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RAILWAYS T R A T E G I E Szzzzzzzzzzzzzzzzzzzzz

June/July 2013F o r S E N I o r r A I L M A N A G E M E N T

Clever thinking from Southern

NEWS

ORR’s draft CP5 determination

Network Rail publishes

full-year results

More carriages for London Overground

c2c gets extension

Four new stations to be funded

Half time at Birmingham

Using technology to the best effect, Southern is taking an

innovative approach towards its fleet management

InterviewEnsuring that LOROL’s

trains are up to the mark, fleet director PEtER Daw

says success lies in the planning

Infrastructure & Civs Stations and Depots

FOCUS ON

http://www.visulsystems.com

www.railwaystrategies.co.uk 1

ChairmanAndrew Schofield

Managing DirectorMike Tulloch

Editor Martin Collier

[email protected]

Managing EditorLibbie Hammond

Art EditorJon Mee

Advertisement DesignerJamie Elvin

Profile EditorKirsty Birkett-Stubbs

Advertisement SalesDave King

Andrew Bruns

Head of ResearchPhilip Monument

Editorial ResearchersKeith Hope

Karl Riseborough Gavin Watson

Joe Wright

AdministrationTracy Chynoweth

Circulation & Events

Karen Baur

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Two sides to every coin

Revenue up (£6.2 billion); passenger satisfaction up

(85 per cent); £5 billion invested in the network over the

year; passenger growth running at double the rate forecast

in 2009. These were just some of the headline facts and

figures contained in Network Rail’s full-year results released at

the beginning of June. In its own assessment of Network Rail’s

performance, the Office of Rail Regulation also recognised the

record-high level of passenger satisfaction as well as the increases

in passenger journeys (up four per cent) and the amount of

freight carried (up three per cent). There was praise too for the

infrastructure company’s “excellent levels of performance” during

the 2012 London Olympics. Also singled out by the ORR was a

strong performance by Network Rail and train operators in Scotland,

where punctuality improved by 2.3 per cent to 93 per cent despite

a period of harsh weather conditions. In contrast, however, the

punctuality targets in England and Wales were missed, and, despite

acknowledging some improvements, there was also some criticism

for the lack of reliability of asset condition information, and a backlog

of maintenance on some routes. These issues have prompted ORR

to impose stretching targets for punctuality and asset management

in its draft determination for CP5.

From the Editorzzzzzzzzzzzzzzz zzHave your details changed? Are you reading someone else’s copy of Railway Strategies?Please email: [email protected] to amend your details or request a regular copy

Issue 79 June/July 2013 ISSN 1467-0399

Railway Strategies by emailRailway Strategies is also now available by email as a digital magazine. This exciting development is intended to complement the printed magazine, which we will continue to publish and distribute to qualifying individuals, whilst also giving added value to our advertisers through a more widespread circulation. To secure your continued supply of Railway Strategies in either digital or hard copy format, please contact our subscriptions manager Iain Kidd ([email protected]).

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Features

10 Interview

Interview – Peter Daw 10Kirsty Birkett-Stubbs

‘Always on’ consumers have increasingly high expectations 69Mark Elliott and Robert Williams

HAV management for rail workers makes good business sense 84Jim O’Hagan

Unobtrusive improvements 88Jonathan Goss

Leave a legacy for society: become an engineer 94Mac Alghita

Building confidence 96Rob Searle

Profiles

Focus on... Depots & Maintenance

Focus on... Stations

Upgrading the UK’s railway stations through innovation 40

Ian Dutton

Connectivity that goes the extra mile 42Ravi Mondair

Meeting the increase in passenger demand 44Malcolm Stamper

Finding the future at rail stations 46David Watts

zzzzzzzzzzzzzzzzzzzzzzzzzContentsIssue 79 June/July 2013

Southern 16London & North Western Railway 20Metropex 50Southeastern Railway 54Grand Central 58Arriva Trains Wales 62Heathrow Express 64Knorr Bremse 70era-contact GmbH 78The Railway Industry Association 80Kapsch CarrierCom 97Bender UK 100 Touax Rail 102 Mafex 104 National Express 106 Schlatter 108 Danske Statsbaner 111 Inter Ferry Boats 116Pod-Trak 118 Morris Line Engineering 121

Pages 10-21

97

News

28

6Interview – Peter Daw 10Kirsty Birkett-Stubbs

‘Always on’ consumers have increasingly high expectations 69Mark Elliott and Robert Williams

HAV management for rail workers makes good business sense 84Jim O’Hagan

Unobtrusive improvements 88Jonathan Goss

Leave a legacy for society: become an engineer 94Mac Alghita

Building confidence 96Rob Searle

Focus on... Infrastructure & Civil

Engineering London Underground: earth structures

challenges & successes over the last 20 years 22Brian McGinnity and Nader Saffari

The little grid with the big potential 28Tim Oliver

Unearthing the potential of plastic 30Russell Belleguelle

Lost in translation: seeing BIM through the client’s eyes 32

Allan Hunt

Focus on... Stations

Upgrading the UK’s railway stations through innovation 40

Ian Dutton

Connectivity that goes the extra mile 42Ravi Mondair

Meeting the increase in passenger demand 44Malcolm Stamper

Finding the future at rail stations 46David Watts

zzzzzzzzzzzzzzzzzzzzzzzzzContentsIndustry News 4

Railtex Review 13 Stations 35

Franchises 53Rolling Stock 73

Products & Services 77Health & Safety 82

Security 89Integrated Transport 90

Contracts 92Training 95

Rail Alliance new members 123 Conferences & Exhibitions 124 35

44

www.railwaystrategies.co.uk

Publication of the draft ‘Environmental statement’ and the design refinements consultationA written statement to Parliament on HS2 from the Transport Secretary

l The Government has published two

documents for consultation which

significantly move forward its work on

the HS2 route between London and

the West Midlands (known as phase

one of HS2). These are the draft

‘Environmental statement (ES)’ and

the design refinements consultations.

Publication of the draft

‘Environmental statement’ is a key

step towards delivering the Hybrid

Bill for the HS2 route between

London and the West Midlands. The formal ES will

be published alongside the Hybrid Bill later this year, having been

further refined in light of responses to the draft ES consultation.

