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Stations in focus Bringing community and company together to make stations our third place STATION REFURBISHMENT Investing in local communities

TICKETING TECHNOLOGY

STATION REFURBISHMENT

Open Loop Ticketing and beyond

Small stations – Too Big to Forget

T

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he big news for our industry is of course the Prime Minister’s announcement that HS2 will proceed. The most encouraging part of his Statement to The House of Commons was the clear placement of HS2 within the larger context of the transport needs for the entire country.

By ‘treating HS2, north of Birmingham, Northern Powerhouse Rail and other local rail

EDITORIAL EDITOR SAM SHERWOOD-HALE editor@railpro.co.uk

improvements as part of one integrated masterplan, High Speed North’ the wider public will

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‘level up’ the United Kingdom.

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the elements of the Prime Minster’s statement which reinforced this idea that the success of HS2

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increase speed and efficiency, one on floor refurbishment at Euston station and another at Grade II

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hopefully be clued in to the fact that HS2 will not be a silo that only benefits passengers literally riding on the train but is instead the keystone to the overarching transport revolution necessary to

In a joint statement responding to the government’s go-ahead to HS2, Matt Byrne, President,

Bombardier Transportation UK and Jim Brewin, UK Country Lead, Hitachi Rail called the decision ‘a symbol of confidence in UK plc’ whilst The Chartered Institute of Logistics and Transport (CILT) called HS2 ‘essential to tackling systemic congestion in the UK transport system’ and highlighted will lead to the successful rejuvenation of local transport across the country.

Sticking with the rejuvenation concept, this issue of Rail Professional focusses on station

refurbishment. We have a couple of case studies displaying how new technology can help to listed St Erth railway station near Penzance in Cornwall where GWR is installing energy saving, LED lighting.

Another feature describes how a station functions as a focal point for the local community.

Sean English, Chief Operating Officer at Grand Central, writes about how the TOC has incorporated feedback from the public to inform and shape its station investment programme which it is rolling out across its North East and West Riding routes. The programme will upgrade eight stations, starting at Hartlepool where community engagement led Grand Central to prioritise new lounge facilities and revamped common areas.

We also focus on ticketing technology in this issue, with commentary from Philippe Martineau

at OSPT Alliance and HackTrain’s River Tamoor Baig.

Our next issue will be a special on franchising so I look forward to receiving commissions on

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Rail Professional

CONTENTS CONTENTS / ISSUE / ISSUE 258260 / DECEMBER / MARCH 2020 2019 |

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09 News Longer trains and more seats for passengers across the Midlands, History to be made with opening of Worcestershire Parkway station, Vital renovation works for Forth Bridge approaches, Start of construction at HS2’s London super-hub moves a step closer as Old Oak Common station planning submission is submitted, Government needs to kick-start a ‘rolling programme’ of rail electrification, say business, passenger, freight and community groups

12 The Cheek of it Chris discusses the prospects for a post-Williams rail network in which revenue risk – and therefore the entirety of fares policy – will revert to the government

17 Laying down the law Over the past couple of years there has been a rise in the number of employees bringing claims that their employers are breaching their philosophical beliefs

20 Delivering the goods Alex Veitch, Head of Multimodal Policy at the Freight Transport Association explores how electrifying the rail network could significantly aide decarbonisation efforts

25 Women in Rail Sarah Reid, Commercial Director at Network Rail and Chair of Women in Rail East Midlands explains the life changing initiative for women in transition and fantastic opportunity to attract women into rail

27 Rail Professional Interview Director at building consultancy and architecture practice AHR, Samantha Smith on diversity in rail and what is being doing to promote diversity in the sector

31 Station Refurbishment Managing the redevelopment of a 67-acre site is no mean feat, especially when the infrastructure on the site provides national rail services for over one hundred million people a year

35 Station Refurbishment Sid Grover, Associate Director for environment, health and safety at environmental and engineering consultancy RSK, provides an insight into RSK’s work with the Coventry Station Refurbishment Project

39 Station Refurbishment Chief Operating Officer Sean English talks about Grand Central’s commitment to serving its communities through its station investment programme

43 Station Refurbishment London Underground consists of nearly 300 stations used by five million customers per day, nearly the entire population of Scotland

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59 Ticketing Technology HackTrain’s River Tamoor Baig looks at what ticketing technology could revolutionise rail in 2020 and beyond

62 Ticketing Technology Philippe Martineau, President of OSPT Alliance, explains why PTOs and PTAs need open standards in an increasingly crowded market

66 Business Profiles Layher, The Institute of Spring Technology, BWB Consulting, Elite Precast, Arrow Solutions, Oakes Power Services, Bolle Safety, Pod-Trak, CoreTech Solutions, UK Power Networks Services, BAM Ritchies, Harting, Netskrt Systems, Torrent Trackside, Lindstrom

47 Station Refurbishment Lighting within rail is governed by an intricate series of regulations. So, how do specifiers improve stations, comply with the latest standards and keep up with the latest trends?

51 Station Refurbishment

112 People James McGowan, John Robson, Richard Morris, Sarah Kelley, Andrew Stephenson, Rachel Maclean, Cath Bellamy

For the construction and refurbishment of rail structures, time is mostly of the essence, writes Simon Rickett, Regional Technical Sales Manager at Parex, a Sika Company

55 Station Refurbishment Emma Gibson, Director at London TravelWatch, looks at the results of the National Rail Passenger Survey

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NEWS |

News in brief...

Tram training takes to the tracks Driver training is underway on the Trafford Park line marking another significant step towards its opening.

Classroom sessions using the Tram-Pro simulator software have been taking place since the end of February, ahead of the opening of the £350 million line in April.

Step-free access complete at Mill Hill East Tube station Customers using Mill Hill East Tube station will now be able to enter and exit step-free. Mill Hill East serves the Northern line, London’s busiest Tube line, and sees almost 1.4 million customer journeys each year. Access to the transport network for people with accessibility needs will be vastly improved, with a new lift and link bridge having transformed the station.

New body cameras for Transport for Wales staff Transport for Wales is launching a body camera trial to further improve the safety of their customers and staff. Selected railway staff including conductors and station staff, will be equipped with modern Body Worn Cameras that will help to prevent antisocial behaviour at stations and on trains.

9

Longer trains and more seats for passengers across the Midlands Thousands of passengers will benefit from improvements on CrossCountry trains including over 20,000 extra seats a week, thanks to £2.5 million invested by the government, the Rail Minister has announced on 24th February.

Passengers travelling from Birmingham to Nottingham, Leicester and Cardiff will start to see longer trains on some services from May 2020 delivering more than 5,000 more seats each week. A further 15,000 seats per week are planned to be in place from mid-2021, including to/from Cambridge and Stansted Airport to support the region’s commuters, businesses and leisure travellers.

More customers are set to benefit as the Department for Transport (DfT) and CrossCountry finalise plans to deliver thousands more seats on long distance routes each week from December 2020. Longer trains will operate on some services on Mondays to Thursdays on the routes from Scotland, the North East and Manchester to the South West and the South Coast.

The £2.5 million new government funding was agreed by the DfT and CrossCountry to help tackle overcrowding. Work is underway on further improvements in the years to come when more rolling stock will be available, especially for longer distance routes that Cross Country serves.

History to be made with opening of Worcestershire Parkway station Worcestershire Parkway station opened on Sunday 23rd February, delivering increased connectivity to London, the Midlands and South Wales. The station is Worcestershire’s first in more than one hundred years and forms part of a wider £50 million-plus rail investment programme in the county.

Construction began in 2018 and Worcestershire Parkway is built to serve both the North Cotswolds Line and Cardiff to Nottingham route.

This work has provided: • A 500-space car park (including disabled parking) designed to current standards in terms of lighting, CCTV, ticketing, customer facilities and information points.

• A fully-accessible modern station building with toilets and a ticket desk.

• A single platform on the North Cotswolds Line and two platforms on the Cardiff to Nottingham route that will all be fully accessible.

• Secure cycle storage, motorcycle parking and electric car charging points.

• Direct access to local bus services through a bus/rail interchange.

• Taxi rank and drop off/pick up point.

• A new roundabout providing access to the station from the B4084.

• A new footbridge for the public right of way over the Cardiff to Nottingham route.

New signalling system introduced on the Wherry lines Over 130 years of signalling history came to an end on 17th February on the Wherry lines with the reopening of the Norwich to Yarmouth line following completion of work to introduce a new computerised signalling system, improving reliability of train services. Having

Rail Professional

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| NEWS

News in brief... been closed since 1st February engineers have switched the signalling system over from the old, Victorian mechanical signals which have been in place for over 130 years, to the modern computer-based system.

Plain-clothed police make a big impact on Metro Plain-clothed police officers tasked with catching teenage troublemakers on the Metro have had an immediate impact. Beginning in February, Operation Hades has seen undercover police and Nexus staff board trains in a bid to tackle anti-social behaviour and catch any offenders in the act.

Stadler and Nexus sign contract for delivery and maintenance of 42 METRO trains in Newcastle upon Tyne Stadler will supply 42 METRO trains, build a new maintenance plant and carry out 35 years of maintenance for the Tyne & Wear Metro. Stadler and Nexus signed the contract on 11th February after the expiry of the objection period. The order, comprising trains, depot and maintenance, is worth around £700 million. Commercial operations are scheduled to begin in 2023. In 2024 the new METRO trains will completely replace the existing fleet.

Prime Minister gives green light to HS2 On 21st February the Prime Minister confirmed that HS2 would proceed, delivering essential North-South connectivity, greater capacity and shorter journey times, with construction for Phase 1 from London to the West Midlands set to begin in April.

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Vital renovation works for Forth Bridge approaches Network Rail will soon begin work on a £7.5 million project to refurbish and repaint the North Queensferry approach span to the world famous Forth Bridge. The refurbishment work is being undertaken by Balfour Beatty, who have won the contract to deliver a range of vital maintenance projects around the 130-year-old structure.

The north approach span, which carries the railway over North Queensferry, will be repainted with the same glass-flake epoxy paint system used to restore the bridge itself during the decade-long, £130 million refurbishment programme completed by Network Rail, and main contractor Balfour Beatty, in 2011.

Engineers will soon begin to encapsulate the approach span in a protective scaffold casing before grit-blasting the layers of old paint off the steelwork to allow inspections to take place. The metal will then be repaired and repainted. The new paint system will mean the steel will not need repainted for up to two decades.

Balfour Beatty will also undertake a range of other works as part of the contract – including maintenance and monitoring of the bridge bearings, refurbishment of staff welfare facilities on the structure and refurbishment of the Inchgarvie lighthouse. The refurbishment works will be completed without disruption to train services.

Start of construction at HS2’s London super-hub moves a step closer as Old Oak Common station planning submission is submitted HS2 Ltd has unveiled updated designs for its west London super-hub at Old Oak Common, as part of the Schedule 17 submission to the Old Oak and Park Royal Development Corporation (OPDC).

The HS2 Old Oak Common station will provide a world-class interchange for an estimated 250,000 passengers each day and will be a gateway into Old Oak and Park Royal, one of the largest regeneration sites in the UK. The station design development has been led by engineering professional services consultancy WSP, and architects WilkinsonEyre. The submission is the next stage in the development of the Old Oak Common site. The local community and wider general public were consulted on the designs for the station in 2019, through a series of formal public engagement events.

Plans to transform the wider area around the station, a former railway and industrial site, are being led by OPDC and they project that the area around the new HS2 station will become a neighbourhood with the potential to create tens of thousands of homes and jobs.

Government needs to kick-start a ‘rolling programme’ of rail electrification, say business, passenger, freight, and community groups Representative bodies covering businesses, passengers, freight, and community groups have published an open letter to Transport Secretary Grant Shapps, calling for him to kick-start an ambitious ‘rolling programme’ of rail electrification, if the government wants to deliver on its aim of decarbonising UK rail by 2040.

The representative bodies, which represent thousands of businesses and organisations, have urged the government to end the ‘stop-start’ nature of past electrification schemes and to introduce a ring-fenced ‘rolling programme’ fund that allows the rail industry to extend electrified track over several years. They have called on the Government to act before current electrification schemes are completed after which – without other schemes to move on to – many skills and expertise will be lost.

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The Cheek of it Chris Cheek

More public sector control: is it really the answer for our railways?

Chris discusses the prospects for a post-Williams rail network in which revenue risk – and therefore the entirety of fares policy – will revert to the government

W

ith the ‘will he, won’t he?’ question now answered over HS2 and other funding announcements for future transport projects out of the way, attention must once again turn to the outcome of the Williams Review of passenger rail franchising.

The report was supposedly imminent in December but postponed because of the General Election, but still had yet to emerge at the time of writing.

This doesn’t stop further leaks and speculation about what will be proposed.

And the consensus seems to be that a new version of OPRAF/SRA will take over the running of the network from DfT Rail on a more arm’s length basis, letting concessions

to run services as opposed to the current franchises. The main difference, it is suggested, being that the contracts will be let on a ‘cost plus’ basis, with revenue risk remaining with the new government body – with heavy emphasis placed on incentives/ penalties for performance.

This is similar to the way in which the London Overground and Crossrail contracts are let by Transport for London which, it is argued, have delivered higher levels of performance than the revenue risk model operated on most of the rest of the network.

Advocates of the system point out that not having to worry about revenue risk frees the management to focus on quality, since that is the means by the operator can earn additional income or avoid penalties.

There are, however, downsides to such a system – both from a customer and a taxpayer point of view. The first is the danger that handing control of all fares to a single, Government-funded body will result in a less flexible, more rigid system promoted on the back of ‘simplicity’ – stifling innovation and increasing the cost of millions of journeys.

Secondly, the change could well end the tentative moves towards the introduction of more competition on the network – both between existing train operators but also by killing off open access operators. This would particularly be the case if, having created a new public body to manage the train services alongside an infrastructure operator that is already in the public sector,

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the opportunity was taken to remove any independent economic regulation of the industry.

Thirdly, such a system would inevitably maintain close and detailed control by the public sector of timetabling and service provision, alongside rolling stock provision.

Since these are the issues where the existing system has been most criticised, it would still leave too much power in the hands of public sector officials in Whitehall (albeit with some moves towards devolution – though of course without the control over funding that is necessary to make local decision-making work). This would not end the micro-management that has been a consistent criticism of the current system since 2005 and would again stifle innovation and competition.

The fourth concern is that it would not end cost creep. Operating costs, and particularly labour costs, have tended to rise at rates higher than inflation – even rising in real terms when wages were falling in other industries. Managing contract bids, using assumptions provided by the client, mean that it is compliance with the budget plan that matters rather than constantly striving to reduce costs.

Issue number five concerns the government’s ongoing willingness to provide revenue support to those parts of the railway network that still need it. Recent events in Northern Ireland offer a worrying sign of the way things might go. There, the state-owned transport operator seems to lurch from one financial crisis to another, despite achieving strong market growth and value for money – simply because governments in Belfast and London do not deliver the necessary levels of funding.

To those of us who have previously worked for the nationalised transport industries in the past, this is a depressingly familiar story, which may well get replicated in London if nothing is done to resolve TfL’s funding shortfall. The only consequence is service cuts, increased fares or other cost savings which impact on the quality of the product. We’ve been there before too many times in the years since 1945.

Between them, the three big regional franchises received £862 million of revenue support in 2018/19 (that’s aside from Network Rail funding). The Northern and Welsh franchises currently enjoy average train loads in the mid-fifties and Scotrail in the low sixties. That’s around a quarter of the figure seen on the busiest InterCity routes, and roughly one third of the level seen on the London commuter franchises.

This means that a very great deal of quite rapid growth would be required to make those services self-funding. Meanwhile, providing additional capacity to cope with the growth that is already happening on these routes actually puts the subsidy bill up in the short term: that is a funding trap that we must be wary of.

Providing capital funding for rail Rail Professional

reopening schemes is all very fine and nice, but we need to remember that those routes are unlikely to be commercially viable in the short term, and provision needs to be made for ongoing revenue support too.

For the last few years, the subsidy issue has been buried because premiums paid by profitable TOCs have exceeded the costs of subsidy. However, in a changed regime, that may no longer be the case, and with all government revenue expenditure subject to ongoing scrutiny, it is likely that these ongoing costs will come under the microscope, as they did in the early 2000s.

If the railway industry is to play its part in helping to deliver the shifts in transport

demand needed to tackle climate change, we need to forge a railway network that

is forward-looking, enterprising, flexible and dynamic. We need to remember that each one per cent of demand switched from private car to train means a 13 per cent increase in rail demand or a 17 per cent increase in bus demand. In a situation where the government envisages reducing private car use by ten per cent, the challenges to be faced by our public transport operators in the next decade or so are huge.

Unlike many, I am by no means convinced that increased public sector control of the railways (or indeed the buses) is the correct solution to the issues currently faced, much less the future demands that are going to be placed on the network.

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FEATURE | VIEWPOINT

Laying down the law

17

Martin Fleetwood

Take care over your workers’ philosophical beliefs Over the past couple of years there has been a rise in the number of employees bringing claims that their employers are breaching their philosophical beliefs

O

nly those that are successful hit the headlines but this should not disguise the full number being made. Whilst not as common in the rail industry as in other sectors, companies cannot afford to be complacent. The recent case of Casamitjana v League Against Cruel Sports highlights the fact that employment tribunals are taking a greater account of changing trends in society and what could be considered to be philosophical beliefs held by members of the workforce.

Protecting personal characteristics The Equality Act 2010 (the ‘Act’) protects employees against discrimination based on certain personal characteristics (known as ‘protected characteristics’). These include ‘any religious or philosophical belief’.

However, not all religions or beliefs will be covered by the Act. Whether or not a particular religion or belief is covered will generally be decided by the courts and a number of cases give guidance on this. ​The Employment Appeal Tribunal established in the case of Grainger v Nicholson in 2010 a number of factors which would give rise to legal protection under the Act. These occur where a belief: • Is genuinely held.

• Is a belief rather than an opinion.

• Is a belief as to a weighty and substantial

aspect of human life and behaviour.

• Attains a certain level of cogency, seriousness, cohesion and importance is worthy of respect in a democratic society, is not incompatible with human dignity and does not conflict with the fundamental rights of others.

These factors were subsequently reflected in paragraph 2.59 of the Equality and Human Rights Commission Statutory Code of Practice on Employment (published in 2011) (the ‘EHRC Code’). ​In considering a claim, the relevant tribunal looks at the belief, and the consequential day to day actions of the individual themselves, rather than any public perception of the type of belief. It is therefore important for any employee claiming the belief to show clearly how they comply with it. In any response, the employer has an opportunity to be able to show that the employee did not always follow those beliefs.

A belief has to affect your entire lifestyle In his case against the League Against Cruel Sports (the ‘League’), Mr Casamitjana (the ‘Claimant’) was bringing an action against his dismissal for gross misconduct.

The League had dismissed him because he drew attention to the fact that the League invested pension funds in firms involved

with animal testing. One of the Claimant’s arguments was that as an ‘ethical vegan’, such investments went against his beliefs and he was protected from dismissal in raising it as an issue. He said that veganism affected all aspects of his life and not just his diet, in that he excluded all forms of animal exploitation from his lifestyle. ​Applying the factors in Grainger and the factors at paragraph 2.59 of the EHRC Code, the Tribunal found that: • Having reviewed evidence as to how the Claimant conducted his life (e.g. eating a one hundred per cent vegan diet and not wearing or using any animal products), the Claimant genuinely and sincerely held his beliefs in ethical veganism.

