Railway Strategies August - September 2013

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

August/September 2013

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NEWS

Government Spending Review: meeting the rail challenge

Moving ahead

Minister signs contracts for Sheffield-Rotherham Tram-Train pilot scheme

Thameslink rolling stock deal sealed Crossrail operator shortlist announced Further investment for the West Coast

FOCUS ON

Interview

Whether it’s proposed or existing infrastructure, Mark Cowlard highlights the value of knowing your assets

Hitchin Flyover enters service Bank to be upgraded

Communications & Signalling

zzzzzzzzzzzzzzz Chairman Andrew Schofield

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From the Editor

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Managing Director Mike Tulloch Editor Martin Collier editor@railwaystrategies.co.uk Managing Editor Libbie Hammond Art Editor Jon Mee Advertisement Designer Jamie Elvin Profile Editor Kirsty Birkett-Stubbs Advertisement Sales Dave King Andrew Bruns Head of Research Philip Monument Editorial Researchers Keith Hope Karl Riseborough Gavin Watson Joe Wright Administration Tracy Chynoweth

Cover image SYPTE

Circulation & Events Karen Baur

Issue 80 August/September 2013 ISSN 1467-0399 Published by

Schofield Publishing Cringleford Business Centre, Intwood Road, Cringleford, Norwich NR4 6AU Email: info@railwaystrategies.co.uk Tel: 01603 274 130 Fax: 01603 274 131

To the future and beyond

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etwork Rail has been busy considering the options for “future, cost-effective options for growth”. Encouraged by successful introduction of new ideas at Paisley Canal (electrification) and Stourbridge Town (flywheel energy storage), a study has considered five main areas for development, from light rail to community rail. The Government’s green light for the Sheffield-Rotherham tram-train venture has also spurred on this debate. In another forward-looking move that aims to reduce commercial risk by bridging the innovation gap (the so-called ‘valley of death’) between research and commercial product development, the recently formed Enabling Innovation Team has selected a number of proposals to move forward as demonstrator projects within its Radical Train competition. Some of these address low carbon energy storage; others consider vehicle construction or wheel/rail interaction. Staying on the theme of looking ahead to the future, but in this case only as far as 2016, the long-running Thameslink rolling stock contract has been signed for over 1100 Siemens Desiro City carriages. And barely has the ink dried on that deal than Siemens has decided to withdraw from the bidding process for supplying Crossrail rolling stock, for strategic business reasons.

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zzzzzzzzzzzzz Contents Issue 80 August/September 2013

10 Interview

Features

Interview – Mark Cowlard 10 Kirsty Birkett-Stubbs European rail – on track for growth? 40 Thomas Drexler Transparent procurement?

The Rail Franchising Competition Guide 57 Tammy Samuel and Darren Fodey

Profiles Atkins Rail 14

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Abetong 18 Borcad CZ 28 Southern Rail 30 Touax 34 Southeastern Rail 42 AlanDick 46 Signalling Solutions 50 TidyCo 64

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Keltbray Aspire 66 Story Contracting 68 CML 70 Steatite 76 Arlington Fleet 78 Collis Engineering 80 Morris Line Engineering 82 Etihad Rail 84

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5 News 27

Industry News 4 Rail Alliance 13 Contracts 21 Products & Services 23 Rolling Stock 27 Integrated Transport 60 Stations 61 Training 88 Conferences & Exhibitions 88

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Focus on...

Communications & Signalling Tunnel vision: radio communications in a Tunnel vision: radio communications in a confined space 44 Andy Gamble Super Operational Control Centres 49 Jeremy Long The rise of the digital consumer should not be feared – it’s an opportunity 56 Anna Holness

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Network Rail

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NEWS I Industry

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Investing in Britain’s Future

In a statement to Parliament on 27th June, the Chief Secretary to the Treasury, Danny Alexander, set out the Government’s long-term plan for capital spending. The key developments f or the rail industry in this statement are summarised here

der Danny Alexan the Treasury, to y ar et cr Se Chief

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n what constitutes the second part of the Spending Review 2013, aiming to "build, repair and renew our key infrastructure", Mr Alexander has announced “the largest programme of rail investment since Victorian times” designed to meet the challenge of a doubling of rail passenger number in twenty years and the expectation that this growth will increase even more quickly over the next five years. He confirmed that the Government will support Network Rail in investing over £9 billion in major rail projects between 2014 and 2019, including: l The Northern Hub l The completion of Crossrail l The Electric Spine l A direct east-west rail link between Oxford and Bedford l Electrification of the Great Western

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Main Line and the Welsh valley lines l Investment in state-of-the-art rolling stock to replace the Intercity 125s and new trains for Thameslink and Crossrail The Chief Secretary also announced that: l Network Rail is to undertake a feasibility study into electrifying the Lakes line between Oxenholme and Windermere l In London, Network Rail will received £115 million to electrify the Gospel Oak to Barking line, a freight and passenger corridor linking Tilbury and the London Gateway ports to the Midland mainline and electrified networks l There is a commitment of £2 million to support a funding and financing feasibility study into Crossrail 2. Mr Alexander said that the challenge for the Mayor of London is to work out how at least half of the scheme can be privately funded l Following the debate on High Speed Rail, the Government has announced the longterm funding for High Speed 2: a funding envelope of £42.6 billion for construction costs and £7.5 billion for rolling stock (based on 2011 prices). A budget of £16 billion has been set for the next Parliament. An HS2 growth taskforce chaired by Lord Deighton will also be established to capitalise on the growth opportunities that the scheme will spark nationwide. The Chief Secretary stressed that HS2 is not being built at the expense of any other rail project. l As part of the Treasury’s settlement with

Infrastructure Minister, Lord Deighton

London, it has been announced that part of the West Anglia franchise will be devolved to the Mayor of London by the end of the 2015.

Drawing on the Brown Review of franchising and the work of Lord Deighton, the Infrastructure Minister, in improving the delivery of infrastructure, the Government will introduce a new presumption that large infrastructure projects should be undertaken by specialist delivery units with commercial expertise and reflecting private sector best practice. By December 2013, it will be decided how this will be applied to rail franchising. l Agreement has been reached with Greater Manchester on the ‘Earn Back’ Scheme, which will allow them to invest in transport priorities such as the Trafford Metrolink.

For further information, the reports can be found at: https://www.gov.uk/government/ publications/investing-in-britains-future

zzzzzzzzzzzzzzzzzzz Shortlist of bidders to run Crossrail services l Transport for London (TfL) has announced the names of the companies shortlisted to bid to run Crossrail services: l Arriva Crossrail Limited l Keolis/Go Ahead l MTR Corporation (Crossrail) Limited l National Express Group PLC The Invitation to Tender is due to be issued in September and an operator will be appointed at the end of 2014.

The successful train operator will start running the first services from May 2015 between Liverpool Street and Shenfield, taking over the stopping services currently operated by Greater Anglia. The route through Canary Wharf, the City and the West End will open in late 2018, with the full route running in 2019.

Hitchin flyover enters service

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New ideas for value-for-money rail growth l At the beginning of July Network Rail published its ‘Alternative Solutions’ Network Route Utilisation Strategy – the result of a wide-ranging consultation with industry stakeholders and which looks at future, cost-effective options for growth.

The study examines five main areas for development: further use of trams, tram-trains, hybrid light rail, innovative ideas for electrification and further expansion of community rail initiatives. It also considers the role that bus rapid transit (BRT) and guided bus systems can play in meeting transport needs and examines the potential of personal rapid transit (PRT) currently used in locations such as Heathrow terminal 5 to increase access to the rail network.

Paul Plummer, Network Rail’s group strategy director said: “To maintain the mandate to further invest in our railway, the industry has to demonstrate a clear commitment to greater efficiency and cost effectiveness. This means being open to alternative solutions and we hope that this new study will prompt fresh thinking and debate about the best way to deliver an improved rail network that meets the needs of all stakeholders.”

Recent developments have assisted the study from the viewpoint of generating practical experience in a UK environment, for example: l Successful completion of the Paisley Canal electrification scheme, in which the use of extended neutral sections beneath bridges has substantially reduced cost and complexity l Successful introduction of Class 139 vehicles on the Stourbridge Town branch l Government authority to proceed with the Rotherham-Sheffield tram-train pilot, development of which is now under way.

As for community rail partnerships, the study states the positive impact of current partnerships and that the rail industry and funders would like more of them – but they cannot be imposed.

Northern line milestone l The modernisation of the Northern line has achieved its next milestone, with the line from Highgate to High Barnet now controlled

by Thales’s SelTrac® Communications-Based Train Control (CBTC) signalling system. The 8km section of the line was brought in on time and on budget, and is the result of two years’ close collaboration and a ‘one team’ approach by Thales and London Underground.

Marcus Dawson

l The first passenger services have started to use the new £47 million Hitchin flyover after Network Rail completed work to build the new stretch of track, which will make the railway more reliable, reduce delays and provide extra capacity in future. Until now, First Capital Connect trains travelling from London King’s Cross have had to cross three other lines to switch between the East Coast Main Line and the line to Cambridge. This makes the railway less reliable when delays occur and limits capacity on one of the busiest lines in the country.

The new rail link will avoid these problems completely, cutting delays to train services by nearly 30,000 minutes every year and helping create the capacity to run more services when future timetables are developed. First Capital Connect will run up to three services a day over the flyover, but by December – when they will have trained around 300 drivers on the new route – almost 600 trains a week will use the 2km single-track rail link.

NEWS I Industry

A panoramic view of the new Hitchin flyover

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NEWS I Industry

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West Coast investment

Mary Grant returns to National Express l Mary Grant, former chief executive officer, Phones 4U, will join National Express in July 2013 as managing director, business development. Her role initially will be to work on international growth opportunities. She will increasingly focus on UK Rail opportunities during 2014.

New freight director l Paul McMahon has been appointed as Network Rail’s director of freight, the role formerly held by Tim Robinson, who has been confirmed as Sussex route managing director.

www.railimages.co.uk

l Network Rail has revealed details of a series of projects, worth nearly £40 million, aimed at improving the reliability of the infrastructure and punctuality of train services on Britain’s busiest mixed-use railway line. The projects, many of which are already underway, have been specifically targeted to improve performance on the West Coast Main Line and range from overhead line improvements to new security fencing to reduce delays caused by trespass and vandalism.

The projects being delivered this year include: l Overhead line improvements: A specialist team of engineers has walked the entire route between London and Rugby and recommended a series of improvements to improve the reliability of the infrastructure that are being delivered over and above regular maintenance and inspection activity. l To complement this work, Network Rail is changing the way it stores and analyses overhead line condition data which is captured by two specially adapted Pendolino trains. This change will enable the data to be analysed and essential maintenance work to be completed much more quickly. l Improved security: Around £10 million will be invested to construct more than 11 miles of new fencing along the railway between London and Rugby at key locations, reducing the risk of incursions from people or livestock onto the track. l Network Rail is also working with London Midland and Samaritans to put in place suicide prevention measures at London Midland stations between Watford and Milton Keynes.

Further north, a major project over 18 miles of railway near Wigan will see new junctions and track installed over nine days in July. In the longer term, similar infrastructure improvements in the Watford area will be getting underway in 2014

Rail services resume l Rail passengers are able to get a train through Hatfield & Stainforth once more. Services have been reintroduced following a complex and intricate programme to stabilise and reinstate the railway following a spoil heap slip in February. The passenger timetable will be fully re-introduced by 29th July.

Safety regulations require all train drivers to have route knowledge of the lines they drive along. Because the line at Hatfield & Stainforth has been closed for so long, some drivers will have to re-learn the route in order to comply with safety standards. The area they need to re-learn is several miles long. This process is underway and will be completed as quickly and efficiently as possible.

Work on site at Hatfield Colliery is not complete, however, with engineers likely to remain on site until the end of the year.

New MD at Northern l Alex Hynes will join Northern Rail as its managing director in September from the Go-Ahead Group, succeeding Ian Bevan, who stepped down in March and Alan Chaplin, interim MD.

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zzzzzzzzzzzzzzzzzzz Radical Train competition l The Radical Train competition, run by the rail industry’s Enabling Innovation Team (EIT) and supported by engineering consultancy Frazer-Nash, has been a huge success yielding almost 60 high quality entries from a diverse cross-sector range of industries including automotive and renewables.

Engineering consultancy Frazer-Nash assisted EIT in shortlisting the 57 entries to 11 through a process which evaluated delivery challenge, cost, export potential, contribution to raising the profile of innovation in UK Rail and technology maturity.

These bidders were then invited to present their concept to a review team comprising David Clarke from EIT and representatives from TOCs, ROSCOs, and London Underground in partnership with engineering consultancy Frazer-Nash who provided technical evaluation and process support.

Following two days of interviews eight proposals were chosen to move forward to the next stage and include the following technologies: l A kinetic energy recovery and storage system l A better diesel engine burn system to reduce emissions l A low carbon regional railcar featuring energy storage l Lightweight composite structures offering reduced production costs l Integral wheel-motor technology l Modelling of novel train operations to enhance railway capacity l A novel radial freight bogie l Active adhesion monitoring and management.

The project now enters a development phase of up to ten weeks where FrazerNash will work with the selected bidders, most made up of several companies working together, to bring the offers up to the necessary standard to be contractible propositions.

Tube continues record run

©Transport for London

l New figures from the first four weeks of 2013/14 show that London Underground (LU) customers continue to enjoy strong and steady reliability performance on the Tube. The figures, covering period 1 of this year (1st April to 27th April), show that delays to customers were reduced by 6.6 per cent on the previous four-week period. Passenger journeys were two per cent higher than the same period last year, with LU operating more than 97 per cent of scheduled train services. Customer satisfaction, measured quarterly through independent surveys of LU customers, currently stands at a record high of 84.

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Cumbernauld electrification works get underway l Engineers have begun work on the electrification of the Cumbernauld-Glasgow line.

Following months of extensive preparatory work to the lineside and structures along the route, work to erect stanchions and string overhead power lines will take place between June 2013 and spring 2014.

The £40 million, Governmentfunded, scheme will see over 50km of railway electrified as part of a wider £80 million investment in the line between Cumbernauld and Scotland’s largest city. As well as the main electrification works, the project will also be lengthening the Cumbernauld station platforms and constructing a turnback facility at Springburn.

The project marks the first phase of electrification on the EdinburghGlasgow Improvement Programme (EGIP), and the scheme will be delivered in time for the Commonwealth Games in 2014.

National train performance l Punctuality on the railways reached 93.1 per cent during Period 3, according to monthly performance data released at the end of June by Network Rail, the joint best period 3 recorded.

The data for Britain’s train services covers the period from 26th May 2013 – 22nd June 2013. This compares to 92.9 per cent for the same period last year.

The moving annual average is now at 91.0 per cent.

New CEO for TRL l The Transport Research Foundation and TRL have announced that after 12 years, their CEO Dr Sue Sharland is stepping down.

Dr Sharland’s replacement is Rob Wallis, who joins from BSI, where he was managing director, Europe, Middle East and Africa region.

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INTERVIEW I Mark Cowlard

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Consulting the experts Whether it’s proposed or existing infrastructure, when it comes to getting the most out of investment Mark Cowlard highlights to Kirsty Birkett-Stubbs the value of knowing your assets

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz An ability to work with its clients to help them generate the best possible value from built assets at each point of their lifecycle has made EC Harris a global leader in its field

EC Harris HQ reception

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s a consultancy specialising in built assets, the rail sector is of undoubted interest to EC Harris. Likewise for an industry where huge sums of money are spent on operating and maintaining such assets being able to get the most out of every pound is a high priority for rail.

An ability to work with its clients to help them generate the best possible value from built assets at each point of their lifecycle has made EC Harris a global leader in its field. Under this umbrella, typical services include investment planning, funding, development, supply chain, managing delivery of projects and programmes, asset management, maintenance proposals, and finally end of life disposal support.

Parallel experience As part of the Arcadis family, EC Harris also has access to a huge wealth of knowledge and expertise from the 22,000 employees, operating in over 70 countries, within the group. Arcadis is the leading pure play global engineering and consultancy firm, providing consultancy, design, engineering and management services to a variety of markets. Likewise, rail is not the only sector that EC Harris is engaged in, as it also serves other critical infrastructure industries such as aviation, energy, and water, property, social infrastructure, and the environment.

This gives the company the ability to exploit the parallels between

such industries in order to deliver the best results. It’s a line of thinking that closely mirrors the professional background of EC Harris’ new head of rail Mark Cowlard: “Prior to joining EC Harris I spent ten years at Atkins, where my roles included managing director of rail solutions. Before that I worked in the thrusting retail environment in both a development and supply chain capacity, downstream oil and gas, and even construction litigation.

This means that I come to the market with some really different experiences,” he notes.

“Whilst they all do different things, largely regulated industries as a whole face similar challenges around big programmes of development and keeping assets as resilient as possible,” he continues. “The key is to first understand the assets that you have and then collect data about their performance from an asset class perspective. From there you can start to model and plan interventions to either renew, update or adjust in some way those assets to ensure they are as resilient as they can be, which in the rail environment results in effective network performance.

“Network Rail has some big challenges in Control Period 5 getting passenger performance up to 92.5 per cent so the asset piece itself is hugely important in that, but it also helps to bring better value to the railway by carrying out interventions when it is appropriate to do so based on the data, not at set time intervals. The industry is starting to really understand that as a whole and even looking to adjacent industries for their experiences in asset management and bringing across planning and intervention strategies that can be used in their own programmes.”

Funding the future Recent announcements including the Government’s Spending Review have continued to shine the spotlight on several main focal points within the rail industry. One of these is the proposed High Speed 2 network. “I personally believe it’s a scheme the country needs,” states Mark. “The economic case is quite challenging, but without a doubt capacity is the biggest issue we have in our industry. We’re seeing a planned growth of 14 per cent passenger demand over the next five years and 22 per cent in freight as well.

At EC Harris we are already involved in trying to address these needs, working with Parsons Brinckerhoff to deliver cost and value management services for HS2 Phase One.” He continues: “We’re also starting to see more and more discussion around where funding actually comes from, so not necessarily always from Government. I think that’s an interesting

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INTERVIEW I Mark Cowlard

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EC Harris delivered Operational Readiness for the Javelin high-speed shuttle service between St Pancras International, the Olympic Park and Kent during the London 2012 Olympics and Paralympics

EC Harris undertook the detail design of a new control facility at Rugby

What we need to make sure of is that as the UK rail industry we ensure that we retain key personnel and create an environment that is attractive to suppliers thing, especially from a rail perspective. Infrastructure is seen as an attractive asset class for investors but they tend to prefer to invest in existing infrastructure rather than assets to be built. I believe this is because of uncertainty over programme cost and delivery, which puts question marks over investment appraisals. I think as an industry there is lots we need to do, and areas EC Harris can assist in, to help provide that certainty around those programmes and understand the real risks in terms of time and cost to make it more attractive from an investor perspective.”

The skills to deliver The next challenge is delivering these schemes, particularly those such as electrification where there has not been such a volume of work for some time. “I think there is going to be a challenge on resources in the rail sector,” agrees Mark. “Whilst we’re seeing some positive increase in spending, that is happening in the context of rail schemes globally which is starting to pick up as well. What we need to make sure of is that as the UK rail industry we ensure that we retain key personnel and create an environment that is attractive to suppliers.

“Electrification is a fantastic example both in terms of the resource challenge, but also the responsibility that the industry and Government have in thinking about planning for this programme.

We had an enormous peak in electrification about ten years ago,

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which then died almost overnight, and now we face another peak in requirement for electrification projects. That’s wonderful in terms of investment in the sector, but managing those peaks and troughs is hugely challenging and at present there isn’t the number of people to match demand yet. So now it’s how we look to respond to that either through bringing people in from other sectors and developing them, or to other geographies such as Europe where they have experience in such projects already.”

Along the value chain Whilst rail is undergoing a resurgence globally at present, different territories are seeing different types of activity. Aside from HS2, much of the investment in the UK is in improving and updating the existing network and systems, whilst in regions such as Asia and the Middle East new railway is much more prominent. Saudi Arabia for example is investing in both freight and passenger transport, whilst Qatar is strongly looking at metro and light rail projects, and the UAE focusing largely on freight. “I think what these customers are looking for is really strong proven experience from overseas in being able to deliver large programmes. We are well positioned to offer this, particularly if we put ourselves together with our Arcadis engineering proposition, and potentially other Tier 1 top quality partners,” highlights Mark.

“The rail sector is a strong one to be working in, both within the UK and overseas, and as a consequence of that we will grow our value proposition, and as a result of that our revenues as well. One of the areas I am looking at is identifying the experience and capability that we have around the world through Arcadis, and collaborating together to bring that to our local customers. From an Arcadis perspective the world is our marketplace so it’s hugely exciting as EC Harris to have the ability to cross-sell our services into markets outside our traditional scope through our parent company.

“In terms of infrastructure generally one of the things I’m keen to do is move further up the value chain, so taking the skills and service propositions we have today around cost, commercial project management, programme management, risk management and value management, and combining them with what we have delivered for other customers to bring even greater value to the railways,” he concludes. zz

Mark Cowlard is head of rail sector at EC Harris Tel: +44 (0) 20 7812 2000 Web: www.echarris.com

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Rail Alliance

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Recent new members of the Rail Alliance PCC.eu Ltd

SEMI S.A.

PCC.eu is the only UK-based specialist with the ability to provide the complete process in composite products from creation to manufacture. The company designs, manufactures and installs rail interior components. Its product portfolio includes a fully compliant PRM/TSI toilet module.

Tel: 01633 214 565 Email: mark@pcc.eu.com Web: www.pcc.eu.com

Polypipe Civils Polypipe Civils is a leading manufacturer of surface water drainage, sewerage, cable protection systems and water management solutions serving utilities, construction, civil engineering, agricultural and sports and leisure markets.

Tel: 01509 615 100 Email: russell.belleguelle@polypipe.com Web: www.polypipe.com/civils

SEMI S.A. (GRUPO ACS) is a Spanish supplier of electrification and traction substations for AC and DC, auxiliary electrical equipment, engineering and consulting, maintenance of catenary and substations, infrastructure for railway signaling and communications.

Tel: 0034 91701 7700 Email: carlosgonzales@gruposemi.com Web: www.asemi.es

RTS Infrastructure Services Ltd RTS Infrastructure Services Ltd is a provider of 24/7 train care services to rail operators including light and heavy maintenance, refuelling, train presentation and bespoke rolling stock engineering services.

Tel: 01132 344 899 Email: chris.reid@rtsinfrastructure.com Web: www.rtsinfrastructure.com

Uni-Lite International Ltd Uni-Lite International Ltd is a world-leading manufacturer of the highest quality next generation LED flashlights, lanterns and headlights.