The draft ES provides, wherever available, information on the likely

significant environmental effects of HS2 – and our plans wherever

possible to mitigate them. The Government believes that HS2 is vital

for this country and will provide a huge economic return. However,

I am aware that the building of the railway will cause disruption for

those living close to the line of route. I am determined that

this disruption should be kept to a minimum and mitigated

wherever possible.

Consulting on the draft ES is not a statutory requirement but the

government recognises the importance of ensuring widespread

engagement on the scheme. Best design can only be reached with

the input of local communities, environmental groups and all levels of

government.

Once the Hybrid Bill is deposited, there will be a further

period of consultation on the formal ‘Environmental statement’ as part

of the Parliamentary process.

Alongside the draft ES, I have published a consultation on a series

of design refinements for the HS2 route between London and the

West Midlands. Since we set out our proposed route in January 2012

we have been developing the detailed design of the scheme, listening

to the representations from individuals and organisations affected by

the route. This refinement process aims to ensure that we design a

railway that is as efficient and effective as possible while limiting as far

as practicable its impacts on people and the environment.

Many of these proposed refinements are small in scale but some

are more significant, altering the local impact of the scheme. To

ensure my final decisions on these refinements are informed by the

best possible information I have decided to consult on my initial

preferences for the more significant changes before deciding whether

to include them in the final design of the scheme. Consultation on

both the draft ‘Environmental statement’ and the design refinements

closes on 11th July. Consulting on these two documents is part of

the process of helping to make HS2 the best it can be, providing

passengers with the high level of service they expect while minimising

as far as practicable the impact on local communities.

Thameslink rolling stock deall DfT has announced the award of the £1.6 billion Thameslink

rolling stock contract. The deal to build 1140 new carriages for

use on the Thameslink rail line came a step closer to completion

on 14th June as the Department for Transport confirmed its

decision to award the £1.6 billion contract to a consortium led

by train manufacturer Siemens, subject to the usual ten-day

standstill period.

Network Rail’s full-year resultsl Network Rail invested more than ever

before (in cash terms) – some

£14 million a day (£5 billion for the year)

– in renewing and expanding Britain’s

railway in 2012/13, the company

announced on 6th June in its full-

year financial results. It’s been a

challenging year on train performance,

influenced by bad weather, and as a result the company faces a

tough final year of the control period (CP4) to meet its stretching

efficiency targets.

Group finance director, Patrick Butcher, said: “The challenge

we have faced over the last year, and will continue to face in the

years ahead, is one of success – more people wanting to use more

trains, more of the time. Over the last 12 months we have invested

an unprecedented amount in growing and expanding the rail

network through over 2000 projects nationwide.

“However, the economic times in which we live mean that

alongside delivering new capacity we need to keep a constant

drive for improved efficiency. Our overall financial performance

remains strong and we are on track to deliver over £5 billion of cost

savings for the five years to 2014.

“Building capacity and driving efficiency while maintaining

performance at today’s historical high levels lie at the heart of our

bid for funding for the next five year control period (2014-19) and

the future of the company.”

New strategic partnershipl International rail consultancy Network Rail Consulting and rail industry

body RSSB have signed a Memorandum of Understanding to work

together to secure overseas business. The new partnership means that

Network Rail Consulting can complement the full spectrum of expertise

from Network Rail with the knowledge, products and services provided

by RSSB. For the consultancy, the benefit is being able to tap into the

independent rail industry body with an international reputation to provide

an even broader package of services around the world. For RSSB, and

the UK rail industry as a whole, the benefit is in generating new revenues

to support the capabilities and knowledge it provides for the industry, as

well as development opportunities for RSSB staff.

The Rt Hon Patrick

McLoughlin MP, Secretary of

State for Transport

4 www.railwaystrategies.co.uk

zzzzzzzzzzzzzzzzzzzzzzzzz NEWS I Industry

Patrick Butcher

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Lewes – Uckfield rail route to be re-examinedl Secretary of State Patrick McLoughlin has asked Network Rail to examine if

re-opening the Lewes – Uckfield railway line will meet the demand for the future growth

in rail travel. The Government’s Rail Investment Strategy already requires additional rail

capacity to be delivered between Uckfield and London Bridge by 2019. This is likely to

be achieved by adding more carriages to trains running on the route. Now a new study

commissioned by the Secretary of State is looking at rail provision between London and

the south coast further into the future and as part of its terms of reference will

re-examine the case for a new line linking the Sussex towns.

The study will feed into decisions on the future funding of the railways. The current

Rail Investment Strategy outlines funding priorities until 2019 and this work would

inform any business case for changes to rail provision in the area beyond that date.

The line linking the two towns was closed in 1969 but there is local appetite to see

it brought back into use. Recent moves to devolve decision-making for local transport

schemes will also give greater freedom to local councils and enterprise partnerships to

determine priorities and allocate funding accordingly.

LU and TRL sign MoUl London Underground and TRL have signed a Memorandum of Understanding to

formally establish their mutual interest in sharing and combining research expertise

in transport, to help develop innovative solutions to some of the challenges currently

facing the rail industry. Both London Underground and TRL have a long history of

working in the transport arena and together they have agreed to:

l Undertake joint research in areas of common interest

l Share experience, research and knowledge including technical and practical

solutions, and jointly promote learning across the two organizations

l Explore new ways to unlock present problems in applying news techniques and

technologies

l Share resources to advance knowledge and expertise.

The agreement builds on the recent launch of LU’s Innovation Portal and its drive to

create an industry environment conducive to fostering innovation and research focused

on meeting its business challenges.

Eurotunnel launches ETICA to help develop intermodal rail freightl Eurotunnel considers that one of its principal

missions is to develop railway traffic between the

United Kingdom and continental Europe. Having

introduced several previous measures (Open

Access, European Interoperability Standards –

TSI), Eurotunnel is launching ETICA (Eurotunnel

Incentive for Capacity Additions), a system of

financial support for railway operators launching

new intermodal rail freight services through the

Channel Tunnel.