• Ethical veganism carried an important moral essential and the Claimant held ethical veganism as a real and genuine belief (and not an irrational opinion or simply a viewpoint).

• Ethical veganism was a weighty and substantial aspect of human life and behaviour capable of constituting a belief which seeks to avoid the exploitation of fellow species.

• Ethical veganism was a way of life which seeks to exclude as far as possible and practical all forms of exploitation and cruelty to animals for any purpose, thus clearly obtaining a high level of cogency, cohesion and importance.

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Summing up, the Tribunal said it was ‘easy to conclude’ that there was overwhelming evidence that ethical veganism was capable of being a philosophical belief and therefore a protected characteristic under the Act • Given modern day thinking, it was clear that ethical veganism did not in any way offend society and was increasingly recognised nationally (particularly by its environmental benefits), so that it was worthy of respect in a democratic society and compatible with human dignity.

Summing up, the Tribunal said it was ‘easy to conclude’ that there was overwhelming evidence that ethical veganism was capable of being a philosophical belief and therefore a protected characteristic under the Act. The

Rail Professional

case itself is still ongoing, with the next stage a review to determine whether the Claimant was dismissed because of his belief in ethical veganism. However, it is a helpful guide into the thinking of the Tribunal.

Not yet a precedent As the decision was only at an employment tribunal, this decision does not create a binding precedent. Other tribunals are able to come to differing conclusions. It is unlikely that all vegans would be able to benefit from the Casamitjana decision to claim a protected belief. The tribunal decision related to ethical veganism which covers a person’s entire way of life, derived from a clear belief and supported by genuinely held rationale. ​ In contrast, an earlier decision of the Norwich Employment Tribunal in September 2019 was that vegetarianism was not a protected philosophical belief because it was not about human life and behaviour.

Instead it felt that vegetarianism was a lifestyle choice and lacked sufficient cogency and cohesion because the reasons for being vegetarian vary greatly. ​What these two decisions provide is a clear signal to employers that the law around what constitutes a ‘belief’ for the purposes of the Act looks likely to be an area that is going to continue to develop, especially

as societal values change. Employers should consider monitoring the impact of workplace policies, practices and procedures to check whether they may offend or cause difficulties for groups of employees with certain beliefs. This should be the case even if it is not obvious whether they are covered by the Act. They should also look at educating managers to keep an open mind about what could constitute a ‘belief’ when managing inappropriate behaviour in the workplace. As the rail industry looks to broaden its employment base this is an area that needs to be properly managed.

Martin Fleetwood is a Consultant at Addleshaw Goddard’s Transport practice. The Rail Team has over 30 lawyers who advise clients in both the private and public sectors across a wide range of legal areas. As well as contractual issues, the team advises on operational matters, franchises, concessions, finance, regulatory, property, employment, environmental and procurement issues.

Disclaimer: This article is for informational purposes only and does not constitute legal advice. It is recommended that specific professional advice is sought before acting on any of the information given.

Rail Professional

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Delivering the goods Alex Veitch

Decarbonising rail – power forward with electrification Alex Veitch, Head of Multimodal Policy at the Freight Transport Association explores how electrifying the rail network could significantly aide decarbonisation efforts

T

he logistics sector is facing a nationwide challenge to reduce its emissions following the government’s ambitious target to achieve net zero greenhouses gases by 2050. It is therefore important to note that moving goods by rail, using diesel locomotives, saves 76 per cent carbon per freight tonne mile compared to using road.

While this is a significant improvement, there is more that can be done; electric freight trains produce 60 per cent less carbon emissions than diesel trains and their use could therefore result in a 90 per cent carbon saving per freight tonne mile, compared to road.

In the view of FTA – the only business group that represents all of logistics – electrification is the most viable solution

for reducing rail emissions, particularly for freight, if the sector is to meet the government’s decarbonisation targets.

Electric freight trains are an established technology already in use on key stretches of railway; currently, around ten per cent of rail freight is electrically hauled, principally on the West Coast Main Line. And unlike other technical solutions for rail or road freight which are, in FTA’s opinion, decades away, electric freight trains could be quickly implemented to deliver significant carbon savings in just a couple of years.

Currently, 42 per cent of the UK rail network is electrified: however, there are some small gaps within this electrified network that, if addressed, would join other routes up and immediately support an increase in the use of electric traction.

The UK is falling behind with electrification when compared to EU-27 countries: on average, 54 per cent of European rail networks are electrified. FTA believes this is due to the high costs of building the infrastructure required; many recent electrification schemes have been cancelled as a result of overrunning costs Rail Professional

For example, around ten diesel trains a day traveling between London Gateway, the Midlands and North West could transition to electric if the 1.5-mile branch line linking this route became electrified. In FTA’s opinion, while there is a vital need for a coherent long-term strategy to electrify the entire network, there is also a strong case for quick development and implementation of electrification for such gaps.

Doing so will, in the view of FTA, create momentum towards decarbonisation and give confidence to private sector operators and their funders to support development of new hybrid and electric designs of locomotives. This is particularly relevant as freight operators start to procure new locomotives to support growth, in addition to planning replacements for their existing diesel fleets that are now approximately half-way through their life cycle.

The UK is falling behind with electrification when compared to EU27 countries: on average, 54 per cent of European rail networks are electrified. FTA believes this is due to the high costs of building the infrastructure required; many recent electrification schemes have been cancelled as a result of overrunning costs.

However, The Railway Industry Association (RIA) has recently challenged the excessive costs that have been paid to electrify UK rail networks. In its report from 2019, the Association argued that, should the government commit to a structured rolling programme of work, rail electrification could be delivered at between

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Assuming national power generation will be decarbonised in the coming years, electric freight trains would produce zero carbon and therefore remain, for the foreseeable future, the optimal carbon zero technical solution for freight locomotives.

Additional benefits also include faster acceleration, improved reliability and the ability to maintain higher average speeds, thus reducing network capacity usage a third and a half of the cost of some previous projects. And further work by FTA members and the RIA concluded that the rail freight sector could be two-thirds electrified by 2033 if the government carries out the suggested ‘infill’ approach, electrifying strategic parts of the network in a staged way.

Encouragingly, routes such as the

TransPennine corridor and Midland Main Line are already being considered for electrification. These are crucial corridors for freight movements, and it is vital that government considers the use of electric freight trains within future electrification strategies; however, FTA believes this will need an audit and plan to ensure there is sufficient power supply for both freight and passenger services.

And with the road transport sector also becoming increasingly focused on electrification, as the demand for electric power rises, it is necessary to assess the decarbonisation of the power sector, if the government’s aim of net-zero emissions by 2050 is to be accomplished. Decarbonising national power can be achieved by using low-carbon energy sources such as renewables and reducing the use of fossil fuels. Now producing a third of power capacity worldwide, renewables include tidal, wind and solar power.

Assuming national power generation will be decarbonised in the coming years, electric freight trains would produce zero carbon and therefore remain, for the foreseeable future, the optimal carbon zero technical solution for freight locomotives. Additional benefits also include faster acceleration, improved reliability and the ability to maintain higher

23

average speeds, thus reducing network capacity usage.

In the view of FTA, government must develop a comprehensive plan moving forward. The rail freight sector is committed to carbon reduction and will strive to implement such plans however, government support and direction must be in place. FTA will continue liaising with government to advise on realistic and efficient strategies, so that the ambitious target of net zero greenhouse gases emissions by 2050 can be achieved.

Efficient logistics is vital to keep the UK trading, directly having an impact on more than seven million people employed in the making, selling and moving of goods. With Brexit, new technology and other disruptive forces driving change in the way goods move across borders and through the supply chain, logistics has never been more important to UK plc. A champion and challenger, FTA speaks to government with one voice on behalf of the whole sector, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers.

For more information please visit www.fta.co.uk

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VIEWPOINT FEATURE |

Women in rail

25

Sarah Reid

Never Mind the Gap Sarah Reid, Commercial Director at Network Rail and Chair of Women in Rail East Midlands explains the life changing initiative for women in transition and fantastic opportunity to attract women into rail

L

ast year in the East Midlands, I launched Never Mind the Gap, a Women in Rail pilot initiative designed to attract more women to the railway industry. Never Mind the Gap targets women who are not in employment, either as a result of a career break (i.e. moving on from caring), redundancy or otherwise and who may not previously have considered a career in our sector. Through this initiative, women are offered free training and two-week work placements in a rail company, gaining direct experience of what it is like to work in the railway.

When we launched in the East Midlands, we were looking for women with a positive attitude, enthusiastic about getting into work and keen to improve their employability, and we found them! A wide

range of women from diverse backgrounds applied to benefit from our initiative: from dental nursing, local catering, the armed forces and engineering, mostly with selffunded qualifications, all looking for a second chance in their career.

Eight women took part with work placements provided by Network Rail, Bombardier, Crosscountry trains and Mott McDonald and supported by Job Centre Plus, Derby City Council, Ganymede, ATA Recruitment and Shorterm Group.

The programme started with a three day introduction during which we shared our knowledge and experience of the rail industry with the eight candidates, teaching them how to re-focus their CVs, brush up their interview skills and, thanks to graduate trainees from Bombardier and Network Rail, develop their IT skills. It was a pleasure to witness the women’s confidence grow tenfold during these three days.

During their two weeks placements, the eight candidates spent time with Train Managers, Signallers, in maintenance teams, on quality inspections, doing CAD design, working with HR, customer service and much more. One woman stayed a few days longer to finish off projects, having not worked for 17 years!

This opportunity was life changing for many women. One emotionally commented that, within a few weeks, she went from struggling to pay her rent to working in a frontline role with Network Rail at the start of a very promising career. Most are now determined to work in the railway.

I am convinced that by allowing individuals to directly experience working in our sector, we will increase the number of female candidates applying for roles and consequently benefit from greater diverse thinking within our teams and

organisations.

We are launching a nationwide Never Mind the Gap campaign through our regional group network, having already secured the support of Andrew Haines, CEO of Network Rail and of the other companies involved in the pilot. It would be fantastic if the rest of the rail industry collaborated with us on this initiative. We are calling on train operators and manufacturers, design, construction, signalling and track organisations, recruitment and training experts, big and small companies, all rail businesses to join us and support Never Mind the Gap 2020!

To find out more about Women in Rail’s Never Mind the Gap initiative, please contact Sarah Reid at Eastmidlands@womeninrail.org.

Rail Professional

Samantha Smith Director at building consultancy and architecture practice AHR, Samantha Smith on diversity in rail and what is being doing to promote diversity in the sector

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he UK’s rail industry is on the cusp of major Government investment, which could see thousands of new roles being created in the sector. But is the industry doing enough to improve its diversity and encourage more people into rail? Here, Samantha Smith, Director at building consultancy and architecture practice AHR, looks at what the industry needs to do if it’s to attract the best and brightest talent.

Can you tell us a bit about yourself, your role and your experience in the rail industry?

I’m a director at building consultancy and architecture practice AHR. I’m responsible for the management and leadership of the building consultancy arm’s Manchester and London offices.

While my role is cross-sector, I work primarily in the rail industry and have done for more than 25 years.

Early in my career I worked on major projects like the Kings Cross Station renovation, removing the anthrax and asbestos – that was an interesting job!

More recently, however, I’ve been working with some of the major train operating companies including

Rail Professional

Virgin, First, TransPennine Express and Northern Rail. The work I do with them is really varied; it can range from refurbishment work, building work and maintenance to enhancement schemes and building new offices. Anything you find in a railway station, I’ve probably worked on something similar at some point!

Over the last three years, I’ve also been part of the TransPennine Route Upgrade Alliance to improve the network between York, Leeds and Manchester. I sit on the leadership team for this group as an executive board member, alongside representatives from BAM, Amey and Arup.

Our role is to lead and manage the entire project, making sure there is enough resource available and that we’re meeting the governance requirements.

What made you want to work in rail?

It was a natural progression for me early on in my career. When I first started working in construction, I never thought I would specialise in rail. But it’s where my work took me, and I soon realised that I really enjoyed it.

There’s something amazing about working on large train stations.

As someone who has a love for construction, buildings fascinate me and some of the best buildings in the UK are train stations. So many of our stations are steeped in Victorian architectural history. The detail, craftmanship and intricacies used during that era were amazing and some of their construction techniques were truly innovative. It’s exciting to work on those buildings, to reinvigorate them and bring them back to life – albeit a very modern-day life.

I also quickly recognised that there

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Rail Professional

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is a huge breadth of roles and opportunities in the rail industry. The sector is changing every day and new, more innovative ways of working are being introduced all of the time, so I am constantly learning. There aren’t a huge number of sectors where you could say the same thing.

From a professional perspective, I’ve seen the diversity of roles and opportunities available within the sector expand enormously. Irrespective of the profession you’re in – whether it’s construction, marketing, finance or project management – there’s a role for it within rail.

Since you started working in rail, how has it changed?

The biggest change is how railway stations are used. They were previously just spaces where people would go to catch a train, but they have become so much more. Now, they are more than just transport hubs, they’re places where people can dine and shop too. In many ways, they have become destinations themselves.

The investment being put into our

Do you think the industry is doing enough to encourage diversity?

I definitely think it has improved in comparison to when I first entered the profession. But there’s still a lot more work that needs to be done. Rail unfortunately has a major image problem. For most people, when they think about a career in rail, they see the maintenance workers working on the tracks throughout the night. We need to get the message across that working in rail

railways from Government is fuelling this change too. It also means that there’s more emphasis on good design, and railway stations are becoming areas of architectural significance. You only need to look at Kings Cross or Birmingham New Street to see how design has been put at the forefront of planning for these stations.

Looking ahead, I expect the mixed-use aspect of railway stations to expand even more. We are starting to see smaller stations embracing these types of provisions and facilities. They’re turning stations into experiences rather than somewhere people go to catch a train.

Rail Professional

doesn’t necessarily mean you will be working on the rail.

Sorting this image problem should be a priority for us. Not only because it’s deterring women, but it’s potentially deterring so many others too. We could be missing out on exceptional talent because people aren’t aware of the breadth of roles available in the industry.

Some of the negative press that the rail industry has faced over the last 24 months is affecting the sector’s image too. The industry is under constant media scrutiny, which doesn’t bode well if we are trying to sell it as a fruitful career choice.

If we’re serious about making a career in rail desirable, we need to be better at communicating to the younger generation about the breadth of roles and opportunities that are available. At the moment, all they are seeing is the negative press.

Do you think schools are doing enough to promote jobs that may be perceived as ‘outside of the norm’?

If someone was to go into a secondary school and ask the pupils to name different roles within the NHS, it’s very likely that the children could name a broad spectrum of jobs. But if the pupils were asked to do the same for rail, I highly doubt they would be able to name a job that wasn’t a train driver or a track maintenance worker. But that’s not the education system’s problem. It’s our industry’s problem. It’s our responsibility to show them the opportunities that rail has to offer.

Our industry is on the cusp of some major Government investment. The UK has set itself an ambitious target of reducing greenhouse gas emissions to net zero by 2050, and rail will play a big role in helping us achieve that. People are also continuously looking at more ways of reducing their carbon footprint, which means more people are looking at rail as a more sustainable mode of transport. All of this means it’s fantastic, high-growth sector for the younger generation to get into, with excellent career longevity. This is something we should really be highlighting.

What advice would you give a young person looking to enter a career in rail?

Have an open mind. There are so many different roles you can take so don’t be scared to try new things until you find what’s right for you. Figure out what interests you and keep going until you get to where you want to be.

I think it’s also important to highlight that there are plenty of different routes to take. Not every great occupation in rail requires a university degree – apprenticeships are becoming commonplace for many roles nowadays.

There are plenty of opportunities for people to work their way up too if further education isn’t an option.

Another major benefit is that the rail network spans the entire UK. This means that wherever you are based, there is likely to be an opportunity in rail for you. You don’t always need to move to a major city to find work. I think this is a benefit that’s often overlooked or taken for granted.

For young people looking to get into rail, my biggest piece of advice is to just be yourself. If you work hard, are technically competent and have the right attitude, you will get the respect you deserve. Since I first started in rail, the industry has changed hugely. Some of the prejudices that may have existed many years ago are certainly no longer there today. People appreciate good talent. If you have that, you won’t go unnoticed.

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Topcon: the jewel in the crown of the King’s Cross redevelopment Managing the redevelopment of a 67-acre site is no mean feat, especially when the infrastructure on the site provides national rail services for over one hundred million people a year

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he regeneration of the King’s Cross area will eventually see £500 million pumped into new homes, offices, roads and improvements around the King’s Cross rail station. For over a decade, Plowman Craven, one of the largest surveying companies in the UK, has surveyed, measured and collated accurate survey information for the King’s Cross project, covering buildings, railway lines, tunnels and utilities. When it came to carefully monitoring structures near the rail station that surround a new patch of development land, the technical team turned to a tried and tested solution from Topcon Positioning.

On major developments in areas with existing infrastructure, monitoring is key to ensuring the integrity of surrounding structures and the safety of those on and around the site.

In particular, when working on piling and excavation for a new ‘landscraper’ within the King’s Cross project boundaries, Plowman Craven’s PC Monitoring division was appointed to ensure that

the appropriate data was captured to provide an indication of any movement caused by the groundworks. Critical rail infrastructure exists just a few metres from the site boundary along with a particularly significant historic building. Delivering the right, near real-time data provides the assurance that the project team needs to keep these vital assets operational.

Brendon Oram, technical manager at PC Monitoring, said: ‘It was clear that these assets needed a comprehensive, threedimensional monitoring approach but the complex, dynamic environment initially posed some challenges. Highly accurate data needed to be captured regularly and presented in a way that was easily understandable in order to enable timely, informed decisions regarding future works.

The flexibility in Topcon’s solutions made them the perfect fit for these requirements.’

Originally, the designer’s plan for this project was to conduct manual monitoring, but PC Monitoring suggested Topcon’s Delta solutions. Brendon said: “We know we can get more consistent, and more accurate data on site thanks to Delta, without the need for regular track access. This means it is far more cost effective to capture and process the data we needed, helping to save time and money for our client.’

The PC Monitoring team had used Topcon’s Delta Monitoring hardware and software on a number of previous sites before the project at King’s Cross. While Delta Link provides hardware support for autonomous operation of total station and environmental sensor data in the field, Delta Log provides an intuitive interface to manage observations, target types and measurement scheduling. Topcon’s Delta Watch software also allows data from robotic total stations, GNSS receivers, levelling devices and a variety of geotechnical and structural sensors to be processed and analysed individually or as a network-

adjusted solution, enabling easier use and analysis of various monitoring solutions.

Levi Brown, Vertical Construction Manager at Topcon Positioning GB, said: ‘This is a complex project with multiple stakeholders, including Network Rail, and a number of valuable assets, including Grade II listed buildings, surrounding the works. It’s critical in situations like these to monitor assets and works closely for any unwanted movement.

‘With Delta it’s possible to set up alerts that notify stakeholders of movement as necessary and enable the full team to make better informed decisions about next steps.

It’s improving efficiency and quality as well as keeping the team safe on such a complex site.’

The project started in 2017 and the current phase of the project where Delta is being used will take around 36 months to complete.

Brendon said: ‘Technologies like this often require significant upfront Rail Professional

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investment, but it is absolutely worth it in the long term from our perspective, in terms of reducing risk. Delta is a fantastic product in the right environment; accessing live railways is dangerous and costly so we’re delighted we’ve been able to address both issues with this technology, as well as keep a very close eye on any movement that could cause issues.