Tel: 01527 584 344 Email: laura@uni-lite.co.uk Web: www.uni-lite.com

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

Outline Events Programme – 2013 Date

Location

Event

Organiser/Contact

17 July Long Marston

Introduction to BS11000 Collaborative Business Relationships

Rail Alliance

24-25 July Long Marston

Network Rail National Plant Exhibition Rail Alliance/Rail Media Group Incorporating Rail Alliance’s Macrorail 2013 – Exhibition of RA Members

10 or 12 Sep (tbc)

Members Meeting & Networking Event

Rail Alliance

18/19 Sep North East

Members Meeting & Networking Event – hosted by NewRail at Newcastle University

Rail Alliance

24-27 Sep

Poland

TRAKO 2013

www.trakofair.com

5 Oct

Birmingham

Rail Staff Awards 2013

www.railstaffawards.com

16/17 Oct Coventry

Railway Interiors Convention in Partnership with Coventry University Enterprises & Rail Media Group

Rail Alliance

12-14 Nov

Cologne

Railway Interiors Expo 2013

www.railwayinteriors-expo.com

13 Nov

TBA

Members’ Meeting & Networking Event

on Infrastructure

Rail Alliance

Midlands

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Atkins

At the forefront

nck k Demuy k and Dir memorandum ic rm o C Mc da Douglas TUC RAIL signe 013 2 nd Atkins a nding in March ta of unders

With indications of significant investment, for Atkins the UK rail sector looks to be an exciting place for the foreseeable future

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tkins is one of the world’s leading design, engineering and project management consultancies with a strong track record in planning, designing, and enabling infrastructure programmes in a variety of environments. As a result, the company’s breadth of experience is used in the delivery of some of the world’s most complex projects.

It also extends to specific sectors, such as rail, where the company’s diverse

multidisciplinary skill set has made it the leading contractor of its type in the UK. This includes core capabilities in signalling and telecoms design and installation and general design and consultancy to extract maximum value at each stage of the project lifecycle.

Managing director of Atkins’ UK rail division, Douglas McCormick describes current market performance: “If we look at our recent results, the UK division of Atkins has performed very well, and we are seeing the market

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Atkins in partnership with Parsons Brinckerhoff is the lead design organisation for the Great Western Mainline electrification contract

strengthening in its recovery, particularly in the infrastructure sector. Certainly from a rail perspective the work that Network Rail and the Office of Rail Regulation are doing to make the transition from Control Period 4 to Control Period 5, such as placing early contracts for the signalling frameworks, is beginning to reap benefits. We see a really good pipeline of work and are in a very confident place when we look at the next four to five years for rail infrastructure in the UK.” Of the recent announcements Douglas goes onto pinpoint two that he thinks are most

GE Transportation GE Transportation is proud to support Atkins Rail. For over 100 years GE has been solving the world’s toughest rail challenges. Innovation and ground breaking technology is at the heart of everything GE does. GE in partnership with Atkins Rail is creating innovative solutions for the UK railway. By combining GE’s world-class product technologies with Atkins Rail’s delivery capabilities, GE and Atkins are developing solutions to transform the UK rail industry.

exciting for Atkins, and the rail industry at large: “One is electrification, which is a £10 billion opportunity over the next ten years and we see that as a huge piece of work. We are delighted to be involved in this having won the Great Western Mainline electrification contract as lead design organisation and system integrator in partnership with Parsons Brinckerhoff.

“We’re also looking at early activity on the Midland Mainline, and are amongst a number of companies tendering for the East Coast PSU contract. The other hugely exciting development is high speed. High speed rail in this country is an enormous opportunity and we are working with HS2 Ltd to prepare a hybrid bill for Parliament in the latter part of the year. After Parliamentary consent, the following two years would be about preparing for construction with a build to start somewhere around 2016,” he notes.

This is all within the backdrop of Atkins’ day-to-day activity. Whilst not yet final, ORR commentary on the draft determination that has been published in response to Network Rail and the industry’s strategic business plan, suggests significant investment of around £37 billion, including the electrification drive, of

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Track Vacancy Detection for the Future The requirements & challenges placed on modern axle counting systems by interlocking manufacturers & train operators are becoming ever more varied and individual. Frauscher Sensortechnik have recognised this & have developed the Frauscher Advanced Counter (FAdC) axle counting system which is based on a serial interface

l Due to its functional modularity and easy scalability,

the FAdC offers maximum flexibility when it comes to configuring a wide range of applications. The possibilities range from small central systems with zero-voltage relay contacts to complex systems located in decentralised clusters along the track and connected to one another via Ethernet. As the complexity of the system increases savings on space, energy and investment costs, compared with conventional axle counting systems, rise significantly resulting in the lowest possible life-cycle costs.

Tried and tested wheel detection components are a prerequisite for safe and highly reliable track vacancy detection. Frauscher’s RSR 123 Wheel Sensor forms the basis for track vacancy detection and provides wheel detection capabilities to the highest level.

Frauscher also offer their Diagnostic System (FDS) to provide the operator with 24/7 monitoring. The FDS offers the operator preventive maintenance capabilities, optimisation of fault rectification and unrestricted online access to data from the axle counting system. This minimises maintenance work thereby resulting in the reduction of life cycle costs.

Frauscher are pleased to announce that Atkins Rail have successfully implemented the FAdC axle counting system along with our RSR123 Wheel Sensor on the Cardiff Area Signalling Renewals, (CASR). When this project is completed in 2014 over 700 wheel sensors will be detecting and evaluating train movements throughout the 192 route miles of track.

Atkins Rail will also be implementing Frauscher’s RSR 123 Wheel Sensor and FAdC axle counting system on the East Sussex (EASR) and East Kent Resignalling projects.

Richard Colman Frauscher UK Ltd

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ATKINS

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Signalling one of Atkins’ core capabilities

work in terms of renewals and enhancement of the network.

“We’re involved in a number of Network Rail schemes including the level crossing safety programme, and traffic management strategy to reduce the number of small signal boxes moving to major control centres,” highlights Douglas. “This is a significant shift that will affect the future of signalling in this country and the technologies surrounding that.”

The busy nature of Atkins’ rail business means that the company is feeling the pinch of one of the industry’s biggest challenges at present in finding the right kind of resource.

“We need to be encouraging the next generation to choose rail engineering as a career and there’s a whole industry response needed around that of which Atkins very much wants to play its part. This year we will employ more graduates and apprentices than ever before but at the same time as bringing in individuals at the beginning of their career, we will continue to focus on finding enough engineers to deliver the workload of the industry,” describes Douglas.

“One of the things the electrification programme will need to do is to train engineers for this type of work. We also see Crossrail’s Tunnelling Academy beginning to bring skills to bear on that, and I think there are other places where we have to focus and develop education. To this end we have set up alongside Heriot-Watt University in Scotland and other partners a high speed centre of excellence. This is about bringing together academic and industry understanding to produce the best engineering results for this new generation of railway,” he continues.

On the subject of expertise in these areas, Atkins has recently signed a memorandum of understanding with TUC RAIL, the design consultancy arm of the Belgian Railways

Infrastructure Manager Infrabel, to share engineering expertise. In addition the company is experiencing strong activity in Scandinavia on high speed rail and interconnectivity projects which contribute further to its knowledge base.

This includes large-scale programmes such as the electrification of the whole of the Danish network over the next ten years.

“I think the most exciting thing that is still to come, and I’m not sure as an industry rail has yet fully come to terms with, is what technology can do for us,” highlights Douglas. “There’s a whole industry challenge about innovation and I think that one of the joys of bringing the next generation in is that they have a very good view on how to take technology and use it going forward.

“The discussion is much bigger than just railways though,” he concludes. “This is about the economic structure of our nation, connectivity, and driving growth in the economy and supply chain. The spending review announcements, the determination from the ORR, and the strategic business plan all demonstrate confidence in infrastructure investment is high, and on a economic macro level that is hugely important.” zz

Web: www.atkinsglobal.com/ railandmetro

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ABETONG

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Solid thinking With new legislation for the use of creosote coming into force, Abetong has developed a concrete alternative to the traditional timber sleeper

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ver the years Abetong has gained vast experience in the production and development of prefabricated concrete products, making it one of Sweden’s leading manufacturers today. The company has four strong divisions with production and sales presence in 14 different locations across the country, as well as international licensing activities, which see its tank and track technology used in over 30 countries.

One of the company’s biggest focuses in recent years has been the development of a viable concrete alternative to the traditional timber sleeper. This work has been motivated by the threat of new legislation from the European Union limiting the use of creosote as a timber preservative from 2018.

It’s an issue though that the industry does not seem wholly aware of as Rikard Bolmsvik, head of development at division civil engineering, explains: “There has been talk of such a ban for quite some time so the industry has more or less relied on the fact that they will have prolonged use of creosote.

However the new legislation is much more firm

in that creosote can only be used if there are no appropriate alternatives, and our concrete sleeper is an appropriate alternative.”

As such, Abetong’s timber sleeper alternative possesses similar structural properties to its wooden counterpart and is therefore called Tuned Concrete Sleeper (TCS).

This means that individual timber sleepers could be replaced without affecting the vertical stiffness, and therefore stability, of the railway.

As well as mirroring performance, the TCS can be installed and maintained in track with existing machinery.

European regulations already provide for strict control of the uses of creosote, but as of the 1st May 2013 even more stringent restrictions came onto force with the principle of this total ban. However, member states are still able to authorise the use of creosote up until 30th April 2018 by submitting a report by no later than 31st July 2016. It is here that they must demonstrate that there are no appropriate alternatives and how the development of such alternatives is being promoted.

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“We have been working with the railway authority in Sweden for quite some time now in order to secure that our TCS is a suitable alternative, and we are now in the final testing process for this fully developed product,” notes Rikard. “With the applications for the continued use of creosote needing to be made by 2016 we will now see wider testing of our product by the railway towards this, and are already seeing interest from our network of licensees around the world. In particular we have ongoing discussions in Finland where we hope to have the product tested this year as well.

“There is a group within the International Union of Railways (UIC) that is looking at sustainable wooden railway sleepers, and along with our TCS, this is more or less the current alternatives for timber sleepers. There is existing specification for both timber and concrete sleepers, but what we need to now establish with the railways is some kind of specification that allows for alternatives such as TCS, and what these should be quoted on,” he continues.

One increasing aspect of this specification is the environmental impact of the sleeper. “We now have to look at our production process not only under the rationale of lowering costs and delivering high quality, but also being environmentally friendly,” highlights Rikard.

“Whilst concrete products are generally thought of as giving CO2 emissions, we believe it is important to not just look at the initial impact of production, but at the whole lifetime of the product. One example is carbonisation, whereby concrete structures exposed to the air take up CO2 from the atmosphere. The volume of sleepers lying in railway tracks presents a huge concrete surface and therefore by the absorption of CO2 can lower the environmental imprint.”

At the end of 2012 Abetong secured a new five-year supply contract with the Swedish rail authority, which will see it supply a large proportion of mainline sleepers and 100 per cent of turnout sleepers. “We have also recently signed a new licensing agreement with a company in India so we are strongly trying to enter that market at the moment

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ABETONG

quoting sleepers for projects. These are traditional concrete sleepers but they are unique in the sense that we have to consider the Indian climate so they are quite different from what we have in Sweden for instance,”

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describes Rikard.

These types of projects emphasise the fact that TCS are not Abetong’s sole focus. The company has also been developing other products such as a new grade crossing,

Denmark’s leading polyurethane rubber

producer

which is to be installed for trial in the coming weeks. “We also have a new design for turnout sleepers, which we think will change the standard in Sweden through its cast-in inclination for rails. This is something we also believe could be of interest for other international markets as well,” concludes Rikard. zz

Web: www.abetong.com COMMISSION DIRECTIVE 2011/71/EU

Dansk Elastomer A/S | Snedkervænget 2 | 5560 Aarup | Denmark Tel: (+45) 64 43 32 20

www.dansk-elastomer.dk

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As of 1 May 2013, new restrictions came into force with the principle that there will be a total ban on creosote, even for industrial use and thus for the railways. However, all Member States still retain the option of authorising the use of creosote-based biocides for an initial five years (until 30 April 2018) where, all local and other circumstances taken into account, no appropriate alternatives are available.

Any Member State wishing to do so, must submit a report no later than 31 July 2016 justifying its conclusion that there are no appropriate alternatives and indicating how the development of alternatives is promoted.

To read the official directive in full visit the following link - http://eur-lex.europa.eu/ LexUriServ/LexUriServ.do?uri=OJ:L:2011:1 95:0046:0051:EN:PDF

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NEWS I Contracts

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An artist’s impression of the Gogar rail interchange

Network Rail

Services for Cross-London Trains

EGIP out to tender l Network Rail has begun the tendering process for the electrification of the flagship Edinburgh WaverleyGlasgow Queen Street line. Invitations to tender for the £400 million project, which is part of the Scottish Government’s £650 million Edinburgh-Glasgow Improvement Programme (EGIP), have now been issued for return by September.

The project will include 156 single track kilometres of electrification works and remodelling and platform extension work at Waverley, Queen St, Croy, Falkirk High, Polmont and Linlithgow.

A new Edinburgh Gateway interchange station will also be constructed at Gogar as part of the project and a new depot created at Millerhill in Edinburgh.

Contracts will be awarded in early 2014 with construction expected to commence next summer. Network Rail is committed to completing the main E-G electrification works in 2016. Once complete, EGIP will cut journey times and increase capacity on the route between Glasgow Queen Street and Edinburgh Waverley.

l Eversholt Rail has entered into a long-term agreement to provide project and asset management services to Cross London Trains, the consortium providing the new fleet of Siemens Desiro City Class 700 trains to be operated on the Thameslink routes. The services to be provided by Eversholt Rail under the 22-year agreement will include project management during the build and delivery of the rolling stock, and then longterm asset management, including both technical and commercial support to Cross London Trains.

Professional Services Frameworks

Environmental services

l Transport for London (TfL) is developing a new set of six framework agreements for professional services which will deliver value for fare and taxpayers whilst helping improve the delivery of a multi-billion pound transport improvements programme. The frameworks will enable TfL to continue delivering its operational goals efficiently, effectively and economically whilst maintaining and improving the delivery of front line services for a capital with a growing population.

The current framework agreements, which have saved TfL £6 million in costs over a three-and-a-half-year period, will be replaced with the six new targeted frameworks intended to give TfL and the GLA better access to external consulting skills and capabilities.

The six professional services frameworks will be: l Highway Engineering l Railway Engineering l Transport Planning and Impact Monitoring l Civil and Structural Engineering; Mechanical and Electrical Engineering; Multidisciplinary Services l Commercial Services; Project and Programme Management l Environmental Services; Health and Safety.

The existing framework will be extended until the new frameworks progressively come into use. Details will be provided nearer the relevant dates.

Interested suppliers should contact TfL via PSFW@tfl.gov.uk

l Temple, together with RSK has been awarded a £1.5 million contract to provide environmental services to HS2 Ltd. As part of the contract Temple/RSK will assist HS2 Ltd in the completion of the Appraisal of Sustainability for routes north from the West Midlands to Manchester and Leeds. This involves: l Supporting HS2 Ltd during consultation events l Logging consultation issues and responses l Undertaking environmental appraisals of scheme refinements l Supporting HS2 Ltd with activities postconsultation leading to final scheme selection This is the fourth contract that has been awarded under the phase two framework agreement that was published on 24th December 2012. The previous contracts were: l Lot 1 – Engineering Services, Birmingham to Manchester: AECOM Ltd (£3.1 million) l Lot 1 – Engineering Services, Birmingham to Leeds: Mott MacDonald (£3.2 million) l Lot 2 – Environmental Services, Birmingham to Manchester and Leeds: Arup (£1.1 million)

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Rail professional opportunity Are you a rail professional open to offers for new business? ITIC, a rail and transport sector specialist insurer, needs a network of rail specialists in the UK and overseas, to advise and consult on claims

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nternational Transport Intermediaries Club (ITIC) is an insurance association established in 1925, which insures 2000 different businesses throughout the world and is recognised as the leading mutual provider of professional indemnity insurance in its field. ITIC works closely with transport professionals and their insurance brokers to provide specialist guidance and advice on their risks in their working environment, both in the United Kingdom and overseas.

ITIC has concluded that many insurers do not understand the work that professionals in the rail industry undertake. Often, these insurers do not analyse the work of the professional working on a project and, as a result, your premiums are increased unnecessarily.

‘‘

The service that we provide and the width of our professional indemnity insurance has resulted in a significant growth in the number of companies involved in the rail industry insuring with ITIC over recent years,” says Roger Lewis, ITIC’s underwriting director. “To help us support this growing rail portfolio we need a bigger network of consultants we can call upon to help with specific claims on a call by call basis.

ITIC’s insurance includes worldwide cover for bodily injury and property damage as standard; this is of paramount importance to those working in the rail industry and differentiates ITIC’s insurance from many traditional underwriters who either exclude, or expect you to pay an additional premium for this important element of cover.

ITIC makes four recommendations to professionals working in the rail industry: 1. Ask your current insurers or brokers if they understand exactly what it is that you do. For example, if you are a signalling systems design engineer, your direct involvement in the day to day operational environment is limited. You design a signalling system on a railway network, but you are not necessarily the party who operates and maintains it. Your liability is substantially less than the operator and, therefore, you require an insurance that is adapted specifically to cover your liabilities if you make an error in

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the design of the system. However, the liabilities resulting from an error in the use of the system you have designed fall under the operator’s liability insurance programme.

2. Enquire about a longer term, non-contract specific, business-wide, professional indemnity policy. It is more expensive to buy insurance for each individual contract or tender than buying an annual policy that covers all your work.

3. Ask your insurance broker or underwriter whether bodily injury or property damage cover is included in your policy at no additional cost.

4. Ascertain whether your policy of insurance provides you with worldwide cover. zz

To express an obligation-free interest please contact Roger Lewis, ITIC’s underwriting director: ITIC Tel: 020 7338 0150 Email: ITIC@thomasmiller.com Web: www.itic-insure.com

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NEWS I Products & Services

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Supersized traverser including installation of the pit and track for the traverser. It has taken almost 12 months to design and build in Sheffield and was delivered complete to site by Leicester Heavy Haulage.

The €37 million North Rail Terminal is set to boost capability at the Port of Felixstowe by 100 per cent, reinforcing its position as the busiest intermodal rail hub in the UK. The project has included the installation of ten kilometres of new track, terminating at the Mechan traverser, increasing the external rail network’s capacity by 25 per cent.

For further information about Mechan’s bespoke design and engineering services, tel: (0114) 257 0563 or visit www.mechan.co.uk

Boosting platform safety l Under a main supplier deal with Tactile Antislip Systems & Services Ltd (TASS Ltd), Keyline will supply Bumpeez, a solution that is designed to enhance platform safety, simplify installation and minimise environmental impact.

Bumpeez is an innovative stainless steel tactile stud with colour contrasting antislip resin that provides a compliant tactile for platform edges that can be quickly and efficiently installed. The London Underground and Network Rail approved solution is available in any RAL colour as well as metallic and luminous options, and can be installed without drilling using an adhesive weld system to virtually any surface including natural stones, porcelains, ceramics, vinyls, wood, glass, concrete and metals.

The solution removes the need for platform edge warning paving, reducing possession times and associated disruption to help save both time and costs.

Furthermore, it uses two-thirds less material than traditional solutions and can be installed without the need of power tools, making it the most environmentally responsible solution of its kind available in the marketplace.

TASS Ltd

l Sheffield manufacturer, Mechan, has side-stepped its way into the transport industry’s record books, after installing the largest capacity rail traverser in the UK. The heavy lifting specialist has designed and built the traverser to move freight locomotives between lines at the Port of Felixstowe’s new North Rail Terminal.

With a capacity of 170 tonnes, the structure is one of a kind in the UK and the most advanced traverser ever produced by Mechan. Weighing 90 tonnes and measuring 30 metres in length, the behemoth is equipped specifically to handle future locomotives, which are expected to be larger than today’s trains.

Mechan was asked to undertake the project by main contractor, Volker Fitzpatrick, who is handling all civil works at the new terminal,

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Health & Safety

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Focus on a fitness target Having an interest or hobby to come home to is probably the best form of therapy a person can have. Setting targets gives your mind something to focus on

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t was the 21st December 2008 and I was at the back of a coach travelling down the M1 from Newcastle. It’s my 21st birthday and my head is in my hands as I nurtured the most horrendous hangover from the celebrations the night before. I didn’t feel 21.

The hangover and combination of late nights fuelled by junk food had taken its toll on me, I felt awful.

At this time I was working for a bank in the city of London and I would say things were going quite well for me, I was enjoying my job and enjoying the weekends even more. One thing that was beginning to show was the lack of exercise I was getting whilst I worked an office. It had been a year and half since I had played a game of rugby and it was really beginning to show on my waistline, 38 inch jeans have no place in a 21-year-old’s wardrobe.

A four-hour coach journey leaves you with a lot of thinking time; I was 21 years old and not doing enough about it. I overheard two of my friends talking in the seats in front of me: my fit and healthy friend Sam was talking about the London to Brighton bike ride that he took part in six months earlier. He was describing everything from the gruelling hills he climbed,

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to the people cheering him along the way and the great feeling of accomplishment. Without putting too much thought into it, I said: “I’ll do it next June”. Sam replied “John you don’t even have a bike”, and with that I went back to feeling sorry for myself. I couldn’t exactly blame him for his lack of faith. I had known him for ten years and he had heard me on many occasions promise big things, such as getting a body like a Spartan from 300 and swimming the English Channel. Both campaigns ended before they’d even started.

Upon my return to work, I was getting on with the few tasks I had left to complete before the Christmas break and overheard two of my older colleagues talking about cycling. What a strange coincidence I thought. “I’m doing the London to Brighton bike ride next year” I said and with that I planted a seed in their heads.

There were now three of us, which soon turned into five.

In January I joined my local gym and started doing spinning classes with an instructor who had calf muscles bigger than my head.

I started off going a few times a week, after each of the sessions when the lights came back on, I was finding a huge puddle of sweat on the floor, these classes were killing me.

However unlike previous phases I had been through in my life, I was finding spinning quite fun. I actually found the psychotic trainer who called himself ‘Win’ quite motivational, as well as scary. He was punishing all of us for all the Christmas dinners, chocolates and drinks we’d undoubtedly knocked back over Christmas and New Year. As I got fitter, two days turned into four and eventually I was spinning five days a week!