The difficulty with opening new services through

the Channel Tunnel is not, contrary to some views,

due to the level of access charges, which are very

competitive, but to the marketing and service start-

up costs and the controls at Frethun.

The ETICA mechanism, which will be available to

all railway operators, will provide a one-off financial

support for start-up investments, for one year. The

ETICA mechanism, which will be fully funded by

Eurotunnel, with no public subsidy, is based on

the Marco Polo aid system, conforms to European

Directives and does not change the access

charges set out in the Network Statement.

Eurotunnel believes that its intrinsic strengths of

efficiency and respect for the environment mean

there is potential to further develop rail freight

through the Tunnel.

New chairman for Eurostar Internationall Clare Hollingsworth has become the new

chairman of Eurostar International, succeeding

Richard Brown who decided to step down

from the Board when his three-year term as

chairman ended in June this year. Clare has

extensive experience of the transport sector

and of customer-facing businesses. She joined

the Board of Eurostar as an independent non-

executive director in 2010.

A Southern Class 377 passes through Lewes station

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zzzzzzzzzzzzzzzzzzz zzNEWS I Industry

ETCS successl Hitachi Rail Europe Ltd. has announced

that its Onboard ETCS (European Train

Control System) solution has successfully

connected to the Network Rail Cambrian Line

signalling system, and achieved ETCS

Level 2 operation. The breakthrough came as

part of Hitachi Rail Europe’s ‘Verification-

Train 3’ project to trial ETCS onboard

equipment in the UK. During this project, the

Class 97301 locomotive was successfully

retro-fitted with the Hitachi onboard system

to prove interoperability with other systems

currently in use.

As part of the recent success, the Hitachi

system was correctly identified on the

Network Rail Signalling System and Control

Centre in Wales (Machynlleth) without

any system failures. The locomotive was

driven under its own power with ETCS

Level 2 via the GSM-R radio network in

various operational modes such as ‘Staff

Responsible’, ‘On Sight’, ‘Shunting’ and ‘Full

Supervision’.

ETCS is a common signalling system which

has been developed throughout Europe

to enable train services to cross frontiers

and boundaries between different countries

without the need to change signalling systems

or locomotives. ETCS is part of the European

Rail Traffic Management System (ERTMS)

and many systems have already been

implemented around the world.


‘Elizabeth’ enters Canary Wharf stationl The Crossrail project has celebrated its biggest milestone so far as one of its

1000 tonne tunnelling machines has broken through into the new Canary Wharf

station box, 28 metres underground.

Crossrail’s eastern tunnelling machines, named Elizabeth and Victoria, were

launched from the Limmo site near Canning Town towards the end of last year to

create 8.3km (5.16 miles) of tunnels from east London to Farringdon – Crossrail’s

longest tunnel section.

Tunnelling machine Elizabeth will now undergo maintenance inside the Canary

Wharf station box before resuming tunnelling towards central London. Sister machine

Victoria is due to breakthrough into the station in the next few weeks.

Key milestones coming up on the Crossrail project include:

l Completion of the first Crossrail tunnels by the end of 2013 – the 6km western

section between Royal Oak and Farringdon

l Crossrail’s final two tunnel boring machines launched later this year to begin further

tunnelling work in Pudding Mill Lane, east London

l Continued progress by Canary Wharf Group on the four-storey retail development

above the new Canary Wharf station, including the start of work on the timber lattice

roof in late 2013

l Archaeology work continuing at Crossrail sites later this year including excavation

of the Bedlam Burial Ground at Liverpool Street station where up to 4000 skeletons

from the 1600s-1800s are thought to be buried

l Work nearing completion on the 34.5m-deep Stepney Green shaft, one of

Europe’s largest underground caverns – the two eastern tunnelling machines will

pass through the shaft later this year

l Throughout the life of the Crossrail project and its supply chain it is estimated that

enough work will be generated to support the equivalent of 55,000 full-time jobs.

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New FCC MDl FirstGroup has appointed David

Statham as managing director of First

Capital Connect. He will take over from

Neal Lawson, who left to join Network

Rail at the end of May.

zzzzzzzzzzzzzzzzzzzzzzz zzCrossrail 2

W ith London’s population set to boom, plans are

underway for a vital new rail line, Crossrail 2, in

order to support this future growth. The plans

moved a step closer in May with Transport

for London (TfL) and Network Rail launching a public

consultation on the proposed routes.

With Crossrail already set to provide a ten per cent

increase to rail capacity in London, Crossrail 2 would add

to this even further. It would create a new high frequency,

high capacity rail line with shorter journey times between

south west and north east London. It would help to

relieve congestion on busy main line routes into central

London and on the Underground network, while allowing

communities around London to benefit from the creation of

new jobs and new homes.

The consultation will seek the views of people in London

and the south east of England and will run until 2nd August

2013. It aims to establish what level of support there is for

the project and where the public and stakeholders would

like Crossrail 2 to serve. The public are encouraged to

respond and share their views at www.crossrail2.co.uk.

Even with the Tube upgrade works and the delivery

of Crossrail additional capacity on the transport network

is needed to cope with London’s forecasted population

growth. Crossrail 2 could be operational in 2030 but it is

essential that work continues now to meet this target so

the future forecasted population and employment growth in

London is supported by new transport infrastructure.

A route for Crossrail 2, formerly known as the Chelsea-

Hackney Line, has been kept free from any intrusive building

development since 1991 and any new buildings along the

route have been constructed to allow for a potential new

railway line. TfL is now reviewing this safeguarded route and

has proposed two alternatives which would better meet the

rail needs of the capital in the future – a Metro option and a

Regional option.

The Metro option could offer a high frequency

underground service across central London. This option

could be an underground railway and could operate

between Wimbledon and Alexandra Palace. The route

would relieve congestion on trains and platforms on the

Northern, Piccadilly and Victoria lines.

The Regional option could benefit people in

Hertfordshire, Surrey and beyond by enabling more trains

to run on busy National Rail routes. This route could be a

combined underground and overground railway and could

operate from Alexandra Palace and stations in Hertfordshire

to various locations in south west London and Surrey.

