve the way briefings were delivered after previously visiting a site briefing. Gary was part way through a briefing at Carlisle station when he decided enough was enough. “I was quite frustrated with how the briefing took place,” said Gary, who was unhappy about the lack of facilities for his staff. Following that night shift, the business chose to invest in a specially equipped briefing van: the Vital Safety Conversation Vehicle (SCV). The initiative has been praised by industry leaders and there are now three of these vehicles based around the country. Each one has seating space inside and is equipped with TV monitors inside and out, a PPE store and a coffee

machine. Vital Rail has taken other steps to improve communication with its staff. Each of its offices has a dedicated safety advisor, so staff in that region know where to direct any concerns they might have. “We want our workforce to know that they have our full support surrounding all safety issues 24/7,” said Gary. The company also has a website - www.closecallnow.com - where staff can report hazards and has begun contacting employees with text alerts. Important safety messages are also regularly printed somewhere every member of staff is likely to look - their payslip. Gary said that wellbeing was an area he wanted to see the business tackle in the coming months, working not only with its workforce but also their families.

COMPANY FOCUS

JOIN THE CONVERSATION Gary is conscious that suppliers at all levels have a responsibility to help resolve issues the industry faces nationally. Over the next couple of years, the company plans to continue its work around apprenticeships and wants to offer development opportunities to long-serving staff who are keen to progress. A key part of this will require closer working with clients to understand their work banks and the future skills demand. Vital Rail has already delivered more than 300 apprenticeships with many going on to form part of the core workforce. Gary added: “Vital already have a vast range of skills inside their workforce but would also like to see fresh new talent come on-board via apprenticeships whilst still offering progression to our already dedicated workforce ahead of CP6.”

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EVENTS

RAILSTAFF MARCH 2018

GET YOUR NAME ON THE TEAM SHEET

he RailSport Games will return in September ready to crown the railway’s sporting royalty. Have you got what it takes to beat the best? Held across two days, RailSport is celebrating its 25th anniversary this year. Launched during the British Rail era, the competition came to Loughborough University in 2017 - the first time the event has been hosted in the East Midlands since 2000.

SETTLE OLD SCORES Returning to Loughborough between 8-9 September, RailSport 2018 will see competitors from across the rail industry contest 10 different sports in the industry’s long-standing, annual sporting competition. It is an opportunity to settle old scores on the pitch and make some new friends off it. Loughborough University is one of Britain’s pre-eminent sporting universities. It has some of the best facilities in the UK and is home to numerous Team GB Olympic athletes. Tom O’Connor, managing director of event organiser Rail Media, said: “We’re back in Loughborough for this year’s RailSport Games. The event is marking a milestone birthday and we want anyone in the industry with a passion for sport to join us to celebrate it.” Railway sport associations have been set up all around the world to promote friendly sporting competition among industry colleagues. As well as competing within their domestic tournaments, representatives from these associations come together to take part on a global stage in events organised through the International Railway Sports Association (USIC). Last year, teams from the UK competed against the rest of the world in badminton, bowling and angling.

Last year’s RailSport Games included teams and individuals from Irish Rail, Network Rail, Hitachi and East Midlands Trains. Two of the most highly contested events were the five-a-side and six-a-side football tournaments - both of which were won by teams from Irish Rail.

HEALTHIER WORKPLACE Research conducted by the Office of Rail and Road (ORR) indicated that ill health costs the UK rail industry around £790 million a year. RailSport aims to improve health and wellbeing throughout the rail industry through competitive sport. Tom added: “As well as giving people from across the industry an opportunity to come together outside of their normal environments and take part in their favourite sports, RailSport supports the industry’s wider aims to create healthier, more productive workplaces. Competitive sport is a great motivator and competitors want to go that extra mile to come top of the leaderboard.” We want to hear how you are preparing for this year’s competition. Tell us about your gruelling training regimes and strict diet plans. Share them with us on social media or email us at news@rail-media.com. You can register for this year’s competition online at www.railsport.uk.