The day I actually got round to ordering my bike, I heard some devastating news that I was being made redundant due to the recession.

Great! I just spent £400 on a bike in the morning and in the afternoon I’m told I have no job.

Sitting at home all day applying for work was perhaps one of the most depressing times of my life, if it wasn’t for my bike arriving I would have gone crazy. I was on my bike daily, hitting the country lanes of Essex, cycling into the city showed me London in a whole new perspective.

On some weekends I would even cycle from Romford to Richmond and back, on week days when the weather was poor I went spinning with Win for a 45 minute dose of masochism.

By April I had lost 2½ stone (c. 16kg) and was back down to 34 inch jeans. I felt much better about myself, I was taking part in charity bike rides all over the country. Cycling in large groups was a thrill for me and gave me a real sense of satisfaction. In May I started a new job with Express Medicals and things were starting to look good for me again. Even with my new job I didn’t allow my bad habits to catch up with me, I kept spinning and cycling.

On the 21st of June 2009, six months on from my birthday I cycled the London to Brighton bike ride and eventually on to my sister’s house in Bognor Regis. I had cycled over 90 miles from door to door and climbed every hill including the notorious Ditchling Beacon (270 metre climb). I’d raised £230 for the British Heart Foundation and had an enormous sense of self satisfaction. A lot had happened in six months and it couldn’t have ended any better.

Having an interest or hobby to come home to is probably the best form of therapy a person can have. Setting targets gives your mind something to focus on and when you achieve your targets it gives you endless amounts of joy.

Even telling people about my achievement now usually puts a smile on my face. zz

For further information, please contact: Express Medicals Ltd Tel: 020 7500 6900 Web: www.expressmedicals.co.uk

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Health & Safety

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Oral fluid (saliva) or urine testing? A case study Dr DAN HEGARTY has now been involved in workplace drug & alcohol testing for 17 years. He is very aware of how confused many employers are when faced with choices about which type of drug testing to select and under which circumstances. A recent case has brought this into focus again...

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healthy man presented for two different types of workplace testing within 45 minutes. One sample was collected as part of a governmental agency’s testing regime and the other as a pre-employment test. The first sample used oral fluid (saliva) and the second method involved a collection of urine. In both instances the collection was done under formal chainof-custody protocols and the samples were analysed in appropriately accredited analytical laboratories. l There were no declared prescribed, over-the-counter or illicit drugs. l The oral fluid test resulted in a PASS result.

No drugs of abuse were detected. l The urine test resulted in a FAIL result.

Cocaine and cannabis were detected.

The individual concerned appealed the result of the urine test and the employer was understandably confused as to why two tests on the same day could produce two different outcomes?

There are a number of explanations.

However, the simplest message is that, in general, the positive pick-up rate (number of fail results) for cocaine will be lower when using formal laboratory-based oral fluid (saliva) testing as opposed to formal laboratory-based urine testing. One factor to realise is that cocaine is only detectable for a short time in oral fluid (saliva). This window of detection is just 12 - 24 hours. It is significantly longer when urine is analysed for the presence of cocaine and so the likelihood of positive results for cocaine is enhanced by virtue of the longer detection window.

As regards the cannabis results, urine is also generally ‘better’ for detecting cannabis in workplace testing regimes. Firstly, cannabis disappears quickly from oral fluid (saliva).

Secondly, significant amounts of cannabis sample are lost from many oral fluid (saliva) collection devices and this loss can be of the order of 50 per cent. This means that false negative results for cannabis (i.e. the test fails to detect the cannabis present in samples) are significantly more likely when using formal laboratory-based oral fluid (saliva) testing as opposed to formal laboratory-based

urine testing.

And so we see that a seemingly simple and straightforward case of two professionally collected samples, both of which underwent formal laboratory analysis, highlights the complexities that have to be considered when establishing a workplace testing programme.

In the case cited above, the cannabis and cocaine were missed when saliva was collected and analysed. This is termed a false negative result. Furthermore, the likelihood of such a false negative result would have been even greater had an ‘instant’ test kit been used (i.e. a PoCT / point-of-care or point-ofcollection test kit). This is because the ability of PoCTs to detect drugs of abuse is less reliable

than laboratory-based tests.

When establishing a workplace testing (and / or screening) regime it is essential to seek out high quality, informed advice in respect of both a company’s drug & alcohol policy and the ongoing issue of which method(s) of testing to opt for. Workplace drug & alcohol testing issues are like an ‘iceberg’; and so there is the potential for lots to remain hidden under the surface until a surprise ‘collision’ occurs. zz

For further information, please contact Dr Dan Hegarty at: Express Medicals Ltd Tel: 020 7500 6900 Web: www.expressmedicals.co.uk

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Depots & Maintenance

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There is no doubt that the rail industry is a potentially dangerous place to work. After all, there are not many industries that expect employees to deal with high voltage electricity, speeding vehicles, powerful machinery and thousands of members of the public on a daily basis

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ecause of the obvious dangers, the rail industry as a whole is very aware of the need for the implementation of highly tuned systems in order to guarantee the safety of both the public and those employed to keep the UK’s rail infrastructure on track. However, despite this, there are still areas of the industry that remain a dangerous place to work.

According to a recent study carried out by the Rail Safety and Standards Board (RSSB) shunter safety still remains a serious concern across the board in the UK rail industry.

Risk and effect Shunters are very much ‘on the ground’ and working in the thick of the action, and the RSSB’s report showed that the rates of shunter fatalities and RIDDOR-reportable injuries suggest a significantly higher level of risk than other workforce groups.

Occupational health risks that such a job entails are great. Operating heavy manual points, sometimes when standing on an uneven surface or working in poor conditions, could lead to lasting damage to the back, neck or shoulders, which not only causes the employee suffering and lost working days, but could also lead to a more serious accident.

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Shunter safety:

the industry’s hidden concern Solving the problem One of the simplest ways to improve safety is to remove individuals from situations that have proved to be the most dangerous.

Recent advances in technology now offer the opportunity to reduce the dangers faced by shunters, with the implementation of systems such as Zonegreen’s Points Converter.

The system has been designed to increase railway depot and sidings safety and efficiency, and allows the automation and remote operation of manual/hand point/switches and rail road crossings. It can be controlled by an operator from a remote location using a portable or cab-mounted device, removing the need for an individual to have to negotiate difficult terrain, rails or other potential hazards, thus minimising the risk of slips, trips and falls.

Such a system allows the shunter to operate the points from a safe distance, thus reducing risk and lowering the accident rate.

As well as assisting in the prevention of such accidents, a system such as the Zonegreen Points Converter also greatly reduces the significant physical strains that shunters face with regards to operating points manually and the lasting damage this can have on the body, particularly the back and neck.

The Zonegreen Points Converter system comprises two parts: l Point machine conversion system A point machine conversion device is attached to an existing manually operated switch without compromising the integrity of the existing

mechanism. It does not require any civil works or changes in the operating procedures to be installed. Each converter can be used as a standalone, or multiple units can be installed operating together with routing. l Radio remote operator’s controller An intuitive handset allows the operator to remotely control the points system. It can be either hand portable or cab mounted. A centralised control system is also available via windows PC interface that offers route planning and visualisation. The Radio Controller can also be used in a route selection mode, whereby one command can operate several points and crossings simultaneously. zz

Some of the benefits of powering your manual points include: Enhanced safety by reducing the potential for slips, trips and falls l Increased depot efficiency and speeding up of operations by eliminating many stops and starts l Expandable: routes can be pre-set, re-configured and upgraded at any time l Traceability: includes an event logging system that allows the depot manager to keep a record of the points operation l Low cost l LUL approved. l

For further information, please contact: Zonegreen Tel: +44 (0)114 230 0822 Email: info@zonegreen.co.uk Web: www.zonegreen.co.uk

Siemens plc

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An impression of the new Desiro City train for Thameslink

Department for Transport and Siemens seal Thameslink deal l The Department for Transport has awarded a contract worth circa £1.6 billion for 1140 new Desiro City commuter rail carriages for the Thameslink route to Siemens Plc and Cross London Trains, a consortium comprising Siemens Project Ventures GmbH, Innisfree Limited and 3i Infrastructure plc.

In addition, the consortium will be responsible for financing the deal, with Siemens also looking after the long-term maintenance of the trains.

The Desiro City has been developed to offer a metro-style service, with a spacious and airy design that maximises capacity and

significantly increases passenger comfort levels. The Desiro City Thameslink fleet will be maintained at two new traincare depots at Three Bridges (Crawley) and Hornsey (London Borough of Haringey) providing outstanding facilities. The trains will be introduced into service from early 2016 with the full 24 trains per hour service coming into effect at the end of 2018.

Siemens will be manufacturing hi-tech electrical components for the Desiro City train at its facility in Hebburn, South Tyneside – one of 13 manufacturing plants Siemens owns in the UK. This will help to develop

a legacy of sustainable rail manufacturing skills in the North East. Further components sourced from the UK include, amongst others, train pantographs manufactured in Somerset; cab radios in Dorset; flooring in Hertfordshire; exterior lighting in the West Midlands; train protection and warning systems in Cheshire; and, CCTV in Tyne and Wear. The train bodyshells will be manufactured in Krefeld, Germany, with the trains tested to the latest standards at Siemens’ unique test track in Wildenrath, Germany, minimising disruption to the UK network.

Wireless sensor systems for Southeastern l Perpetuum has received an order from Southeastern Railways to supply wireless sensor systems for all 148 of its Electrostar train stock (618 cars). The sensor systems monitor wear of the bearings and wheels to help maintenance engineers determine when maintenance is needed. Perpetuum’s Energy Harvesters enable the self-powered maintenance-free wireless sensors to be fitted in a few minutes without the need for complex retrofit wiring. This new agreement follows the successful installation of Perpetuum sensor systems on a number of Southeastern trains in 2012.

The sensor systems collect vibration data while a train is in motion and this data is transmitted wirelessly to a database where software algorithms look for the signatures of bearing and wheel wear. The result of this analysis can then be monitored remotely using web based access. Maintenance engineers can

then use the data to view the condition of their assets. Isolated faults can then be rectified before they become a problem, thus improving reliability and safety as well as dramatically reducing operational and maintenance costs. This in turn improves asset utilisation for the operator and reduces service disruption for passengers.

Current practice on most UK trains is to service them on a mileage basis. Therefore components are replaced regardless of their condition and even good bearings are replaced. However the Perpetuum system opens up the opportunity of moving to a ‘maintain on need’ regime which enables massive cost savings to be made. It also means that premature failures can be identified thus improving safety. Often improved safety has a cost but this system enables costs to be reduced whilst at the same time improving safety.

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BORCAD

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Sittingcomfortably

Today BORCAD stands as a company of international repute, supplying quality seats and sleeping berths for railway carriages to a pan-European market

T Excellent seat for Premium Class for Leo Express

Comfort seats for Business Class

Comfort seats for Economy Class

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he company employs 150 people, exports to 42 countries worldwide and thanks to its unique design and original construction solutions, it is one of the most innovative companies in this field. In 2011 its turnover reached CZK 435 million.

Tomáš Boruta, responsible for marketing railway solutions, explained that BORCAD was founded by its owner and in fact, his father, Ivan Boruta, in 1990. “Its initial objective was to function as a design and development studio for high quality devices for medical services, but in a short time the company found itself receiving orders not only for the design of new equipment but also for the serial production of devices,” he explained. “In 1997 the company built its own factory and entered the field of development and manufacture of components for railway vehicles, in particular the production of first- and second-class seats for passenger carriages as well as seating for catering vehicles (restaurant cars). BORCAD’s production facilities were in such high demand that in 2001 the company decided to build an additional assembly hall, and to expand the administration wing of the complex.

“This resulted in a twofold increase in production capacity,” continued Tomáš.

“There were follow-on changes in both size of workforce and management structure. Further changes came with the transformation of Ing. Ivan Boruta-BORCAD into a limited company called BORCAD cz s.r.o.. This was a milestone development that heralded the start of a new era for a business, which had already broken several records.”

The company’s clients – recognised names such as Stadler Rail and Siemens – approach BORCAD because its solutions emphasise the role of design and comfort for travellers.

“Sometimes passengers are the last group who influence the interior solution in new trains, but for us it is important to persuade our customers, OEMs or providers, that our solution is highly developed for passengers,” said Tomáš. “We can offer custom-made solutions in case of unusual or small projects, as well as a complex portfolio for all types of rail

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz transportation except subway transport.”

Examples of key railway products from BORCAD include the COMFORT railway seat, which is designed to be an extremely comfortable seat for medium and long distances. These products have been delivered to a new open access operator, Leo Express in the Czech Republic (both first and second class) which uses new FLIRT trains by STADLER, and to the Russian market.

BORCAD also has created a solution for commuter and interregional transport, called REGIO and REGIO+, which is where the company moved into using lighter, but high-strength steel. These seats meet the increasing requirements on travel comfort in regional transport, better resist harsh handling and vandalism, are easily maintainable for personnel, lighter by about 25 per cent in comparison to the preceding seat generation and fulfil the highest demands laid on the passive passenger’s safety. REGIO or REGIO+ seats have been delivered to Czech Rails, Slovak Rails, Aeroexpress, Russian Rails, Estonia Rails, Belorussia Rail and will be exported to Hungary and other countries (in negotiations).

Another of BORCAD’s innovations is the luxurious EXCELLENT seat, which was the first in the market with full electrical controls. “We succeeded in combining technical requirements with aesthetic value and functionality here,” said Ivan Boruta, the company owner. EXCELLENT seats have been delivered to Leo Express in the Czech Republic, and Siemens on the Sapsan HST project.

It is clear that seats from BORCAD have been featured on many flagship projects – you may even see one in a Hollywood film. This success stems from a very strong focus on research, design and development. Ivan Boruta began his career as a design engineer, and as a result the company has highlighted that design and useful innovations for customers are critical factors of global success. “Our products have won several design awards,” said Tomáš. “We are especially proud of our

REGIO for Slov ak

Bulgaria BEDWALL for

Railways

German Red Dot Design Award (Honourable Mention) for our COMFORT seat in 2012. Also our R&D won a Steel Prize in 2012 for the application of high-strength steel in the process of manufacturing seat frames. BORCAD gained the prize for second place and is the first Czech company and only the second Central and Eastern European company that was among the nominated finalists and has gained an award during the 14-year history of the competition.”

Despite the current economic crisis in the Czech Republic, BORCAD sees many more opportunities to grow its business, with

Rails

its sales department now focusing on new challenges, especially in the CIS market (Russia, Baltic Countries) and in countries like Great Britain and Sweden.

“We are also looking for opportunities in the Middle East or in Canada and the US,” added Tomáš. “In addition we are firmly focused finishing the process of standardisation and certification of our seats according new TSI and EN 45545 standards as well as UK special standard requirements (BS and GMRT).”

He added: “Our vision for the future is same as our motto: Comfort for life. It means we must always produce excellently designed products that meet the needs of customers and add value all the way down the supply chain.” zz

Holdsworth Fabrics Holdsworth Fabrics designs, manufactures and distributes sustainable fabrics for mass passenger transport interiors. It has been making custom designed fabrics for railways and the Underground for over 150 years. Fabric ranges span traditional plush wool moquettes, lighter weight pile and flat weave products for seating, as well as ancillary interior trims.

All are fully compliant to railway flammability specifications.

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SOUTHERN

The first new train off the production line at Bombardier in Derby

Great strides

A commitment to performance has seen Southern drive improvements in all parts of its business

S

outhern is the largest train operator in London and the south east in terms of the number of trains run, beaten at a national level only by Northern.

These 2300 trains a day carry commuters and business travellers in the busy peaks, as well as leisure customers within south London, between central London and the south coast, and through East and West Sussex, Surrey and parts of Kent and Hampshire. A subsidiary of Govia, the partnership between the Go-Ahead Group and Keolis, in one guise or another Southern has operated the franchise since 2001, having most recently been refranchised in 2009.

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“Every day there is a real balance between all the outputs the railway should be delivering Class 377 refresh work such as punctuality and performance, alongside people’s aspirations for shorter journey times and value for money,” notes Chris Burchell, managing director.

“Furthermore we have to meet the challenges of capacity and crowding. As such, we need exceptional infrastructure, exceptional train reliability, and a strong team of dedicated people through the supply chain to deliver this.

“It also means that all those things considered achieving 92 or 93 per cent here is perhaps harder relatively than it is on other networks,” he continues in reference

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Innovation is also being seen at a passenger level with the launch of Southern’s groundbreaking smartcard system – the key – which is a branded product across the whole Go Ahead group and can be used on both bus and rail services. “We are pioneering this system and building as we go along so it’s a genuinely exciting development,” highlights Chris. “The key is available

2CL Communications Ltd

to Southern’s performance. It’s an area that the company is concentrating on further after recent National Passenger Survey (NPS) scores were not as strong as desired: “We share in the disappointments and frustrations of our passengers when things aren’t going right, and certainly this last winter period was one of the more difficult,” notes Chris.

“As a result our performance wasn’t as good as we and our customers would have liked. What is important is how we respond to that and I want to know, and our passengers want to know, that we are doing absolutely everything we can to improve in those areas.

We have taken steps internally to improve our focus on performance, and working in alliance with our partners in Network Rail to improve delivery on the Sussex routes.”

The wider view though shows the great strides that Southern has taken over the life of its franchise. From the very beginning the company has invested heavily throughout on a continuous basis improving its products, the way it works, and its processes. “We’ve also invested a lot in our people because they make the difference between a good and great service,” enthuses Chris. “We are really proud of what we as a broader team have achieved here.

“At the time, and probably still even, our franchise contract was the most detailed and specified containing over 120 committed obligations. Whilst we still have a few to do, so far we have delivered all of them on time and budget so as a collective achievement that’s really impressive. Looking at some specifics, we have won award after award for the development and innovation in our fleet, driving better systems such as regenerative braking on our trains, which was a key factor of our success in the Contribution to Sustainable Transport category at the 2012 National Transport Awards,” he continues.

As Motorola’s largest authorised Two-Way Radio Partner, 2CL supplies radio systems for voice, lone working, ‘man-down’, personnel tracking, shunting and call recording (for both radio and landline telephone conversations).

2CL offers a full range of radios (including the latest digital technology), system design, dedicated account managers, bespoke maintenance packages and short or long-term radio hire. Supplier to Southern Railway and others, 2CL is registered with Link-up and Network Rail, and ISO 9001:2008 accredited.

across the network for stations outside of London, and London itself is not far away with testing underway at present. It’s a much better proposition for customers, more flexible and secure than paper ticketing, and as a business gives us the potential to innovate our products and marketing even further in the future.”

Stations are another area that Southern has put huge effort into with every single station in the portfolio having received some attention

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SOUTHERN

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Panoramic view of the inside of East Grinstead station at some point during the franchise period, whether that’s a basic refresh and deep clean or an enhanced level of investment. At this upper end has been the replacement of the station building at East Grinstead, accessibility and waiting facilities at Emsworth, and a £5 million remodelling programme at Brighton station.

This suite of improvements will open up views of the station, transform the retail offering, widen the gateline, and generally deliver more modern facilities whilst maintaining the architectural importance of this Grade II listed station. A new £850,000 multi-facility cycle hub has also since been announced for the station.

Soon to be making their first station calls are Southern’s 130 new Electrostar carriages, which are being delivered by Bombardier in time for the December timetable change. This will allow Southern to extend some trains in the south London Metro area to ten cars providing significant capacity uplift. “We’ve been constrained for a long time with a maximum train length of eight coaches so the fact that we’re able to extend to ten on some key routes and journeys will offer a 25 per cent capacity increase that is very much needed. Network Rail is very busy at the moment extending platforms to receive the new carriages, and we are testing the trains ready for introduction,”

The new East Grinstead station

notes Chris.

At the end of 2012 an order was signed for a further 40 carriages to provide even more capacity from December 2014, and a separate procurement competition was launched for 116 new electric vehicles. Both measures will also help to enable the cascade of rolling stock that is envisaged as part of the Thameslink Programme and national electrification programme.

This is significant as after Southern’s current term comes to an end in July 2015, the franchise is to be amalgamated into

London Transport Awards 2013 - Public Transport Operator of the Year

the new Thameslink franchise alongside the existing First Capital Connect franchise. “This is a huge and important element of the next years for Southern, but we are focused on continuing to maintain all the great things we have achieved and finish off the transformation of the passenger experience that we have been aiming at. Once we have done that we believe we will be right at the top end of UK rail operators,” reveals Chris.

As parent company of Southern, Govia is one of the shortlisted companies expecting to receive the tender for the new Thameslink franchise later in the year. “Not only is this to be a very large franchise, but it also comes with the important responsibility of supporting Network Rail in the delivery of the Thameslink programmes itself, which is a multi-billion pound investment into much-needed capacity on this route and others. It’s a franchise with tough challenges, but tough challenges are something we have successfully managed many times before in Southern and we have a very good track record in delivering on that,” Chris concludes. zz

Web: www.southernrailway.com

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Touax Rail

Highly rated As the second largest lessor of intermodal railcars in Europe, Touax Rail is a first name for its customers

Louis Pastré

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pecialised in operational leasing, the history of Touax begins in 1855 in onriver towing activities. Organised into four branches today this Group acts globally in the provision of mobility solutions, responsiveness, and flexibility towards client projects, both on its own account and on behalf of investors. In particular it is the European leader in shipping containers and river barges, and the second largest lessor for intermodal freight cars through its subsidiary Touax Rail.

The diversification of these leasing and sales businesses is a key part of Touax Group’s value creation strategy. Other facets included strong levels of recurring revenues with 70 per cent of leasing income, excluding services, coming from multi-year contracts. This is leveraged through the Group’s owned assets, which number around 45 per cent of the total number, at a value of €710 million. The remaining assets are managed on behalf of third parties, which help improve Touax Group’s profitability without tying up capital.

As to how the railcar fleet fits into this, Louis

Pastré, business development and marketing director of Touax Rail, elaborates: “We have invested regularly in our wagons over the past ten years to grow the fleet to its current size of 9100 units. This growth is the result of a successful partnership with our clients and suppliers, as well as our investment capacity.

Around 65 per cent of the fleet is based on intermodal railcars of various types for the loading of containers, as well as automotive carriers, coal wagons, steel coil carriers, and hopper cars in the US. “We primarily lease railcars in Europe, Turkey and the US, but Touax continues to diversify geographically establishing new business in Asia with a very promising outlook. The need for flexibility, short delivery times and cost effectiveness, alongside environmental awareness, the increase in transport of raw materials and agricultural goods, and the liberalisation of rail freight transport in many countries all promote the leasing of railcars internationally. We rent to national railways such as DB, SNCF and SBB, private railway undertakings, operators like Greenmodal,

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Geodis and Gefco, and industrial companies including Solvay and BASF,” he continues.