A report on the findings of this consultation will be

presented to the Mayor of London in autumn this year and

made publicly available on the consultation website. Further,

more detailed consultations would then follow. zz

Web: www.crossrail2.co.uk


Crossrail 2 route consultation opens

(L-R) Peter Hendy (commissioner, TfL), Baroness Valentine, Boris Johnson, Lord Adonis, David Higgins (chief executive, Network Rail), Richard Tracey (AM, Merton & Wandsworth)

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ORR’s draft CP5 determination

On 12th June, the Office of Rail Regulation

(ORR) announced that over £2 billion

savings had been identified in plans

which would enable Britain’s railways

to achieve continued growth and increase rail

capacity over the next five years. New tougher

regulatory targets would also see levels of train

punctuality increase with at least nine out of ten

trains running on time on every route, higher

standards of network infrastructure management

and improved safety for passengers and railway

workers.

ORR has undertaken an extensive analysis

of Network Rail’s Strategic Plan for the railways

between 2014 and 2019 (CP5), published in

January this year. The plan sets out proposals for

funding and improving the rail network as required

by the Westminster and Scottish Governments.

It builds on the growth and success of Britain’s

railways over the past decade, which has

seen safety, punctuality and services improve

– and prompted record rises in the number of

passengers and the amount of freight carried.

ORR’s assessment shows that over the next

five years the day-to-day cost of running the rail

network should be £21.4 billion – nearly £2 billion

less than proposed by Network Rail. Savings will

be achieved through the implementation of new

technologies, better management of the railways

and more efficient ways of working. These

savings will not come at the expense of safety.

The regulator has largely protected Network

Rail’s maintenance expenditure so that the

delivery of a high-performing railway is not

compromised. There is also additional funding to

improve the condition of civil structures (bridges,

tunnels) as well as to upgrade and close level

crossings.

With rail passenger numbers expected to

rise by a further 14 per cent by 2019, ORR

has approved a £12 billion programme of

enhancement projects to boost capacity on

Britain’s railways. However, nearly £7 billion of

these projects are in very early stages of planning.

To safeguard taxpayer interests, before releasing

funds for these schemes, ORR is requiring

Network Rail to provide well-developed plans to

ensure they represent real value for money. The

regulator also proposes that Network Rail seeks

input from train operators, stakeholders, and

passengers to demonstrate these plans address

the needs of rail users. zz

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz NEWS I Industry

ORR chief executive Richard Price said:

“Britain’s railway is a success story and it has made

significant progress over the last decade. In order to

sustain this progress and retain support and confidence,

the industry must continue to improve its efficiency to

reduce its dependence on public subsidy.

“We have set out what Network Rail and its industry partners will need to deliver

between now and 2019 for passengers, freight customers, train operators, and

taxpayers. Passengers will benefit from increases in capacity through a major

programme of enhancements and improvements in punctuality, tackling in particular

the worst-performing lines. Not only that, we are proposing that rail users should have

more say in what enhancements to the railways are delivered and how.

“This determination is stretching but achievable and it gives Network Rail incentives

to build on past successes, and do even better than the challenges we have set.”

By the end of 2019, ORR will require Network Rail to achieve:

l Improved performance for passengers – An average of 92.5 per cent of trains on

all routes up and down the country must arrive on time, with the difference between the best

and the worst performing routes narrowing. At least nine out of ten trains must run on time

on all routes.

l Delivery of projects to increase capacity and levels of service on the

network – Many of Network Rail’s proposed enhancements to the rail network are in very

early stages of planning. ORR has allocated funding to see these projects develop as fast

as possible. The regulator is proposing that rail users and train operators are given a bigger

role to shape the specification and delivery of Network Rail’s projects. This will help put

passengers at the heart of decisions on how the railway is improved.

l Better management of the network infrastructure (assets) – Network Rail will

have better and more up-to-date data on the condition of its tracks, bridges and other

assets so that problems can be identified and fixed before they occur, significantly reducing

delays caused by asset failures. The regulator will specify how progress is measured, and

ensure the company is working to stretching new regulatory targets. Network Rail will also

improve the resilience of the network to climate change.

l Improved safety for rail passengers and workers – ORR has approved £67 million

funding to upgrade and close level crossings in England and Wales. Network Rail must

reduce the risk of train accidents and work towards eliminating fatalities and major injuries.

l Greater efficiencies and value for money – ORR’s analysis shows that Network

Rail can deliver what the Governments want by spending £2 billion less than proposed.

Through more effective incentives, ORR is encouraging train operators, Network Rail and the

supply chain to work together to create further opportunities to save money. Network Rail is

forecast to achieve efficiencies of 40 per cent in running the railway from 2004 to 2014. ORR

is expecting Network Rail to deliver a further 20 per cent efficiencies from 2014 to 2019,

which will see the company itself fully meet Sir Roy McNulty’s efficiency challenge.

Network Rail now has until 4th September to provide its response to this draft determination,

and ORR will publish its final determination on 31st October 2013.

To read ORR’s draft determination and summary overviews, visit

www.rail-reg.gov.uk/pr13/consultations/draft-determination.php


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzRail Freight Group (RFG) has welcomed the ORR’s

decisions on freight charges announced as part of

the Draft Determination of the Periodic Review 2013.

As part of a package of reforms, ORR has concluded

that:

l Biomass will not be subject to a new freight specific charge in control

period 5

l Increases in the variable access charges for freight will be capped at an

average ten per cent compared to the 23 per cent previously announced.

This is likely to reduce charges for intermodal traffic, and limits the impact of

rises in the bulk markets such as aggregates and steel

l The proposed 400 per cent increase to the capacity charge for freight will

not be implemented and a revised approach will be developed

l The previously announced caps on the freight specific charge for ESI coal,

iron ore and spent nuclear fuel will be reduced. For ESI Coal, for example,

the cap will reduce from £4.04 to £1.04 per kgtm.

“We are pleased that ORR has listened to the concerns of the industry and

has taken a balanced decision that is affordable and fair. This will be a great

relief to rail freight operators, customers and those seeking to invest in the

sector who can now develop their business plans with confidence.”