‘Our customers trust us because of our reliability, and we need to collect accurate and regular data to maintain that. Having used this technology previously we knew it would give us the right level of scalability, reliability and ease of use for the King’s Cross project.’

For more information about Topcon Positioning solutions, including monitoring technology, visit: www.topconpositioning.com/gb/

About Topcon Positioning Group Topcon Positioning Group, always one step ahead in technology and customer benefits, is an industry leading designer, manufacturer and distributor of precision measurement and workflow solutions for the global construction, geospatial and agriculture markets. Topcon Positioning Group is headquartered in Livermore, California, U.S. (topconpositioning.com, LinkedIn, Twitter, Facebook). Its European

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head office is in Capelle a/d IJssel, the Netherlands. Topcon Corporation (topcon. com), founded in 1932, is traded on the Tokyo Stock Exchange (7732).

About Plowman Craven As one of the largest surveying companies in the UK, Plowman Craven has spent more than 50 years providing a range of measurement and surveying services to the property, rail and infrastructure markets.

With offices at Harpenden in Hertfordshire and Central London, the company works in both the private and public sector, playing a key role on some of the most prestigious development projects in the UK and overseas.

For more information contact Keith Orgill on 01332 342122 or email Contact@OLE-Limited.co.uk

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Our team of highly experienced engineers have experience of all types of OLE installed in the UK. We provide a broad range of overhead line engineering support services covering the whole lifecycle from project inception, through design, construction, commissioning and equipment upgrades and renewal.

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Refurbishing for a better future in the Midlands Sid Grover, Associate Director for environment, health and safety at environmental and engineering consultancy RSK, provides an insight into RSK’s work with the Coventry Station Refurbishment Project

C

oventry Station in the West Midlands, UK, is undergoing a major transformation to accommodate the increasing number of passengers. The redevelopment project will also improve passenger facilities at the station.

The project will mainly involve the construction of a new footbridge, station building, car parking, and a bus interchange.

The Coventry station redevelopment is being carried out by Coventry City Council in partnership with Network Rail, Virgin Trains, Transport for West Midlands, Friargate Coventry, and other stakeholders to provide a new look to the station.

Buckingham Group Contracting was awarded a £9.3 million contract for the construction of a new footbridge and canopies along with structural completion of the access tunnel under Warwick Road.

RSK has been appointed by Buckingham Group Contracting Ltd. to support them on environment management plans, noise and vibration surveys, ecology surveys, lighting and dust assessments.

The aim is to enhance the social and economic markets across the already thriving Midlands region and the Tier-1 contractors regularly engage with local businesses, schools, colleges, small and medium sized enterprises, start-ups and various stakeholders to provide essential community services, while putting safety and sustainability at the forefront of every activity they undertake.

Role of the environmental consultant and engineer International environmental and engineering consultancy RSK was commissioned to undertake the role of environmental consultant and engineer for the Coventry Station Refurbishment programme (phases 1 and 2).

The project deliverables involved the Rail Professional

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Pre Metro Operations Ltd is the essential operator of the branch line or tramway, small or large. Our business model for operations at Stourbridge Junction is transferable to similar locations throughout the UK. Small is beautiful and our experience in increasing passenger numbers and reducing the operational carbon footprint of a transport mode is impressive. Let us advise you on how to do it. Be self-contained.

The company is sub-contracted by West Midlands Trains to provide operations and Railcar maintenance facilities on the Stourbridge branch line in the West Midlands. Two rail vehicles are currently used both being Class 139 light Railcars built originally by Parry People Movers Ltd in the West Midlands but we are not tied to any one vehicle manufacturer.

The Railcars are LPG/Flywheel hybrids with exceptionally low fuel consumption.

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The company has demonstrated that less complicated vehicles and simple but robust operational practices can deliver cost effective rail based services.

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production of Section 61 Applications; noise and vibration monitoring; air quality monitoring; lighting surveys; and ecology surveys. We have shared an excellent relationship with Buckingham Group throughout the project, assisting them with fulfilling the environmental minimum requirements, design and engineering support, stakeholder engagement and liaison with Coventry City Council.

The RSK team is also fully engaged with the various local authorities and stakeholders along each route, as well as the local community, to ensure a smooth and efficient delivery throughout the project.

From RSK’s perspective, the project is being managed by Sid Grover from RSK’s environment, health and safety team.

Adding sustainability at the heart of RSK’s environmental monitoring As part of this role, RSK is also providing noise and vibration monitoring services and construction monitoring reports for the project and has been engaging with the project construction team in the formation of site-specific mitigation and Best Practicable Means (BPM) measures. This has involved detailed barrier placement maps, night-time working stand-off allowances (from nearest residential receptor), measures of plant noise reduction and contractor toolbox talks.

The RSK team, by virtue of its extensive experience on previous projects, such as Crossrail, Midland Metro Alliance and London City Airport has established an in-house consent, risk assessment and reporting software tool which ensures efficient and high-quality delivery of the project objectives. RSK carried out extensive engagement with the construction team and local authority to agree the scope of the noise and vibration management plans, and in order to aid the successful production of this phase.

Upon submission, RSK further engaged with the local authority in the agreement of a suitable monitoring strategy throughout the life of the construction works and conducted various meetings and workshops with both stakeholders and the local communities to discuss the project from a noise and vibration perspective, as well as areas where mitigation would be in place.

Currently, RSK has developed and implemented a strategy for the continued monitoring of noise and vibration.

Successful stakeholder engagement has allowed the monitoring to be conducted at close receptor locations, including residential, commercial and Grade II listed buildings. The monitoring equipment provides real-time data capture and trigger alerts, enabling the construction team to be notified of any exceedances of S61 levels or COCP criteria. The system also enables RSK to complete weekly reports from any of its UK offices through a secure web server to retrieve data.

Supporting Buckingham Group’s initiatives In order to support the project’s initiative, as well as RSK’s own sustainability goals, RSK actively encourages employees to use public transport when practical, such as trains, buses and trams, as well as electrical cars when undertaking site visits. They are also encouraged to assess all safety, health and environmental (SHE) hazards and any other environmental concerns during their time on-site. This usually includes items such as dust, water and contamination. We are also accredited to ISO 9001, ISO 14001 and ISO 45001 standards for quality, environment and health and safety management.

All the acoustic and electronic equipment used by RSK is fully compliant with relevant British Standards, but it is also powered through sustainable means such as solar panels and Lithium-ion batteries, where possible, to minimise construction carbon on-site. None of RSK’s equipment is powered through a non-renewable resource and we are committed to implementing the project’s Sustainability Policy and assisting the project in meeting its sustainability targets.

In addition, RSK has a company-wide energy plan to ensure that all electricity procured by the company is certified ‘green’.

An energy efficiency campaign is currently being conducted and key offices are being metered with smart meters, as well as a Carbon Trust audit.

An energy management system compliant with BSEN 16001 is also being implemented and we are investigating investment in a bio-diesel plant at one or more of company sites to provide fuel for machinery and vehicles.

The future The working relationship between Buckingham Group Contracting Ltd. and RSK is strengthening on daily basis, and we expect it to last until the overall project’s

final delivery. RSK shares an excellent relationship with Buckingham Group on various infrastructure, rail and construction schemes throughout the United Kingdom.

The project is expected to have a significant number of interfaces with the likes of High Speed 2 (HS2), Commonwealth Games, and Midland Metro Alliance tram extension/ refurbishment project in the West Midlands.

The ultimate objective is to build/refurbish a reputable, sustainable and outstanding train station with modern facilities in Coventry, which is looking fruitful day by day.

Sid Grover is the Associate Director in the environment, health and safety (EHS) team at environmental and engineering consultancy RSK. RSK is the UK’s leading integrated environmental, engineering and technical services business employing over 3,000 staff in offices across the UK and worldwide. In 2016, RSK was awarded the prestigious Queen’s Award for Enterprise in international trade, one of the UK’s highest accolades for business success. With a turnover of over £250 million, the company was ranked the seventh largest UK environmental consultancy

by Environment Analyst in its 2018 Market Assessment Report. RSK provides independent environmental consultancy and technical services in the areas of the environment, health and safety, engineering and sustainability management to industrial, financial and public-sector clients in the UK and abroad. RSK has a diverse client base but mainly services key accounts for clients in energy, property, manufacturing, water, government and transport.

The company is certified to the ISO 9001, ISO 14001 and OHSAS 18001 international standards for quality, environmental management and health and safety management.

Visit: www.rskgroup.com For further details, please contact: Sid Grover – sgrover@rsk.co.uk Rail Professional

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Investing in our communities Chief Operating Officer Sean English talks about Grand Central’s commitment to serving its communities through its station investment programme

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t Grand Central, our work is informed by a strong sense of social responsibility – to our customers, our employees, suppliers and stakeholders.

Being committed to local communities is something that’s easy to claim but less easy to do. At Grand Central, how we support our communities underpins all aspects of our business and our social responsibility ethos.

We work hard to engage with all sections of the community at each location we serve by supporting local projects and initiatives and as part of our ongoing commitment we have developed our award winning ‘Station Ambassadors’ scheme to engage with both customers and local communities.

Currently we are working on a comprehensive investment programme to improve station facilities and enhance customer experience on board, online and at stations.

Our £2.6 million station investment programme isn’t just about the revamp of stations themselves; it is a real community celebration, bringing together local suppliers to help make our vision a reality for the communities along our North East and West Riding routes.

You might be thinking ‘How does investing in station facilities impact your customers’ communities?’ ‘How do you pinpoint the needs of communities across your network?’

It is no easy feat. There are no short cuts or magic formulas. We have given much thought to the planning and design of each scheme, with the overarching focus being responding to the role the station plays within each community.

Listening is key For us, our customers are at the heart of everything we do, and fundamentally really matter to the entire company. We pride ourselves on listening to what our customers

want and we make real efforts to understand what the communities we serve need.

We are always keen to take on passenger feedback, through our customer contact teams and onboard. Our train crews and management colleagues have real pride in the service we provide to our local communities, and we take time to listen to customers we meet onboard and at stations. More importantly, we act upon the comments we receive and turn feedback into action.

Hartlepool Listening to feedback from our Hartlepool customers was essential in helping us to understand what the community really needed from their station. Key to this scheme was ensuring we provided a unique space for customers to unwind or work on the

go. Just as importantly, it is contributing to the station’s regeneration to make it a more vibrant and comfortable station for passengers.

We have achieved this by breathing new life into the formerly unused station building to create a new customer lounge, providing wireless charging points alongside significantly improved seating with breakfast bar style workstations.

By working with the local suppliers and artists we have celebrated the area’s rich heritage within the lounge facilities which features artwork of Hartlepool’s iconic HMS Trincomalee and the town’s extensive transport heritage.

In conjunction with the lounge facilities we have also refreshed the station’s common areas giving it a fresh and welcoming look for Rail Professional

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the people of Hartlepool to enjoy.

Transforming stations It is hugely important to us that our customers enjoy the best experience possible when travelling with Grand Central and that starts at the station. Our comprehensive station investment programme, which is due to be completed by Spring 2020, ensures we look after our customers at every stage of their journey, offering modern, inviting and accessible facilities. For us, it’s about creating spaces that people in communities can enjoy and feel proud of and breathing new life into previously unused areas.

Hartlepool is the first station to be completed with a further seven stations across our network to be refurbished.

Our really exciting scheme at Sunderland includes a vibrant refresh of the station’s main concourse, including new signage and decoration, and the unveiling of brand new staff accommodation.

At Eaglescliffe we are opening a new First Class lounge and standard class waiting room offering passengers a range of charging options alongside improved waiting facilities and workstation areas.

Customers at Thirsk highlighted parking as key and in conjunction with Transpennine Express and Network Rail we have expanded the total number of parking spaces at the station to 73, an increase of 50 per cent, including electric charging points and an additional five disabled spaces.

At Bradford Interchange we will be improving facilities to allow additional train cleaning and servicing to allow the station to provide an improved onboard experience.

We are excited to unveil new and improved passenger facilities at Brighouse station where we are replacing the old shelters on platforms one and two.

At Mirfield we are working with Kirklees council to install improved LED lighting on the existing underpass to improve the sense of safety and make it a lighter and brighter environment for passengers.

Working with the community and local suppliers at Wakefield Kirkgate we are opening a standard class waiting room, with toilets and a coffee pod, in addition to the Grand Central First Class lounge, replacing

the existing waiting shelter. The waiting area will provide improved seating and charging facilities.

We are looking forward to the completion of these investment schemes and can’t wait for people passing through the stations to experience the benefits for themselves.

2020 and beyond The start of the new decade marks more exciting times ahead for Grand Central.

It’s fantastic to celebrate the completion of our £9 million Adelante refurbishment programme to modernise our entire fleet of Class 180 trains.

We have been granted access rights by the Office of Rail and Road (ORR) to operate additional daily return services between Sunderland and London Kings Cross until at least 2021 and are looking forward to launching our new services between Blackpool and London Euston until 2026.

We’re proud that our reputation for

customer satisfaction remains consistently high and that Grand Central was named Britain’s best value operator for the ninth time in the Autumn 2019 National Rail Passenger Survey.

About Grand Central Grand Central Railway Company Limited was established in 2007. The open access train operator provides direct rail connections from towns and cities in Yorkshire and the North East England with London.

Customer satisfaction levels are consistently high and the rail company was named Britain’s best value rail operator for the ninth time in Autumn 2019 National Rail Passenger Survey.

Grand Central operates two routes: West Riding services between Bradford Interchange, Low Moor, Halifax, Brighouse, Mirfield, Wakefield Kirkgate, Pontefract Monkhill, Doncaster and London Kings Cross; and North East services between Sunderland, Hartlepool, Eaglescliffe, Northallerton, Thirsk, York and London Kings Cross. Grand Central will start operating services on the North West between Blackpool, Poulton-le-Fylde, Kirkham and Wesham, Preston, Nuneaton, Milton Keynes and London Euston from Spring 2020. Grand Central is part of the Arriva group, one of the leading providers of passenger transport in Europe. Arriva employs over 53,000 people and delivers over two billion passenger journeys across 14 European countries each year.

Tel: 0345 603 4852 Email: customer.services@GrandCentralRail.com Visit: www.grandcentralrail.com Rail Professional

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Our approach is firmly founded on working in harmony and partnership with our clients and stakeholders.

We aim to stand out from the crowd in everything we do by exceeding expectations.

In addition to delivering major projects, we are also specialists in: • • • • • • •

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Unlocking access to London Underground London Underground consists of nearly 300 stations used by five million customers per day, nearly the entire population of Scotland

T

he Tube is a major part of London’s infrastructure and its related economy. Station refurbishments range across a full spectrum from mundane tasks like changing lightbulbs up to and including station extensions and building shopping centres on top. With such high usage and limited closure hours, how do London Underground manage access to the Underground for work parties to deliver thousands of tasks? The process can be likened to Yabusame, the Samurai skill of controlling a horse galloping forward at speed using your knees while turning sideways to fire arrows at targets, simultaneously ensuring nothing goes wrong for you or the horse.

Access The Access department manage all requests to work on the Tube’s infrastructure.

Charles Carter is Head of Delivery, Access and Transplant for London Underground meaning that Charles controls access to the network and the engineering trains required to deliver materials for stations and track works. There are approximately 650 – 1,000 work parties per night on London Underground.

Charles sees his role as facilitator, saying: ‘We invest over £1 billion of public money every year in upgrading the Tube and with that comes an enormous responsibility to ensure this money is invested efficiently.

Traditionally the window to do this work has been between the last and the first train in the morning, averaging four hours actual working time so it has been my goal to create a complete sea-change in the way we deliver our work, moving from a default no, to a ‘yes we can’ culture.’ Over the years, great efforts have been made to improve processes and staff interface.

Stations Historically, the station supervisor would clear the station of all customers after the last train had departed, then and only then would crowds comprising staff and contractors pile into the station to sign on, the site person in charge would sign in, then go back outside to the work party and tools and materials would be carried down to the platform. A safety briefing would then be held before work would finally begin to take place. With stations closing at approximately 1am and re-opening at 5am, the window for work whether on track or on station was extremely limited.

Work at height with the possibility of items fouling the track would not be allowed on station platforms unless under extremely stringent conditions, while work parties were asked to leave the station 20 minutes before station opening to allow the supervisor to check the work areas and to ensure the station was fit for customer service, regardless of when the train service began or if there were multiple lines with differing service starts. Even if the first train didn’t arrive until 30 minutes after the service began, work parties had to leave.

This was costly and time inefficient and with Government funding tapering down, business practices simply had to change. The Tube no longer receives the approximately £700 million annual operating grant from the government so the transformation programme which was launched to

revolutionise access began. The aggregation of marginal gains is the watchword of the all-conquering British Track Cycling and Team Sky squads. This accumulation of small gains to result in a large overall benefit was very much the ethos in mind when the drive for change began.

Procedures Procedures were ruthlessly revamped to see where time or money could be saved.

The first change was made to the time The Person In Charge Evacuation Register (PICER) form would be completed. The time at which the PICER form, completed in the Supervisor’s office by the Site Person in Charge (SPC) once all customers have gone, was brought forward to 11:30pm. Work

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groups with hand tools enter stations before the close of traffic to receive safety briefings and get ready to begin work, either on the station itself or on the track as soon as traction current had been discharged.

The second was to move from a largely paper based signing-in system to software known as Permit Access, allowing swifter processing of individuals into stations. The Operational Assurance Notification process where local management were notified of impending works for approval 28 days before via faxed or handwritten submissions was needlessly onerous and time consuming.

The Access team took this function over, still inviting comments from the local team but reducing the turnaround time to an average of three days. Platform working, if it did not fall within the kinematic envelope of a passing train would now be allowed without Protection Staff in Traffic or Engineering Hours, subject to operational and safety requirements e.g. putting advertising posters up at height on Oxford Circus’ platforms during the peak is unlikely to be authorised.

People A new team was formed within the Access department to help drive the changes, supporting colleagues and contractors across a range of disciplines including but not limited to Maintenance, Track, Signals, Assets, Lifts & Escalators, Operations and Engineering. The Stations Access team comprise former operational station managers and operational risk assessors to act as an ‘honest broker’. This means that they can assist project teams on a number of aspects of their proposed works while reassuring operational colleagues that their sphere of customer services and operations will not be compromised; not least delivering work in such a way as to not disrupt the operation of the station and train services.

Work parties tripping over each other compromises safety and reduces the ability to deliver work. Traffic Hours working is driven ever steadily upward with numerous benefits; the public can see work being done to improve their travelling environment, staff see investment and consequent improvements, there are longer periods of work without paying a night-time premium.

These all accumulate to reduced cost and project duration.

This is one large reason why the Access department have sole authority to grant access to London Underground for planned and unplanned engineering work.

While collaboration with local station Area Managers is crucial to deliver work, they don’t possess oversight of all work taking place on the network. This need for planning was graphically illustrated by an intervention by the Access team to reschedule proposed asbestos removal works taking place on a station during a weekend closure while 150 track workers were

working on the track at the same location.

Another strand of improvement arose when it was identified that not all planners have an operational background, so the Stations Access team run regular sessions involving a live visit to a station with escalators, high throughput of customers and multiple entrances to give people a taste of how works can be delivered in an operational environment, while services are still running.