Full list of sports: • • • • • • • • • •

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Football (five and six-a-side) Badminton (singles and doubles) Chess Cycling (65km, 100km and 160km) Darts (singles and doubles) Rounders Running (5km, 10km and half marathon) Tennis (singles and doubles) Triathlon Squash

RAILSPORT IS BACK FOR 2018, CELEBRATING 25 YEARS OF SPORT ACROSS THE NETWORK

RAIL EVENTS 2018 @RailMedia

BOOK YOUR PLACE ON THESE ESSENTIAL EVENTS 26th April 7th June

BIM Summit Rail Partnership Awards Rail Technology Summit Bird and Bird, London

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YOUNG RAIL PROFESSIONALS

RAILSTAFF MARCH 2018

S L A N IO S S E F O R P YOUNG RAIL

S I E G I T S PRE D R O W E H T

oung Rail Professionals (YRP) is delighted to announce that the 2018 Annual Black Tie Dinner will be held in Derby for the first time ever. We have selected The Roundhouse as our venue, a stunning location bursting with railway heritage which is perfectly suited to this prestigious event in the railway calendar. Derby rightly deserves to be chosen due to its role as the beating heart of the global rail industry. We are also pleased to announce that CPC Project Services will be the exclusive sponsor for our dinner once again. CPC is a project management company that specialises in delivering major rail projects and is long-time supporter and friend to YRP.

INDUSTRY INSIGHT

The keynote speaker for the 2018 Annual Dinner will be John Smith, managing director and founder of GB Railfreight. He will be sharing his insights with attendees from his 33 years’ experience in the rail industry, from starting out in rolling stock maintenance to setting up GB Railfreight in 1999. The annual awards, which will be held on 13 April, is YRP’s opportunity to celebrate the continued contribution that young professionals make to the rail sector, and in particular those key individuals who have done something exceptional to improve our industry. The awards are also a great opportunity for all of our members, volunteers and supporters to come together in celebration of the accomplishment that YRP has made over the past year.

HOW TO ENTER Nominations are still open for the YRP Awards, giving you the opportunity to nominate your colleagues and role models for RAILSTAFF.UK | @RAIL_STAFF | FACEBOOK.COM/RAILSTAFF

the Young Rail Professional of the Year, Apprentice of the Year or Mentor of the Year. Individuals can be nominated for the Awards by completing the nomination form online. Submissions can be made by a colleague, mentor or anyone who knows the candidate well enough to give sufficient information of their achievements. The award is free to enter. The deadline for submissions is Friday 16 March.

RAILWAY PRESTIGE On 6 February 2018, YRP West Mids members were invited to attend the University of Birmingham’s second Railway Prestige lecture of 2018, this time with guest speaker Gordon Wakeford, divisional managing director of Siemens Mobility UK, speaking on “Rail UK: Reasons to be Cheerful”. The evening started with a tour of Birmingham Centre for Railway Research and Education (BCRRE)’s research labs with highlights including a real-time traffic management simulation program that is being used for both national and international

RAILSTAFF MARCH 2018

YOUNG RAIL PROFESSIONALS

April

projects. We then got into a makeshift drivers train cabin and had a go at train-driving through some of the stations in Birmingham – really fun until you have to make an emergency stop! Gordon’s lecture covered some broad topics in the UK rail industry today and reasons to be optimistic going forward. After discussing Siemens Mobility’s service offering to the UK rail industry, he discussed some of the challenges and opportunities that we can look forward to, briefly touching on the work

he’s been involved in with the UK Government as chair of the Railway Supply Group (RSG) to modernise the railway and the role young people will play in using digitalisation to improve service, enhance customer experience and create a sustainable UK rail sector. This was then followed by a very engaging Q&A, which we managed to finish on time despite keen interest in the subject matter! Visit the YRP website to find out information about upcoming talks and visits.

YRP ANNUAL BLACK TIE DINNER AND DANCE Tickets are now on sale for the Young Rail Professional’s Annual Dinner 2018. The black tie event will be taking place at the iconic Roundhouse in Derby and is proudly sponsored by CPC Project Services. Book your ticket now at www.YoungRailPro.com

YOUNG RAIL

PROFESSIONALS

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RAILSTAFF MARCH 2018

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With offices throughout the UK, SNC-Lavalin has an extensive history of supporting clients in the UK and overseas. With over 50,000 employees globally and a turnover of £5bn, following the acquisition of WS Atkins in July 2017, we are now one of the largest Engineering firms in the world.

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The role of Senior Consultant sits within our Transformation team with a focus on Operations. Both our UK and Australia teams are now seeking dynamic, numerate and enthusiastic applicants looking to progress their career within growing teams of specialist transport operations consultants.