Maggie Simpson, RFG executive director

“We welcome today’s draft

determination from the Office of

Rail Regulation setting out their

proposals for the funding and

investment the railway will need

for the five years to 2019.

“A decision of this significance, which will be important not only

for the railway’s four million daily passengers and freight users,

but also the economic prosperity of the country and the future

sustainability of the network, needs careful and detailed thought.

We will take the time necessary to analyse our regulator’s initial

findings before giving our formal response in September.

“There is no question that our railway needs to sustain the high

levels of investment seen in recent years if we are to continue

expanding the railway to provide for the ever growing numbers

of passengers and trains. Getting the balance right in making the

choices between performance, growth and value for money is

critical if we are to build on efficiency savings of around 40 per

cent achieved over the last two control periods.”

Network Rail spokesperson

http://www.x-series.com

Whilst many may associate fast and flexible rail transport in

London with subterranean tunnels, since 2007 the London

Overground network has continued to thrive as a popular

alternative in the capital’s public transport offering. With

the opening of the link between Clapham Junction and Surrey Quays in

2012, the Overground provides a complete orbital network around the

city connecting into many key destinations such as Stratford, Euston, and

Highbury and Islington.


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz INTERVIEW I Peter Daw

Working under concession with Transport for London (TfL),

London Overground Rail Operations Ltd (LOROL) is the train

operating company responsible for running this network. As fleet

director at LOROL it falls to Peter Daw to ensure that enough trains

are provided in a safe and reliable condition on a daily basis to deliver

the services. Peter is also the professional head of engineering within

LOROL and holds the safety case for that.

When it comes to ensuring that LOROL’s trains are up to the mark, fleet director PeteR DaW tells Kirsty Birkett-Stubbs how success lies in the planning

better way

A

Fleet arrangementsIn terms of the fleet itself, Peter explains how this encompasses

a number of train types in order to move between the different

infrastructure of the network: “We have a fleet of 57 Class 378

Electrostar trains, which were purchased by TfL and contracted to

Bombardier for the maintenance. I am then TfL’s agent for managing

that contract. Twenty of those trains are 378/1 DC only units, operating

purely on the East London Line. The rest are 378/2 dual-voltage trains

capable of running on both AC and DC infrastructure making them a

very flexible fleet that go almost anywhere on the network.”

In fact the only place precluded to these trains is the Gospel Oak

to Barking line, which is presently not electrified. For this part of the

network LOROL maintains a fleet of eight Class 172 diesel trains. “These

were purchased from Bombardier under lease from Angel Trains,”

describes Peter. “The reason for this is that part of our concession

stipulated that we purchase new trains to run on the Gospel Oak-

Barking line. At the same time there is the aspiration that this part of the

network will become electrified at some point, which would enable us

to extend the scope of our Class 378 trains and return the diesel fleet to

Angel Trains.” LOROL in fact purchased a set of 12 Class 172s, four of

which now work on Chiltern Railways. The maintenance of those units

remains with LOROL though at its Willesden depot, and notably are

recognised as the most reliable fleet at Chiltern.

Well laid plansSince LOROL took over the concession, Peter and his team have

worked hard to improve reliability year-on-year. The results of this are

apparent with the number of fleet technical incidents reduced by

36 per cent and fleet delay minutes by 53 per cent. Furthermore the

latest ATOC figures show that LOROL has improved the number of

delays per incident (DPIs) by over 40 per cent, which is currently the

best in the UK.

Key to achieving this has been the relationship cultivated between

LOROL and Bombardier in their role as maintainers of the 378s at their

New Cross Gate facility. Elaborating on this Peter says: “What I have

tried to instill into the teams at LOROL and Bombardier is that we’re

both here for the same objective and working for the same customer

TfL, so we need to be in step with one another. We found that the team

at New Cross Gate were hugely knowledgeable about engineering

but less so about what is required to run a railway, so from the onset

I established my own team at Willesden whereby every fleet and

engineering job function in LOROL is aligned with the same role in

Bombardier. We all have a link between each other and are all learning

through that.”

With an obligation to provide 53 out of the 57 electric trains to

the network on a daily basis, LOROL requires a high level of fleet

availability. As such, rigorous planning is at the centre of achieving this.

“We as an operating company have to deliver the maintenance plan as

agreed with Bombardier,” continues Peter. “That means that the train

has to arrive at the agreed time, when the staff will be there to do the

work, and the materials required will be available – if any one of those

elements is missing the work doesn’t get done that day and we have

twice as much to do tomorrow.

“When we first started the service we had a generic maintenance

regime that was devolved from other Electrostar trains around the

system, which clearly did not fit the type of work our trains were doing.

Whilst they may not travel as long distances or at high speeds, our 53

trains in service stop over 10,000 times per day, so we have developed

adjusted regimes with Bombardier that fully fit that function,” he

continues.

Different approachThis partnership also continues to evolve as LOROL and Bombardier

find better ways of doing things. One such example was the reduction

of maintenance windows throughout the Olympics period, which

proved so effective that this is now being continued post Games. “Prior

to the Olympics we conducted an ‘A’ exam at 7500 miles, and a

‘B’ exam at 15,000 miles on all our trains. In the approach to the

Games though the company was able to eliminate the ‘A’ exam

completely and increase the maintenance period to 15,000 miles

between exams. We looked at the data over the years to see what

we were doing in the ‘A’ exam, what we’d found, and what needed

attention, and it became apparent that it wasn’t necessary for the train

to call into the depot so frequently,” elaborates Peter.


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzBombardier’s New Cross Gate depot


zzzzzzzzzzzzzzzzz INTERVIEW I Peter Daw

Crucially this reduction in maintenance windows had no impact on

the safe operation of the train, which is all parties’ primary concern.

“First and foremost we have to ensure that each train complies with our

safety case,” confirms Peter. “Then we check that it doesn’t go outside

the agreed terms of supply with TfL which is very much about what the

passenger sees, and thirdly that what goes on underneath the train is

reliable and will provide the service without failure.