Possessions, Christmas and Easter The track possession planners within Access collaborate closely with their station colleagues. A possession may span several stations but need not require every station to be a worksite location; thus providing an opportunity to deliver station refurbishment tasks. However, the importance of detailed planning cannot be overstressed; there is no point in painting and tiling corridors (especially on Heritage items) if it means obstructing staff and materials en route to the track. Lift and escalator assets all have location specific load-bearing limits so great care is taken to ensure these are not damaged. A multi-million-pound track possession resulting in overruns and reputational damage due to avoidable errors on station related works is unacceptable.

Christmas Day sees battalions of workers descend upon the Tube so while most people are ramping down, the Access team is ramping up. From close of Traffic on Xmas Eve right through to Boxing Day morning, projects compete for the uninterrupted time to deliver projects as part of planned works, contingency and opportunity works.

Security concerns are paramount with the Access team and London Underground’s Security team keeping an eye on works on stations.

People putting on a hi-vi and using stations to go down the track to steal copper wiring was not unknown. This process is replicated across other Bank Holiday occasions like Easter. Any opportunity is examined to avoid station closures unless absolutely necessary.

Software The current SABRE software system which manages access bookings is being phased out and being replaced by Railsys.

This multi-million-pound investment could revolutionise planning across

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every department of the organisation.

The software has the benefit of allowing planners to see exactly what work is taking place on a particular station, which allows other work parties to see if they can work in the same station, area of station and even the same room. Depending on whether the work is of a general nature such as routine maintenance or installation of new communications infrastructure, separate project management teams can now more accurately plan works.

Step-free access The Mayor of London is keen to make transport in the city accessible for all and whether you are a veteran in a wheelchair, a mother with young children or simply needing a little help, the programme to install step free lifts on stations expands yearly.

The installation of such lifts involves massive interaction with Operations and across a whole range of disciplines. Digging up platforms, bringing in piling rigs and installing the lifts themselves, while still offering a frequent and reliable service is one of the most difficult yet rewarding challenges.

Weekly planning meetings take place where the stations access planning managers sit with construction teams to identify where Traffic Hours working can occur and where possible roadblocks can be prevented.

The operational experience of the team means that Area Managers are reassured that station services have been actively considered in the process. As with all station related works, there is also liaison with a nominated line Head of Customer Services (Stations) if matters need to be escalated to network level.

Track delivery unit The work of the Stations team even extends to track work. The Track Delivery Unit recently asked for some assistance in optimising Engineering Hours (1am-5am app) across twenty stations as material deliveries for these stations could not be carried out via engineering trains. The Stations team worked with the local Area Managers to develop a trial system of work to manage the delivery of 90 bags of cement per station before the close of traffic.

The future As the desire for an expansion of Tube services gathers apace and the population of London expands, the need for detailed logistics of access management to ensure that customers have stations fit for service gains even more professional importance.

London Underground is unlocking access to help change the face of a capital city. Few organisations get that opportunity.

Eddie Darroch is LUL Stations Access Manager

Tel: 0203 054 6593 Email: edward.darroch@tube.tfl.gov.uk Rail Professional

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Surpassing the design requirements Lighting within rail is governed by an intricate series of regulations. So, how do specifiers improve stations, comply with the latest standards and keep up with the latest trends?

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ast paced and efficiency driven, the main goal of today’s transport network’s is performance (improving capacity and customer experience) and safety. In this article, British manufacturer DW Windsor’s rail lighting experts share their observations and knowledge to create a quick guide to rail lighting best practice.

Mounting heights ‘Open Platform’ lighting is typically provided by lanterns mounted on five-metre or sixmetre hinged columns.

Spacing of columns Older installations where traditional lamped lighting is being upgraded to LED, often need to retain their existing columns (or the same positions and spacings): which are typically between ten to 15 metres. With newer installations columns can be installed with wider spacings: in excess of 20 metres is achievable.

Uniformity and lighting levels (Lux) This value is dependent on the station usage and footfall from a National Hub Station to small unstaffed stations. It is based on BS12464-1:2011.

Colour temperature and CRI Lighting is a significant factor in wayfinding around stations. Ensure the colour temperature is fit-for-purpose. 4000K is the most widely specified. A high CRI light source should be used especially where CCTV is installed. Be mindful that

modern LED lighting has the potential to incorporate a range of functions – with the ability to be flexible, responsive and controllable to need, where required.

Glare – think driver!

This is a very important consideration when lighting platforms. Any glare needs to be minimised particularly in the driver’s line of sight. Lighting should clearly look like lighting – extra care should be taken to avoid lighting being mistaken for signals.

Security and CCTV Security is of the utmost importance at busy commuter stations, both off-peak and at peak times. Care should be taken to use lighting that supports CCTV cameras (high LOR and CRI). Equipment needs to be positioned to ensure it does not have any detrimental effect on the CCTV footage.

Energy efficiency – take control Whilst the energy efficiency of modern LED lighting is improving all the time and is considerably better than older traditional light sources, even higher savings can be made with the use of lighting controls.

Reliability Good quality modern LED lighting is very Rail Professional

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Case study – the challenge

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t Erth railway station is Grade II listed and situated close to Penzance, Cornwall, serving the nearby village of St Erth famous for - of all things - its annual rubber duck race.

As part of an ongoing programme Great Western Railway (GWR) is upgrading all platform and station lighting to LED technology to deliver energy and environmentally friendly station lighting schemes.

Key project requirements • Upgrade all station lighting to LED. • Light the driver’s walkway to BS EN 124642:2014 5.12.7 Walkways in Rail Areas: 10lux Av, 25%Uo. • Light platforms to: RIS-7016-INS Issue 1: Part 6 Platform Edge Vertical: >10.0lux Min >30%Uo, Platform Edge Horizontal: >20.0lux Min and Platform Open Area: >30lux A. • Reduce energy consumption, carbon emissions and light pollution.

reliable, modern lanterns are rated in excess of 100,000 hours operating life. This can be further enhanced with lighting control and the use of ‘Constant Light Output’ or CLO drivers that automatically compensate for LED lamp degradation over the lifetime of the lantern.

Light pollution Many stations are located in rural locations; therefore, the prevention of light pollution should be a priority. Flat glass lanterns that operate without the need to be angled are ideal, with bulkhead style lighting avoided.

Lighting controls, such as PIR, can also greatly reduce the potential impact of light pollution; lighting only when needed.

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The solution GWR were not only updating St Erth’s platform lighting – for which they used their preferred product: twin, Kirium Pro 1 lanterns, but also a new driver’s walkway on the periphery of the station. DW Windsor were able to offer a lighting design, with newly launched Kirium Bollards, at 8m spacings, which surpassed the design requirements and used less fittings than products also competing for the scheme. Each bollard runs at 5W, presenting an extremely energy efficient way of lighting. Most other bollards when used for this type of installation need to be run at over 20W each – a 75 per cent saving in energy consumption.

Kirium Bollard’s unobtrusive design sits discretely within the stations Grade II listed appearance and coordinates perfectly with the Kirium Pro lanterns. The bollard’s asymmetric narrow beam optic, directs light exactly

where it is need, reducing light pollution and disabling light glare. Meeting a crucial need for approaching train drivers.

Martin Whitaker, Project Engineer, SSE Rail, commented: ‘The combination of Kirium Pro lanterns on the platforms and Kirium bollards along the driver’s walkway delivered many benefits including energy efficiency, low running costs and little to no maintenance, resulting in a very environmentally friendly scheme.’

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Rapid railway works repair systems help keep trains on track For the construction and refurbishment of rail structures, time is mostly of the essence, writes Simon Rickett, Regional Technical Sales Manager at Parex, a Sika Company

R

epairs or works that overrun can have serious financial implications for the rail company concerned, not to mention the detrimental effect it has on customers’ daily lives in terms of cancellations and delays. Contract rail works are often let on a short-term possession, typically one or two days over a weekend.

Urgent repairs, however, are regularly carried out overnight during engineering hours, 11pm to 5am. Therefore, products that offer rapid solutions to issues varying in complexity are essential to servicers such as the transport sector.

Overnight re-setting of rail base plates The type of urgent rail works that might require overnight, out-of-hours attention is anchor bolt replacement and base plate regrouting. These are situated beneath the rail base plates, and their removal also requires the accompanying grout to be removed.

Once the anchors have been replaced, the rail plates can be placed on top and levelled to the required height for the running rail.

A secure shutter is then formed around the rail plate and grout is poured underneath to support it. Often, these shutters are preformed to a set size, which allows repeated use and saves precious time. A fast-setting grout, such as Parex’s Railfast Grout, an ultra-rapid, resin-based solution, means shutters can be removed soon after it’s been poured – within one to two hours. The site can then be cleaned down, debris removed and the line opened to rail traffic in time for the following morning’s commuters.

Railway station step free access programme The Step-Free Access Programme, which has been taken on board by many stations throughout the UK, provides another example of general railway contract works.

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PEP’s edge protection systems are made from pultruded glass reinforced plastic (GRP) and offers many advantages over metallic alternatives. The unique clamping mechanism utilised on our platform and RRV trailer/low loader edge protection systems requires no drilling of holes or other constructional action in order to connect to the edge of the platform or trailer.

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and need to be lifted. This can require the formation of level jacking pads. These are then placed on a series of base pads, which need to be sufficiently high-strength and level in order to lift the carriages. Steel shutters are formed to give a precise level to the top within +/- 2mm. Once set up at 30mm-to-50mm deep, the pads can be cleaned and made grout-tight, then poured in one operation using Parex E33 Epoxy Grout. This epoxy resin-based solution can achieve 63N/mm² compressive strength in one day, meaning shuttering can be removed and the train raised the following day.

Instigated to achieve new standards of access for disabled passengers, the programme involves raising sections of platform to the same level as the train. In order to achieve this, contractors have been employed to remove platform tiles, excavate the supporting bedding mortar and build a new surface from the concrete base slabs.

Again, these works typically take place at the weekend with the station closed, or during a series of overnight shifts. To ensure work doesn’t overrun, the concrete used to build-up the platform has to work fast, which is where a solution such as Parex’s Tecfast Concrete is extremely helpful. When mixed, the product forms

a flowing, pourable micro concrete with a 6mm aggregate that can achieve 20N/mm² compressive strength in just two hours. In such instances, the micro concrete is poured in sections into preformed shutters to the required depth and profile. Once sufficiently hard, it can either be left covered ready for further work the next night, or the tiles can be re-bedded and set for opening.

Rail train shed maintenance depot On some projects it is possible to have extended programmes of work where multiple operations are carried out, such as in train maintenance depots. In these instances, trains are brought in for repair

Case study: Euston station refurbishment A floor refurbishment at Euston station in central London, which was carried out by the Everlast Group using products supplied

by Sika, offers an example of how new technologies have been used to speed-up rail station works to dramatic effect.

The repairs involved transforming a highly trafficked 300m2 ramp area of the station in just one weekend. More than 120,000 people pass through Euston on a daily basis. Therefore, contractors had a mere 48 hours to ensure the floor would be installed and ready for the weekday commute in order to minimise disruption for passengers and many station-based businesses.

The new system was to be laid directly over a tiled substrate which was showing signs of damage and wear due to sheer volume of foot, and occasional vehicle traffic. Everlast was required to remove loose or damaged tiles and build-up, and repair cracks or breaks in the surface using Sikadur® – a high-performance, highprecision strength, moisture-tolerant, epoxy grouting system. This solution eliminates dust production to significantly speed-up floor installation times. It was then overcoated using Sikafloor® Pronto – a fastcuring solution even at low temperatures.

Pronto systems have a high resistance to a wide variety of uses, whilst the super-quick setting time of these synthetics allows for rapid refurbishment.

Their proven high-performance advantages also add long-term value for the client, as they have a static and dynamic bridging capacity; good impact and wear resistance; good chemical resistance; suitable for dry and wet conditions, and are impermeable to liquids etc.

Commenting on the Euston station floor refurbishment, a spokesperson for the terminus, congratulated Everlast on ‘a great job done’. ‘Our customers have really appreciated this piece of work’ the spokesperson said.

As the Euston station project demonstrates, by using quality repair and refurbishment systems, contractors can have the best of both worlds – speed and accuracy. It’s a formula for success that will help keep trains and their passengers on the rails.

Rail Professional

Airborne 10RT is an absorption technology that has been designed to absorb total suspended particulate matter (TSPM) when introduced in to the atmosphere via an APPS Track Side PIRA (TSP) or an Airborne 10RT nozzle dust suppression system which have been specially designed and manufactured to ensure that the correct micron size and volume are delivered allowing the hydrophilic and hydrophobic tails within the Airborne 10RT to help remove particulate matter.

APPS UK Ltd are much more than a speciality dust suppression and odour control supplier, every day we help our customers tackle their toughest challenges. We undertake this by providing solutions

The Track Side PIRA has been specifically designed for the Rail Industry to deliver Airborne 10RT into the atmosphere. This will help absorb particulate matter generated from a multitude of operations from, ballast drops, tamping, DEEE, vehicle movement and general dust and odour related issues.

The TSP is a self-contained mobile unit which will produce a 40 micron water droplet from the rotary atomiser and when infused with Airborne10RT will absorb total suspended particulate matter. The frame is constructed of mild steel which is situated on wheels along with 4 x lifting points for easy manoeuvrability around stations, platforms, track, rail trolleys and tunnels. The TSP is fitted with a self-contained water tank, generator, pump, control panels and a multifunctional 285 degrees rotary atomiser head and hydraulic arm with a height restriction of 2400mm and offering fantastic versatility for any operation.

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STATION REFURBISHMENT |

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NRPS results show the importance of investment in London’s stations Emma Gibson, Director at London TravelWatch, looks at the results of the National Rail Passenger Survey

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any in the transport industry will know the National Rail Passenger Survey (NRPS). It is a twiceyearly survey of passenger satisfaction that has been conducted for a number of years by Transport Focus, (the National Rail consumer watchdog). Whilst it is strictly a national survey it can provide a useful snapshot of changing passenger satisfaction with London’s terminal stations managed by Network Rail, and more generally of those managed by train operators.

The range of questions covers issues such as how staff handle requests, satisfaction with toilet facilities and the choice of shops.

About half of the survey’s questions relate to stations. 50,000 passengers are surveyed every year and more details are available at: https://www.transportfocus.org.uk/ research-publications/publications/nationalrail-passenger-survey-nrps-autumn-2019main-report/

the Autumn surveys only (because there is a seasonal variation). Overall satisfaction varies by station. It is clear that investment at King’s Cross and St Pancras is recognised by passengers as is the recent investment in London Bridge.

Delving down into the questions one can also see how investment in passenger facilities is reflected in the scores.

Passengers have recognised and approve of toilet facilities that are now free and in the case of Victoria high quality. The scores

You can do detailed NRPS analysis online on the Transport Focus data hub which can be accessed through the Transport Focus website: www.transportfocus.org.uk The chart above tracks passenger satisfaction with stations in the capital using Rail Professional

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Transport users take notice of the facilities and station environment at small stations as well as the large ones. London TravelWatch research has highlighted the importance of getting this right in its report; Small stations – Too Big to Forget, which assesses the needs of passengers at small stations with under a million passengers a year also reflect the impact of new, high quality seating at Victoria and London Bridge.

The new toilets at Victoria and seating at both stations were a response by Network Rail to recommendations made by London TravelWatch during the regular meetings and station ‘walkabout’ sessions we have with the operator.

The latest NRPS figures show that the percentage of journeys where the seating at London Bridge was described as good has climbed to 59 per cent (from 36 per cent in Autumn 2018) while the percentage of journeys where the new seating at Victoria was described as good rose to 40 per cent (up from 23 per cent in Autumn 2018).

79 per cent described the new toilets as at Victoria as good (up from 68 per cent in Autumn 2018).

Network Rail have now delivered free toilets at the London stations they manage thanks to pressure from London TravelWatch and others. We now want to see other station operators acting to remove toilet charges, particularly at Blackfriars, which is operated by Govia Thameslink; Marylebone, which is operated by Chiltern Railways, and some London Underground stations.

Euston, highlighted above, is the lowest scoring station with a significant decline in scores over the last year. Indeed, only the toilet facility question scored higher than in Autumn 2018. Clearly the works at Euston are having an impact and there is a need for some focus on improving its performance in the short term.

We know from the NRPS that passengers’ key priorities are value for money fares, getting a seat and train service reliability but they also really care about the station environment. At situations where reliability is poor, crowding on trains occurs, fares do not seem value for money and passengers will notice the poor quality of facilities and services at stations. Often it will be the small things that passengers notice most, like toilet provision.

Transport users take notice of the facilities and station environment at small stations as well as the large ones. London TravelWatch research has highlighted the importance of getting this right in its report;

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Small stations – Too Big to Forget, which assesses the needs of passengers at small stations with under a million passengers a year. You can read the report here: https:// www.londontravelwatch.org.uk/documents/ get_lob?id=4401&field=file Similarly, stations of all types and sizes need to be thought of as interchanges. Large numbers of passengers will ‘interchange’ as a matter of course between car and train, train and bike, bus and train, or walking. It is essential to get it right at an interchange as the experience will be a major influence on whether people choose rail or not.

London TravelWatch has produced a very easy to use tool to assess whether a station is good as an interchange or not: https://www.surveymonkey.com/r/ interchangematters Whether stations are large or small, the station environment and facilities pay an important part in passengers’ perceptions of value for money. Relatively small improvements can make a huge difference to passengers’ day to day journeys, particularly those who are less mobile or travelling with small children and we would like to see station operators continue to pay attention to these less high profile issues. If they do, we are confident that their efforts will continue to pay dividends in terms of improved NRPS scores.

You can find further details about the work London TravelWatch does on its website, www.londontravelwatch.org.uk Emma Gibson is Director at London TravelWatch Rail Professional

Kilborn Consulting Limited is an independent railway engineering consultancy and design business. We specialise in the design of railway signalling and telecommunication systems for the UK and Ireland railway infrastructure.

Our core services cover technical advice, consultancy services, feasibility studies and concept, outline (AiP) and detailed design (AfC) of both signalling and telecommunication systems.

We can provide all Signal Sighting activities and signalling risk assessments, including SORA and Suitable and Sufficient Risk Assessments for Level Crossings. We also provide EMC and E&B studies to complement our core services.

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TICKETING TECHNOLOGY |

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The future of ticketing HackTrain’s River Tamoor Baig looks at what ticketing technology could revolutionise rail in 2020 and beyond

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t’s hard to believe that only five years ago, we didn’t actually have digital tickets anywhere on the network.

Trainline has done a fantastic job in pioneering the ‘M-ticket’ for GB rail over the last few years with every major train operator using it.

But what next? Aside from fares reform, what else is on the horizon for ticket innovation? The rail industry is actually at a crossroads where ticketing could go in any of several directions.

The good news is new ticketing tech will make passengers lives easier if they travel on a single operator. The bad news is, it could result in a fragmented customer experience where travelling on multiple operators requires different ticket types to be presented.

What actually happens will depend entirely on what each TOC decides to implement. What are the new technologies?

Open Loop Ticketing The biggest technological leap which is achievable from an implementation perspective seems to be Open Loop Ticketing. As a concept, it’s the ability to allow passengers to simply walk into a station and walk out of another being charged retrospectively depending on how far they travelled. For the technology to work, each passenger would need to register a travel account beforehand, top it up with some credit, and then take their journey.

When a passenger enters a station, sensors would detect they’re walking through and ask them to ‘check-in’ digitally on their phone. The same process would then apply for exiting a station too.

The main benefits using gateless technology will be decreasing congestion at busy commuter stations where ticket barriers create bottlenecks slowing down the flow of passengers and increasing safety risks.

Mobility as a Service The biggest commercial leap is the enablement of Mobility as a Service where travelling between different modes of transport requires only one ticket or card.