In terms of other developments within this fleet Touax Rail now manages its wagons under VPI rules, which allows it to deliver maintenance such as reprofiling and revisions closer to its clients’ operational areas. This reduces transportation costs and downtime.

“After our accreditation to ISO 9001 in 2010, we became one of the first to achieve Entity in Charge of Maintenance (ECM) certification

in December 2011. This European certification recognises Touax Rail’s know-how in the field of technical management and maintenance of railcars, and will continue to accelerate its development opening up prospects for growth throughout Europe,” describes Louis.

Already the company has been selected to manage the ECM services of a large intermodal fleet of over 1100 wagons for the next three years. Other projects that Touax Rail has been

successful in include the supply of a large number of coal wagons for traffic between the Benelux countries and Germany.

Describing the general feeling within the industry Louis notes: “Rail market share versus road will increase regularly in Europe.”

Continuing he outlines where investment is required to facilitate this: “In addition, the European fleet is getting older and needs a strong replacement programme over the coming years. Whilst the market needs 10,000 to 20,000 new wagons per year, the last five has seen only 5,000 to 7,000 produced.

Compared to a European fleet that numbers around 700,000 wagons this represents around only one per cent. This is a structural underinvestment trend that should end soon.

“These combined parameters will position leasing companies as key partners to accompany this development. Leasing ensures flexibility and low capital expenditure for our clients who need to optimise their organisation, traffic management, and costs. This enables them to focus on their core business of customer service and transportation. In

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addition, industrial companies are also leasing wagons in order to stay independent from the rail undertaking – in the case of lower quality service they keep control of the wagons and simply have to find another solution for the traction,” he adds.

There remains a differentiation between western and eastern Europe with the ongoing financial crisis generating certain changes in the market, whilst competition from the roads, and rolling stocks of national railways presents their own challenges. Still though the market expects quick availability and delivery of units, which is where Touax Rail benefits with its good reputation and solid customer orientated

organisation. The company is positive that the market will slowly recover in 2014 with many opportunities only postponed as opposed to cancelled, and the need for new wagons reflecting well on Touax Rail’s sevenyear age average.

“We’re focusing on business development

Touax Rail

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in order to improve utilisation rates.

As such we are proposing a range of services to our clients including financial solutions such as sale and lease back, and our new capabilities in ECM. We offer these services alongside the operational leasing solution services.

In the coming years Touax Rail aims to manage over 15,000 wagons mainly in Europe including a portion in the USA. Touax Rail is also well positioned to an international expansion. Through this we intend to keep investing and diversifying our wagon portfolio,” concludes Louis. zz

Web: www.touaxrail.com

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Signalling

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The Frauscher Advanced Counter FAdC® concept is impressive in practice Railway Strategies learns about Frauscher’s innovative axle counting system which is having a real impact not only in the UK but around the whole world

T

he Frauscher Advanced Counter (FAdC®) is the latest generation of axle counting systems and features a serial interface. The FAdC® offers substantial innovations to the operator such as the implementation of counting head control, supervisory track sections and axle counting algorithms which are all design features within one interface board, the Frauscher Advanced Evaluation Board (AEB). The AEB not only evaluates a wheel sensor it also counts axles and provides the track clear/track occupied indication which can then be output by a vital protocol or by a fail-safe relay interface.

The communication board (COM) provides the Ethernet interface offering the fail safe clear/occupied indication by either the vital ‘Modular Signalling System’ based on a decentralised architecture

Frauscher FAdC® indoor equipment Frauscher standard protocol (FSE) or a vital customized protocol for further processing to the interlocking system.

Early in 2011, Invensys Rail received the contract from Network Rail to modernise all the signalling technology for the 55km, doubletrack stretch of railway between Crewe and Shrewsbury in England. This project covered seven level crossings and two complex intersections.

This was the first project carried out by Invensys Rail using the newly developed ‘Modular Signalling System’, a system based on decentralised architecture. It involved positioning the signalling equipment, i.e. the object controllers which are used for points drive, signals and axle counting systems, in

external cabinets along the track. The object controllers communicate via fast Ethernet networks with the Westrace Mk II interlocking.

It was really important to Invensys Rail to select a suitable, fail-safe axle counting system which met the requirements of the modular system.

For this project, Invensys Rail opted for the FAdC®, the latest generation axle-counting system and for RSR123 wheel sensors. A total of 79 wheel sensors and 19 external cabinets were installed along the 55km of track.

Richard Colman, managing director of Frauscher UK stated: “Clearly, one of the key factors why Invensys Rail placed the contract for axle counters with Frauscher was the fact that the new FAdC® axle counter system perfectly met all the requirements of the modular signalling system. Due to its functional modularity and simple scalability, combined with an Ethernet-interface, the FAdC® system offered Invensys Rail an extremely high level of flexibility whilst at the same time minimising hardware requirements. For Invensys Rail, another important criterion was the fact that the ‘Clear/Occupied’ signals, together with a range of other important messages, were sent via a vital Ethernet-based interface directly to its electronic interlocking system Westrace Mk II using Invensys’ own WNC protocol. This customer-specific interface allows optimum integration of FAdC® into modern electronic interlockings. The choice by Invensys Rail of using Frauscher technology was an important step towards successfully establishing FAdC® in the UK market.”

Together with Atkins a leading design engineering and project management organisation, Frauscher is involved in the

The FAdC® will provide highly available and safe wheel detection for improved infrastructure and increased performance

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz FAdC® concept is impressive in practice l Since its presentation at InnoTrans 2010, the innovative generation of axle counting system Frauscher Advanced Counter FAdC® has been stirring up considerable interest. A closer look at the challenging development phase shows how comprehensive the range of its functions actually is.

The FAdC® axle counting generation is one of the most recent prime examples of the exceptional innovative strength of Frauscher. Following its launch in 2010, numerous projects are already successfully operating on a global basis in different rail segments and applications, as well as with different interface integration.

Challenging from the very beginning Martin Rosenberger, head of product management, explains the approach that was selected for the FAdC® development:

Martin Rosenberger, head of product management with the Frauscher Diagnostics System (FDS) which provides unrestricted online access to all data of the axle counting system

Track vacancy detection for the Cardiff Area Signalling Renewal

modernisation of the rail network in South Wales. This is a major project for Network Rail, and constitutes the second major order which Frauscher has received from Network Rail in the United Kingdom.

The Cardiff Area Signalling Renewal (CASR) project stands out not merely due to its scale, but also due to the demanding environmental conditions and extremely short commissioning times which called for the infrastructure and signalling technology to be modernised by 2015. Atkins selected the Frauscher FAdC® for their track vacancy detection solution. In total, over 750 RSR123 Wheel Sensors will be

“We were initially faced with the complex challenge of coordinating the wishes and concepts of our global customers and the ideas of our engineers with regard to future developments. Our aim was to design a generic product suitable for all customerspecific configurations and all of the applications known and conceivable to us to enable us to ensure the lowest life cycle costs. We were successful in achieving this and we were also able to integrate a range of ground-breaking functionalities that can be configured upon request, without the need to change system components.

Furthermore, the proven philosophy that our customers are able to independently design, configure, commission, operate and expand the axle counting system after a brief training session, should be seamlessly upheld. We have solved this by means of a simple new concept that will now be expanded and automated further by offering the Frauscher Configuration Tool (FCT). Discussions with customers on-site confirm that the FAdC® concept is extremely capable of meeting the requirements”.

In order to consistently continue the success story of the Frauscher Advanced Counter, the development department in St. Marienkirchen is currently carrying out intensive work on FAdC® Release 2 with even more functionalities, where several customer-specific software interfaces will be systematically fine-tuned in the implementation of this.

installed, along with the FAdC® axle counting system.

By implementing Frauscher, Atkins can be secure in the knowledge that the FAdC® will provide highly available and safe wheel detection, maximum flexibility in terms of design, simple project planning, low investment costs and low maintenance outlay in the future. Frauscher also supplies the Frauscher Diagnostics System (FDS) which provides Network Rail with unrestricted online access to all data of the axle counting system.

This guarantees preventative maintenance measures, together with rapid and simple elimination of faults, both of which provide increased availability and reduced life cycle costs. zz

For further information, please contact Richard Colman, managing director: Frauscher UK Ltd Tel: +44 1276 806055 Fax: +44 1276 804676 Email: office@uk.frauscher.com www.frauscher.com

Summary of the current FAdC® projects Country

Operator

Project

UK

Network Rail

Modular Signalling

UK

Network Rail

Cardiff, GNGE, East Sussex

AU

Great Southern Railway

Tarcoola resignalling

AU

Great Southern Railway

Adelaide

AE

Etihad Rail

Shah-Habshan-Ruiwais

TR

TCDD

Hassanbey

TR

TCDD

Marmary

AU

Wiener Linien

U-Strab Matzleinsdorf

AU

NÖVOG

Mariazellerbahn

DE

Schwarzatalbahn

Oberweißbacher Berg- und Schwarztalbahn

DE

Kölner Verkehrsbetriebe

Kölner Verkehrsbetriebe

BR

Tranvia de Cuiaba

Cuiaba

DE

Volkswagen

VW Wolfsburg

DE

Dillinger Hüttenwerke

Dillinger Hütte

CH

Swiss Steel

Panlog

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European Rail

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W

hen I look at the rail industry today, I see a paradox at its heart: on one hand, it’s clear to me that there is strong growth potential for passenger numbers across Europe. But when I think about the challenges that stand in the way of expansion and greater efficiency, I can’t deny that the industry is still characterised by fragmentation.

To rail companies in Europe, it’s no surprise to hear that the next seven years will prove a crucial period for the industry. As the impact of greater liberalisation and increased competition begins to be felt, and as travellers demand more from the travel experience than ever before, it’s evident that rapid change is inevitable – but rail companies need a clear and honest view of the opportunities, challenges and threats that lie ahead.

The Rail Journey to 2020

European rail:

on track for growth?

THOMAS DREXLER discusses a new report which analyses the evolution of the European rail market from now to 2020 and presents six key factors that he believes will shape the European passenger rail industry

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With this in mind, Amadeus undertook a study which examines the critical years leading up to 2020. The final result, The Rail Journey to 2020, published this year, gives insight into the evolution of cross-border passenger rail travel in Europe throughout this period.

The report, which is drawn from authoritative data and best practice modelling techniques, offers a comprehensive look at the current position of the rail sector, but also the projected developments up until 2020.

We hope that it will give rail companies a clear answer to questions like: which countries are set to experience the fastest rates of growth?

In which ways are rail operators best set to collaborate with other transport heavyweights, such as airlines?

The report identifies six key factors which will emerge and transform the picture, creating opportunities for passenger rail operators to grow cross-border passenger volumes and revenues. These factors will transform possibilities – but also mean that passenger rail operators face a new and unfamiliar business environment. With deregulation, the entry of new competitors and new opportunities for multimodal integration, the rail industry of 2020 will look very different to that of today.

The European rail market today The European passenger rail industry, particularly in Western Europe, is at the forefront of rail technology and experiencing

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz steady growth in passenger numbers.

However, it is not fully prepared to profit from the market opportunities today, or leverage the trends that will transform the industry landscape tomorrow.

Europe’s passenger rail industry remains fragmented. Incumbent rail operators dominate their respective markets, and the numbers suggest their focus is overwhelmingly domestic: our study found that domestic rail travel accounts for 96 per cent of overall passenger kilometres in Europe, while a startling 99 per cent of overall rail passenger volume is domestic.

When we narrowed our focus to longdistance rail travel, the data revealed that cross-border rail trips currently account for six per cent of total long-distance passenger volumes. High-speed represents some30 per cent of long distance trips.

Six key factors that will shape the rail industry in Europe Demand for passenger rail services has grown steadily in Europe, maintaining its growth trend even through the economic crisis: passenger volumes dropped slightly in 2009 and 2010, before recovering in 2011. The overall growth rate for passenger rail volume between 2000 and 2011 was approximately 1.4 per cent.

This status quo is, however, under increasing pressure from a variety of factors – pressure that will inevitably effect change.

In our study, we identified the six key factors that we believe will shape how the European passenger rail industry grows and evolves over the period to 2020. These are: 1. Liberalisation: Liberalisation is expected to bring more operators into Europe’s rail markets, and thus offer more choice to rail passengers. However, early trends indicate that this is fragmenting services on some long distance routes because operators regard other players on the route as ‘competitors’.

2. New market entrants: Structural separation, along with the EU’s wider drive to spur competition on domestic and crossborder rail, will potentially pave the way for new market entrants. This newer, more ‘open’ market could alter the way in which the more dominant operators have traditionally operated in their home markets. However, our findings suggest that competition is likely to be driven mainly by incumbent passenger rail operators expanding their operations abroad, rather than

entirely new companies starting ‘from scratch’.

3. Completion of new high-speed lines: Continued expansion of the high-speed network, in line with current projections, will allow rail to leverage this competitive time advantage and significantly spur cross-border passenger volumes. Europe’s high-speed network will add 5000km between 2012 and 2020.

4. New hubs: The EU believes enhanced multimodality is the key to unlocking Europe’s congested transport network. Through its TEN-T programme (Trans-European Transport Network), the EU aims to support the introduction of multimodal hubs at 37 key airports by 2030. Today, only 14 airports are connected to long distance or high-speed rail services.

5. Air-Rail and Rail-Rail co-operation: Greater levels of co-operation – both air-rail and rail-rail – are key to delivering the kind of seamless passenger experiences that will drive up passenger volumes.

6. Railways’ costs: In the period covered

by The Rail Journey to 2020, the chief impact on railways costs will be external and relate to economic conditions. In the event of a general economic slump, the cost base for railway operators is assumed to grow. Longer term and beyond the scope of this report, structural changes driven by liberalisation are likely to alter the cost base as rail operators seek efficiencies and leverage their scale.

growth in Europe by 2020.

Assuming that developments in the six key areas detailed above progress as currently anticipated, the scenario forecasts that longdistance passenger traffic in Europe will increase by 21 per cent (2.2 per cent annually) to reach over 1.35 billion by 2020, up by almost 250 million from 2011 figures.

Not only will long-distance passenger traffic increase, but the proportion of long-distance passenger volume accounted for by high-speed rail will increase from 28.6 per cent of all traffic in 2011, to over a third – 33.9 per cent – of all long-distance traffic in 2020.

It is interesting to note that the anticipated growth in passenger volume over the period 2011-2020 is driven by four key markets in particular: the United Kingdom; France; Switzerland; and Germany. These four markets represent over 70 per cent of the expected total growth over the period. Our research suggests that the United Kingdom will be the market contributing the greatest proportion of this increase (70 million passengers), whilst Switzerland will see the greatest rate of growth with a 4.6 per cent annual growth rate.

Passenger rail providers will face a very different world in 2020: the next seven years will transform their industry and the wider environment. I look forward to working with rail companies throughout Europe during this exciting time, as they take action to seize the long-distance, high-speed and cross-border rail opportunity. zz

2020: growth driven by four key markets The popularity of rail as a travel mode continues to grow, and consumers are becoming ever-more aware of the comfort, ease, productivity and environmental benefits that the choice of this mode opens up: this is clear from rising passenger numbers. With this in mind, the opportunity is there for longhaul and cross-border rail travel to increase correspondingly, to become a viable and popular alternative to other modes such as air and car. However, rail companies must address and engage with the six key factors we identify, to ensure that they make the most of the opportunity presented.

The Rail Journey to 2020 concludes with a ‘baseline scenario’, in which we used best practice modelling techniques to estimate long-distance passenger traffic

Thomas Drexler is global head of Amadeus Rail and Ground Transportation. Amadeus is a leading travel technology partner and transaction processor for the global travel and tourism industry. Previously, Thomas was vice-president of sales at Deutsche Bahn, where he held commercial roles for eight years.

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SOUTHEASTERN

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A great

achievement

orton, Charles H director g managin

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unning train services into London from Kent and East Sussex, Southeastern operates some of the busiest stretches of railway across the UK network. This challenging franchise covers metro, mainline, and high speed services over 12 main lines of route and on third-rail infrastructure. With a core commuter market Southeastern serves more London terminals than any other operator including London Victoria, London Charing Cross, London Cannon Street, and St Pancras, as well as passing through the bottleneck of London Bridge.

Since taking over the franchise in 2006 the company has seen passenger journeys grow significantly from 134 million a year to just under 170 million. “The story of this franchise has been substantial growth across all parts

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Despite the challenging nature of its franchise, in the last year Southeastern has delivered its best-ever performance of the network,” agrees Charles Horton, managing director. “At the same time we have driven up our punctuality to a MAA of 91.2 per cent Public Performance Measure (PPM), which is a significant improvement from where we started. We also inherited customer satisfaction at 76 per cent, which we have since seen rise to 84 per cent.

“We’ve achieved this by boosting the number of services that we operate from 1900 when we took over to 2200 today. We introduced the UK’s first high speed domestic rail service, and paid particular attention to growing capacity within our metro offering.

We’ve also done a lot to change the basic operational processes of running the business, such as revolutionising our maintenance procedures which has helped us improve

efficiency and the reliability of the trains.”

Southeastern has also invested heavily in some of its most vital assets – its people. Since the beginning of the franchise the company has invested more than £14 million in training and development schemes. In the past 12 months it has also become the only train operator to be recognise with Investors in People (IiP) Gold and Champion status. Another mark of Southeastern’s external recognition is its award of five stars in the European Foundation for Quality Management (EFQM) and Recognised for Excellence (R4E) programme last year.

The real highlight of the last 12 months though has been the enormous success of the 2012 Olympics Games. Southeastern was the most affected train operating company (TOC) during this period serving more Olympics

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Communications & Signalling

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Tunnel vision: radio communications in a confined space

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onfined spaces come in a variety of shapes and sizes, each one presenting its own unique challenge. Road and rail tunnels, service tunnels, underground stations and even ships need careful planning and consideration when implementing a reliable radio communications system. This feature considers the challenges that arise when working in tunnel networks, and the preparation needed to overcome them.

Plan to succeed Is it a tunnel or is it an underpass? The UK Department of Transport Design Manual for Roads and Bridges Vol 2 section 9 BD78/99 defines a road tunnel as a subsurface highway structure of 150m or more in length but a similar definition could apply for any tunnel be it rail, pedestrian, cable or even a long passageway on a ship. A tunnel’s shape and

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ANDY GAMBLE discusses the unique challenges that confined spaces such as rail tunnels present and the considerations that need to be taken to ensure reliable radio communication length has a major influence on the design and performance of a radio network for example a simple antenna in the middle of a 150m road tunnel may suffice but for 1.5km it just won’t work.

In the first stages of designing a Radio Frequency (RF) communication system, there are a number of considerations, such as how to ensure continuous coverage of the entire length of the tunnel. So what is meant by ‘coverage’? Coverage is something that just works, or a system that provides

predictable and measurable signal levels reliably throughout with little interference and with a tunnel full of train for example. Reliable system operation means that wherever a user goes then the radio will work, so it’s important to ensure there is a ‘safety margin’ built into the design – however, this is the same when designing any system.

A tunnel can present some unique problems, as often a single radiating infrastructure has to provide coverage for a large number of different services, which may include PMR radio channels across several bands, cellular telephone services and services intended for domestic use such as AM/FM broadcast and DAB. Add to this some requirements for ease of system operation and maintenance under harsh environmental conditions, and you have a complex set of requirements from a variety of services. Try

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz and put this into a nice new shiny structure and then you have the architects to appease as well as the radio system providers!

During the design and planning process, it is essential to know what is required in the tunnel network. As well as the type and size of the area to be covered there are the field strength requirements for various services to be considered – all essential considerations for designing a successful confined space scheme.

In order to provide a signal along the entire length of a tunnel, you need to understand how radio signals behave in confined spaces.

While the obvious solution would be to install antennas at each end of the tunnel, the process of transmitting radio frequencies (RF) to the entire tunnel is not that simple.

Obstructions from a moving train for example, or the sheer length of the tunnel, could mean unacceptable attenuation of the signal and an unreliable system. In many cases, there may also need to be a degree of surface coverage, particularly in areas such as station entrances or road tunnel portals, but equally too much external coverage may also a problem particularly in central city locations.

In general terms, the distance from confined space to surface coverage should be minimal, which is important for systems that require a cellular element. Mobile cellular network operators providing services in a tunnel may prefer cell handover to take place underground to avoid overloading the surface system when a potentially large number of users try and change cells as the train exits the tunnel.

The important consideration is the power required to radiate signals across entire networks. Careful calculation of the system power budgets need to be carried out to determine power levels needed, which will determine cable types to be used and give predictions of signal levels, against the customers’ requirements for system coverage.

Cabling matters The solution of choice for providing radio communication in tunnels is the radiating cable, effectively a coaxial cable with a number of holes in it where signal leaks out hence the term ‘leaky feeder’, with small antennas along its length. This can be equated to holes in a water pipe. Radio signals leak out of the ‘hole’ in the same way that water leaks from holes in a pipe. However, there are two major losses to consider when designing a system: Firstly there is coupling loss, the loss

of signal from the cable to the user. High coupling loss means lower RF level to the user but generally lower longitudinal loss along the length of the cable, while low coupling loss means more signal to the user, but less signal to reach the end of the tunnel.

Longitudinal loss relates to how much signal is lost along the way. It is important to get the balance right to ensure all portables within the tunnel receive optimal signal, while transmitting the signal along the entire length of the tunnel for complete coverage. Lower longitudinal losses generally mean larger diameter cables with a consequent increase in material and installation costs.

Radiating cables should be installed with careful planning, particularly when specifying the spacing of the cable from walls, metal cable trays and other objects. Failure to adhere to manufacturers’ recommendations could lead to severe reductions in performance with higher longitudinal and unpredictable coupling loss variations. One area that can catch out the unwary is the installation of radiating cables above false ceilings. Many of these ceilings are composed of fibre board with a metallic backing or metal foil interior and this type of tile will have a disastrous effect on the radiation from the cable.

Implementing a communication system in tunnels requires a number of decisions to be made, one of which is whether to use a dedicated base station or cell enhancer as a means of determining the source of signals that are fed into the confined space network.

Dedicated base station equipment can serve

the underground network alone, or using a cell enhancer (also called an Off Air Repeater) can take a signal from the surface and rebroadcast it underground.

Implementing a cell enhancer, which is essentially a high-gain amplifier designed to receive and retransmit signals from a local site, can lead to its own set of problems: high-gain amplifiers connected effectively to antennas can exhibit a nice feedback loop. This technique is widely used to provide coverage for emergency services in small road tunnels.