“Under our train supply agreement (TSA), which is the TfL document

through which we manage Bombardier, there are a lot of very strict KPIs

on what the condition of the train can be. This was very prescriptive so

for the Olympics I worked with TfL to reach an agreement where we

could relax some of the criteria on the basis that they weren’t required,

there was minimal risk in relaxing them, and there was no impact on

the customer. That proved to be a success so we are now continuing

and formulating these measures, and there are even more opportunities

within the TSA that we believe could be adjusted to support day-to-day

operations,” he continues.

Another measure that has come out of the work around the Olympics

has been empowerment of employees on the shop floor to make

decisions on what needs to be done in order to run the railway the

next day. This is still within a set of guidelines, but this delegation of

responsibility has really paid off in terms

of optimising the availability and reliability

of the fleet. “The final decision will always

rest with LOROL though,” reiterates Peter.

“Our team at Willesden acts as a final

check when accepting the trains back after maintenance

and to ensure that we log everything that has been done.”

No surprisesIn order to make its fleet maintenance even more robust LOROL is

making use of new train monitoring technology, such as the Orbita

system. This web-based programme logs a whole spectrum of

performance data, such as door operation or brake applications, and

then, through a set of alerts set up by Bombardier, can identify when a

fault or pre-cursor to a potential train failure occurs. This then enables

LOROL to make the necessary arrangements to carry out repairs as

required.

“Once again it’s all about planning,” notes Peter. “If there is a problem

with our trains we know straight away so that we can make the decisions

required to address that. One thing I always emphasise to my staff is

no surprises. They should know the condition of the fleet at any time,

day or night, and exactly where it is in its maintenance regime so that

when a train comes in they know what is likely to have gone wrong and

have the materials on hand to fix it.” zz

LOROLTel: +44 (0) 845 601 4867Email: [email protected]: www.lorol.co.uk

LOROL’s Willesden depot

Maintenance

Proactive 172 HVAC replacement

A total of 8,202 rail industry professionals

visited Railtex 2013 – an increase of

19 per cent on the figure for 2011. Of

these, around 63 per cent were directors,

senior managers and those with purchasing or

decision-making responsibilities, highlighting the

quality of attendees. And while the majority of visitors

were from the UK, attendees from 49 countries

accounted for 7.5 per cent of the total visitor number,

underlining the role that Railtex plays in highlighting

the export capabilities of the country’s rail supply

industry. Total attendance, including exhibitors’

personnel was 10,634, up 13 per cent on 2011.

Held at Earls Court exhibition centre in London from

30th April to 2nd May, this year’s show was the eleventh in a highly

successful series of events providing a showcase for the latest rail

industry products, systems and services. It was the biggest Railtex

since 2007, with 434 organisations from 17 countries taking part,

including 64 companies exhibiting at the event for the first time.

Participants included many of the industry’s best known names,

together with numerous highly specialised firms supplying essential

products and services for all sectors of the market. The event was

further strengthened by the support and presence of the Railway

Industry Association, and by co-ordinated participation by both the

Rail Alliance networking organisation and the Derby & Derbyshire Rail

Forum.

A new feature of the exhibition was The Yard, an area dedicated to

the display of larger items of plant and rail infrastructure construction

and maintenance vehicles. Devised in collaboration with the Rail

Plant Association, it included exhibits by Flotec, Keyline, Rail-Ability

and Siemens. Also a key part of the show was the On Track Display,

sponsored by Tata Steel and featuring its products as well as

products from BCM Group, Rosehill Rail, Schneider Electric and

Topcon.

Transport Minister opens showRailtex 2013 was formally opened by Minister of State for

Transport Simon Burns MP, who commented: “Industry needs

trade shows because they bring together people, they spark

new ideas and they help to build new working relationships.

We need more opportunities to meet face to face – that’s

what makes events like Railtex particularly valuable.”

The Minister was also a keynote speaker in a programme

of well attended technical seminars hosted by The Rail

Engineer magazine. Keynote speeches were additionally

delivered by Professor Richard Parry-Jones CBE, Chairman

of Network Rail, and Andrew Wolstenholme OBE, CEO of

Crossrail.

Railtex visitor numbers rise by 19 per centA significant increase in visitor numbers was achieved

at the biggest Railtex since 2007


Among other supporting activities at this year’s show was a

programme of project updates covering major Network Rail schemes,

the planned HS2 high-speed network and the IEP rolling stock

programme, plus developments in the Baltic region and Hong Kong.

And a new Railtex feature was The Platform, a programme of open

panel discussions staged in partnership with the Rail Champions

business development forum.

Summing up the success of Railtex 2013, exhibition manager

Heidi Cotsworth said: “This positive feedback confirms that this was

a very successful show and we thank everyone who contributed to

it – exhibitors, visitors, speakers and participants in all our supporting

events, as well as our show partners and supporting organisations.

Our focus is now on next year’s Infrarail exhibition, which will bring

us back to Earls Court. Planning for that is well under way and stand

reservations are already coming in quickly.”

Infrarail 2014 will take place at Earls Court in London

from 20 to 22 May 2014.


The UK’s rail networks are getting busier.

This is reflected in increasing activity

levels within depots, in turn placing

increasing burdens on depot staff and

existing infrastructure. Improving productivity

and efficiency are obviously therefore key to

reducing these pressures and to the continued

successful operation of rail depots across

the country.

Good planning, organisation and

communication are essential factors in the

effectiveness of almost any team-based work.

In depots, this co-ordination has historically

been based around a whiteboard, usually

located in a control room or supervisor office

somewhere on-site. Information is handwritten

upon this whiteboard, detailing train expected

arrivals and departures, together with the

rolling stock maintenance tasks that need to be

carried out.

This of course presents the challenge of

dissemination of relevant information to staff

working around the depot who cannot directly

see the whiteboard itself. It also allows for both

loss and corruption of information which can

simply be wiped off the whiteboard, unclearly

written and misread etc. Simple, easy-to-make

mistakes are inevitable, and could have a

significant effect on the depot’s output.

The traditional whiteboard system’s

–with a modern, innovative, web-based approach to depot train maintenance planning

laborious nature absorbs valuable staff time

in its administration, which could be more

productively utilised if released from the tedious

manual updating requirements involved.