Passengers would have an account which

they can top up through a Pay as You Go credit system or monthly subscription fee.

They would then be able to use that account to rent bikes, travel on buses, take trains or hire taxis without having to buy multiple tickets.

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TICKETING TECHNOLOGY

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The crudest way someone has implemented Biometric Tickets to date has been cutting the NFC microchip from an Oyster Card, inserting it in their arm, and then scanning it at the ticket barriers. Scary stuff, right?

Transport for West Midlands actually ran a MaaS pilot for several months integrating buses, taxis, trams and trains into one account which passengers could use for travel. The technology is now in full operational use. Commercially Mobility as a Service is easier to operate within cities.

Biometric Tickets The crudest way someone has implemented Biometric Tickets to date has been cutting the NFC microchip from an Oyster Card, inserting it in their arm, and then scanning it at the ticket barriers. Scary stuff, right?

Swedish train company, SJ, actually began accepting microchips inside of passengers bodies as legitimate train tickets – and passengers love it!

SJ don’t sell the microchip itself, you have to already have had a microchip implant done. SJ allows you to connect your travel account to the microchip which can then be scanned by train conductors or at ticket gates.

Thousands of passengers in Sweden have already begun using the implant citing it being very practical and easier than carrying a card or train ticket everywhere.

But microchip implants aren’t for everyone.

What about the rest of the population?

A less physically intrusive approach would be to adopt facial recognition technology for ticket checking purposes.

This could be combined with gateless ticketing technology where instead of sensors picking up your device, they scan your face and then charge your account accordingly for the journey you’ve travelled.

Whilst this might be less physically intrusive compared to microchips, from a privacy perspective it may make passengers think twice.

Overall Thoughts If I were to back a winner, I’d say all three technologies will be implemented in GB rail eventually. Whilst each in its own right will benefit passengers, the greatest impact will be if these technologies will be able to work with each other seamlessly. Making that happen, is the real challenge.

River Tamoor Baig is Chief Executive and Founder of Hack Partners Rail Professional

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Spoilt for choice Philippe Martineau, President of OSPT Alliance, explains why PTOs and PTAs need open standards in an increasingly crowded market

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he transport ticketing market has become increasingly crowded.

One need only look to the emergence of the Mobility as a Service (MaaS) movement in the last couple of years to realise that transport ticketing has become an entirely more complex industry than it was 20 years ago.

Public transport operators and agencies (PTOs and PTAs) are, quite literally, spoilt for choice. New technologies and solutions to consider are numerous and confusing, not to mention the integration complexities created by the age of MaaS. Understanding and reviewing each solution ahead of defining an implementation plan that works best for your network is increasingly challenging.

But amongst all the choices to be made, one implementation solution is often overlooked that answers several of the key pain points facing operators today: open standards. In an increasingly complex and maturing market, an open approach offers a means to simplify and fast-forward the pace of innovation. Meanwhile, the continued dominance of proprietary systems is only intensifying existing challenges.

To help explain, it’s worth first considering how the market has evolved before shedding light on how open standards can bring new life to the industry, and the shared mission of OSPT Alliance’s recently announced collaboration with Calypso Networks Association (CNA).

Challenges of a maturing transport industry Ticketing has evolved dramatically in the last two decades. Historically, creation of a ticketing system was a simple engagement between a transport operator and a ticketing system integrator. There was an initial tender and a further 20-or-so-year contract of further operation and maintenance, interspersed with some tariff law evolution

Rail Professional

– though it’s worth noting this was often costly to implement, so not always (or at least often) updated. Everything was proprietary. But, for the needs of the market at this time, these systems largely served their purpose.

Transport ticketing systems of today however – whether implementing a new system from scratch or renewing a legacy system – are a much more challenging affair. Do we implement an open or closed loop system? Card centric or system centric? Account Based Ticketing or open loop? Pre-paid, post-payment or all of the above? Not to mention the considerations needed around interoperability, mobile ticketing and launching multi-services, as well as the choice of technologies used such as NFC, QR code, HCE. For PTOs and PTAs, the numerous decisions to make are overwhelming and slowing new solutions from coming to market.

Moving to the MaaS Model In the context of MaaS, this is an even more pertinent challenge. The rise and enhancement of new digital services in adjacent industries has raised the expectations of travellers. More broadly, this shift in consumer behaviour and mindset underpins the MaaS movement. No longer does a traveller simply want to buy a ticket from A to B, at the whim of the transport operator. Increasingly, they want to consume transport, just as they do any other digital services such as Amazon, Netflix and Uber.

On-demand, personalised and with valueadded services.

In addition to the investment needed to deliver new services, it’s also creating several new relationships and API integration points to manage. For transport operators, simply considering your own ticketing system is no longer enough: offering online and mobile booking, live route planners, partner loyalty services, multi-service booking platforms

with hotels for example are just a few considerations. Not to mention the need to potentially partner with other PTOs and enable the acceptance of Giant Pays and open loop payments.

The technical, strategic and budgetary challenges created by the demands of MaaS are only intensified when operators are tied to proprietary systems. Operators need to be responsive to new trends and requirements throughout the lifecycle of their ticketing systems. But to do that, the ecosystem needs a new approach.

The virtuous circle of open standards Demand for these services won’t go away, but an open standards interface will dramatically simplify the integration and collaboration between multiple stakeholders, technologies and solutions.

Open standards bring simplicity and harmony to a crowded, complex ecosystem.

By choosing open standards, operators can: • Benefit from a greater choice of suppliers and business models, increasing flexibility.

• Safeguard investment, with futureproof, interoperable systems.

• Increase innovation and reactivity, with the simplified integration of new, valuable services.

• Easily scale, expand and upgrade systems.

• Capitalise on a more open, competitive market and economy of scale.

• Introduce new technologies when and as they wish with compatibility between suppliers.

• Secure existing infrastructure with protections including liabilities and privacy patents.

We can consider the benefits of open standards as a virtuous circle. Simplified roll-out and system maintenance enables more efficient development of new systems and services increasing resource available to

TICKETING TECHNOLOGY |

support innovation which are then simpler to roll-out and maintain, and so on!

At this turning point for the ecosystem, the need for open standards has never been greater to empower PTOs and PTAs. Moreover, the benefits extend to the entire ticketing value chain: empowering new players to compete on a level playing field, encouraging innovation and enabling the creation of universal product offerings.

One need only look to the payments and telecoms industries, and the likes of EMVCo and GSMA, to see the impact and benefits that standardisation can bring. However, to realise a truly open ecosystem, yet further simplification is needed.

Better together: collaborating with CNA United by a shared vision to promote the adoption of open standards in transport ticketing, OSPT Alliance is now collaborating with Calypso Networks Association (CNA) with the end goal of converging the respective standards - CIPURSE™ and CALYPSO®. Once competitors, both associations and their respective standards have developed and evolved significantly over time. In the context of the maturing and crowded transport ecosystem painted

earlier, however, it’s the perfect time to collaborate.

The need for open standards has never been greater. And, for PTOs and PTAs, the association’s separate work efforts have only been adding to the fragmented complexity they face. By combining voices and minds, OSPT Alliance and CNA can deliver a clear and coherent message to the market, reduce fragmentation and provide a compelling alternative to the vendor lock-in created by proprietary systems.

By removing the overlap of working, OSPT Alliance and CNA also want to expand their current scope to bring the benefits of standardisation to the entire transport ticketing infrastructure. With all stakeholders involved, the aim is to create an ecosystem without hidden agendas, with standards that truly reflect the needs of all.

It’s an ambitious project, but the implications for the industry will be phenomenal. And, with the support of all players, we’re confident in what we can achieve. To find out more, visit www.osptalliance.org.

About OSPT Alliance OSPT Alliance is a global community that

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enables the future of mobility services across markets including transport, ticketing, access control and micro-payment.

As a member-driven association, OSPT Alliance works with over one hundred member companies to develop highly secure, interoperable and flexible mobility solutions across multiple use cases. It provides industry education, creates workgroup opportunities and catalyses the development and adoption of innovative mobility technologies, applications and services. OSPT Alliance membership is open to all mobility stakeholders including, technology providers, transit operators, consultants, solution vendors, government agencies, reader and terminal manufacturers and system integrators.

Philippe Martineau is President of the Board at OSPT Alliance

Philippe was elected as President of the OSPT Alliance Board in 2018. His career started with the emergence of mobile technology in the early 90s, where he contributed to the GSM standardisation bringing SIM technology to the market.

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Servo Rail has the capability to deliver highly skilled, competent and reliable labour covering all disciplines across the rail industry, fully resourced, audited and compliant RISQS supplier, our rapid execution of deployment has seen many clients turn to us when others have simply not delivered.

Our rail division comprises some of the very best and knowledgeable personnel in the industry, maximum effort with attention to detail goes into all rail activity and resource with over 20 years knowledge clients can be confident the job will be delivered to the highest of standard and efficiently to even the tightest of deadlines.

All Personnel supplied hold relevant certificates/competencies. All clients can be confident in the knowledge that the staff supplied by Servo Group will be competent, experienced and reliable.

Servo Rail have been awarded several framework agreements and work with large tier one contractors this is an exciting time for the division, and we have grown to become the first-choice labour supply for many clients. We pride ourselves on having a 24/7 line of communication and going above and beyond our competitors.

Servo Rail would welcome the opportunity to discuss what we can offer give us a call or email one of our team today.

“Servo Group’s client centric focus drives our teams to deliver on each and every project, be it the supply of a single operative on one shift or the planning and undertaking of works packages. We actively put desired project results at the forefront of our planning, good collaborative working behaviours with our clients and trusted supply chain partners are key in our delivery ethos. We have exciting times ahead in our Rail Division with our ever growing and varied work bank and I am very privileged to be part of this teams growth and success.”

Steve Proctor – Works Delivery Manager (Rail Division) steve.proctor@servo-group.co.uk

“Having joined a fledgling rail division almost 3 years ago as Commercial Manager I was delighted to have been given the opportunity last year to “take the reins” and take our rail division to where we all thought it should be. Bringing in new members of the team, implementing my own ideas and ethos as well as integrating and working within the group rather than a lone division, this has seen us triple in growth in only the past year and having just brought on a full time bid writer and national resource manager we are dead set on our busiest year yet with service, cost effectiveness, and absolute attention to detail at the very forefront of all we do. Being in the driving seat has given me a real focus and work purpose, Servo Group are an amazing team and I am delighted with our progress and what the future holds for us all” Michelle Moss – Head of Rail michelle@servo-group.co.uk

“It is testament to the rail team that despite delays on CP6, Trans-Pennine and HS2 they have continued to drive the division forwards now boasting a superb portfolio of clients across the UK and working diligently on several frameworks all assisting each other and working alongside me and my team we continue to grow adding new clients and bringing on board more very talented rail professionals to our ranks helping Group turnover exceed at £10,000,000 for this year with rail contributing almost half that figure. The rail division really is very well placed as one of the leading labour and small works providers in the UK” Nickie McIntyre, Group Sales Director. nickie@servo-group.co.uk

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BUSINESS PROFILE |

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New beam design from Layher enhances rail construction and refurbishment possibilities The opportunities created by the use of scaffolding, access and protection equipment throughout the rail industry have, arguably, never been more extensive

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his is, not least, because of the widespread use of modular, or system, designs that can meet precise site needs more effectively and productively than has often been the case with ‘conventional’ tube and fitting equipment.

Layher has been at the centre of this scenario for many years and believes its ongoing commitment to innovation – recently acknowledged by a series of prestigious industry awards – is at the heart of its success.

‘Customer feedback is so often the

impetus for equipment development which, while often providing answers to a specific customer’s needs, can then often lead to solutions that become widely available across the industry’ says Sean Pike, Layher’s UK Managing Director.

He says that this can range from simple connection decks to purpose-designed components and structures such as bridging designs, stair systems and weather protection products. In the rail industry, the consequent benefits of this approach can be seen in an extensive range of projects – from new build to the refurbishment, for example, of stations and footbridges.

The latest step forward for Layher in terms of new product development is the company’s aluminium FlexBeam. The construction of suspended and cantilevered scaffold structures, with both suspended and upright surface scaffolds, can be significantly simplified with the new Layher system.

Rail Professional

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| BUSINESS PROFILE

‘The FlexBeam provides 40 per cent higher bending load capacity without the need for compression chord bracing compared, for example, to our wellestablished Lattice Beam 450’ continues Sean Pike. ‘The design also enables lower construction heights to be achieved and enhances the range of locations that can benefit.’

Central to the FlexBeam is a U-shaped section that allows the direct suspension of system decks. Importantly, the concept can also be connected directly to Layher’s

Allround scaffold system, enabling broader use of a contractor’s stock, while a long list of additional fittings extends its suitability further still.

‘These range from liftoff protectors – which can be positioned anywhere along a structure’s length – to tie-rod connectors and concrete anchors’ adds Sean Pike. ‘A choice of FlexBeam lengths is also available – from four to seven metres – while a spigot design also simplifies connection between individual beam sections, each of which offers a series of fixing points positioned at 100mm centres.’

The FlexBeam development is readily applicable to a host of suspended designs and can be further enhanced by installations calling for a cantilevered element – up to 2.7 metres can be achieved.

Layher believes that one of the key applications that the new design helps to simplify is its installation on curved structures such as bridges. A timber beam option allows greater radii to be achieved eliminating the need for extensive material

usage and minimising manpower time. The significance of this to the rail industry needs little emphasis.

Layher’s ongoing belief in the importance of customer driven innovation has now been acknowledged by the scaffolding industry itself. The company has won the acclaimed Innovation of the Year award in front of 700 VIP guests at the National Access and Scaffolding Confederation Annual Ball and Awards with its new aluminium FlexBeam development. Moreover, it achieved the runner-up position in the same category with the Layher Scaffold Information Modelling (SIM®) software, while its Lightweight Steel Deck was also recognised as a finalist.

‘These are prestigious achievements of which we are extremely proud and pay testimony not only to our own design and development teams but also to our customers’ commitment to working with us to improve both safety and performance across the industry’ concludes Sean Pike.

‘For users of our equipment throughout the rail industry, the capability that these awards recognise will be widely acknowledged.’

Tel: 01462 475100 Email: info@layher.co.uk Visit: www.layher.co.uk

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Improving spring performance The Institute of Spring Technology (IST) has long been held as the centre for excellence within the spring industry

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roducing invaluable resources since 1942 has earned IST an exceptional reputation for technical know-how, impartiality and professionalism in the field of springs and spring technology. Delivering software, testing, training and consultancy are at the core of its services. Although software and training have not been part of the offering since the organisation began, failure analysis and testing has; helping companies for over 70 years to understand why a spring failed and what steps can be taken to improve its life.

Springs are often critical components and are found in a huge number of products across many sectors including medical, oil and gas, aerospace, automotive and rail.

Until a spring has failed the true impact of how vital a role these components play is never fully understood. Understanding springs is IST’s business and as an impartial association and not-for-profit organisation it is at the heart of the spring manufacturing industry dedicated to supporting businesses worldwide.

IST has built a close relationship with the rail sector over the years, mainly driven by the high volume of springs needed. Guided by this need, rail industry professionals are always looking to find ways to improve a springs performance, find out why a failure occurred and what preventative measures can be taken.

The train industry, like most transport sectors, has safety critical springs where failure could lead to property damage, injury and, in the most serious cases, death. Thanks to redundancies and safety procedures the failure of one spring is unlikely to cause any damage or injury. However, it can have a huge financial impact with rolling stock being taken off track for maintenance.

Therefore, spring failure not only needs to be understood by determining the mechanism of failure and the root cause of that failure, but recommendations need to be made to reduce the risk of failure occurring again.

IST has performed several failure investigations for the rail sector, mainly focusing on nested springs within the suspension system in the bogie. An example of one such failure will be summarised in this article to highlight the techniques used in IST’s investigations.

Figure 1 shows a typical failure received.

The compression spring was the outer spring of a nested configuration with a failure located roughly one coil from the end coil,

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located at the bottom of the suspension setup. It also shows that the protective coating had been removed from several areas, especially the coil to coil position close to the failure, and there was evidence of rust throughout the spring.

Figure 2 shows one of the fracture faces. This shows that rust was present not only where the coating had been removed but also on the fracture face, making it difficult to identify the root cause of failure.

Propagation marks from a fatigue failure are visible through the corrosion on the surface, emanating from the coil to coil position.

Indicating the failure occurred from damage

seen in this position. It would be easy to say the spring failed due to fatigue, initiating from damage at the coil to coil position, but that is not the whole story.

SEM, EDS and microstructural analysis are also implemented to determine if there was anything else that could have led to the failure. Further examination showed that the damage seen close to the initiation was

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most likely post failure damage as it was only present on one of the fracture faces.

SEM imaging (Figure 3) highlighted a small surface defect at the apex of the initiation, indicating that the failure might not have been due to damage or corrosion but a material defect. Micrographs of the material showed that there were larger than expected surface defects and large carbides had formed close to the surface.

Due to the number of issues IST found with the spring it was not clear exactly what had initiated the failure: corrosion

pit, damage, microstructural abnormalities or surface defect. However, the failure most likely initiated at the surface defect shown in Figure 3, was accelerated by corrosion and the damage to the bar was caused post-failure. Based on this analysis, recommendations were suggested to not only reduce the possibility of future failures of this nature but also to improve the spring to limit reoccurrence of any of the issues seen. Carbide formation and poor surface quality indicate that either the raw material was not up to standard or the processing

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parameters used during hot coiling were not optimised.

IST recommended spot checking the material as it entered the facility and was able to recommend processing variables to reduce the probability of hot coiling causing defects in the material. A non-destructive check of the final product was also suggested to reduce the chances of poor-quality springs reaching the market.

Although the damage at the fracture face was determined to have been caused post-failure there was wear and damage seen throughout the coil to coil position. If the spring had not failed due to a surface defect this wear would have probably caused premature failure. The damage seen in this region was not as significant as the matching region at the other end of the spring. This indicated that the orientation of the spring within the seats also might not be optimised and should be examined further to reduce damage to the surface and the coating on the spring.

There are several facilities worldwide that can perform failure analysis on mechanical components, but very few have over seven decades of experience in spring design, manufacture and failure that IST has. The company truly understands every process of a spring, from design concept through to wire choice, standards, production methods, final use and how it performs in situ. This knowledge means IST can identify the source of a failure and suggest improvements, giving the customer the performance from a spring while reducing the likelihood of future failures.

IST continues to work closely with the rail industry and support its needs as the demand on the rail network grows.

This industry plus many others could benefit from IST’s custom software, Spring Calculator Professional (SCP). Already used by hundreds of companies worldwide, SCP has simplified a large portion of spring design and validation helping to highlight potential problems before a spring is even made. The extensive fatigue life and relaxation predictions built right into the software are unsurpassed and invaluable for users validating springs for use under realworld constraints.

Looking to the future, IST is exhibiting at Wire Dusseldorf from 30th March to 3rd April; the company will be showcasing and demoing the latest improvements to its SCP software. It is also hosting its own technical conference, SpringCon, on 18th and 19th June in Sheffield, with some of the biggest names in the industry speaking on topics such as e-mobility, wire trends and exploring their latest research projects. Throughout both events there will be ample opportunity for networking and to speak with the most knowledgeable people in the spring industry.

Tel: 0114 276 0771.