The Off Air Repeater is the common way of providing coverage of FM Band 2 broadcast and DAB services: even AM on long and medium wave are used in some locations.

Special consideration should be taken when handling cabling in railway tunnels, which have high voltage Overhead Line Equipment (OLE) or powered third-rail systems. The radiating cables will be running parallel to the OLE over considerable distances. The electromagnetic field produced is capable of inducing high voltages into the radiating cables, which may only be less than three metres away. This can be a considerable hazard for maintenance technicians, which is why DC blocks at intervals must be installed and appropriate earthing systems installed. All fault conditions need to be evaluated... it’s not a good idea for the radiating cable to provide the return path for powering an electric train.

Finding the perfect partner Providing a reliable and robust RF communication in a tunnel network is not a simple task, and requires a significant amount of planning and testing. While the technology is vitally important, it is also necessary to find a provider that understands the entire process, from planning and design to installation and maintenance. Mobile radio specialists like the author’s company can help put together a design to suit individual needs, carry out rigorous testing on-site up until the point it is operational then provide ongoing support through the life of the system. zz

Andy Gamble is with Simoco Group

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Alan Dick Communications

Stronglines of communication

zzzzzzzzzzzzzz Engineering field staff

Investment into both new and existing skill sets enables AlanDick Communications to take on more of the UK rail telecommunications market

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lthough the technologies around it have changed rapidly, AlanDick Communications has been a consistent force in the telecommunications sector for over 20 years.

With a specific focus on the transportation and mobile telecoms sectors, AlanDick Communications specialises in providing end-to-end telecoms-based services across a range of applications.

Within the rail sector the company has a successful track record of delivering solutions for Network Rail, including the Fixed Telecommunications Network (FTN) and Global System for Mobile Communications – Railway (GSMR) programmes. To date this has been focused on fixed trackside infrastructure but increasingly is widening to communications onboard the rolling stock.

AlanDick Communications has been an accredited Principal Contractor for Network

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in an REB working r e e in g n E

Rail since 2004, and have Link-Up approval covering a wide range of telecoms. “Rail is a very complex and challenging environment and the implications of not completing on time can have serious repercussions. We pride ourselves on having quality engineers that see a project through, and as an organisation we have seen our relationship with Network Rail evolve to become more collaborative,” explains business development director Mark Weller.

This relationship was one of the things that attracted the current owners to the business, culminating in its acquisition from the AlanDick Group in 2011. It was at this

GSMR FT N installa tion

point the company began trading as AlanDick Communications. Elaborating on the other strong features of the company Mark says: “The reputation the company has earnt from many years of working on Network Rail’s telecoms has been consistently supported by the excellent engineering skill sets displayed within the business. These skills are built up from many years of operating within the rail and mobile network telecoms markets.

“Recent focus has been on expanding and broadening our engineers’ skills sets through ongoing training and development. Not only have we enhanced and honed current skill sets

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz but we have developed further capabilities such as working in a radio frequency (RF) environment. This enables us to deliver more of an end-to-end telecoms offering to the industry, responding very much to the industry trend of collaborative working relationships” Staff training has in part been facilitated by Regional Growth Funding (RGF) awarded to AlanDick Communications which provided a catalyst for a new wave of training and recruitment, specifically in the field of RF. “The biggest project we have completed so far using those skill sets has been the work to provide GSMR coverage to the Merseyrail underground network. To this end we designed a new Leaky Feeder infrastructure system, which is based on proven technology which provides excellent reliability,” explains Mark.

He continues: “As well as the creation of 21 new jobs, support from RGF also includes the development of new RF products and services such as a rapid deployment mast for in-field GSMR coverage. This unique product has registered IP and requires no possessions, dramatically reducing track side deployment time and cost. We are also developing battery lifting and moving systems that will allow us to change batteries quickly and safely in the GSMR and FTN networks.”

In its quest to ever improve its offering to the market AlanDick Communications acquired Rail Order Ltd, a supplier of products and consumables to train operating companies in March 2013. “Previously our core customer base has been Network Rail and Tier 1 companies working across telecoms and signalling schemes,” notes Mark. “As signalling moves from trackside to information systems in the driver cab on every train through the introduction of ERTMS we needed to develop a relationship with the TOCs and ROSCOs, which Rail Order provides us with. Our focus over the coming period is to ensure that we have a broad set of skills applicable for the deployment of ERTMS so we can offer a seamless solution.”

Opportunities to widen AlanDicks’ skill sets have arisen as Network Rail begins the transition into Control Period 5, which is already earmarked for significant investment.

At present AlanDick Communications is engaged in a number of projects including radio testing for the GSMR network of the new Borders Railway between Galashiels and Edinburgh.

Likewise the company is commissioning

the last 1200 GSMR sites North of the Wash in a programme that at present is ahead of schedule, and was recently commended at the National Rail Awards for Partnering Approach with Network Rail on the Salisbury to Exeter Signalling Re-control project. Bringing this right up to date, the Rail Order business won the Small Scale Project at the Railway Industry Innovation Awards in June 2013, for their unique environmental friendly trains wash plant facility.

“Another focus for 2013 is supporting Network Rail’s legacy telecom network. These systems, although older, are still reliable and remain a focal point of Network Rail’s mission critical network. So whilst upgrades such as 4G are of interest, before this can be fully deployed (with all of its advantages), Network Rail needs to ensure that existing technology is reliable and robust. For us the concentration for 2013 onwards lies with increasing our skills to cover the IP upgrade path,” concludes Mark.zz Rapid deployment site

Web: www.alandickcomms.com

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Communications & Signalling

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Super Operational Control Centres JEREMY LONG talks to Railway Strategies about MTR’s experience of consolidating signalling centres in Hong Kong

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ver the next 20 years, Network Rail will consolidate 800 signalling centres across the country into 14 Rail Operating Centres. This move will be key to driving efficiencies in the UK’s rail industry – reducing the signalling workforce by two-thirds and saving £250 million by 2040.

MTR, which runs rail operations around the world, including the London Overground in a joint concession, recently brought operational control of its entire Hong Kong heavy rail network under one roof in Hong Kong, where it is based. The company, which is bidding for Essex Thameside, Thameslink and Crossrail in the UK, consolidated three of its Operations Control Centres (OCC) into a ‘Super OCC’ at Tsing Yi – the work was completed at the end of June 2013.

From this location, traffic controllers now oversee ten heavy rail lines serving more than four million passengers every day. During service hours, staff monitor and control train operations, handle railway incidents, monitor and optimise energy consumption, and communicate with customers, stations and train captains. Overnight, during non-service hours, the OCC co-ordinates trackside maintenance works, as well as monitoring power supply and environmental controls.

The key to success of the OCC migration in Hong Kong lay in careful planning and detailed design. The plan was first envisioned in 2007 at the time of MTR’s merger with the Kowloon-

Canton Railway Corporation which had its own OCCs located at Fo Tan and Kam Tin. The existing Tsing Yi control centre that mainly served rail lines in the urban area had to be expanded to accommodate the larger team. Investments were made in new and upgraded equipment – all of which was done without disrupting the round-the-clock work of staff at the centre.

The aim in completing the project was to minimise impact to passengers and maintain a normal train service. To ensure this, the merger was completed in two phases. First, the Fo Tan OCC, responsible for the East Rail and Ma On Shan Line, migrated to Tsing Yi in March. Three months later, the Kam Tin OCC, overseeing the West Rail Line, was also relocated to Tsing Yi. Before each phase, comprehensive testing was conducted to iron out any potential problems. The handover was done in the overnight non-service hours. The project cost a total of HK$117 million (over £9 million) and was successfully completed on schedule.

Apart from enhancing the operational efficiency of existing rail services, the OCC merger is facilitating cost-efficient network expansion. Like in the UK, where Network Rail announced a five year plan including new trains and 1000 miles of new electrified lines to serve an extra 225 million passengers a year, MTR is also expanding the network in Hong Kong.

Between 2014 and 2020, MTR is scheduled to complete four new domestic rail lines and

extensions, expanding the length of the Hong Kong rail network by some 25 per cent. These new lines, the West Island Line, South Island Line (East), Kwun Tong Line Extension and Shatin to Central Link, will all be overseen from the ‘Super OCC’ at Tsing Yi. In Hong Kong, MTR operates one of the busiest railways in the world and it does so with world-leading standards of safety, reliability and customer service. The new ‘Super OCC’ will help MTR to further enhance operational efficiency and thus benefit the millions of people who ride on its trains every day.

In the UK, the consolidation of signalling operations and introduction of integrated traffic management systems will also ensure more reliable performance, increased flexibility and the potential for increased services. The challenge for Network Rail and train operators will be to minimise passenger disruption, for example when Thameslink operations are transferred to the new control centre at Three Bridges. MTR’s experience in Hong Kong shows through effective planning and smart phasing of work, how this can be achieved. zz .

Jeremy Long is the CEO – European Business of MTR Corporation. Jeremy was previously managing director of FirstGroup Rail Division, and was founder and chief executive of GB Railways Group plc, an award-winning passenger and rail-freight operator

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Signalling Solutions

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ETCS cab

Excellenceinsignalling Signalling Solutions’ main activities are focused on supporting Network Rail with its unprecedented investment in the UK rail network

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C

ombining the signalling resources and products of Alstom Transport Information Solutions UK and Balfour Beatty Rail Projects, Signalling Solutions Limited (SSL) was launched on the 1st of October 2007. Now the sole route to market for the signalling products and services from both companies in the UK and Ireland, after five years SSL is fully amalgamated to such an extent that the whole is greater than the sum of the parts.

Mark Smith, business development director, noted that although in relative terms the company could be regarded as very young,

in fact it is backed by two parent companies Class 377 refresh work with vast experience in the rail industry and in particular the UK mainline market. “The initial focus of the business was centred on interlocking renewal work and the provision of trackside products,” he added. “This market provided us with a solid foundation and as part of our growth strategy we have diversified and evolved into other areas of train control.

Underpinning this development is a fantastic product range from Alstom, which allows us to bring new technology to the UK that has already been tried and tested elsewhere in the world.”

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz He continued with some details of SSL’s core offering: “Our main products are in the provision of train control systems for both train borne and trackside. We have the ability to integrate existing systems with the legacy infrastructure and to introduce the latest new technology with the required safety assurance.”

Steve McLaren, managing director, added: “In addition, our product business continues to deliver a wide range of signalling products and consumables to a large number of clients in UK rail industry. This is often overlooked in the external assessment of our business.”

One area where Alstom solutions are coming to the fore is connected to the European Rail Traffic Management System (ERTMS). “ERTMS will significantly change the way the network operates resulting in more efficient performance with improved safety.

We are working very closely with Network Rail to define how ERTMS will be implemented in the UK and the commissioning of the new ERTMS National Integration Facility at

Hertford is something SSL is very proud to be involved in,” Steve said. “We are in the process of commissioning the Class 313 train that Network Rail has secured for the testing with Atlas ERTMS from Alstom. Working with our colleagues from Alstom TLS at Wembley we have refurbished the 313 and fitted it with the necessary ERTMS systems to create a test vehicle and mobile laboratory. The vehicle

A-BELCO The Electrical Engineering Division of the Northumberland based A-Belco Group, which evolved from NEI Reyrolle, has been supplying the rail sector since 1998. SSL has been a major customer for over ten years for a wide range of E&P products including functional supply points, transformers, DNO supply cubicles and points heating cubicles. Recent projects have included Bletchley re-signalling, Slough, Bristol re-signalling and the Poole to Wool Points Heating Project.

will be used to prove track to train integration and refine the performance of ERTMS for UK rollout. SSL is one of four framework contractors with Network Rail to define ERTMS in readiness for implementation on the network.”

Alongside this ERTMS project, SSL is working closely with Network Rail on a number of its other major initiatives. The company holds three primary geographical frameworks and four secondary geographical frameworks with Network Rail for the implementation of signalling renewals across the country.

Awarded in April 2012 the contract frameworks provide a platform for SSL to work very collaboratively with Network Rail to deliver efficiencies whilst giving it the security and confidence to invest in staff and products to meet the clients needs. “The forward visibility of projects and workload enables us to set longer term strategies, which were harder to justify to shareholders under a purely competitive situation,” noted Steve. “The frameworks

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Signalling the way forward

OSL RAIL

OSL Rail is a world-class railway engineering company specialising in the delivery of signalling and multi-discipline remodelling projects.

• Signalling design, Signalling Data Preparation

We price ourselves on our highly experienced, competent and professional people; and our track record of working collaboratively with our clients to increased delivery certainty and value for money.

• Overhead Line Equipment Design and Engineering

• SWTH, SMTH and Principles Testing

• Electrification and Power Design and Engineering • Civil/Structural Design and Engineering

Whilst built on traditional values, OSL Rail embraces the latest thinking and technology.

Our company has an established range of agile, client focused processes, tools and systems that demonstrably help to minimise inefficiencies and reduce project delivery timescales and costs.

For further info, please contact: Tel: +44(0)1793 600 793 Fax: +44(0)8701 236 249 Email: enquiries@osl-rail.co.uk Web: www.oslglobal.co.uk

• Mechanical/Electrical Design Engineering • Environmental Design • Project Management and Planning

OSL Rail

Unit 1.3, Alexander House 19 Fleming Way, Swindon Wiltshire SN1 2NG

052061

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Signalling Solutions

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An ICONIS workstation in the Italian Bologna Control Centre

OSL Rail Ltd OSL are pleased to be working with Signalling Solutions and have signed up to a collaborative framework to work with SSL through their signalling framework projects. We enjoy a good relationship with SSL and we are working hard to drive efficiencies through closer collaboration and the advances in technology they have brought to the fore, for safety and efficiency in operation.

OSL is an established world-class engineering company specialising in multi-discipline remodelling projects.

With extensive experience in the project management, engineering, design, testing and commissioning of large and complex mission critical systems and solutions for ‘signalling’ and ‘electrification and power’.

OSL’s experience also spans and draws upon other industry sectors both within the UK and globally.

help the industry maximise the use of limited resources available in certain skill sets such as testing. We are investing in staff, with 20 new trainees and graduates joining the business this year as part of our longer-term strategy to address particular skill shortages across the industry and also to support the new technologies.”

Another programme has evolved from working with Network Rail, as Mark explained: “Our Smarter Working Practices initiative emerged out of the work we started with Network Rail to find a cost effective means of delivering modular signalling for rural route applications. The implications have been far reaching for the wider business and we are continuing to develop new methods of delivering more efficiently using a new range of tools to mechanise the design process in the form of ‘Smartbench’.”

Modular signalling paved the way for Signalling Solutions to consider how innovation could benefit not only the cost aspects of delivering signalling projects but also address a whole range of safety and maintenance issues that were prohibitive to renewing signalling assets away from the mainline. The resulting solution Integr8 was piloted at its Beeston

depot in collaboration with Network Rail and in the run up to Christmas 2012 it completed the commissioning of the first Modular scheme in the country on the Ely to Norwich project.

“The project presented some major challenges, not only technically but also in terms of people understanding what is possible if we move away from the conventional methods of delivery. In the process of delivering Ely to Norwich both client and contractor learned a significant amount about what is necessary to truly modularise the signalling system,” added Mark. “The project has delivered significant lessons about where we need to take the concepts to refine the delivery mechanism for the future.” The project successfully delivered the first introductions of MCB Obstacle Detection (OD) Level crossings in the UK and removed the need for long line signalling and power cables for large stretches of the route.

“A further facet to Smarter Working Practices is our engagement of the supply chain,” noted Steve. “We have a number of key suppliers who have signed up to framework arrangements with us for labour, testing, design, civil engineering, materials and we are looking to extend this. Modular was just the start and we continue to look at how Smarter

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Signalling Solutions

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New Class 313 being rolled out of Alstom’s Wembley Depot ready for testing on the new ENIF (Hertford Loop) Working Practices and tools can benefit the other parts of our business.”

He added: “The engagement with the supply chain by Network Rail, particularly in signalling is very beneficial. The success of

our project and development work relies on the collaboration of client and contractor regardless of the contractual arrangement.

Network Rail is implementing the use of BS11000 – the standard for collaboration -

The Global Rail Group

“

Global Rail have nurtured a multi-skilled and flexible workforce, developed and trained within specific disciplines required to meet rigourous industry standards.

”

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which we are now working hard to achieve.”

For the remainder of 2013 SSL is focusing on closing out a number of major projects such as the 38 day commissioning blockade at Nottingham Station, delivery of the Paddington 13 contract for Crossrail at Christmas and working hard on both its development contracts for ERTMS and TMS. “The outlook is very positive for the future but we are not complacent and realise the challenges that the Government and ORR have set the industry in terms of savings for CP5 mean that we will have to work harder still to meet our major clients’ objectives,” said Steve. “Our focus is very much on meeting those objectives whilst bringing new resources and technologies into the market. In parallel we will be working hard to ensure that our framework projects are delivered safely to programme and budget.”

“We are also keen to consolidate our market position and look at further diversification with new products for other customers such as LUL and other Metro providers,” added

Global Rail Construction mixies traditional industry skills with technological innovation, adopting a flexible management style to empower its workforce to safely meet clients’ needs, while providing the highest quality standards at a competitive price.

Our team of professionals work closely with our in-house design partners and engineers to deliver cost effective and innovative solutions at all times.

Our in-house turnkey service offering includes: UÊÊ*À iVÌÊ > >}i i Ì]Ê« > }Ê> `Ê`i ÛiÀÞÊ UÊÊ ià } Ê> `ÊV ÃÕ Ì> VÞÊ­ Û É-ÌÀÕVÌÕÀ> ®Ê UÊÊ Û É-ÌÀÕVÌÕÀ> Êi } iiÀ }ÊÜ À Ã\Ê}À Õ `Ê ÛiÃÌ }>Ì ÊÌiÃÌ }ÆÊ ÊÊÊÊ`ià } ÊEÊLÕ `Ê«À iVÌÃÊ UÊÊ- } > }Ê ÃÌ> >Ì ]Ê-ÕÀÛiÞÊ> `Ê ÀÀi >Ì ]Ê«Ài ÌiÃÌ }Ê> `ÊÊÊÊÊÊÊÊÊ ÊÊ Ãà }Ê UÊÊ > Õv>VÌÕÀ }Ê Ê ÃÃi L ÞÊ vÊ«ÀiÜ Ài`Ê V>Ì Ê >ÃiÃÊÉÊ, Ê UÊÊ >L iÊ > >}i i ÌÊ> `Ê ÃÌ> >Ì Ê UÊÊ > Ìi > ViÊ> `ÊÀi iÜ> ÃÊ UÊÊ iV > V> Ê> `Êi iVÌÀ V> Ê ÃÌ> >Ì Ê UÊÊ* Ü>ÞÊÃÕ«« ÀÌÊ> `Ê ÃÌ> >Ì Ê UÊÊ,iV ÛiÀ iÃÊ> `Ê`i Ì ÊÜ À ÃÊ 1 ÌÊÓä]Ê/ iÊ "Ê i ÌÀi]Ê >Ìwi `Ê Õà iÃÃÊ*>À ] Ê i>À iÊ7>Þ]Ê >Ìwi `]Ê iÀÌv À`à ÀiÊ £äÊ 7°ÊÊ Tel: 01707 260700 | info@grcl.co.uk | www.grcl.co.uk

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Alstom SO-Hy-Drive system in the field

RT Mark. “Delivering on our promises, obligations and creating a first class working relationship with our clients and suppliers is the vision we have for SSL as a business. We want to be a supplier Network Rail is pleased to work with and that staff are proud to work for.” zz

RT Infrastructure Solutions RT Infrastructure Solutions (RTIS) were delighted to be selected as a strategic partner and the preferred supplier of signalling installation resources by Signalling Solutions (SSL) for the delivery of its Geographical Signalling Framework with Network Rail.

This collaborative relationship now enables further investment into the skilled resources required to deliver these works.

The selection of RTIS as SSL’s supply chain partner clearly demonstrates an understanding that procuring for future skills will bring future strategic efficiencies.

Infrastructure Solutions RT Infrastructure Solutions specialises in the safe delivery of railway signalling works. It has significant expertise in covering all aspects of railway signalling including correlation, installation, SMTH testing, maintenance, fabrication and project management.

Signalling:

• Installation • SMTH Testing • Faulting & Maintenance • Asset Surveys • Test & Commissioning • Tendering Support • Project Management

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• Heavy Points Maintenance • CRE or Technical Consultancy • Pre-Installation Build • Procurement of Signalling Materials • Depot Maintenance of Signalling Assets

RT Infrastructure Solutions Ltd 91 Dales Road Tel: 01473 242330 Ipswich, Business Enquiries: 01473 242369 IP1 4JR Email: reception@rt-is.co.uk

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Communications

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The rise of the digital consumer should not be feared – it’s an opportunity ANNA HOLNESS discusses the digital innovation challenges facing the rail industry

W

e live in a world where many people are growing accustomed to working, shopping or keeping in touch from anywhere, at anytime.

Our latest research indicates 80 per cent of consumers currently plan journeys using digital services. Passengers now expect a quick, convenient online service – whether to check for disruption to their services, timetables or compare prices and book tickets. With smartphone penetration expected to reach 90 per cent in the next three years and the advent of mainstream 4G services this summer signalling a faster, more ubiquitous mobile experience, this rise of the digital consumer is only set to increase.

I believe these trends pose three crucial challenges for the rail sector. Firstly, the evolution of mobile technology and social media means there is increasing demand from passengers for rail operators to deliver immediate responses. Secondly, increased competition in the market means more choice for consumers and therefore pressure on businesses to differentiate. Thirdly, businesses in the rail sector will need to innovate and find new communication channels within this increasingly complex digital consumer landscape. But, all of these challenges are also opportunities for growth which can be met with innovative services, using clever technology and enhancing services with constant connectivity.

The real-time challenge – digital solutions to boost passenger loyalty Our research shows that 87 per cent of consumers are frustrated at the lack of real-time information available. Customers want a more informed, integrated experience, where they can manage tickets and access current information, not only about their journey but the destination too. Rail operators need to keep pace with the rapid evolution of mobile technology and ensure the right support is in place to adapt.

The internet has provided passengers today with more choice than ever before. With price comparison sites impacting decision making, it’s now tough for rail operators to keep their

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Anna Holness is managing partner of O2’s Passenger Services Practice

customers returning. The starting point for fostering loyalty is to truly understand your passengers. Data and analytics tools can help rail operators understand more about their customers’ behaviour and needs than ever before. This new insight can help inform marketing plans and offer targeted promotions that benefit passengers, ultimately helping the rail operator differentiate from its competitors.