As the depot gets busier, so does the

whiteboard, with new information being

produced more frequently and the amount

of information being displayed growing. This

places increasing strain on the whiteboard

system and those operating it – who have

to juggle updating the whiteboard with the

multitude of other tasks they need to carry out.

This obviously increases the likelihood of errors

being made.

A modern, IT-based solution would therefore

seem a natural development, in the same

way that computer-based applications have

been created for so many other information

processing and control activities. UK-based rail

technology company Zonegreen has stepped

up to this challenge with its Operator Planning

Suite (OPS). This has been developed with the

above issues in mind, and Zonegreen have

produced this product specifically designed

purely for use in rail depots.

New technologies: adding benefits, removing problemsZonegreen’s Operator Planning Suite (OPS), a

multi-user, web-based graphical task planning

application, is a cost-effective replacement

of the traditional manual whiteboard. It has a

graphical map layout representing the depot

on which users can position trains and create

and assign maintenance tasks, together with

schedules for train arrivals and departures.

Instead of being physically handwritten on a

board, all information is inputted to the system

electronically. Changes and progress can be

entered straightforwardly and easily, and are

automatically and immediately recorded and

updated on the system, improving system

reliability and reducing the likelihood of any

communication failures and breakdowns.

OPS instantly transmits all information

to anywhere in the depot – or elsewhere. It

provides up-to-the-minute information on any

train in the depot including train ID, train location

within the depot, expected arrival and departure

times and types of maintenance required.

This real-time operation allows maintenance

information to be updated and displayed in an

accurate and synchronised manner.

This leads to another feature of the system,

which is that more than one copy of the

whiteboard can function at the same time.

Zonegreen’s OPS is web-based system using

cloud technology – allowing anyone with suitable

login credentials and an internet connection

to access the system anytime, anywhere. The

Depots & Maintenance zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

Time to write off the traditional whiteboard


system has various user levels allowing for

differing levels of user rights of operation and

access.

It can also be beneficial to other areas of

an organisation located outside of the depot,

especially in large maintenance organisations or

TOCs who can benefit from having up-to-the-

minute information easily available to its various

departments. All information handled by OPS

is securely hosted online, instead of via any

additional hardware, so any equipment that has

an internet connection is able (with the relevant

user login details) to access the most up-to-

date information in real-time – excellent for

transmitting information quickly and efficiently

within an organisation.

As well as management and planning

personnel, the system is useful to other staff

working in the depot. Tasks can be shown

in easy-to-read lists, making planning daily

workloads simple, and graphical depot map

layouts allow easy identification of rolling stock

as well as forming an intuitive platform for the

operation of the system

OPS also has the ability to produce reports

at the click of a button. All maintenance

histories and logs are fully recorded, visible

and traceable, allowing a user to produce

complete activity reports for any specific vehicle

or time period. This simple method of report

generation has the potential to save hours

filling in maintenance forms and rifling through

paperwork – the OPS system can do all the

searching.

The traceability the system offers by

recording actions and its facility for report

generation removes the afore-mentioned risks

of loss or distortion of information inherently

associated with the operation of a traditional

manual wipe-clear whiteboard.

With the Operator Planning Suite, Zonegreen

– already widely known in the rail industry for

its market-leading Depot Personnel Protection

System (DPPSTM) – now provides an

affordable and dedicated solution, designed

especially for rail depots, to augment depot

planning, co-ordination and communication

with the very latest in modern, web-based

technologies. zz

Zonegreen is a world leader in depot safety and efficiency systems. For further information about the company’s Operator Planning Suite, please contact:

Zonegreen LtdTel: +44 (0)114 230 0822Email: [email protected]: www.zonegreen.co.uk

Alstom selects Zonegreen for hi tech Italian depotInnovative software developed by Sheffield’s Zonegreen is keeping operations at Italy’s most advanced rail depot running smoothly and efficiently

l Alstom has installed the South Yorkshire rail safety specialist’s Operator Planning Suite (OPS) to oversee all of the daily functions in its maintenance centre near Nola. The web-based planning application replaces traditional whiteboards, which are still used in many depot control rooms across Europe. It has been implemented at the new Nola facility to manage the maintenance of high speed trains on the Turin-Salerno and Rome-Venice lines.

Christian Fletcher, Zonegreen’s technical director, said: “Instead of being handwritten on a communal board, OPS allows all maintenance information to be added to a multi-user system that provides a bird’s eye view of the depot. As changes occur at Nola they are now recorded automatically and the updates transmitted immediately, reducing the likelihood of communication failures.”

Zonegreen has developed OPS specifically for the rail sector. It uses cloud technology to share task planning information, including the arrival and departure times of trains and the type of work required. Using a tabular or graphical layout of the depot, operators can plot train positions and synchronise maintenance information. Data can also be shared to capture activities, create reports and reduce the number of manual tasks required.

Francesco Fidanza, Alstom’s fleet operations manager at Nola, added: “Several plasma screens around the depot display the OPS system so everyone can visualise train locations and update information accurately. It is important for us to share and disseminate maintenance data to different locations in a convenient way and the Zonegreen

system enables users with various levels of access to log in from anywhere.”NTV invested 90 million euro in the construction of the

new Nola depot, which is dedicated to the maintenance of .italo AGV fleet – the first high speed trains of their

kind in the world. The 140,000 square metre facility has 12,000 metres of track and employs 200 people on long and short route maintenance

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz SOUTHERN

stations, train depot upgrades, and overall

performance.

It has also created an environment where

innovation can flourish in order to drive

improvements or add value to the business.

One example of where this is taking place is

within Southern’s fleet directorate. At present

the company is undertaking a complete refresh

of its 182 Class 377 trains (700 carriages)

in-house at its Selhurst Depot.