Email: holly@ist.org.uk Visit: www.ist.org.uk Technical Conference: www.springcon2020.com Rail Professional

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2020 vision: looking ahead As the new year gets underway, Jonathan Wright, Group Director of Rail at BWB Consulting Limited, forecasts what lies in store for the future for BWB Rail

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WB Consulting is an awardwinning engineering design consultancy with a proven reputation for technical excellence and exceptional client satisfaction. Its specialist areas of expertise are buildings, the environment, rail and transport. BWB’s integrated, multidisciplinary capability enables it to plan, design and deliver successful projects across a broad spectrum of development sectors. BWB was acquired by CAF, the world-renowned rolling stock manufacturer, in 2017. With over 250 UK staff and the support of CAF Group’s global resource, BWB is well poised to deliver complex and multi-disciplinary rail projects in the UK and overseas.

A personal journey I joined BWB Rail two years ago shortly after the CAF acquisition of BWB. My job was to establish and grow the BWB Rail Group to take advantage of the growth in rail expenditure over the next decade in UK and also to support our parent company CAF on their UK and international projects.

BWB had already built a great reputation delivering high-profile rail-connected schemes at the East Midlands Gateway and Doncaster iPort. I joined from Network

Rail where I was Head of Design leading the national in-house Architecture, Buildings and Civil Engineering teams. One of the big attractions in joining BWB was the BIM Level 2 accreditation already in place which showed it was a business well prepared for developing safe designs for the railway environment.

The rail industry is a dangerous place and anything we can do to reuse data removing need for multiple visits to site, improving clash detection and simulating temporary and permanent works, greatly de-risks the construction process and should be embedded in all rail projects.

Another attraction was the supportive culture in BWB where innovation is

promoted, and staff are nurtured to develop to their full potential. This has allowed BWB to attain Investors in People Platinum status and be selected as a Sunday Times Best 100 Companies to Work For in recent years.

Before joining BWB, I had limited exposure to other aspects of the rail industry in the UK, such as rolling stock.

The closest I had come was while in the asset management team in Network Rail approving NRAP for new train stock and gauging analyses over structures. Since joining, through exposure to CAF’s projects, I have seen the full end-to-end process for train design to manufacturing and delivery and all the operational interfaces. It has really enhanced my knowledge of whole railway systems. As Group Director of BWB Rail, this industry insight has proved to be invaluable and has enabled me to develop well rounded and capable design teams.

Domestic challenges It is fair to say that Control Period 6 has got off to a difficult start for most design consultancies due to the lag in work being released from the Design and Build Frameworks for renewals and enhancements. Whilst BWB remain primed to deliver CP6 projects when the work packages are eventually released, in the interim, they have focused on non-Network Rail opportunities and supporting CAF projects in UK and internationally.

Going from managing a large functioning team with six to twelve months of forward work bank to having a small team and inconsistent work bank threw up a lot of challenges, but with the ever present support from BWB and CAF, I have still been able to rapidly build the core capabilities in the Rail teams.

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Despite the difficult climate BWB Rail now has a fully established Signalling, Track and Civil/Structural Engineering teams with plans to develop Electrification and Telecoms capability in the short term.

International dimension Throughout my career, I have been involved in projects across the globe. The reason I became a civil and structural engineer 20 years ago is because it was the one profession I felt would allow me to work and travel abroad learning new things and experiencing other cultures. I was not disappointed. I was involved in the Copenhagen Metro and Taiwan High Speed Rail project early on in my career which just reinforced the bug. After ten years at Network Rail concentrating on UK heavy rail systems only, my current role is very much going back to basics allowing me to work on heavy rail, light rail, metro schemes in all continents with potential to get involved in 40 countries where CAF has projects. No two days are ever the same.

Countries outside UK where CAF has recently won projects include Columbia, Luxembourg, Taiwan, Denmark, Australia, USA, Canada, Mexico and Israel.

Being part of the CAF group has helped BWB Rail secure work on large international projects, such as the design of 38km of new track and 3 depots as part of the Jerusalem Light Rail Extension in Israel and managing the signalling design for the Parramatta Light Rail project in Australia. In 2020, we are looking to use our international success as a platform for securing design commissions in the UK. Group innovation CAF has a real passion for passenger mobility innovation and is an active contributor to the Shift2Rail initiative.

A recent example is its astounding developments in catenary free light rail

solutions. Energy use minimisation, conservation and recuperation are increasingly a key client requirement and CAF continues to innovate and excel in these areas. The recent acquisition of Solaris, the largest electric bus manufacturing company in the world, offers insight of how the group is looking at pioneering energy solutions across a range of passenger mobility platforms.

The innovation at CAF is incredible. I was fascinated when I first saw their catenaryfree solutions. The use of innovative charging points during tram stops, coupled with advanced battery technology was simply amazing!

BWB is supporting CAF subsidiaries such as CAFTE and CAF signalling on BIM

and the Digital Rail innovation projects. In particular BWB’s is providing ETCS Level 2 expertise to support CAF Signalling develop solutions and raise awareness of how to bring this knowledge into the UK. The variety of projects and the depth and breadth of CAF capability means that every day I am learning something new and I can see CAF being instrumental in helping the UK to usher in the era of Digital Rail!

Looking forward I am looking forward to what 2020 and beyond will bring. BWB are currently focusing on the delivery of committed projects, but continue to bid for new UK and international works. In the UK, I am really looking forward to seeing what opportunities will come via the NR CP6 work bank and the MerseyTravel four-year Framework. Internationally, BWB is working on the Parramatta Light Rail project in Australia for the next five years of design, build and testing stages.

With CAF having also recently won the New South Wales ‘Dubbo’ Metro there are further opportunities for us to support them on signalling, track, and the depot. We are already working in Israel on the major Jerusalem Light Rail Extension scheme but with $100 billion (£77 billion) investment over the next ten years in the railway network in the area we are confident that more opportunities will come our way. The development of the BWB Rail Group over the past two years has been incredible. I am immensely proud to have led its creation and development and look forward to what will undoubtedly be a very bright future.

Tel: 0113 233 8000 Email: jonathan.wright@bwbconsulting.com Visit: www.bwbconsulting.com Rail Professional

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Kentledge Blocks Elite Precast Concrete’s guides to the advantages of using precast concrete blocks as kentledge for hoarding and fencing

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n recent years fencing and hoarding contractors have increasingly been using precast concrete blocks as foundations/counterweights/ kentledge for temporary and even permanent fencing and hoarding rather than employing the traditional method of digging the posts into the ground. The advantages of using high quality precast blocks are numerous but can be best summarised in the following ways.

relatively quick compared to digging holes and backing filling with concrete installation times can be dramatically reduced. In additional using precast blocks to support the posts on uneven ground is much quicker than having to dig holes and position posts at different depths to maintain a level fence.

Safer and more stable after installation Design engineers can use known data such as wind loadings/seasonality etc., which combined with the height and type of fence/ hoarding means that exact counterweight requirements can be calculated. Given that precast blocks are available in a variety of

Easier to budget/estimate/tender Using precast concrete blocks to support (acting as kentledge) the posts means that any uncertainty about the potential costs and difficulties associated with digging holes and using ready-mix concrete/post mix are eliminated. You don’t have to worry about allowing costs for disturbing buried services/ digging into hard/difficult ground. The costs of providing the correct support the posts goes from being a relatively unknown cost which is hard to budget for to a fixed cost.

Low risk By not having to dig the posts into the ground any risk of disturbing or damaging buried services is eliminated. As are the risks of being let down by third parties supplying the concrete for the backfill or not being able to dig the holes/backfill with concrete due to adverse weather.

Tidier worksite By not having to dig the holes/dispose of the spoil/backfill with wet concrete the worksite will always look tidier and more professional.

Insurance saving As any contractor will know company insurance is one of the biggest overheads.

Where risks can be reduced or eliminated insurance costs should in turn be reduced.

Safer during installation Eliminating the need to break ground by using precast concrete kentledge blocks not only reduces the risk of damaging buried services; it also reduces the risk of injuries incurred by heavy hand digging, collisions between labourers and HGV’s (delivering ready-mix and removing spoil).

Quicker during installation As positioning, levelling, drilling and fixing posts to free standing kentledge blocks is Rail Professional

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weights and given that fixing systems can be specified to withstand known pull-out forces, using precast concrete allows a fully designed and engineered solution to be employed.

Given that fencing and hoarding are often required in urban environments it’s

no longer acceptable to trust the integrity and stability of the fence to a hole dug into ground which may be made up of variable material and which is simply backfilled with what is more often than not low strength concrete. Foundations for all above ground structures (including fencing and hoarding) should be correctly designed.

Unfortunately, a significant proportion of fencing and hoarding is still installed with little or no thought given to whether or not the foundations are suitable.

Quicker to remove at the end of the project Dismantling the fencing or hoarding at the end of the project is quick, easy and clean as there is no waste to dispose of or holes to back fill/make good.

It’s simply a matter of unbolting the posts from the blocks and removing the whole system for use on the next project.

Easier to use in the urban environment Given that fencing and hoarding are often required in the urban landscape it becomes even more beneficial

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if the installation can avoid breaking ground. It saves both damaging expensive paving and of course reduced disruption (to pedestrians and road traffic) because it’s so quick, simple and ‘clean’ to install.

More sustainable No requirement for spoil to be removed from site or for ready-mix concrete to be delivered to site (or mixed on site) means less waste and a smaller carbon footprint.

Precast concrete blocks can be used for kentledge/counterweights time and time again making them a much more sustainable solution compared to more ‘traditional’ in ground methods.

Standard system/better asset management Contractors who have adopted concrete blocks as their chosen foundation/kentledge system soon find that they are able to better manage their assets – knowing exactly what is needed for every project (it’s the same for every job) means that logistical challenges are easier to manage. The blocks are generally easy to stack when not in use and take up relatively little yard space.

Low cost Finally, for a number of the reasons outlined above, using precast concrete blocks for above ground kentledge is almost always significantly cheaper that traditional below ground methods. And ultimately this is the factor that will most influence the decision on which foundation method should be used.

Tel: 01952 588885 Email: sales@eliteprecast.co.uk Visit: www.eliteprecast.co.uk

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It’s good to talk A consultative approach to delivering tailored cleaning and degreasing solutions has seen a Midlands-based specialist achieve a 44 per cent increase in sales in the rail sector

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rrow Solutions, which has over 50 years’ experience of supplying the industry, has secured a number of new business wins with Hitachi LNER, Govia Thameslink and a rapidly growing project with Great Western Rail.

These orders have covered Aquaklenz LF (low foaming degreaser for spraywash applications), degreasing product Lotoxane and the increasingly popular pH neutral Ecowash Autoshine to support exterior cleaning.

All of these solutions have been developed to deliver maximum cleaning performance, yet minimise their impact on the environment, but this is just part of the story.

The company has invested heavily in developing strong customer partnerships, often working with the client for months before a commercial agreement is made.

This ranges from consultative discussion to identify the most suitable product and extensive trials to ongoing training to achieve maximum performance.

James Lomas, Sales Director at Arrow Solutions, commented: ‘2019 was a strong year for us on the rail side and the first two months of 2020 are heading in a similar direction.

‘We made a conscious decision to really listen to what the sector was telling us and there was a definite feeling that suppliers just wanted to shift products and didn’t really want to spend the time to understand the challenges and ‘pain points’ currently

experienced.’

He continued: ‘Our approach is completely different, preferring to take a more consultative view on things so that we can look at where we can minimise environmental impact and, in some instances, reduce costs by offering more effective cleaning and degreasing solutions.

‘Some of these partnerships can take over a year to develop, but with 44% growth in this market, it tells you it is a direction of travel the train operating companies, rolling stock providers and strategic distributors like.’

Arrow provides solutions suitable for external train,

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internal train, wheel sets and bogey cleaning, with a whole range of winterisation products including station, track, ballast and points deicers also available.

In total, it boasts nearly 40 different products that are Rail Cat Approved, whilst R&D specialists at the company are continually working on bringing new technology to market that reflects future demand.

‘Research and Development is a big part of our business, with 20 scientists and laboratory technicians in place at our stateof-the-art facility in Leicestershire,’ added James.

‘Our people on the ground listen to the customer and what the sector is saying then get our specialists to look at creating solutions that meet current and future issues. A perfect example of this is our new Bactericidal Hydroclean product, which is currently being trialed by a global MRO for sanitising the bogeys before the workforce start cleaning them.’

The R&D team is also responsible for driving the move to wipes and trigger sprays in place of aerosols on some of its most popular lines, including Lotoxane, Rapide (advanced residue free degreaser) and Supersolve CC, a premium heavy-duty contact cleaner for critical surfaces.

These new product formats are widely

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approved by major OEMs and offer a versatile alternative to more hazardous applications, whilst being safer by reducing the risk of spillage of volatile organic compounds within the workplace.

Supplying wipe refill packs, alongside the range of tub wipes, will also cut down on singleuse plastics and supports the customer’s determination to achieve zero waste to landfill targets.

Jeremy Moore, Product Manager at Arrow Solutions, concluded: ‘There is a global desire to be greener and minimise all of our impacts on the environment, yet companies still want the same level of cleaning performance.

‘We’ve been able to address this by delivering the right concentration in trigger sprays and wipes. The latter is especially interesting as it removes the issue of crosscontamination found when using rags and can help to reduce overall chemical usage as the wipes can be pre-dosed.’

Visit: www.arrowchem.com Twitter: @_arrowsolutions LinkedIn: arrow-solutions-ltd

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Testing and commissioning for high voltage electrification Oakes Power Services (OPS) is a trusted and accredited electrical engineering company, with an expertise in high voltage and large low voltage electrical distribution

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PS offers a comprehensive range of electrical installation and railway electrification services; encompassing everything from the installation of HV and LV cables, high voltage transformers, switchgear and earth systems to cable jointing, test and commissioning services and Level A, B, C and D authorised person duties.

With extensive experience in railway electrification, OPS can provide you with a resourceful and effective solution, tailored specifically to your rail electrification requirements. Based in the South East, the company works throughout the UK, supporting a wide range of clients in a variety of projects.

Working on national infrastructure always comes with big responsibility. It goes without saying that railway electrification is by no means an exception. Mistakes can be extremely dangerous and cause mass disruption, particularly when working with high voltage equipment. There is no room for error when the consequences are loss

of life and major delays for thousands of passengers. That’s why the experienced and skilled engineers at OPS are strongly committed to bringing the highest levels of professionalism, quality and safety, to every job they undertake. Even when working under strict time limitations, safety comes first and is never compromised.

In any complex project, it’s important to identify, mitigate and eliminate problems as early in the process as possible. The later you discover an issue, the more costly and disruptive it can be to rectify. To prevent these kinds of situations, OPS can provide comprehensive electrical design services aimed at deeply assessing the potential risks and then designing an installation that works smoothly, safely and reliably. During which, a full assessment of all electrical engineering options is carried out. This includes a comprehensive site survey, an assessment and evaluation of environmental issues and an investigation into the condition of the current infrastructure.

The OPS team will also provide technical reporting services for initial project

feasibility studies. However unique your requirements might be, OPS will provide a tailored solution to meet your requirements.

When it’s time to turn your design into a physical reality, you can rely on OPS to deliver a high-quality installation service.

Whether it’s transformers, switchgear or cabling, they’re more than capable. With electrical engineers who have spent years working on both rail networks and private power distribution systems across the UK, they have extensive expertise in a variety of different electrical power systems.

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So, whatever your requirements, they’re confident of delivering what you need.

Post-Installation, OPS’ qualified engineers can carry out testing and commissioning on any of your electrical assets to ensure a safe and controlled entry into service.

With a staff consisting of Level A, B, C & D Distribution engineers, executing all manner of authorised duties is no problem.

Although, the high-quality installation of reliable power networks isn’t enough; it also needs to be properly maintained

and tested to ensure the efficient running of the systems. OPS offer planned and reactive maintenance options to keep all your electrical assets working to their full potential, at all times.

Having achieved Constructionline Gold Membership, OPS is committed to being a company that all of its stakeholders can trust. It is a company which prides itself on ensuring it maintains a great relationship with clients and provides an excellent service, every time. OPS is determined that the level of service quality should remain consistent, no matter how small the project or the number of projects it has ongoing.

Since the company was founded in 2015 by Daniel Oakes, this commitment to quality has allowed OPS to build a strong reputation in the rail industry that has led to continued growth of the company.

OPS is currently assisting key clients, working on NSCDs in the Wessex & Kent areas as part of the Safer Isolations process.

A significant project for Network Rail aimed at making the application of isolations safer, quicker and more secure. The role of OPS in the project is to provide testing and commissioning services, as well as Level A switching duties.

OPS recently undertook work on another project which involved Wimbledon ASC and Wimbledon Substation. This project required

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the renewal of a UPS module, 11kV feeders and signalling transformers as part of the Wessex Signalling Power Project. OPS were contracted to commission the equipment into service in a safe and controlled manner.

Future works in 2020 see OPS engaged in commissioning of Further NSCD installations, installation and commissioning of HV depot supplies and 33kV transformer and rectifier renewals. The company’s intention moving forward, is to further establish itself as a Key Partner to multiple Tier 1 & 2 companies throughout the Control Period 6 (CP6) Investment period.

Tel: 01634 940796 Email: Info@ops-ltd.co.uk Visit: www.oakespowerservices.co.uk

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The fog phenomenon explained The formation of fog is not just a weather condition. The same humidity and temperature differences that create clouds of fog also fog-up surfaces such as prescription safety glasses and goggles

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hen glasses fog-up it can reduce the visibility of the wearer, essentially blinding them until the condensation can be removed. In many situations, this foggingup can occur at crucial moments and result in disaster for the wearer or those around them. Many industrial settings incur severe financial losses due to fog. In the rail industry, operational shortfall due to downtime alone can reach thousands of pounds per day. Railway lines, construction sites and even factories or warehouses become extremely dangerous workplaces when foggy too. The reduced visibility in some cases can prevent work all together, such delays lead to severe losses for the business and for contract workers that are common in these settings.

In the workplace Just like clouds of fog that form in humid conditions because of the temperature difference between the air and a surface; safety glasses fog-up due to temperature differences between the lens and surrounding air. This can happen when you move from a cold environment to a warmer one or the other way around. This is particularly common in rail industry where workers regularly move from indoor to outdoor environments or vice versa.

A number of factors can increase the chances of this fogging effect. Dirty and damaged lenses, for example, create more surface area upon which condensation can form. This dirt increases the fogging effect and is particularly pronounced in older prescription safety glasses and goggles.

In order to reduce accidents at work, businesses must ensure that their employees are equipped with new and undamaged eyewear but also that lenses are cleaned frequently.

High humidity environments, both indoor and outdoor, are likely to result in foggy lenses regardless of temperature differences. However, longer exposure to cold temperatures can cause lenses to chill completely. Meaning any warmth will result in prolonged fogging despite wiping and other efforts. Warm factories and plants in cold environments are the perfect examples, as workers move from outdoors into the warmth they are at high risk of fogging-up.

Wearing foggy eyewear reduces their visibility preventing them from working productively and increasing the risk of accidents. Many of those workers choose to remove their protective eyewear in order to see better, which in turn puts their eyes at risk from other dangers such as light, heat and airborne particles. 90 per cent of all workplace eye injuries can be avoided by using proper safety eyewear, according to the Prevent Blindness Organization, but foggy eyewear creates another set of safety risks.

excess moisture to the sides of the lens.