Innovative digital technology can enhance passenger satisfaction Employees are crucial to delivering the best passenger experience too. Social media is becoming an integral tool for communicating with passengers, particularly in regard to handling customer complaints, but it needs to be integrated across organisations to be truly effective. Ensuring social media teams are connected with customer service employees will allow them to address problems faced by passengers faster.

The digital consumer landscape means new revenue streams for rail growth The arrival of ubiquitous connectivity through 4G offers the potential for businesses, including rail operators, to transform the way they work, communicate with passengers using new channels and boost revenue. The boom of ‘m-commerce’ is set to continue, more

passengers will be shopping on their mobile devices, presenting a huge opportunity for rail operators to work with retailers in stations to generate new revenue streams. With the right digital engagement tools such as mobile marketing messaging services, rail operators can offer value-added services to passengers, such as incentive vouchers for refreshments, deals on taxi services or discounts on visits to local attractions at their destination.

In today’s hyper-connected world, it’s important to remember that digital engagement isn’t just about products and services; it’s about inspiring change – introducing different, personalised ways of interacting with passengers. The opportunity to understand more about customers – in turn allowing rail operators to drive a closer relationship and deliver a more personalised experience is out there, it just needs capturing. Rail operators that seize the digital technology and innovation available to create new revenue streams have a real chance to grow, contributing to a boost in the rail industry as a whole. zz O2 recently launched an initiative to recognise innovation in passenger services and support good causes at the same time.

For more information on the O2 passenger services award please visit:

www.o2.co.uk/enterprise/sectors/ passenger-services/innovation-award

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Legal Signals

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Transparent procurement?

The Rail Franchising Competition Guide

uch has been said in the railway press regarding last year’s controversial West Coast franchise competition cancellation. The Department for Transport (DfT) has – rightly – been castigated for its past failings and there has been much analysis regarding what needs to be improved in the future. This analysis has included two independent reports – by Sam Laidlaw and Richard Brown – into what went wrong with West Coast, as well as rail franchising more generally.

The general consensus is that rail franchising works. However, there are lessons to be learned – in particular that the DfT needs to: (a) specify more clearly what it wants to purchase; (b) be more transparent in the process by which that specification is procured; and (c) build more assurance checks into the process. There has also been pressure to get franchising back on track quickly.

So far, the DfT seems to be taking heed of the criticisms which have been made and is trying to change its ways. We have also seen clear signs that the DfT wants to encourage fresh perspectives in the industry – through encouraging new entrants, innovative partnerships and new technologies.

In March, a detailed timetable for all rail franchises over the next eight years was published, along with a Prior Information Notice (PIN), giving a degree of certainty to the industry. This was followed in April by the publication of a high level process map, setting out the typical lifecycle of a franchise competition – offering greater clarity about the process, particularly for those not familiar with the GB rail market. A more detailed Rail Franchising Competition Guide (the Guide) was published at the end of June.

Designed as an internal DfT working document, the Guide describes each stage of the franchise competition process in detail and sets out points at which assurance and approval measures form part thereof – clearly taking into account Laidlaw’s recommendations. Although an internal document, the plain English Guide has been published by the DfT as part of the Coalition Government’s transparency agenda.

A number of interdependent workstreams are identified in the Guide: (1) setting out the

TAMMY SAMUEL and DARREN FODEY consider the recent publication of the Rail Franchising Competition Guide and what it means for rail franchises franchising programme; (2) specifying what the DfT wants to buy; and (3) running a sound procurement process.

(1) Franchising Programme It will be important for the timetable for each competition to be carefully considered, realistic and robust. Reference is made to the PIN and that the DfT intends to review and update this annually. Interestingly, the Guide states that it does not apply to direct awards and single tender actions – and indeed does not commit the DfT to holding any of the competitions set out in the PIN. Indeed, certain deadlines from the original PIN have already been missed.

The Guide also highlights the increasing prominence of the Franchising Advisory Panel, whose influence will be integral at various points in the process: offering guidance to the DfT and providing rigorous challenge where relevant. A recommendation from the Brown review – and also chaired by Brown – the Panel will bring helpful industry perspectives to the process.

(2) Specification There do not appear to have been significant changes to the specification stage – which will see engagement with stakeholders followed by a consultation process, the outcome of which leads to the publication of the Invitation to Tender and associated documentation.

In a possible development, the Guide intimates that whilst there will be a standard Franchise Agreement (which will require continuous updating), the whole of the Franchise Agreement may be customised for a particular franchise and its specification. This may mean that we can expect to see different forms of Franchise Agreement for each competition, although we anticipate that there will remain significant areas of consistency.

(3) Procurement The Guide sets out the procurement process which will be followed by the DfT. An interesting legal point made is in relation to the status of franchise agreements, which the DfT regards as being “services concession contracts” for the purposes of the Public Contracts Regulations 2006 (the ‘Procurement Regulations’). This is important because the Procurement Regulations do not apply in full to “services concession contracts”.

To date, the DfT has, in any event, run franchise competitions in line with the Procurement Regulations and we expect that it is likely to continue to do so voluntarily. As acknowledged by the DfT, this will need to be reviewed on a case-by-case basis as other procurement legislation may apply – such as the Utilities Contracts Regulations 2006 where an activity is awarded on the basis of a “special or exclusive right”.

Now that the DfT has published the process by which it will conduct a franchise competition, bidders may have a “legitimate expectation” that the DfT will follow such process. There is the possibility that an unsuccessful bidder for a franchise could seek a judicial review of the DfT’s decision on the basis that it has not followed its published guidelines.

The Guide therefore provides some of the transparency for which the DfT’s processes have previously been criticised. It also provides helpful clarity on current procurement-related thinking – a positive step. The clarity of the Guide is an indication of a refreshed DfT, committed to ensuring that past mistakes are not repeated, which will no doubt be welcomed by many in the industry. zz

To contact Tammy or Darren, Tel: +44 (0)207 329 4422.

Web: www.shlegal.com

Tammy Samuel

Darren Fodey

www.railwaystrategies.co.uk

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National Express

Chivers Andrew g in g a n a m – rail director

Having broken new ground with a milestone franchise award in Germany, Andrew Chivers describes to Kirsty Birkett-Stubbs how National Express is already making plans for its delivery

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Flushwithsuccess

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hether it’s by bus, coach, or train the National Express name has long been associated with quality public transport provision.

Since its formation over two decades ago the company has continued to grow and expand the breadth of its offering, which currently includes the award-winning c2c rail franchise serving destinations between London and South Essex.

Despite being a name that is strongly associated with the British market, National Express has in fact been an international operator ever since its first move into the US transport sector in 1998. This was followed by its Spanish coach and bus business in 2005, which also runs services in Morocco.

As such the company is delighted to have been awarded a new 15 year £1.4 billion rail franchise in Germany, which will be delivered through its newly established subsidiary National Express Rail GmbH. This follows on from National Express’ earlier success in the German market with the launch of its city2city coach services in April. The German rail market is the largest in Europe at almost twice the size of the UK franchising system, and the new National Express contracts represent something of a first for UK transport companies in entering this arena.

A new entry As managing director of rail at National Express, Andrew Chivers oversaw the

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servicing around 18 million passengers a year.

“The regional express line RE7 has an overall length of 248 kilometres and starts in the far north of NRW at Rheine and runs north to south through the heart of the region. It serves all of the most populated districts including Münster, Hagen, Wuppertal, Cologne, Neuss (Düsseldorf) and Krefeld. With an overall length of 91 kilometres, the regional line RB48 is the shuttle connection from the regions north and south of Cologne, the biggest city in NRW with over a million inhabitants,” elaborates Andrew.

In terms of what set National Express apart throughout the bidding process, Andrew has his own thoughts: “Many of the regional franchises in Germany are of a similar size to c2c, so our success there was an important part of our bid. After all c2c’s performance speaks for itself – we hold the UK PPM and MAA records, and currently have the highest NPS score of the franchised operators. We have also assembled a very strong team in Germany. Our UK rail credentials are clearly important, but we have been clear that these will be German operations run by people with significant local experience.”

Building standards development of the bid and was the responsible individual on the Group Executive.

With the German rail market having long been dominated by local players, Andrew describes what this award means to the business: “We are very excited by the opportunity and can’t wait to start running services, even though we’ll have to wait until December 2015. This is due to a longer mobilisation phase in Germany as typically the rolling stock is purchased new. We also believe this is the first competitive entry into the German market by a British company, which is particularly pleasing.”

The award consists of two contracts – one regional express and one local service within the North Rhine-Westphalia (NRW) region, which is Germany’s most populated area,

Even at this early stage National Express is anticipating what needs to be done in order to maintain and build upon the existing standards of service. One of the greatest challenges the company faces in comparison to its UK business is the fact that travellers not only have the choice between different operators and transportation modes, but that fares are fixed by the authorities. As such, persuading customers to choose its services will be one of the main areas of focus.

An essential foundation in achieving this goal will be the 35 new Talent 2 trains that have been ordered from Bombardier Transportation.

With today’s passengers expecting convenient and flexible travel options that offer comfort and punctuality, modern vehicles like the Talent

2 more than meet these requirements. The trains can reach speeds of up to 160 kilometres per hour, and offer ample and comfortable seating in both first and second class with multi-purpose areas providing space for prams, wheelchairs, and bicycles. Other key interior features include passenger information monitors showing details on connecting trains, video monitoring, and doors with improved access for people with restricted mobility.

Bombardier products such as the Talent 2 are currently the only rolling stock in the rail industry for which continuous improvement in environmental performance is externally certified according to the EMAS (Eco Management and Audit Scheme). This is both in terms of production and the vehicles themselves. The new National Express units set a high standard in ecological sustainability with almost all recyclable materials, thereby optimising energy and resource efficiency. The new trains will be configured in three-car and five-car sets, and delivered ahead of the start of service in 2015.

Although still basking in this milestone success, National Express is hoping to see the NRW award as the beginning of a wider portfolio as opposed to an isolated entity. The company looks to be well placed to make this a reality as it is already short-listed for a further three contracts throughout Germany.

“There are likely to be around 35 franchises out for tender over the next two years. These will predominantly be regional services similar in size to c2c, and whilst we certainly won’t be bidding for them all it gives a clear sense of the scale of the opportunities presented. Although Germany is a very competitive market, we are determined to win more contracts and build upon our initial success,” concludes Andrew.zz

National Express Tel: +44 (0) 8456 014 873 Email: anthony.vigor@nationalexpress.com Web: www.nationalexpressgroup.com

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NEWS I Integrated Transport

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SYPTE

Transport Minister signs contracts for first Tram-Train service

SYPTE

Transport Minister Norman Baker (centre) at the contract signing ceremony

l Following the recent signing of contracts, a new Tram-Train service is to run between Rotherham Parkgate and Sheffield City Centre, operating on both the existing tramway and the national rail network. The service will start in early 2016 after the route is upgraded and the new vehicles are delivered. The new Tram-Train vehicles will be supplied by Vossloh and will be the first in the country to run on both rail and tram networks. The vehicles are dual voltage, making them future-proofed to cater for any subsequent electrification of the Midland Mainline by being capable of operating at both light and heavy rail operating voltage.

The circa £60 million pilot scheme will provide a boost to the local economy thanks to improved connections across the area and is also expected to create 35 new jobs locally.

Network Rail will build a new link junction and points

Keeping it local l VolkerRail, based at Carolina Court, Lakeside, Doncaster, has been awarded a £4 million contract by South Yorkshire Passenger Transport Executive (SYPTE).

The work, which is the largest investment programme in the tram system since it began running, involves replacing 5450 metres of the tram track, which was originally laid around 20 years ago and is now experiencing wear. During the project, harder wearing steel will be installed to ensure a longer lifespan, estimated at 25-30 years.

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Stagecoach Group

between the light rail and heavy rail lines near Meadowhall South. The rail line from Meadowhall South to Rotherham Central Station and Rotherham Parkgate will be electrified.

New platforms will also be built at Meadowhall South and at Rotherham Parkgate, and Rotherham Central Station’s platforms will be extended to facilitate the new service.

Future station options will also be considered.

The first two years of operation will be used to pilot the Tram-Train concept so that the rail industry can understand and assess the technical issues involved in such operations. If the pilot is successful, it could open the way for Tram-Trains to be introduced in other parts of the country.

In addition to the Tram-Train service the project will also deliver a further three vehicles on the existing Sheffield Supertram tram system, which will help to meet demand at peak operating times.

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NEWS I Stations

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Network Rail

Bank upgrade An impression of the new concourse at London Bridge station

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First designs for London Bridge delivered l HyderWSP JV has delivered the first designs on one of the most complex and ambitious rail station redevelopments in the UK to date – the transformation of London Bridge station, part of Network Rail’s Thameslink Project.

The milestone marks the beginning of construction on the site – with three platforms demolished and the associated track removed – as well as a full year since HyderWSP first began working together on the detailed design for main contractor Costain.

HyderWSP delivered over two hundred and fifty architectural and structural drawings that will enable construction of the back of house area arches that will house the majority of the station’s building services, installation of which will commence in the coming months.

The structural design included making complex alterations to the existing arches and required full structural assessments, along with a schedule of repairs to ensure the arches would be able to carry the loads dictated by the new station layout. Using 3D modelling was vital to ensure that clashes between the structure and services were addressed and resolved.

The JV put their success in delivering this critical milestone on time and to specification, down to the collaborative BS11000 approach they have implemented – including a co-located team and no ‘man-marking’.

l Transport for London’s (TfL) Board has approved the funding to award a contract to Dragados SA, through the new Innovative Contractor Engagement (ICE) process for the Bank station capacity upgrade project.

The Bank and Monument Tube station complex is located in the heart of the City of London financial district and is the fourth busiest interchange station on the Underground network with 96,000 customers during the morning rush hours, which is set to increase. It is a key interchange served by six lines (Northern, Central, Waterloo & City, and at the Monument end of the same station complex, the District and Circle), as well as the Docklands Light Railway (DLR), for which Bank is the main central terminus.

The upgrade project will, by 2021, deliver increased capacity at Bank station and a step-free route between the Northern line platforms, DLR and street levels.

Chester’s restored footbridge Network Rail

l The restoration of the footbridge is the final redevelopment work to be delivered as part of a multi-million pound Chester Renaissance programme for the station and the surrounding area over the past several years. Together with train operator Arriva Trains Wales, Network Rail has invested around £8.5 million at Chester station over the last five years, including £900,000 on restoring the footbridge. The funding has come from the Department for Transport and other work has included: l A new station roof l Improved facilities l Better access for disabled and elderly people.

The footbridge has been refurbished to enhance both its appearance and to make it easier to maintain. The work combined structural repairs with contemporary glazing and surfacing materials as well as traditional conservation work and finishes.

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KELLY BROTHERS SOLAR SIGNS Ltd

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Kelly Brothers Solar Signs provides the highest quality products, backed up with the best of aftercare service

elly Brothers Solar Signs Ltd is the market leader in the UK for solar powered variable message signs (VMS). It has been in the VMS market for over eight years and really believes in the product it supplies, giving the best customer service and aftercare in the industry to all of its customers.

The company has successfully introduced three new VMS products to the UK market recently. The first is the ‘Solar Tech’ ‘MB4’, a smaller version of its proven range of VMS, specially designed for urban areas. With its compact footprint and small, but very high quality 19mm display (capable of up to four lines of text with up to 24 characters per line) this model can be sited in areas previously inaccessible to trailer mounted variable message signs.

Secondly, Kelly Brother’s newest product to hit the market is a state-of-the-art colour VMS, which can display graphics and text

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in five colours (red, green, blue, white and amber) and has an unusually long battery life for this type of sign. Although the use of colour text is not yet permitted on the highway, the company’s colour VMS is perfect for promotions, advertising and events with the ability to import company logos and other graphics - giving a stunning visual impact.

Finally, the ‘Agile Display’ fixed VMS can be solar or mains powered and are available in many sizes and configurations, built to customers’ specific requirements. They have the same high quality 19mm signboard as the MB4, allowing excellent graphics to be displayed. All three new sign types can be programmed remotely via the internet and smartphones.

Kelly Brothers Solar Signs is the largest supplier of agile signs in the world. It covers all types of road works, from utility and resurfacing to emergency call outs for burst water mains.

The company also has a vast amount of experience in the events industry, stretching from all of the major music festivals to the major running and sporting events, air shows, horse trials and motor racing events. It even had a VMS in the Big Brother House and used its VMS for the latest James Bond film whilst on location in London.

Furthermore, Kelly Brother’s manufacturer is a family-run business that is passionate about its products. zz For more information please visit:

www.kelly-bros.com or call

01454 312675

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TIDYCO LTD

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Tidy solutions With over 30 years of experience in the rail industry, Tidyco is an established supplier of hydraulic and pneumatic products, services and safety critical items

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ased in Derby - the rail capital of the UK – Tidyco is conveniently located close to the hub of new developments and benefits from a logistically advantageous position. Over its 30 years of existence it has evolved into a customer-focused, sophisticated organisation, which maintains close relationships with an enviable client list of European OEM rail companies, including Bombardier, Alstom, Siemens, Hitachi, Wabtec, and Faiveley Transport. As Rebecca Moore, marketing executive highlighted, it also has strong links with aftersales supply companies. She added: “These include Unipart Rail, Alstom Partslink and Bombardier, plus we also work directly with numerous train operating companies and maintenance facilities.

This blue-chip clientele has high expectations of those it works with, and comes to Tidyco for its wide range of hydraulic, pneumatic products and services. “We’re also a Parker Hannifin Technology Centre, one of only six in the UK,” said Rebecca. “Therefore we have access to the full range of Parker hydraulic, Parker filtration, pneumatic and fluid connectors products.

“Along with distributing Parker Hannifin products and services, our manufacturing facility can produce hydraulic hose assemblies in either one off or batch production to either customer drawings or patterns,” Rebecca

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continued. “Our tube manipulation division can bend almost any material to customer’s supplier specifications. We don’t stop there; we also design and build hydraulic power packs to customers’ requirements.

“We’ve supplied products to numerous new train builds as well as providing maintenance spares. Approved to ISO9001: 2008 and successfully audited to GMRT 2450, we have a register of over 3000 rail specific items which can be ordered online from our website: www. tidyco.co.uk.”

The company’s online store illustrates its willingness to embrace technology and encouraging customers to go online is part of its dedication to innovative solutions. “One of our core strengths is our online job booking system, which was designed and developed

by Tidyco’s director James Tidy,” explained Rebecca. “This web portal system was created with the aim of streamlining the administrative process.”

Rob Brown, Tidyco’s managing director gave some more details about how the system came into being: “We needed to improve our service and communications with our

customers,” he said. So Tidyco invested heavily in IT systems, which enables it to supply the highest levels of customer service. Tidyco’s online portals enable all account customers to view their orders and track them through the manufacturing process from start to finish.

The customer is kept informed at all stages of the supply process. “Creating a simple, easilymanaged portal meant that not only are our engineers constantly up to speed with jobs requested, but the customer can also access the status of their current jobs, which greatly improves communication between all parties, thus keeping us ahead of the competition,” added Rob. “Strong relationships with the customer base are integral to the growth and selfdevelopment within our business,” continued Rebecca. “We have always laid foundations for growth and of course, this naturally takes time, particularly in this current climate, however we are incredibly pleased with the development we have achieved within the company and how it continues to grow rapidly. This is intrinsically linked to our employees who work unbelievably hard to ensure that Tidyco’s expansion is a

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Director James Tidy success. Without them, we wouldn’t be in the position to grow.”

2013 is already proving to be a very exciting year for Tidyco, with long-term contracts in place with clients such as Alstom, Siemens

Training Services 2000 Ltd/TidyCo Apprenticeship Partnership TidyCo have always had a pro-active approach to ‘in house training’ thus ensuring their workshop staff were fully equipped with the skills needed to meet their customer facing ‘rapid response philosophy.’ Training Services 2000 Ltd was tasked with developing a bespoke Apprenticeship programme that embraced the TidyCo culture. The programme consisted of both ‘off and on’ training modules delivered by the training partners alongside secondments to the Fluid Power Centre in Worksop.

TidyCo offer a truly inspirational learning experience for its budding engineers. TS2000 is proud to be the Apprenticeship partner for Tidyco.

re Rebecca Moo e iv ut ec Ex g tin Marke

and Bombardier, and additionally for the first time a presence at the Railtex Exhibition at Earl’s Court. “This for us was a huge success and we found it extremely beneficial,” said Rebecca. “Rail is our predominant marketplace and we enjoyed the opportunity to discuss the rolling stock, new build and maintenance opportunities that are continuing to arise over ground and underground.

“Our historical reputation ensures that existing and new customers trust us implicitly to not only get the job done on time but also efficiently, plus our continuing and developing projects show our reliability and quality.

“We’re extremely proud of our achievements and continue to grow our sectors by the year – in addition to rail we also supply to other markets such as marine, engineering, construction, agriculture, defence, automotive

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and energy. I feel our success is based on excellent quality, safety and reliability within any of the marketplaces in which we work, and over the next few years we will be focusing on continued quality, safety, reliability and lowest life cycle cost.”

In the three decades since Tidyco was established, the markets, technology and strategies of its customers and suppliers have changed dramatically. The company has survived and flourished thanks to a forward thinking approach, a drive to succeed and admirable levels of customer service.

Maintaining these levels and expanding on its offering are both on the agenda for the future, and as Rebecca concluded: “Tidyco is looking forward to seeing what the future holds.” zz

Web: www.tidyco.co.uk

Training Services Ltd TS2000

Based in Pride Park, Derby, we specialise in delivering Intermediate Apprenticeships and Advanced Apprenticeships in Engineering, Performing Manufacturing Operations, Business & Administration, I.T, Marketing, Sales, Recruitment and Customer Service.

Recognised by Ofsted as an Outstanding Grade 1 provider

Want to find out more?

Call us now on

01332 361555 or email us on

info@ts2000.co.uk

www.railwaystrategies.co.uk

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Keltbray

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Keltbray apprentice assessment day in Crewe - 19th June

The arrival of five new stateof-the-art road-rail vehicles underlines Keltbray Aspire’s commitment to the development of its rail services, with an eye to the upcoming electrification programmes

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stablished in 1976, Keltbray is the UK’s leading specialist engineering, construction, decommissioning and environmental services business. The company provides fully integrated services to meet the needs of diverse and complex projects throughout the country. Although present in many sectors, the Group quantifies its activities into three main reporting business streams – Demolition & Civil Engineering, Rail, and Environmental Materials Management.

Recently Keltbray announced a 17 per cent turnover increase for the financial year ending 31 October 2012. Of this the rail business was responsible the largest increase on the back of the award of a £46 million contract, the company’s largest ever project, for Network Rail to supply power supply upgrades on the West Coast Mainline.