SNC-Lavalin Rail & Transit’s dedicated Rolling Stock Projects team help to deliver anything from major engineering change through to supervising the delivery of new Rolling Stock Projects.

As a Senior Consultant you will regularly undertake a range of technical work including Passenger Rail Franchising, reviewing operating practices, safety investigations, and identifying resources and how they are utilised. You will oversee Service plans and timetable development, Rail network simulations and Signalling concept design and simulation. You will possess previous experience in one or a number of our key services areas; Planning and timetabling; Capacity optimization; Safety advisory services; Performance planning and simulation; Rolling stock and manpower resourcing; Freight terminal operations; Stations management. To be considered for the role in Australia you will need; • To be highly proficient in RailSys and/or OpenTrack • MS Excel and/or MATLAB including scripting in VBA to support manipulation of data, including RailML (XML) and GTFS.

Our Senior Project Engineers are exposed to a huge variety of Rolling Stock Projects such as Driver Only Operation into an existing fleet of trains, support in the investigation of safety critical equipment failures or project engineering support in the delivery of fleet upgrades. To be considered for this role you will; • Be experienced in supporting projects in the Rolling Stock domain either in a new build, maintenance or operating capacity. • Have an excellent understanding of Rolling Stock, their due diligence and of the UK Rail Industry as a whole. • Possess a degree in a relevant engineering discipline or equivalent experience. Be a member of the Association of Project Management (APM). • Possess outstanding communication skills, both written and verbal. Our Project Engineers and Managers all need a degree of flexibility regarding travel as our work sees us support clients across the UK and sometimes overseas.

Principal Consultant – Railway Systems

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The Railway Systems team delivers railway systems integration projects covering all stages of the project lifecycle ranging from Concept and Feasibility, Tendering, Systems Engineering during design, testing and commissioning and handover. These projects comprise rolling stock, railway systems and its interaction with railway infrastructure.

With an increasing number of projects for new-build and modified rolling stock, infrastructure changes, electrification schemes and signalling upgrades, the industry’s future is increasingly strong. Many of these projects are required to implement comprehensive assurance processes to achieve regulatory approval, or to gain the acceptance of asset owners and operators. SNC-Lavalin regularly undertakes some or all of this assurance process for its clients.

The Principal Consultant in the Railway Systems team holds responsibility for bidding, managing and delivering systems feasibility and integration projects in relation to rolling stock, railway systems and its interaction with railway infrastructure.

To be considered for this role, you will be; • A Chartered Engineer who is currently working in the capacity of either a railway systems consultant, train operator or within a rolling stock fleet role. Highly methodical and numerate individual who has the ability to undertake quantitative analysis in MS Excel or other software.

HIP

• Have an excellent, broad knowledge of railway systems • Possess experience of working in technical feasibility, system principal requirements specifications and/or systems integration from requirements to handover for railway system.

To be considered for the role you will • Need an engineering or technical degree or equivalent experience as well as the ability to critically assess projects and situations using engineering judgement to identify potential solutions. • Have a system-wide approach to issues and be able to demonstrate an understanding of the impact of changes to their wider environment. • Possess technical engineering or operational experience in one or more railway or tramway system. • Preferably have experience in the provision of Assessment Body, Independent Safety Assessment or other independent review and experience of conducting thorough risk assessments and/or failure analysis in a highly regulated industry.

Why SNC-Lavalin? We offer a professional but nurturing environment for you to better develop in your career whilst exposing you to a wide variety of transport projects. We also offer competitive salaries, 33 days annual leave (including Bank Holidays), private medical and dental insurance, gym membership subsidies, flexible working hours and a host of other benefits supporting a range of lifestyles. To Apply – Please forward your application to Ben.Sutcliffe@snclavalin.com or call +44 (0)1332 223 220 for further information.

CAREERS

RAILSTAFF MARCH 2018

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Want to work for an award-winning rail freight company? Freightliner has these exciting career opportunities available today: > QUALIFIED TRAIN DRIVERS < > TRAIN RUNNING AND POWER CONTROLLERS < > CONTROL ASSISTANTS < With career progression, competitive pay, generous annual leave entitlements, staff benefits and a final salary pension scheme, these are exciting opportunities that you can’t afford to miss!

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