Most protective eyewear on the market only protects the inside of the lens against fogging and the outside against scratching but this does not account for all the types of fogging up that can occur. Other technology like the PLATINUM® Coating by Bollé Safety offer more comprehensive protection from fogging up by applying a scratch-and-fogresistant coating on both the inside and outside of the lens. Bollé Safety is also the first company in the world to supply all its prescription lenses with PLATINUM® antiscratch and anti-fog coating as standard and at no extra charge. Contact Bollé Safety today and discover the PLATINUM® technology for yourself.

Tel: 0208 391 3194 Email: rebecca.francis@bolle-safety.com Visit: www.bolle-safety.com

Preventing lens fogging Where fogging up can cause serious hazards, such as workplaces that operate heavy machinery, it is essential to not only have anti-fog but also anti-scratch protection on lenses. Anti-fog coating incorporates hydrophilic materials that absorb moisture and hydrophobic techniques that divert Rail Professional

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• GRP Dagger Boards.

• GRP Fencing.

Extensions.

• GRP Ballast Retention/HCE

• GRP Trench Covers.

Systems.

• GRP Hand Railing/Barriers.

WWW.STEPONSAFETY.CO.UK

STEP ON SAFETY LTD, FACTORY LANE, BRANTHAM, SUFFOLK, CO11 1NH

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Building for the future and restoring the past Pod-Trak is a bespoke engineering solutions provider that services clients across the UK and Ireland

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ince its establishment in 2007, the company has grown steadily and built strong, long lasting partnerships with a long list of high-profile clients. The firm’s highly skilled teams have the knowledge to support a broad spectrum of transport networks that keep the country on the move. Pod-Trak’s focus is on producing an efficient, safe and quality product throughout the project cycle, by providing disciplines including: • civil engineering • plant and transport • permanent way • communications • airports and stations • railway electrification.

The company offers multi-disciplinary services to clients with a skilled management team delivering works at all stages from design to post completion maintenance. Pod-Trak’s dedication to ensuring quality throughout the lifecycle of every project means that its reputation for

safe, on time and on budget project delivery is second to none.

With offices nationwide, strong supply

chain relationships and vast experience in a wide range of infrastructure, the firm’s aim is to be the preferred service provider in the markets in which it operates.

The company continually invests in new plant, enabling it to provide all services in house, reducing costs to clients whilst increasing their confidence in its ability to deliver a high-quality service.

Pod-Trak boasts dedicated project management and engineering staff, so every project undertaken supports its hard-earned reputation for providing a consistently excellent service.

Committed to engineering excellence Pod-Trak’s focus is on producing an efficient, safe and quality product throughout the project cycle. The company has delivered both specialist aspects, and entire projects for clients, resulting in substantial improvements across the UK’s infrastructure and transport networks.

The company works with some of the largest public sector organisations, private clients and principal contractors to deliver state-of-the-art projects that will safeguard the future of the UK’s valuable infrastructure. Its list of clients includes but is not limited to: Rail Professional

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cutting-edge systems that are supporting the UK and Ireland’s growing rail network.

The projects are supported by its mechanical and electrical team and can be delivered as turnkey solutions within its civil engineering division.

The range of projects includes: • Fibre optic network installation and testing, radio systems.

• GSMR Installation.

• 4G communications networks and SCADA control projects • Station upgrade works, which includes passenger information displays, passenger alarms, CCTV and public address systems.

• • • • • • • • • • • •

Babcock Colas Rail Heathrow Express ABC Electrification Transport for London VolkerFitzpatrick Balfour Beatty Rail AD Comms McNicholas Brecknell Willis SSE Plc Murphy.

Specialists within the railways The company has the experience and expertise in the areas of railway electrification, civil engineering, permanent way, communications, airports and stations and plant and transport.

When it comes to electrification, PodTrak is: A leading contractor in the installation and maintenance of Overhead Line Equipment systems on both light and heavy rail infrastructure, supported by experienced supported by OLEC qualified staff and a fleet of modern On Track Plant with POS Licence.

Experts in delivering all aspects of DC Electric Track Equipment and Maintenance installations, carrying out new works, maintenance and renewals, as well management and delivery of full project life cycles.

Excellent in the installation and maintenance of HV and LV, across the UK rail infrastructure, covering switchgear, transformers, cabling and earthing.

The company also has highly talented engineering specialists to carry out a wide range of civil engineering and minor building services for the railways. Its experience in building for the future and restoring the past includes: • platforms • foundations

• • • • • • • • • •

drainage works UTX’s troughing routes sheet piling earthworks lineside structures and bases steel works level crossings water ingress repairs station roof repairs.

Pod-Trak also has an extensive portfolio in the areas of permanent way and communications.

Firstly, its highly skilled rail teams carry out plain line and S&C works from design through to delivery, as well as track maintenance and renewal works to Network Rail standards.

The company also provides a wide and extensive scope of survey works, including dilapidation and survey reports, maintenance regimes and track monitoring.

Meanwhile in communications, the firm is leading the future of rail, installing the

Company values The company is committed to outstanding performance, safe practice, whilst taking a considered and structured approach to managing its environmental impacts. PodTrak’s health and safety management system is UKAS accredited to OHSAS 18001:2007 standard certification; the management system ISO 9001:2015 and environmental management ISO 14001:2015. It works to a set of core values that are adopted and promoted across its business, underpinning the way in which business is conducted, interaction with stakeholders and the way it operates as individuals.

The values include: Excellence – Be exceptional in everything the company does, safely delivering quality results, first time.

Trust – Open and transparency, earning and instilling trust by being honest and accountable at all levels.

Collaboration – Achieving more together, integrating its expertise and know-how for efficient project delivery.

Innovation – Encouraging a bold and entrepreneurial attitude to work, thinking outside the box.

Integrity – Moral and upstanding, building strong relationships by respecting personal and business values.

Tel: 0845 450 4190 Email: enquiries@pod-trak.com Visit: http://pod-trak.com/

Rail Professional

Signalling Engineer

UK ERTMS

urse

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BS1/BS2

We’ve got all the gear and knowledge you need to make a kick start in your Signalling Engineer career. Signet Solutions offers a wide variety of courses to get you set up or to help you add to your existing skills. We’ve been providing training excellence since 1996 - that’s over 8,000 delegates who have all benefitted from our courses so why not be next?

Call us today and we’ll get you on the right track to success.

+44 (0)1332 343 585 enquiries@signet-solutions.com www.signet-solutions.com

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Digital journeys and digital stations CoreTech Solutions designs, manages and supports the digitalisation of any environment, while providing an optimal cost of ownership and creating value added insights

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here has been much talk about digital railways, digital stations, digital passengers and how the transport industry must adapt and evolve to ensure we keep pace…but how do we do this and why?

CoreTech Solutions is at the forefront of delivering innovative technologies across a number of market sectors and different environments. At the heart of the business is a passion to design and deliver solutions that significantly improve its client’s businesses and their customer’s experience with them.

Today’s passengers in all regions, regardless of age, gender, commuter or tourist, demand a first class seamless experience throughout their journey. In order to provide this today and in the future there is an overwhelming requirement to ensure each passenger has a completely connected digital journey (even if they don’t know it).

CoreTech Solutions strives to help deliver that journey by supporting the digital train stations of the future.

Saving money CoreTech Solutions offers a unique array of services that support the delivery of digitalisation of railway stations, the true benefits are realised when CoreTech Solutions combines and manages multiple projects concurrently. As an example, upgrading a stations fibre network infrastructure alongside its CCTV and/

or Access Control systems can offer up to 35 per cent reduction in capital costs in addition to minimising disruption and lowering ongoing maintenance costs.

CoreTech Solutions is an installation expert in complex transport hub environments and its proven track record ensures: • Greater operational efficiencies.

• Higher service levels post installation.

• Projects are de-risked by using our expert project managers and experienced qualified engineers.

Reliability Having the digital infrastructure in place to ensure connectivity, CoreTech Solutions designs, deploys and supports full fibre networks to ensure optimum performance and reliability 24/7, 365 days a year. The networks must not only be ‘high speed’, but also future proofed to accommodate higher demands from more technology innovations and higher passenger numbers.

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THE XTRA MILE

Refurbishment. System Installation.

Structural Repair. Maintenance & Overhaul.

TXM Projects are industry specialists in the provision of Project Management, Consultancy and Resource Solutions to the Rail Sector (Passenger and Freight Rolling Stock, Operation Delivery and Engineering Services).

TXM Projects offer high-quality solutions encompassing all areas of onsite installation and rail vehicle care; enabling rail vehicle operators or owners to complete projects safely, on budget and on time.

To find out more about TXM Projects, get in touch today by calling 0121 600 7440, emailing info@txmprojects.co.uk or visit www.txmprojects.co.uk

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that data is at the heart of understanding passenger behaviour and demands.

Safety To ensure passengers within the station environment are protected at all times, CoreTech Solutions provides a number of innovative technology solutions which protect passengers, these include CCTV, Access Control and alarm systems. With huge passenger numbers now the norm in all major stations and a wide range of security threats – safety of passengers is paramount. New technology innovations allows CoreTech Solutions to protect passengers and integrate digital platforms and systems.

Customer experience Guaranteeing communications and making digital connectivity readily available to passengers is at the forefront of digital stations. CoreTech Solutions is an industry leader in designing and implementing guest Wi-Fi systems allowing passengers to continue working if needed, to be kept fully informed of disruption …or simply to just browse the internet.

With retail space and food and beverage becoming more dominant across our transport network it is imperative that not only that the experience is first class but also

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Phil Cox is Managing Director at CoreTech Solutions. Martin Golunski is Business Development Manager.

Tel: 01564 829722 Email: getintouch@coretechsol.com Visit: www.coretechsol.com

CoreTech Solutions design, manage and support the digitalisation of any environment, while providing an optimal cost of ownership and creating value added insights

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Driving profit from digital stations and assets CoreTech Solutions deployed over 1,800 counting devices on behalf of its client (PFM), for Network Rail, which track changes in footfall numbers as a result of the investment made in the UK railway infrastructure. This network counts over one billion movements annually and has helped Network Rail to transform its stations, creating maximum value from the retail space available and attracting in new customers that aren’t even there to catch a train. The trading figures were compiled from the sales results of retailers operating from over 500,000 sq ft of retail space across 18 of Britain’s biggest and busiest stations owned and operated by Network Rail and benefiting from a combined annual footfall of over one billion people.

Safety – CCTV Systems, Access Control and Alarm Systems Comfort – Complimentary Guest Wi-Fi Services, Digital Signage and Parking Guidance Systems Data – A fully integrated solution enabling connected systems such as Building Management Systems, Lighting, Parking, People Counting, Power Management and Water Usage.

CoreTech Solutions is the “One Stop Shop” for all your technology requirements with a proven track record in complex transport hubs.

Contact us today to find out more e-mail: getintouch@coretechsol.com tel: 01564 829722 www.coretechsol.com

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Rail Professional

S A V E F F I C I E N C I E S N N N G ACROSS O S 3. Improvement gain 5. Amount paid V A DOWN T 1. A reduction in spend I 2. The UK’s leading Supply Chain provider 4. Leading the way C O S T N 1

2

3

4

5

Are we the missing part of your puzzle? www.tvsscs.com

rail@tvsscs.com

+44 (0)1257 265531

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UK Power Networks Services earns place on £650 million Network Rail design framework The distributed energy solutions provider will support the energy transition of the UK’s railway infrastructure

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K Power Networks Services has been awarded a place on Network Rail’s £650 million National Design Service Framework and will work in collaboration with the railway infrastructure company to deliver its ambition of a safe, reliable, efficient and growing railway for customers. Following a competitive tendering process, UK Power Networks Services was awarded the Electrification and Plant – Distribution Design section of Network Rail’s delivery plan for Control Period 6, also known as CP6 that runs from 2019 to 2024, including the option to extend the framework into Control Period 7 (2024 to 2029).

The distributed energy solutions provider successfully bid for a place on the framework across all four designated regions covered by the CP6 plan and was the only company to be awarded the maximum of three regions,

namely the North West and Scotland, North East, and South East of England.

The appointment will see UK Power Networks Services continue its longstanding partnership with Network Rail, designing the electrical infrastructure that will play a central role in achieving Network Rail’s sustainability targets to reduce carbon emissions and deliver improved train services and value for money for customers.

UK Power Networks Services will draw upon existing rail industry experience that includes the delivery of the Great Western Electrification Project (GWEP) that included over one million hours without a single lost time injury or any operational delays, and the design, construction, operation and maintenance of the electrical infrastructure of HS1, the UK’s first high-speed railway project.

UK Power Networks Services recently became one of the first companies of its kind

in the UK to attain Kitemark certification to deliver Building Information Modelling (BIM) Level 2 requirements that will ensure consistent application of designs for Network Rail’s electrification infrastructure.

In addition to this, the company’s internationally recognised ISO 44001 standard in collaborative business relations management will further strengthen the working relationship between both parties to achieve the framework’s objectives.

Philip Heathcote, Head of Markets at UK Power Networks Services, said: ‘We are thrilled to earn a place on Network Rail’s National Design Service Framework. It is a significant win for UK Power Networks Services and is an endorsement of the outstanding capabilities of our design team who have a proven track record of delivering large electrification projects on time while maintaining an industry-leading safety record.’

Daljinder Chatta, Network Rail’s Commercial Director, said: ‘Network Rail will have greater access to a design support network providing mutual benefits to both Network Rail and the supply chain. Some of these include working more directly with suppliers, improved assurance, getting closer to experts, improved business and safety performance and enabling innovation to thrive.’

This design framework will see UK Power Networks Services expand its presence in the Midlands, North of England and Scotland and invest into an industrial apprenticeship programme that will generate a pipeline of highly skilled and valuable jobs in these areas for years to come.

Visit: ukpowernetworksservices.co.uk/ industries/rail/ Rail Professional

rail mancHe finance

RMF is a leading provider of railway reservation based international settlement and clearing services, providing sophisticated revenue and cost allocation, including business critical management information

Times House, Bravingtons Walk, Regent Quarter London N1 9AW Tel: +44 (0)20 7042 9961 david.hiscock@rmf.co.uk

www.rmf.co.uk

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Ground investigation and big data By obtaining field data to be recorded directly into digital forms, BAM Ritchies has transformed the process of ground investigation

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AM Ritchies is an awardwinning ground engineering and geotechnical contractor, embracing the challenges within the rail environment, with a track record of delivering innovative, value-driven, successful projects. From the provision of digital ground investigation through to bespoke optimal geotechnical solutions, self-delivery of its ground engineering disciplines provide safe, right first time, sustainable success within the tightly constrained and controlled rail environment.

BAM Ritchies bring more than 55 years’ experience, a reputation for innovation and its industry-leading use of digital construction to develop and deliver valuedriven geotechnical solutions in the rail sector. The company thrives on resolving the geotechnical and logistical challenges associated with the delivery of a rail project and is well prepared to support you with a broad spectrum of geotechnical expertise, which is available to you in designing and constructing the right geotechnical solutions.

BAM Ritchies’ national coverage allows it to support work all across the UK, with its Pre-Construction managers available to engage at the earliest opportunity on a project. This supports the early identification of the right solution which reduces change and manages risk. This integrated offer reduces risk from ground investigation through design and ultimately delivery, providing predictable, right first-

time solutions for customers.

All rail enhancements, renewals or investment projects rely upon the ground to perform in a certain way. This knowledge is captured through ground investigation (GI). BAM Ritchies has an extensive fleet of plant, capable of undertaking any investigation, whatever the constraints, requirements or topography. The company’s years of experience enable it to work with consultants and contractors to identify targeted GI that fully supports the design process and validates the proposed design solution. This approach cuts down on waste

and provides agile intelligent GI. Within the rail environment BAM Ritchies deliver its most innovative solutions.

Ground investigation is the collection, management and manipulation of big data.

Through a combination of commercially available digital tools and its customised applications, BAM Ritchies has transformed this process, allowing field data to be recorded directly into digital forms that can cross check and validate the data on entry and be shared immediately with supervisors, engineers and customers. As well as reducing errors in data transfer, the rapid sharing of information promotes collaboration during the fieldwork period and enables decisions to be made promptly as more information becomes available.

All of Bam Ritchies’ soil samples and ground data are bar coded at source providing cradle to grave digital traceability to ensure one hundred per cent compliance with customer’s specification and laboratory testing schedules. This delivers validation of

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BUSINESS PROFILE |

the ground investigation and guarantees one hundred per cent data capture during the field work.

Railway focused large scale, agile, ground investigations have recently been delivered on HS2, CP5 Framework, Borders Rail and Highlands Enhancement Project. BAM Ritchies continues to deliver ground investigations nationwide on CP6 Framework, HS2 and the Transpennine Rail Upgrade.

BAM Ritchies digital expertise has enabled it to reduce costs on site by virtually undertaking projects in its offices, well in advance of the mobilisation of plant to site.

Three-dimensional modelling using software platforms such as Autodesk Revit and Synchro Pro has proven its worth on ground engineering schemes, where the importance of plant selection and access can be critical to the successful delivery of a project.

On a project at Black Horse Lane in Croydon for Morgan Sindall BAM Ritchies put its digital modelling to the test and created a digital model based upon information provided. Using this model, the team undertook clash detection regarding existing services and the planned anchor work to ensure no collisions during installation and to confirm the proposed work was safe. BAM Ritchies also used the digital model to confirm methodology and plant.

The head room under the bridge was limited so during the preconstruction phase the company completed the work in a virtual environment to ensure all anchors could be installed. This highlighted the need to adjust the design slightly and introduce two more anchors to the works. This was a great example of ‘building it before you build it’ to minimise risk and maximise predictable performance which is essential in the railway environment.

Whether operating as a specialist subcontractor to deliver the expertise your project requires or acting as the principal contractor providing your overall scheme, BAM Ritchies has the capacity, capability and competence to ensure your project succeeds. Its in-house design capability ensures that only the right solution for the identified problem is delivered on site. Using almost 60 year’s experience of delivery ensures BAM Ritchies can add the most value to a solution the earliest it can get involved. Having an integrated delivery means all disciplines can work together to deliver a bespoke solution to fit the specific challenges of any project.

BAM Ritchies provides sprayed concrete and concrete repairs in the fields of Civil Engineering, Construction, Railway Engineering, Tunnelling and Geotechnical work. A full ‘design and build’ concrete techniques service is offered that encompasses every aspect of: • wet mix sprayed concrete • dry mix sprayed concrete • concrete repairs

BAM Ritchies uses spray concrete in combination with soil nailing and netting to deliver hybrid slope stabilisation solutions to meet specific requirements. With ever increasing pressures on space, piled retaining walls for slope retention are the norm. BAM Ritchies concrete techniques teams often finish these piled walls with sprayed concrete to provide durable and aesthetically acceptable faces. Waterproofing can be incorporated as required.

Tunnel strengthening and improvement works are a common requirement on the rail network and BAM Ritchies ability to investigate the need, design the solution and deliver the works can ensure the best value solution is delivered from a single organisation. All of this done using an inhouse fleet of plant and experienced, long serving personnel.

Investment in and development of equipment, techniques and digital technologies is nothing new for BAM Ritchies. This supports innovation and more efficient design solutions for the rail industry. The investment into Digital construction will continue and grow as it becomes more of the norm instead of being extra work or added value. We continue to create digital models for every tender that we participate in as this is necessary to demonstrate the effort and thought that goes into every solution that we provide to our customers. We have to be confident that our solution works and the work being required can be done.

As the challenges of delivering and maintaining ground engineering projects increase, the need for improved safety, efficiency and sustainability becomes ever more pressing. Continuing to meet

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these challenges requires new thinking and adopting new and improved ways of planning and delivery.