Electrification is also an area of strong growth for the company. As such earlier this year Keltbray introduced a new managing director, David Godley, for its electrification division Keltbray Aspire. “The Government has announced a programme of £9.4 billion into the railway up to 2019, and if you add up all the various schemes that equates to something

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One of the new LRB 17 road-rail machines on arrival at Keltbray Aspire’s depot in Crewe

around £4 billion of electrification in that period,” he notes.

“The problem we now face is that there’s not enough skilled people in the industry at the moment to cope with that volume of work.

The way that we are addressing this is by taking on new personnel. Our business has been built on the principle that we employ only our own people and operate our own plant, which gives us more control. We provide the training, vehicles, equipment and PPE for our staff, which is not what everyone does in the industry, but I believe it is important,” he continues.

It is also David’s belief that the shortage of electrification workers places an obligation on all parties involved in the industry to provide training and invest in upskilling to address this.

“This year we are taking on eight apprentices in an electrification training scheme we have developed in partnership with South Cheshire college in Crewe,” he elaborates. “We also have a parallel programme for eight conversion engineers, who are people with some railway skill already that we are turning into skilled electrification workers. Finally, we have a further six people joining the business in our new start

scheme. Like apprentices they don’t have any background in rail, so we have developed a two year structured programme to get them up to Overhead Line Electrification Competence (OLEC) Level 3.”

Keltbray Aspire is assisted in this process by its in-house training span at its headquarters in Crewe. With the company’s employees working at height when out in the field, and often other challenging environmental conditions, this facility offers a means of safely training personnel in a practical manner. “We have a section of overhead electrified line, so they can go in and put up wire and insulators, and build in neutral sections. With this we’re able to replicate any form of electrification in the country, so it really goes hand-in-hand with our appointment of new trainees,” highlights David.

In terms of plant, Keltbray Aspire has one of the largest fleets in the industry numbering 85 road-rail vehicles, which are generally referred to as Mobile Elevated Working Platforms (MEWPs).

This figure has recently been added to with the additional of five new LRB 17 road-rail vehicles from SRS Sjölanders at a value of £2.2 million.

This is the biggest vehicle investment in the rail electrification industry for almost a decade.

Keltbray a Metro Bir t work on the Mid mingham land

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz “At the time of placing the contract we had just won the power supply upgrade project with Network Rail, and we recognised that we needed more capacity as our current fleet was at maximum utilisation. This led to us having to hire in supplementary machines, which was becoming harder to do as everyone wants to use the same pool of vehicles in the country. They are also more flexible, and quicker to manoeuvre, which all helps reduce the time required for maintenance and length of possessions. Furthermore, they come equipped with the necessary control systems for working adjacent to an open rail line,” remarks David.

Having completed the vehicle approval board and Network Rail product acceptance processes, since early June the new vehicles have been hard at work on Keltbray Aspire projects. This includes some work at Reading, but predominately is the West Coast Mainline power supply upgrades, which run from Wembley to Crewe over an area of 140 miles.

Whilst David may still be defining the finer points of his strategy for Keltbray Aspire, after

SRS Sjölanders AB SRS Sjölanders AB is the world leading company within the road-rail technology, with more than 40 years’ experience of development, design and manufacturing.

According to the company’s managing director, Peter Sundström, the UK has historically been one of the company’s largest markets: “It is more than nine years since we last provided new equipment of this kind into the UK market, so we are delighted with this order. The vehicles supplied to Keltbray are key to reducing transport time and increasing working time. They are more user-friendly and have a number of new features, including improved lighting and tool box storage, a state-of-the-art control system and new safety systems to the access platforms, comprising overload protection and protection from fouling the adjacent lines. They can also facilitate additional equipment, such as pantographs and wire lifters, have colour displays that make it easier to position the vehicles and access platforms, while the chassis has a higher level of comfort for drivers and passengers.”

only seven months in the business, he already has certain aspirations for its future: “At the moment Network Rail are going through the process of selecting people for the national electrification framework agreement, and of course we want to play a strong role in that. As such, we’re now in the midst of pre-qualification. In general terms, I don’t see any reason why we shouldn’t significantly increase the size of the electrification business over the next three to four years, partly because of the growth in this sector and because we are targeting areas where we can add value through our own plant and personnel. It will be challenging though as people are the key resource, and the whole industry is trying to draw from the same pool,” he concludes. zz

Web: www.keltbray.com

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Story Contracting

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Top of the league Story Contracting prides itself on very high standards and total client satisfaction

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multi-disciplinary company specialising in building and civil engineering, construction and rail infrastructure services, Story Contracting Ltd operates throughout the north of England and southern Scotland. The company has the capability to manage all sizes of projects ranging from small maintenance projects, to multi-million pound contracts, and has a wealth of construction project experience in industrial, commercial, renewable energy, utilities, local authorities, highways, maintenance and education projects.

When it comes to the rail sector, Story Contracting has grown into a highly respected and well-known provider of rail solutions, and, stretching further afield than the building side, the company’s rail division operates at a national level.

The Rail division of Story Contracting has grown progressively in stature and experience since being established in 2000 and the company’s other specialist Construction and Plant divisions have added dimensions to its capabilities that few other rail contractors can match. With access to these additional resources Story Contracting is able to

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undertake a vast array of track renewal and rail related civil engineering projects of an impressive scope.

Over the past 13 years Story’s rail department has built an impressive portfolio of work, which includes numerous plain line and S&C track renewals, bridge reconstructions and refurbishments, viaduct strengthening, structural repairs, embankment stabilisation projects, station refurbishments, scour protection to waterways and coastal defences, drainage schemes, S&T route works, mast and equipment bases, site infrastructure projects and rail related civils schemes.

These projects are delivered by Story Contracting’s experienced and professional team, which consists of project managers, engineers, surveyors and site teams, all holding the appropriate safety critical competencies and including specialist capabilities such as engineering supervisors, hand back engineers and possession planners.

This expert team is supported by the latest machinery, and the company maintains a large fleet of both operated and non-operated plant and heavy transport vehicles in which it continually invests. In this way, Story

Contracting can ensure that it has the most reliable and efficient machinery, as well as environmentally friendly plant available for clients.

The combination of this extensive fleet of in-house plant and 300 strong PTS qualified workforce gives Story Contracting a formidable capability to deliver complex schemes safely, within challenging timescales and to budget.

In addition, the company holds a Network Rail Principal Contractor Licence and a Plant Operator Licence which enable it to operate on-track plant on Network Rail infrastructure the company is increasingly being regarded as a first tier supplier to Network Rail.

A perfect example of how the company works with Network Rail is its role in the delivery of an £11 million portfolio of bridge refurbishment works for London North Eastern.

This is being undertaken as part of the Government’s enhanced spend programme.

Mike Halliday, rail director, elaborates: “The work scope includes grit blasting of existing steel structures, carrying out repairs as required, and repainting. This is an area of business we want to continue in. With our naturally inquisitive style we have been

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Work in progress successful in finding more cost effective solutions working with the supply chain, and within Network Rail’s maintenance requirements. As a result of this we have been able to deliver savings to the programme of £1.1 million through continuous improvement.

This has been fed back in, with a further four structures being added to the original 26 within the £11 million allowance”.

Continually evolving and growing stronger, the relationship between Network Rail and Story Contracting was recognised in February 2013 when the company reached the number one spot on Network Rail's PRISM Performance League Table. PRISM is the tool Network Rail uses to assess the performance of suppliers and its own performance in enabling them to carry out a contract. The tool was developed in conjunction with the supply chain and various functions across Network Rail to drive a culture of continuous performance improvement.

Story Contracting is dedicated to providing the best possible service to clients by delivering quality projects on-time, within budget and safely, but it appreciates holding the number one spot in this particular league is a great accolade and it looks forward to continuing to operate at this level.

Further awards were also forthcoming in 2013 for Story Contracting - at the end of April, it attended the ICE West Midlands awards ceremony at the ICC in Birmingham.

In partnership with Network Rail it was entered into both the 'Construction' and 'Partnership' categories for its work on Milverton Viaduct over Christmas 2012. The evening turned into a winning night for Story Contracting as it picked up the award for 'Construction' - this category focused on projects that demonstrate excellent construction techniques.

painting

After grit blasting and pain ting

These sorts of awards are a fantastic achievement and a testament to the hard work put in by the team. Story Contracting prides itself on continuously maintaining its status as a forward thinking, visionary company with high values, and the implementation of sound practices and preservation of an exemplary safety record are always at the top of the

agenda. Going forward, the company is determined to maintain its leading position, as well as continuing to grow its order book and further build on its already strong relationship with Network Rail. zz

Web: www.storycontracting.com

N.E.A.T Limited

Providing Electrical Services to Story Rail, Industry and Business

Electrical Contracting Fixed Wiring Inspections PAT Testing Data and Telecoms Wiring Fire Alarms Emergency Lighting Maintenance and Repairs Thermal Imaging Call us on: 0161 320 5050 info@neat.ltd.uk Call usEmail: on: +44(0) 161 320 5050 Or visit: www.neat.ltd.uk Or email: info@neat.ltd.uk

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CML

zzzzzzzzzzzzzzzzzzzzzzzzzzz Crome Road

Building

a reputation

Delivering essential repair, renewal and refurbishment works, CML is contributing to the day-to-day running of the railway

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C

onstruction Marine Ltd (CML) was formed in 1986 as a company to undertake both general civil engineering and construction, and marine civil engineering and construction as two separate arms of the business,” begins Geoff Mortimer, managing director. “At that time marine civil engineering was perhaps the biggest percentage of the business, but as the rail industry evolved from British Rail to Network Rail we have developed alongside that to operate within the rigours of that environment.”

In fact rail is now the predominant activity of the business and has been for some

considerable time. CML still retains its Class 377 refresh work niche expertise in coastal defences and marine protection works, but this has been supplemented with an in-depth knowledge of the unique systems and procedures employed in rail. “Eighty per cent of what we do is design and build, and the fact that we’re involved in the early stages improves the project delivery process and ensures that we provide value engineering,” notes Geoff.

“We undertake all aspects of rail civil engineering including earthworks and drainage, embankment and cutting stabilisation, scour and erosion protection,

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz structures such as bridges, and buildings including stations, platforms and signal boxes.

We hold a Network Rail Principal Contractor Licence, working directly for the client in framework contracts on both infrastructure projects and maintenance. Alongside this we have key relationships with other partners in the rail industry, as well as undertaking some civil engineering works outside of the sector,� he continues.

JP Plant Hire JP Plant Hire is a leading provider of contractor’s plant and equipment with over 30 years service to industry. It boasts a large range of machinery from power tools and concrete equipment, to tracked excavators, site dumpers, compaction rollers and air compressors. With its own fleet of transport vehicles an expansive area is covered to meet its customers needs. The company has supplied Construction Marine for over ten years and long may the successful relationship continue.

JP

Tinsley

PLANT HIRE LTD HIRE SALES SERVICE CONSTRUCTION PLANT & EQUIPMENT

Suppliers to the railway industry and many more

JP Plant Hire, Crossroads Hire Centre, Selby Road, South Milford, LS25 5JE Tel: 01977 683324 Fax: 01977 681584 Email: salesjpplant@btconnect.com

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Woolley tunnel Over the years CML has presented itself as a client focused business, with a preference for working in partnership with its customers.

“It can be very difficult for new people coming into the rail industry to understand its specialist demands, but we work collaboratively with the client to overcome the challenges of that environment,” highlights Geoff. “Safety is the highest priority of the railway and we place significant emphasis on this in turn. From a quality standpoint we believe we provide overall competitive solutions that either maintain or exceed project performance objectives specified by Network Rail, and monitor each project against that criteria.”

However, as Geoff acknowledges the business is only as good as the people that it employs: “We have people who have worked for us for 15 or even 20 years, and that continuity and commitment of the workforce develops team spirit, which has significant value when measured in the quality of work produced. We subcontract very little having a large direct workforce and a large proportion of our own plant and machinery, which enables us to maintain control of resources and provide the client with optimal value for money.

“We remain committed to reinvesting in both the training and development of personnel and the upgrade of plant and equipment.

In particular recent changes to adjacent line working regulations in the industry will require fairly significant investment. Likewise we

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zzzzzzzzzzzzzzzzzzzzzzzzzzz work with the Prince’s Trust to give young people the opportunity to move into a work environment, and receive training and a background in the industry. It’s a way of bringing local communities together and there’s a bit of satisfaction in being able to offer those opportunities,” he elaborates.

Much of CML’s work in the rail industry has been in repair, refurbishment and renewal works. On a network that contains structures of 150 years in age though, this type of work, whilst classified as maintenance and refurbishment is closer to building a brand new asset in many cases. Likewise such structures weren’t built for the level of usage and modern loading criteria of today, so understanding why a particular part of the network still stands up and why other fails is one of the challenges CML faces.

“In the last year we have seen the Department for Transport (DfT) put money into a budget that was loosely classified as enhanced spend works. In doing that

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CML

Edenbridge the Government promoted certain types of work within the rail industry that were to be completed using this money and I think that has helped the sector significantly in helping keep people employed, and take on new staff,” describes Geoff.

“As to how the market is going to change going forward, the Government is putting significant investment into rail and a lot of that is in the headline projects such as Crossrail, which will be contested by the major players in the market. Whilst CML deals with less high profile work such as landslips, or renewals, these elements are absolutely vital to keeping

Construction Marine Ltd. Railway Civil Engineers

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Building a history of engineering success

T: +44(0)113 262 4444 | E: info@cml.uk.com

The Coach House, Mansion Gate Drive, Chapel Allerton, Leeds LS7 4SY

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CML

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the railway running.”

This is an area where CML has become something of a specialist. This year has been no different in terms of landslip works picked up by the business, but what has changed is the timing of this. Historically such activity was predominately in the winter time when the weather was typically worse, whereas it is now no longer confined to particular seasons with landslips happening at any time of the year.

Turning his attention to the future, as with many in the rail sector Geoff is looking to what the transition between Control Periods will mean for the business: “We are now coming up to a new Control Period, and from a workload perspective we are committed until the end of Control Period 4, and now need to look at the opportunities that are out there for Control Period 5. This may mean that as a company we have to grow, even though we are already a significant business within rail, but to stretch our offering further to meet market demands.” zz

Web: www.cml.uk.com

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Steatite Limited

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Built tolast As a specialist in proving computing solutions for use in challenging environments, Steatite Limited is increasing its offering to the rail market and bridging the technology gap

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Andy Weekes

or those operating in mission critical and harsh environments, high performance and reliability are primary concerns. Steatite Limited, part of Solid State PLC, provides Industrial and Rugged Mobile Computing Platforms and Integrated Battery Solutions that can be depended upon whatever the application.

These range from commercial off-the-shelf products through to custom-engineered application-ready computer systems, which keep quality at the forefront. “Having developed a proven track record in supporting clients and applications across a variety of markets, combined with a strong and successful

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zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz history of acquiring complementary businesses, Steatite provides a high level of service for all of our clients,” begins business development manager Andrew Weekes.

“Such markets include military, transportation, security, oil and gas, and industrial automation. Our goal is to enhance and develop our products, capabilities, services and support by working with existing and new clients to supply solutions that exceed expectations.”

One of the ways that Steatite achieves this is through its engineering capability, which is used to design, develop and deliver full solutions across a wide range of computing and battery technologies. The company is also a Gold Level Microsoft Embedded Partner, and has a dedicated in-house team able to assist in developing embedded operating system images.

As for the rail market, Steatite chiefly supplies solutions for use in station security, on-train internet, fleet and track maintenance,

and passenger information and ticketing applications. This includes fanless high performance computers, rack-mounted servers, rugged mobile computers, hardened

U Ruggedised 3G and 4G routers U Built in WiFi (client or access point) and GPS options for AVL and local mapping U GRE tunneling, local IP, IPSEC, VPN Client and WAN gateways U Managed M2M solutions through integrated horizontal platforms Email: emea@calamp.com Call: +44 (0) 208 605 0088

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ethernet switches, CCTV monitors and ticketing machines.

Describing the benefits of securing such solutions from Steatite, Andrew says: “We have 28 years of experience in producing mission critical systems for the military, together with the commercial demands of markets such as retail and security, which translates well into rail. Our products boast long life cycles incorporating the latest generation Intel high performance CPUs. Furthermore they are designed and tested to EN50121-4 and EN50155 at our in-house facilities, which also enable us to test for EMC, temperature, shock, and vibration performance for specific project needs.”

Adding even further to this scope, Steatite launched a new cellular router for the provision of on-train WiFi services at the Railtex exhibition earlier in the year. This offers two main features, acting as both a WiFi access point for passengers and a data concentrator with GPS tracking.

“As a WiFi access point, passengers can maintain internet connectivity for their journey,” elaborates Andrew. “By having roof-mounted antenna and diversity support for 3G the coverage offered will be far better than their own mobile network devices. By supporting multi-carrier SIMs, 3G network coverage can be maintained whilst travelling at high speed and changing between different cells. There is to be a major deployment of this router system within the German rail network where its robustness and conformance to EN50155 is required.

“As a data concentrator, the router can be used to connect devices such as passenger information systems to remote servers.

zzzzzzzzzzzzzzzzzz The serial connection can be automatically packeted and directed to a remote IP address with no application development needed. GPS tracking is also inherent within the device,” he continues.

It’s not the only new development that Steatite has been pursuing for use in the sector though, as a second new router product is also to be launched later in the year. This will offer two LTE and 3G connections, and as such through the use of these two independent modems will increase the level of coverage available to the mobile user. Furthermore the company has also worked alongside feedback from the sector to develop rail approved servers that meet the ever changing requirements of the marketplace.

As a result of the company’s focus and approach to its markets in recent years, Steatite has found its business double in size over the last five years and remaining well positioned for the future. “Having spent time understanding the requirements of the rail industry, we bring to market a range of railapproved platforms which will offer users a number of benefits against products currently in the marketplace,” confirms Andrew.

“Steatite’s strategy is to continue developing and supporting core markets while developing a sales and distribution channel outside of our shores,” he concludes. “Staying at the forefront of technology and capability will keep Steatite as one of the most successful system integrators in the field of industrial and rugged computing in the UK.” zz

Steatite Limited

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R-SYS-EMB-QM77

calamp router

Drop It, Drench It, Pound It!

Web: www.steatite.co.uk.

Handheld Handheld is a leading supplier of high quality, full-featured rugged mobile computers from PDAs to tablets and notebooks. Our versatile product range ensures the most durable and cost effective solution for practically any mobile computing challenge, designed and manufactured to MIL-STD-810F and IP65 standards; ensuring maximum availability to your mobile field force.

Handheld deliver complete mobile computer solutions to industries such as logistics, forestry, geodesy, public transport, construction, service and maintenance, military and security.

Rugged Computers for Tough Environments

handheld

www.handhelduk.com info@handhelduk.com +44 (0) 1926 333 266

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Arlington Fleet Services

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Under expansion Under expansion As part of a growing business group, Arlington Fleet Services is considering plans for its future

Speno Rail gr inder on over haul

Wagon bogies being overhauled

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rlington Fleet Services Limited was set-up in 2004 by three former British Rail engineers, and is now just one part of the Arlington Fleet Group alongside Arlington Rail Services Limited and Arlington Fleet Workshops Limited. Fleet Services remains the key trading company though and the most visible element of the group carrying out all manner of rail vehicle engineering activities on all types of traction and rolling stock.

It is able to provide every level of attention including structural re-builds such as collision repairs, body finishing and painting, interior refurbishments, complete modification packages, routine maintenance and servicing, fuelling, and even cleaning and preparation.

This is supported by train marshalling and reception and despatch services as required.

Having previously operated as a sole business, since 2012 Arlington Fleet Services has been joined by the other facets of the group, beginning with Rail Services. This is the former Knights Rail Services business, which specialised in rail vehicle storage, component storage, and component recovery, and was purchased by Arlington last year giving the group effective control of all rail activities on the Eastleigh Works site. Likewise, Fleet Workshops is a new venture preparing for

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engineering development activities on the site.

“Our customers are as wide and diverse as our product offering,” notes John Campbell, systems director. “We have skilfully segmented the market so as to best capture and support our clients requirements. This also allows Arlington to capitalise on parts of the market that are often poorly serviced. For example, one-off projects tend to interfere with high volume production lines and so tend to be only taken on if they are not time sensitive.

Arlington’s approach is to make special projects a production run in their own right without segmenting by vehicle type or other bias.

“It is the mobile system though where Arlington started. Even prior to privatisation those wagons that were stranded due to wheelset failures were quite a problem.

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Arlington devised a simple means to solve this issue by kitting out a lorry with heavy lifting and brake testing equipment. This enabled it to pick up wheelsets from the supplier, take them to site, change them with out the need to hire cranes, set the wagon back to traffic, and return the defective wheelsets,” he continues.

This then expanded to the provision of other work whilst on site. Often the stranded wagon was overdue routine maintenance, and so Arlington widened its offering to encompass this. Other wagons in the same siding could also be serviced at the same time, unplanned repairs carried out and even component exchange overhauls completed. This offering has declined as a result of its own success in clearing the backlog, but remains one of Arlington’s specialist areas.

As to what else sets Arlington apart in the market John shares his thoughts: “It’s the diversity of our expertise. Our roots, in our founder members and employees, are almost exclusively from a running shed environment.

What that means for the client is that we fully

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Stone-blower from out of the paint shop understand their needs as well as the overall task we are contributing to – a mass transit transport system. The works at Eastleigh also offer a strategic benefit. It is located on a busy junction with easy access to the whole network. There are third and fourth rail traction supplies in the sidings, and the long length sheds allow for whole trains to be serviced without splitting vehicles.”

It also offers room for expansion, which is what Arlington has been doing in all areas since moving into the site. This includes investment into new remote controlled overhead cranes, laying of over one mile of track, repair of thousands of square feet of workshop space, and plans to supplement the third and fourth rail traction supplies with an overhead 25kV system.

“We have seen a particularly strong growth in the painting of rail vehicles and so this is subject to a number of immediate expansion initiatives. In terms of current projects we are converting former EMU motor coaches into translator vehicles that allow standard locomotives to haul electric trains. This will be a new take on the concept, since the original translators were built from Mk 1 coaches in the 1970s, with modern equipment and more flexible working methods,” highlights John.

AVMR AVMR are suppliers to the rail, construction, military, marine and many other industries. We are pleased to have worked with Arlington Fleet on a project supplying bonded bushes for a series of railway bogies. We offered a fast design and manufacture of the products and delivered the goods ahead of schedule. We look forward to working with Arlington on future projects. Our expertise is in offering isolation solutions. We can design, develop and test to achieve required performance and manufacture prototypes and production volumes.

Translator coaches This looks to be only the beginning for the Arlington group as John reveals: “We have many short, medium and long-term plans for the business.” As to what these may entail it seems as though the specific direction is still being formulated, but that the company is far from short on ideas. “Many of these are dependant upon a wide range of influences so we have devised many contingencies to suit,” he continues. “2013 is key from this planning perspective but there will be no significant

change for the remainder of the year. There may, however, be a series of announcements towards the end of the year that will highlight the future.

“2014 is likely to see a greater increase in large fleet work in both the passenger and freight markets. It is also likely to see an increase in operational activities with stabling, train marshalling and despatch, and routine fuelling and servicing that accompanies that work,” he concludes. zz

isolation solutions

AVMR, Specialists in Vibration Isolation for both standard, custom designed, and refurbished anti-vibration products.

Suppliers to the Rail, Construction, Military, Marine and many other industries.

We offer Standard Products in a wide range of materials and rubber stiffnesses. We also offer a comprehensive selection of Shock Mounts, Spring Mounts and Shear Cap Mounts.

There are products in use today for which spare components are no longer available. We can design develop and test to your requirements. New Design, prototyping through to production. visit our website at www.antivibrationmethods.com

Anti-Vibration Methods (Rubber) Co Ltd Unit 5, Woodcock Industrial Estate, Warminster, BA12 9DX, UK Tel: +44 (0) 1985 219 032 Fax: +44 (0) 1985 219 849 Email: sales@antivibrationmethods.co.uk

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Collis Engineering

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Indemand Collis Engineering Ltd’s innovative hinged lightweight post continues to gain positive industry attention and has strengthened the Signal House Group as a whole

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sing the lull in activity during the London’s 2012 Olympic Games to its advantage, Collis Engineering, a long established railway signalling contractor, focused on enhancing its product portfolio to ensure a positive end to 2012 and a stronger 2013. “There was a decision to suspend a lot of railway works during the Olympics, having a knock-on effect for late 2012” says David Eades, commercial director of Collis Engineering. “During this time we did a lot of research and development and design work and made sure that once the Olympic period concluded we would hit the ground

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running. Since then we have had a very strong 2013, which is partly down to the development and roll out of the hinged lightweight post. We have sold over 300 units and had over 27 different project requirements; that can be from a customer wanting one hinged lightweight post at a time and others wanting 50. It has been exceptionally well received on the market, I have to say.”

The Network Rail approved revolutionary hinged lightweight post has already been established as the preferred choice throughout the network since its launch in 2012 and can be supplied either as a straight post to

replicate a 912mm signal post or an offset post to replicate a 1262mm and 1500mm signal post. Designed to support any Network Rail approved LED signal head or indicator, the post is fitted with a spring assisted hinge mechanism to facilitate lowering to ground level to maintain the signal head. The hinge mechanism then assists the maintainer to push the signal back to the upright position.

No additional equipment is needed to raise and lower the post. As a lightweight design, the post can be handled by two men and installed without the need for on track plant or specialised equipment.

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Collis Engineering, part of Signal House Group Limited, is dedicated to innovation and offering cost effective, cutting edge solutions.

Collis has continued to further develop its revolutionary product while also paying attention to customer feedback to enhance the hinged lightweight post, as Rob Renshaw, business development executive explains: “We are using innovation and new ideas to develop our initial idea further so the hinged lightweight post can take larger signalling arrays and any other improvements that we can take on from industry feedback and requirements.”

With early cost estimates showing installation costs of the hinged lightweight post are approximately half those of a standard signal post, the company is anticipating the sales order figure to double in the near future.

Although the hinged lightweight post has garnered huge levels of positive attention and critical acclaim, Collis Engineering recognises its product is not a universal solution to all signal structure issues. The company considers that future requirements will approximate to 80 per cent of signal posts being lightweight with the remaining 20 per cent requiring standard traditional signal structures. The strength within the business lies with the ability to lead customers through a range of options to best suit their individual needs.

As part of Signal House Group, which offers an unrivalled service in railway engineering through unifying three specialised engineering companies, Collis Engineering has seen the group as a whole strengthen from its recent success, as David enthuses: “We have Signal House in Leighton Buzzard currently working on new signals and industrial lighting as well as Collis Civil Engineering, in Derbyshire, benefitting from the work we are doing on hinged lightweight posts. The civil engineering arm of the group continues to offer tremendous

whole life cycle cost benefits to the industry as we have specialist teams offering life extension refurbishment packages. Structural refurbishment is a strong area for us; we are the experts at it.”

With a healthy order book for 2013, Collis Engineering is on the brink of some large projects in the near future and is enthusiastic about the coming years. “2013 has been

strong and we’re already looking at 2014 – 2015 and how we are going to improve our products on the same line as the hinged lightweight post to make them cheaper, lighter and easier to install. The hinged lightweight post is a product we will continue to develop and it has given us some great ideas for the future. The industry will continue to challenge us but we are looking forward to this. The future’s bright, it has LED signals in it!” enthuses David.

“We are obviously very proud of this product and I think the pride we feel is led by the amount of enquiries, orders we have received, the projects we are waiting on and the forecasting we have for the future. This could expand more than we ever imagined. As a group we are solution specialists and it’s the pride you feel in coming up with a solution, not just churning out the same product but actually working with a customer to solve a problem. It’s a good feeling,” concludes Rob. zz

Web: collis.co.uk

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MORRIS LINE ENGINEERING

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Makingtheswitch As the electrification of rail networks steps up across the world, Morris Line Engineering’s expertise is being put to good use

25kV Track Switch

H

igh voltage disconnectors and switches have been Morris Line Engineering’s (MLE) line of business since it was established in 1976. This design and manufacture expertise has seen its equipment installed across the electricity, oil and gas and rail industries, both home and abroad.

“Whilst our customer base has remained relatively unchanged, there has been a significant increase in the size of orders,”

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describes Nigel Jones, sales, marketing and technical manager. “On the whole business has increased over the last 12 months by around 19 per cent resulting in an increase in manpower. Preparations are being made to increase the factory size to accommodate further growth.”

Company divisional director Brian Jones continues: “This will ultimately lower our lead times on certain products which have been identified as critical for our customers. This

year we have been inundated with requests for our equipment, which seems to be the result of some of the issues arranged in recent years.

This includes the need to upgrade and support our infrastructure with correct maintenance systems and corrective action, and although some major decisions have taken a backseat due to the financial climate Network Rail’s expected spend runs into billions of pounds.

As such small, medium and large companies are seeing a light at the end of the tunnel, this is also apparent with the Distribution Network Operators (DNOs) concerning maintenance projects that have been increased over the last year.”

Over the years MLE has developed a range of manual and motorised high voltage and current isolators, which can be fitted with either porcelain or polymeric insulators, as well as various auxiliary equipment. It continues to add to its portfolio with new technologies and solutions including track switches and load break devices.

Even today the R&D department is operating at its maximum capacity. Elaborating on some of the projects in motion Nigel says: “We have developed a new fixed earthing device (FED), which is the first of its kind to offer section earthing from a control box, eliminating the need for personnel earthing devices to be applied. This will decrease maintenance time trackside by about two hours. This system is currently being approved by the customer with a view to an order. We also have a vacuum bottle load break switch under development and hope to have concluded tests by the end of the year. This product will allow greater loads to be isolated using an ABS.” In terms of more project specific development work Nigel notes the work MLE is doing with a petrochemical company in the Middle East: “The client approached us earlier in the year to develop an Air Break Switch Disconnector combination unit with a fault rating of 40kA for three seconds. At present this is 80 per cent into the design stage, with the next step to manufacture a prototype, which can be type tested at a laboratory to values incorporated within IEC guidelines.”

MLE has also recently completed the supply of equipment to MTR in Hong Kong, as operator of the rail line and underground networks in the region. MTR boasts a 99.9 per cent success rate, which has been achieved through the use of a very stringent set of specifications and maintenance systems to ensure that the failure rate does not increase,

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz and so MLE’s equipment has to adhere to this also.

“We have also been working with engineers at Tata Steel over the last six years to combat some safety issues that they had identified.

Having designed and manufactured a solution and installed these units we have had very positive feedback from this project, to which this option may be rolled out to all steel plants in the UK and even Europe,” adds Nigel.

Last year MLE opened a new factory in the United Arab Emirates (UAE) in order to promote newly developed equipment within this known market and supply cost-effective solutions. Since its launch, the facility has fared well with attainment of ISO 9001: 2008, and the generation of its own new business. This adds another strand to MLE’s global presence, which currently includes the Middle East, Far East and Africa, as well as home markets of the UK and Ireland.

“With rail electrification projects being announced throughout the world including the Middle East, Malaysia and Russia, there is potentially a vast market for our equipment due to its design and reliability. Rest assured that we will also be focusing on other areas where the market is increasing. Likewise with the UK DNOs having more and more renewable energy projects such as solar and wind farms, it is an exciting time to be involved with these companies,” concludes Brian. zz

Web: www.morrisline.co.uk

PENNINE CASTINGS LIMITED

Rolling Stock Brake Pad Holders,Yokes, Compressed Air Couplers.

Rail Blocks, Body and Cam Clips.

Accessories Carriage Keys and Rail Fog Signal Detonators.

High Voltage Switchgear Components.

Pennine Castings Limited have been in business since 1902, supplying a wide range of products and markets. Manufacturing both high volume and spares quantities. Holding ISO 9001 : 2008. We are an experienced exporter, having exported to over 40 countries worldwide.

Our smaller structures and management tiers, mean that decisionmaking is simpler, problems are resolved more quickly and response time is minimal. Our overheads are also so much lower than the larger foundries, meaning you will find us to be very competitive on price.

CONTACT

TEL 0113 263 8755 FAX 0113 279 1134

EMAIL Steve@penninecastings.co.uk Andrea@penninecastings.co.uk

www.penninecastings.co.uk

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Etihad Rail

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Catalyst for growth

As completion of the first stage approaches, the shape of the Etihad Rail network can already be seen in the UAE landscape

Etihad Rail tracks

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tihad Rail was established in June 2009 under Federal Law no. 2, with a mandate to manage the development, construction, and operation of the United Arab Emirates (UAEs) national freight and passenger railway network. The total investment cost is estimated at around 40 billion UAE Dirham (AED).

This state-of-the-art network is to be built in stages to link the principal centres of population and industry within the UAE, as well as form a vital part of the planned GCC railway network linking the Kingdom of Bahrain, State of Kuwait, Oman, Qatar, Kingdom of Saudi

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Arabia, and UAE. Built to international standards, the railway will act as a catalyst for economic growth and ongoing social development through both passenger and freight services. Once complete it will redefine transport and logistic services in the region, opening up new trade corridors and journey opportunities.

The 1200 kilometre network will extend across the UAE and will link the Saudi Arabia border with the border of Oman. As well as connecting major cities such as Abu Dhabi and Dubai, Etihad Rail will also establish freight terminals, distribution centres and depots close

to key transport hubs, warehouses, and storage facilities such as the Jebal Ali Free Zone and Port of Fujairah.

This will bring Etihad Rail into the reach of a wide variety of different customers. The first of these is ADNOC, which has signed an agreement with the network in October 2011 for the transportation of granulated sulphur from Shah and Habshan to the port of Ruwais in the Western Region. Etihad Rail also has signed Memorandums of Understanding (MoUs) with a multitude of other companies such as Al Dahra, Centre of Waste Management – Abu Dhabi, Global Shipping and Logistics (GSL),

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Etihad Rail wagons Emirates Steel, DP World, Sharaf Logistics, Sharjah Cement Factory and Hellmann Global Logistics.

Three guiding principles

Etihad Rail locomotive

Development of the Etihad Rail network is in line with both the Abu Dhabi Economic Vision 2030 and UAE Vision 2021. It will adhere to three guiding principles; Safety which is at the forefront of all it does; Connectivity and Economic Growth; and Efficiency and Sustainability, by offering cutting-edge benefits as a fast, safe, reliable and more environmentally friendly transport alternative.

More specifically direct economic benefits will include freight cost savings and business travel time savings, amongst others. The railway will also contribute to the further development of tourism and the wider UAE economy. By offering lower cost transportation and faster journey times compared to other transport modes, Etihad Rail is expected to contribute to reduced levels of highway traffic.

This will have a positive environmental impact as one fully loaded train is the equivalent of approximately 300 lorries on the road, and produces 70 to 80 per cent less CO2 emissions in the process.

Having been divided into three main stages for implementation, the first stage of the network is currently under construction.

This 264 kilometre route from Shah and Habshan to Ruwais is primarily intended for the transportation of granulated sulphur. The first stretch between Habshan and Ruwais will be completed in the latter part of 2013, followed by the Shah to Habshan link during 2014.

The full fleet of 240 wagons from CSR Corporation and seven locomotives from Electro-Motive Diesel, have arrived for the first stage of operations on-site. To this end, Etihad Rail has also awarded a contract for the provision of railway sleepers to PCM Strescon Ventures Limited, which has seen a purposebuilt manufacturing facility established at Mirfa.

This is already fully functional and producing up to 2400 sleepers a day.

Etihad Rail is also working with a number of other service providers and stakeholders in the delivery of the project. This includes Atkins, which has been assigned as the preliminary engineering (PE) services consultant for the entire network. For stage one specifically a consortium of Saipem, Tecnimont, and Dodsal Engineering and Construction is carrying out the main civil and track works, whilst JV Parsons-Aecom has been assigned as

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Etihad Rail

project management consultant.

Tendering for stage two, which is a 628 kilometre stretch from Ruwais to Ghweifat connecting to the Saudi border, from Tarif to Abu Dhabi and Dubai, and from Abu Dhabi to Al Ain at the Oman border, is already in progress. This network and connections to Mussafah, Khalifa and Jebel Ali Ports is safeguarded, and preliminary engineering has taken place. The final phase of the Etihad Rail project is the completion of the network in the

PCM Strescon The PCM Strescon Group of Companies specialises in the design and manufacture of high performance railway machine sleepers and has AMS60 mobile welding produced over 4 million sleepers in the last 5 years in Saudi Arabia, the U.A.E and India.

It has a proven record for meeting the most demanding specifications and delivery schedules in some of the world’s toughest production locations.

PCM Strescon is proud to be associated with Etihad Rail on this prestigious project in the UAE.

Etihad Rail sleepers Northern Emirates, and work is underway to safeguard and define the route, as well as to complete preliminary engineering.

With the objective of creating a network that serves the entire UAE, Etihad Rail appears to have made a strong start. The benefits of the

railway are expected to spread even further through the planned GCC network, thereby transforming transport and logistics in the whole region. zz

Web: www.etihadrail.ae

Pre-stressed Concrete Sleepers

PCM Strescon Overseas Ventures Limited is a leading Manufacturer of Pre-stressed Concrete Sleepers in the Kingdom of Saudi Arabia and the Middle East, having branches registered in the Saudi Arabia and Abu Dhabi.

www.pcmstrescon.com

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With its expertise, experienced and skilled human resources, it is committed to provide customized solutions for Railway track infrastructure across the world.

The Company has developed and adopted latest state of the art technology to meet Clients’ requirements and stringent international technical / quality norms and has successfully executed projects in various parts of the world.

Contact: Garry Kershaw | Call: +971 2 6397 922 | +971 50 3617 268 | Email: garry@pcmstrescon.com Post: 10th Floor | Al-Otaiba Tower | Hamdan Street | P.O Box 35016 Abu Dhabi | United Arab Emirates

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Railway Children

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Rail industry’s finest take on gruelling three peaks

The Railway Ch

by Rail team ildren Three Peaks s set off from Euston

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team of intrepid rail industry staff have completed the tough Three Peaks Challenge for charity, with the British Transport Police team finishing first in an impressive 12 hours and 4 minutes. The famous endurance challenge involved the group scaling the three highest mountains in England, Wales and Scotland in order to raise money for children at risk on the streets as part of the charity Railway Children’s eleventh Three Peaks by Rail.

After a morale-boosting send-off led by music mogul and railway enthusiast Pete Waterman and Parliamentary UnderSecretary of State for Transport, Norman Baker MP, the 165 charity mountaineers left Euston on board a specially commissioned train made available by the rail industry.

Thanks to the industry’s continued support, Railway Children remains the only charity in the world to complete the Three Peaks Challenge by train.

The overall climb, which included Ben Nevis at 1134 metres, Snowdon at 1085 metres and Scafell Pike at 978 metres, took each plucky team the equivalent of one-third of the way up Mount Everest and a total walking distance of over 45km.

The aim for each team taking part in the charity’s unique Three Peaks Challenge by Rail is to raise a total of £3500 to help fund outreach projects with street children in the UK, India and Africa.

Since its launch in 2002, Three Peaks by Rail has raised over £1.5 million and helps Railway Children reach 5000 new children in need every year across the world, providing shelter, food, clothing, medical supplies, education and counselling. zz

des Team ess, inclu avid n rk a d in D summit erstone, Snowdon ail’s Steve Feath Eoin O’Neill R & r rk e o k Netw Shan lin, Uma McLough

To enter a team of four in next year’s Three Peaks Challenge in aid of Railway Children, please call Katie on 01270 757 596 or email katie.mason@railwaychildren.org.uk.

And for more information go to www.railwaychildren.org.uk/events

Three Peaks Challenge by Rail – the locomotives In 2012 the train was hauled by Direct Rail Services locomotives class 47s from Euston to Bangor and Bangor to Carlisle, which then gave way to 2 x Class 37s for the journey to Ravenglass and Fort William before returning us to Carlisle. The 47s then took the train on the final part of the journey back to London Euston.

DRS are again the locomotive supplier for 2013.

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zz NEWS I Conferences & Exhibitions zzzzzzzzzzz This listing represents a selection of the events about which we have been notified. It is strongly recommended that direct contact should be made with the individual organiser responsible for each event before booking places or making travel and accommodation reservations. Cancellations and other last-minute alterations are liable to occur. The editor and publishers of RAILWAY STRATEGIES are not responsible for any loss or inconvenience suffered by readers in connection with this guide to events.

24-25 July – National Track Plant Exhibition Long Marston Organisers: Network Rail Web: www.nationalplantexhibition.com 30 September – 2 October – European Transport Conference 2013 Frankfurt Organisers: Association of European Transport Tel: 020 7348 1970 Email: info@aetransport.org Web: www.aetransport.org

9 October – Rail in the city: the capacity challenge Birmingham Organisers: IMechE Tel: +44 (0)20 7973 1245 Email: s_clayton@imeche.org Web: www.imeche.org/events/S1750

March 2014 – Intermodal Asia 2014 Shanghai Organisers: Informa Exhibitions Tel: +44 (0)207 017 5112 Email: sophie.ahmed@informa.com Web: www.intermodal-events.com

12 November – Life Cycle Management Frankfurt Organisers: Europoint Conferences & Exhibitions Tel: +31 (0)30 698 1800 Email: conferences@europoint.eu Web: www.lifecycleconference.eu

12-14 March 2014 – Exporail South East Asia – Thailand 2014 Bangkok Organisers: Mack Brooks Exhibitions Tel: +44 (0)1727 814 400 Email: thailand@exporail-southeastasia.com Web: www.exporail-southeastasia.com/

18-20 September – Many Parts One Railway: integrated delivery across the rail industry Hertfordshire Organisers: IMechE Railway Division Tel: 020 7973 1291 Email: r_stuart-jones@imeche.org Web: www.imeche.org/events/S1755

13 November – Track Access Charges 2013 Frankfurt Organisers: Europoint Conferences & Exhibitions Tel: +31 (0)30 698 1800 Email: conferences@europoint.eu Web: www.trackaccesscharges.eu

20-22 May 2014 – Infrarail 2014 London Organisers: Mack Brooks Tel: 01727 814 400 Web: www.infrarail.com

8-10 October – Intermodal Europe 2013 Hamburg Organisers: Informa Exhibitions Tel: +44 (0)207 017 5112 Email: sophie.ahmed@informa.com Web: www.intermodal-events.com

14 November – Wayside Train Monitoring Systems Frankfurt Organisers: Europoint Conferences & Exhibitions Tel: +31 (0)30 698 1800 Email: conferences@europoint.eu Web: www.waysidemonitoring.eu

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

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NEWS I Training

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Experience travel & a debt-free degree l Student life is fantastic! Learning, meeting people and the opportunity to change your life are just some of its benefits. However, the cost may be a barrier for some.

From this September, a group of lucky students will have the opportunity to have their university tuition fees paid for them as part of Virgin Trains’ new Red Track programme. The successful applicants will be able to start their business careers with little or no debt plus three years first-class work experience under their belt with one of the world’s best-known brands.

Starting on 2nd September 2013, Virgin Trains is offering 12 places on its prestigious Virgin Red Track programme. It’s a three-year, fixed-term full-time role that incorporates a degree programme delivered in conjunction with Manchester Metropolitan University (MMU) in Crewe.

Tony Collins, chief executive officer of Virgin Trains, explains: “Too many graduates

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face poor job opportunities and are laden with debt when they graduate. We want to offer an amazing opportunity to the bright, talented entrepreneurs of the future who might be put off studying for a degree by the cost.”

Tony went on to say: “We are offering a three-year, fixed-term job and a place to study a BA (Hons) Business Management degree.

We are delighted to be working with MMU in Cheshire as our partner. Virgin Trains will pay the university fees as well as a salary to the applicants.

“This is a great example of partnership between education and the business world, and for Virgin Trains it makes great economic sense as we are investing in 12 future leaders of the business.”

Dennis Dunn, Dean of the Cheshire campus at Manchester Metropolitan University, adds: “We’re thrilled to be in partnership with Virgin Trains, who are part of one of Britain’s most

successful companies and who have strong links to Crewe as a rail town.

“The partnership to develop leaders of the future at Virgin Trains represents a contemporary approach to management education and is a great opportunity for our participants, the Red Track Crew.

“MMU specialises in working with regional partners on delivering exemplary training, knowledge transfer and research within leadership and management.”

For more information and to apply, go to the Virgin Trains recruitment website:

www.virgintrainscareers.co.uk

RAILWAY FOR SENIOR RAIL MANAGEMENT

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Schofield Publishing 10 Cringleford Business Centre Intwood Road Cringleford Norwich NR4 6AU

T: +44 (0) 1603 274130 F: +44 (0) 1603 274131 Editor Martin Collier editor@railwaystrategies.co.uk Sales Manager Rob Wagner rwagner@schofieldpublishing.co.uk

www.railwaystrategies.co.uk