Network Rail’s drive for collaborative working and greater sustainability supports this and BAM Ritchies has an important role to play in helping to deliver a better railway for a better Britain.

Company profile BAM Ritchies is the specialist geotechnical division of BAM Nuttall Ltd.; one of the UK’s leading civil engineering contractors and an operating company of the European construction group Royal BAM. BAM Ritchies started business in Scotland over 55 years ago in 1963 and is now one of the country’s leading and award-winning geotechnical contractors. The organisation employs approximately 350 trained and experienced staff.

BAM Ritchies has a turnover of over £70 million carrying out ground investigation, ground engineering, drilling and blasting and concrete techniques: completing contracts up to £30 million in value.

BAM Ritchies operates from offices in Kilsyth near Glasgow (Principal Office), Warrington, Nailsea near Bristol, and Edenbridge in Kent.

BAM Nuttall Ltd. had a turnover of £800 million in 2019 and operates throughout the country from a network of regional centres.

Royal BAM had a turnover of approximately nine billion Euros in 2019 and is one of Europe’s largest construction contractors.

Tel: 07740 771075 Email: matt.ewing@bamritchies.co.uk Visit: www.bamritchies.co.uk Rail Professional

“

„

I expect easy solutions to achieve energy efficiency.

HARTING connectors assist with weight reduction.

Connectors can significantly help improve the energy efficiency of rail vehicles.

By replacing metal with plastic, we can reduce the weight of connector housings by up to 50 %.

One Range. No Limits:

www.HARTING.com/UK/en-gb/weight-reduction-transportation

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Get on track with HARTING HARTING’s slogan ‘Pushing Performance’ challenges it to constantly innovate its products and solutions in order to drive advancements in the ever-changing landscape of transportation

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or example, there has been a drive towards weight reduction within the rail vehicle construction sector. As manufacturers strive to minimise energy consumption in order to improve efficiencies, it’s clear that reducing the weight of components is one way of delivering savings.

With the Han-Eco® B, HARTING has developed new innovations for the industry standard Han connector series. This range contains a series of hoods and housings manufactured from high-performance, glass fibre-reinforced, polyamide plastic, that offer substantial weight savings compared to traditional metal connectors.

By switching from metal to Han-Eco® B, you can achieve substantial weight savings of up to 50 per cent per connector. These reductions may seem minimal compared to the weight of a train, but as connector usage in trains increases, so too does their proportion of the overall weight, making Han-Eco® B an energy efficient choice.

As well as being lightweight, the HanEco® B also supports modular inserts, meaning data, signal and power options can all be combined into one standard-sized industrial connector. Not only does this make them versatile, it further reduces the space requirement for connectors within the train. Han-Eco® also complies with standards IEC 61948 and EN 45545-2 HL3 and is fire-resistant according to UL94 V0.

Furthermore, the Eco B range is compatible with standard metal Han® B housings, meaning both variants are intermateable.

Assembly solutions are another issue facing the rail industry, as space for fitting

components becomes increasingly scarce in rail vehicles. When working in confined spaces, simple installation processes are crucial. With the M12 PushPull, HARTING has developed a solution which offers handling, time expenditure and reliability benefits for the user.

Traditionally, M12 connectors were locked in place via a screw connection, with a tool being used to achieve the necessary torque. However, when it comes to installing in hard-to-reach, enclosed areas such as headspaces, this method is extremely time consuming. The M12 PushPull uses an intuitive, tool-free connection technique that ensures absolute dependency; as the two sections are clicked into place by hand, an audible feedback indicates the connection is secure.

Not only does this simplify tricky installations in places such as control cabinets and driver’s cabs, the tool-free installation method also means the assembly density can be significantly increased, helping to save valuable space.

HARTING has also created a spacesaving, future-proof solution for the

delivery of Ethernet up to 10 Gbit/sec.

Devices in trains such as sensors, cameras and automation equipment are rapidly decreasing in size, whilst passenger information screens are becoming thinner and flatter. It therefore stands to reason that device connectors themselves must also decrease in size, to ensure they don’t take up too much of the limited installation space on miniaturised equipment.

The ix Industrial® is a robust, spacesaving Ethernet connector to replace the traditional RJ45. It has a 70 per cent smaller PCB jack, enabling manufacturers to use it in much smaller devices and a high current-carrying capacity that supports both existing and future Power over Ethernet (PoE) applications. It is standardised to comply with IEC 61076-3-124 and conforms to the shock and vibration resistance levels set out in EN 50155 railway specifications.

Finally, HARTING can also assist you with the specialist manufacture of Intercar Jumpers for power and data, which are designed and manufactured at our UK facility in Northampton. To discuss HARTING’s innovative turnkey solutions or learn more about its range of rail-focused products, contact the company via the contact details below.

Tel: 01604 827500 Email: salesUK@HARTING.com Visit: www.harting.com/UK/en-gb/markets/ transportation Rail Professional

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A radically changing world for rail passengers Siegfried Luft, CEO and Co-founder of Netskrt Systems, previews the dawn of the mobile content delivery network

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t has long been the case that transportation operators in general, and rail companies in particular, are expected to provide Wi-Fi access to the internet for their passengers.

In many cases, passengers expect this for free (but complain when it fails to work flawlessly). However, given the fact that wireless technologies must be used to provide the train-to-internet connection, capacity will always be a limiting factor.

Because of this limitation, internet connectivity has primarily been intended to allow passengers to surf the web and check email. It has not been intended to allow passengers to watch streaming internet video.

At the same time, a radical transformation is currently underway concerning how people consume video. The dominant models of the past – satellite or cable delivered linear TV and ‘walled garden’ video-on-demand (VOD) – are rapidly giving way to streaming internet video. Cordcutters and younger ‘cord-nevers’ prefer to subscribe to the content providers of their choice (e.g., BBC, Amazon, Netflix, Disney, Apple, etc.). This allows them to watch anything at any time on any device they want. While this is a general transformation taking place around the world, it is this last aspect that has particular relevance for rail operators. More often than not, consumers watch video on their smartphones, tablets,

and laptops, not just television sets. These are obviously devices they carry with them onto trains and, not unreasonably, expect to be able to use in the same manner they do at home. This is where things get a little problematic for rail operators.

The problem with onboard Wi-Fi Cellular connectivity, even rapidly expanding 5G, does not provide enough capacity for more than a handful of passengers to watch streaming internet video. It’s an unavoidable reality that video consumes as much as one hundred times the capacity consumed by email or web surfing, and this will only worsen with 4K video. Most trains today provide fluctuating capacity of up to a few hundred megabits per second that must be shared by potentially hundreds of passengers. Since a single high-def movie can consume as much as 25 megabits per second, there is clearly a math problem here that is difficult to get around. For this reason, most rail Wi-Fi systems, like their airline counterparts, explicitly block streaming video. This is done to prevent a situation where a few users consume all available capacity and ruin the Wi-Fi experience for everyone else.

Many rail operators have tried to address this problem by installing VOD systems, but this is, at best, only a palliative solution. These systems are often described as ‘walled garden’ VOD in that the content available within them must be curated and licensed, directly or indirectly, by the rail operator. The walled garden VOD universe is typically small and limited, content changes infrequently, and it must be licensed by the rail operator (basically putting train operating companies in the entertainment business).

Making matters worse, these systems only work while on board – passengers must use a different app with a different interface and a different library than what they use everywhere else. The universe of streaming internet video, on the other hand, is effectively infinite, it is constantly changing, passengers can watch it anywhere, and they’ve already entered into subscription relationships with their providers of choice.

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While ‘walled garden’ VOD might have satisfied passenger entertainment needs years ago, today it is completely at odds with what passengers want.

Disruption that can’t be ignored At a high level, what is happening as a result of the direct-to-consumer streaming video revolution, driven by massive media companies, is a complete disruption of the middlemen providing distribution services between content owners and consumers.

This disruption is disintermediating the video distribution market, causing widespread business failures unless they can quickly adapt. The distribution market

Rail Professional

includes not only cable and satellite operators, but also the VOD providers on which many rail operators depend for their existing solutions.

For rail operators there are two paths forward with regard to satisfying the internet connectivity and entertainment demands of their passengers. One path involves continuing forward with VOD, but another path is to get out of the entertainment business altogether and facilitate the streaming media revolution that is already underway.

In order to do this, rail operators still must overcome an intractable capacity problem. There is simply not enough network capacity to allow passengers to watch streaming video and it would be prohibitively expensive for rail operators to install the required capacity. They could easily see their wireless bills grow by a factor of 25 or more, obviously a non-starter from a business standpoint.

A clue as to how this problem might be solved can be found in conventional broadband networks.

Content delivery networks (CDNs) began to proliferate decades ago in order to increase network efficiency and, primarily, to improve the user experience. CDNs have become especially critical as video traffic has taken over residential broadband networks. Pretty much all of the internet

video consumers watch at home is delivered by a CDN. However, technical limitations have, thus far, prevented CDNs from reaching onboard moving trains, leaving ‘dark spots’ in an otherwise bandwidth-rich internet landscape. Fortunately, recent innovations are beginning to change this to the benefit of rail operators.

The dawn of the mobile content delivery network (mCDN) Technical advances in a number of areas are, for the first time, making it feasible to extend CDNs all the way to the train.

These advances, which create a ‘mobile CDN (mCDN)’, include advanced cloud analytics and machine learning, adaptive networking, and large-scale but compact caches.

Collectively, mCDNs allow rail operators to adopt video distribution strategies that are compatible with the existing CDNs used to deliver content to homes and businesses around the world.

Rail operators that enable mCDN endpoints on their rolling stock can draft off of the massive content investments being made by media giants and exit the entertainment business themselves (a business they grudgingly entered in the first place). By doing this, they deliver what their passengers truly want – unfettered access to streaming internet video – while improving the overall Wi-Fi experience and putting themselves on a more sustainable long-term cost trajectory.

Siegfried Luft is CEO and Co-founder of Netskrt System, an innovator in mobile Content Delivery Networks (mCDNs).

Email: info@netskrt.io Visit: www.netskrt.io

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Torrent Trackside’s MEWPS offer great value for challenging rail projects CP6 will see major investment in new rail routes and upgrades that means there will be significant demand for specialised Overhead Line Electrification (OLE) plant for the next five years

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s well as the actual installation of Overhead Line Equipment there needs to be substantial upgrading of bridges and tunnels to accommodate the new routes. This work will be complex, challenging and above all needs to be cost effective.

Torrent Trackside has positioned itself to meet this challenge with a large fleet of modern and efficient RRV MEWPs (Mobile Elevated Work Platforms).

The road-rail MEWPs are normally transported to the designated Site Access Point by Low-Loader and off loaded in road mode to the Track Access Point, where it

can deploy its rail wheels and become a rail mounted machine. The MEWP travels from its On Tracking Point to the worksite location, this allows easy access for overhead line equipment to installation work or routine maintenance activities on the infrastructure’s assets, in fact anywhere where working at height is a problem.

Torrent Trackside’s latest generation MEWPs are the much sought after Manitou based machines, with four wheel drive, four wheel steer and all-terrain capability. This really maximises, manoeuvrability for on/off tracking and tight, short of space, worksites.

The fleet consists of two types of MEWPs the Rail Products ART17TH and

Rail Professional

EMS RAIL LU Multi-track Natural Rubber and Aluminium Grid Entrance Matting System

Freiston Enterprise Park, Priory Road, Freiston, Boston, Lincolnshire PE22 0JZ TEL. 01205 761757 info@entrance-matting.com www.entrance-matting.com

• • • • • • • • •

Scientifically designed and thoroughly tested with the help of TAARC to exceed safety requirements of LUL 95% recycled content with natural sustainably sourced rubber Extremely hard wearing and durable Suitable for External and Internal use Drainable aluminium grid entrance matting system Approved by LUL - section 12 low smoke emission natural rubber infill Expert technical advice, support and aftercare Qualified and experienced installation engineers Non-section 12 equivalent and other product ranges including Colortread and Evergreen Debris Channel barrier entrance matting systems available • As with all EMS products – replaceable infill strips and 30 year guaranteed aluminium grid systems

0845 450 4190

enquiries@pod-trak.com

www.pod-trak.com

Crove House, 14 Aintree Rd, Perivale, Middlesex UB6 7LA Woodrow Way, Thames Trading Estate, Irlam, Manchester M44 6NN Apex Business Centre, 1 Watervole Way, Balby, Doncaster DN4 5JP

Delivering award-winning, multidisciplinary infrastructure services in the UK and Ireland

Pod-Trak Group is a highly-talented engineering specialist, carrying out multi-disciplinary works within the railways, airports and power sectors.

We employ more than 300 very skilled people and have a large fleet of road and rail vehicles available for projects of all sizes.

CIVIL ENGINEERING

RAILWAY ELECTRIFICATION

PERMANENT WAY

COMMUNICATIONS

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• ALO Capability • Equalpotencial Bonding for On-Off Tracking & Travelling, under live overheads.

the Neotec Skyrailer 400RR. Both MEWPs have a massive 400kg basket capability with enough space for one MEWP Operator and two Overhead Linesmen with a selection of hand tools. The MEWP has a working height of 16.5 metres and a lateral outreach of over 8.5 metres. The Manitou MEWPs are powered by the highly desirable Tier 4, Stage IIIA Kubota engine which is well known

for its bullet proof reliability and excellent environmental credentials.

To enhance capacity a lightweight rail trailer is available which can carry an additional 500kg -1000kg (depending on Trailer type). The MEWPs feature the CANbus electrical system for reliability and also allows the following upgrades: • Data loggers

A number of the MEWPs are fitted with an advanced pantograph reader. This can automatically record height and stagger measurements directly into an Excel spreadsheet whilst on the move, or fitted with a standard Mast Reader, which can check height and stagger at the desired distances.

Unlike some older machines Torrent Trackside’s MEWPs comply with the very latest Network Rail Standards RIS-1530 PLT issue 6. Safety is further optimised by foam filled flotation tyres that eliminates tyre punctures and the latest hydrostatic transmission and pumps which ensures smooth and precise movements in every area of operation without the hydraulic bounce or jerk of the older type machines.

Torrent Trackside has an extensive nationwide depot network, so are well placed to service any UK projects. Plant can be delivered anywhere in the country with as little as 24 hours notice. The MEWPs are based at three key locations: South Wales, Midlands and Scotland.

The MEWP Service Support Team can provide product familiarisation for Operators or Machine Controllers, in addition they work hand-in-hand with the Small Plant OLE team so MEWPs can be supplied with OLE tools and equipment if required, this will remove a major logistical burden from the customer and help deliver real efficiency and savings to any project.

Torrent Trackside UK RRV Operations Manager, Trevor Bidwell-Ford commented: ‘Our MEWPs represent some of the very best quality machines available in the industry today. We pride ourselves on our attention to detail and understanding our customers’ needs. Our efficient operation means we can offer special rates for medium to long term hires. You can contact me personally or our Business Development Manager, James Johnston to discuss your needs in more detail.’

Trevor Bidwell-Ford Tel: 07970 232320 Email: trevor.bidwell-ford@vpplc.com James Johnston Tel: 07715 159907 Email james.johnston@vpplc.com Rail Professional

THE VOICE OF TORQUE CONTROL • Manufacturer of electric, battery, pneumatic & manually operated torque multipliers, torque wrenches & torque measurement equipment • Large range of standard tools & equipment designed & made in the UK • Bespoke torque control solutions specially developed for the rail industry • Contact Norbar for all your rail infrastructure & rolling stock applications Example shown: bespoke bolting tool designed for limited accesss application on Hitachi Rail Europe Class 800/801 using Norbar PTS 72-2000 & special offset gearbox reaction plate

Contact: rail@norbar.com +44 (0)1295 753600

www.norbar.com

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Lindstrom invest BIG in future sustainability During 2016 Lindstrom Ltd decided to enter the UK wiper rental market, recognising the sustainability credentials of this service and that the market had suffered from years of underinvestment

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early four years later the company has invested in excess of £20 million to gain a strong presence in the market.

In this period, Lindstrom has introduced better customer service solutions with both new wipers and a unique range of dispensers and soiled wiper collectors, plus an exciting collection of recyclable absorbent mats.

Furthermore, during 2017 the company signed off on a project to replace the only U.K. wiper recycling laundry with a brandnew facility in Bradford.

‘This was another bold decision by the company’ comments Ian Muir. ‘The idea is to secure our customer partnerships for decades to come with an efficient and environmentally friendly facility. The investment has been huge, but we will end up with the only wiper laundry in the U.K. and one where our new effluent plant will ensure zero discharge to drain.’

Peter Jones, the U.K Managing Director adds that: ‘Spending £11 million on this superb facility will allow printers, engineers and automotive based businesses to access a truly sustainable solution for their wiping needs. I am proud that all our customers and hopefully those yet to enjoy the benefits of our service, can both eliminate a waste stream and minimise their carbon footprint.’

Jones also says that: ‘Of course this comes at a cost, both investment and added operating expenses, but we are confident that our customers understand this. Actually, we have also completed a lot of work proving that the cost of our recycled wipers is still significantly less than purchasing decent disposal wipers then paying for them to be taken away as hazardous waste. Oily rags are always hazardous waste, if they are not recycled.

Our service also brings additional benefits like convenient dispensing options and regular planned deliveries so that our

customers never run out of stock.’

All the equipment will be new and state of the art. The effluent plant, costing over £4 million, will combine microfiltration and evaporation technology. It will be able to process 120m3 of wiper laundry effluent per day, something unique in the U.K. So, finally, if you want to visit this new facility after it officially opens next year, please contact the company. Lindstrom would be delighted to arrange this for you.

Tel: 01234 343555 Email: info.uk@lindstromgroup.com Visit: www.lindstromgroup.co.uk Address: Unit 6 Park Caxton, Caxton Rd, Bedford MK41 0TY

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| PEOPLE

CrossCountry appoints regional directors

Porterbrook strengthens public affairs expertise

Great Britain’s largest long-distance rail operator, CrossCountry, has announced the appointment of John Robson as Regional Director of the West Midlands and North West region. Richard Morris has been appointed Regional Director of East Midlands and East Anglia region and Sarah Kelley has been appointed Regional Director for Wales and the West.

Porterbrook has appointed James McGowan as Director of Public Affairs. James will work alongside Rupert Brennan Brown, who takes up a new role as Porterbrook’s Director of Stakeholder Engagement.

Richard Morris

Sarah Kelly

New Rail Ministerial team Andrew Stephenson has been appointed Minister of State at the Department for Transport with responsibility HS2, Northern Powerhouse Rail and the Transpennine route upgrade. Rachel Maclean was appointed Parliamentary Under Secretary of State at the Department for Transport with responsibility for EU transition and future relationship, future of transport, transport decarbonisation and environment and secondary legislation.

Cath Bellamy appointed to head new SLC operations business SLC has announced the appointment of senior rail figure, Cath Bellamy, to establish and lead a new SLC Group company – SLC Operations.

Rail Professional

John Robson

RAISING STANDARDS RAILWAY LIFTING JACKS

With 40 years’ experience in heavy duty lifting solutions, TotalKare combines world class products with industry leading support to facilitate effective maintenance and repair, keeping you on track for success.

CALL 0121 585 2724 VISIT WWW.TOTALKARE.CO.UK

The power to deliver high speed rail For High Speed 1’s power assets, the result has been 99.99% network availability continuously over 10 years.

This has delivered a reliable travelling experience for passengers.

ukpowernetworksservices.co.uk