Given the extent of the refresh programme

W ith train services for commuters,

airport users, business travellers,

and leisure passengers, around

447,000 journeys are made every

day with Southern. The company operates

services in south London, and between central

London and the south coast, through East

and West Sussex, Surrey, and parts of Kent

and Hampshire. Southern, in various guises

has operated franchises on its network since

2001 and has invested heavily in its trains and

Clever thinkingUsing technology to the best effect,

Southern is taking an innovative approach

towards its fleet management

Class 377 refresh work


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

and tight turnarounds, clever thinking has had

to be employed as fleet overhaul and projects

manager, Iain Nairne highlights: “There’s not

an area of the train inside or out that we don’t

touch in some way or another from new

flooring and seat covers, to the overhaul of the

bogies and doors, and paint repairs. Work on

each unit begins on a Saturday morning and

finishes the following Friday evening during

which time we undertake 2500 personnel

hours of work on the train.

“Having started in August 2011 we are

now 60 per cent of the way through the

programme. At the start of the project, we

went through a steep learning curve but

now we are into full production where we are

turning around one unit each week. There

are a lot of refreshed trains in service that our

passengers are benefitting from as a result of

this overhaul work.”

Perhaps the biggest challenge has been

delivering that work safely and efficiently

given the number of people working on and

around the train. Justin Lanigan, repair shop

manager at Selhurst Depot, explains how this

was achieved: “We’ve applied continuous

improvement techniques to the process. We’ve

also worked to remove unnecessary waste

with improved tooling, lineside equipment, and

designated areas for materials and storage.

In order to manage the work effectively, we

introduced a number of strict KPIs and

targets, and carried out daily quality audits.”

Aside from the obvious benefits in

terms of time management and cost

savings, carrying out the work internally

has enabled Southern to learn lessons

that can be applied to other projects. “A

prime example of this is that we have just

started the equivalent overhaul on the Class

171 diesel units, so a lot of the principles and

processes we applied for the 377s are being

implemented from the start,” notes Iain. “We

also have another fleet of trains, the Class

455s, that are being refurbished off-site at an

external works so the fleet as a whole is going

through quite an uplift at the moment.”

Innovation is also being applied to some of

the areas that passengers don’t necessarily

see. This includes the Third Rail In-Service

Monitoring Equipment (TRIME) project, which

was named as joint winner of the Stephenson

Award for Engineering Innovation of the Year at

the 2012 National Rail Awards.

“With TRIME, our objective was to try and

get a quantifiable measurement of what is

going on between the third rail and the shoe-

gear on the train, and to try and understand

where the interface between them is worse

than expected,” describes Simon Green,

Southern’s chief engineer. “We believe there is

a whole industry benefit here as a bad shoe-

2CL Communications LtdAs 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.



http://www.2cl.co.uk

http://www.wabtecrail.co.uk


with HSBC Rail and Tessella, the system

records and downloads journey files

that can then be analysed and used to

optimise fleet reliability and performance.

“Because the OTDR system on the

train is there predominately to understand

what happens from an operational

perspective, the question arose as to

whether we could use that information

to look at how the driver drives the train

as a support to driver competency

assessments,” says Simon. “This led us

to develop the CHURROS system, which

analyses journeys by driver rather than

by unit. By looking at the data we can

discern individual driving style and flag

up characteristics that may be

considered as precursors to a safety of

the line incident.”

He continues: “This is not intended to be a

spy in the cab, but a tool that helps manage

the safe operation of our railways, by facilitating

a meaningful conversation between the driver

and line manager. We are now in discussion

with the RSSB to explore the possibility of

starting a research project into this technology

and how it can be used going forward.” zz

www.southernrailway.com

gear incident can cause significant disruption

and delays. Therefore there was a clear

business case to try and understand where

these problems were occurring and then

having a plan to deal with them.”

Together with its partners, Network

Rail and Birmingham University, and

with support from the RSSB, Southern

developed TRIME, which was fitted to one

of its Class 377 trains in 2012. Since then

the company has continued to tweak and

refine the equipment in order to gain further

benefits: “We’ve focused on improving

the reliability of the laser measurement kit

with new mountings, and have started to

integrate some track monitoring capability

which will hopefully give us some data on

ride quality as well,” highlights Simon. “So

far we have seen the data generated being

used to target maintenance interventions, and

although we need to do more validation work,

we tend not to see so many precursors of

broken shoe-gear frangible joints, which would

indicate that we are slowly removing the areas

of poor interface performance on the network.”

Remote condition-based monitoring is

already being made use of on the Class 455

fleet through its Train Automatic Performance

Analysis System (TAPAS). Developed together

Chief engineer Simon Green with NRA award for TRIME

TAPAS operator

zzzzzzzzzzzzzzzzzzzzz zzSOUTHERN

CHURROS


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz London & north Western raiLWay

Based out of Crewe, London & North

Western Railway (LNWR) is a leading

independent UK train maintenance

company with five strategically located

depots across the country. Four of these assets

were acquired from Axiom in 2011 giving the

business a new presence in Bristol, Cambridge,

Newcastle and Eastleigh. Regardless of

location though, LNWR offers the same quality

overhaul, maintenance and servicing capability

for passenger rolling stock, locomotives, freight

wagons, and track plant.

As such, this sees the company work

with train and freight operating companies,

rolling stock leasing companies (ROSCOs),

and train manufacturers. Reflecting on how

the business has fared in recent months

managing director Mark Knowles notes:

“We’ve maintained our base load business in

servicing and maintenance, and grown our

heavy maintenance offering as is our strategy

with new contracts with customers such as

Porterbrook. A major achievement has been to

lay the foundation stones for future growth as

we’re on the cusp of taking the business into its

next phase, which is to be a major provider of

heavy maintenance services to the industry.”

was subsequently short-listed at the Rail

Business Awards in February where we

were highly commended for our work on the

project. Another prominent achievement for the

company has been our award of environmental

standard ISO 14001 which demonstrates the

ongoing development we undertake in our

business,” he continues.

Key to LNWR’s expansion strategy has

been its four new depots, which have enabled

it to significantly increase capacity without

major expenditure on facility development. As

of now, the company is continuing with the

integration phase for these assets and building

new business. Over at its headquarters in

Crewe LNWR has also had a re-think, which

has seen it place more focus into management

of its tandem wheel lathe. “By and large this

Operations director Sean Forster continues:

“We are actively looking to develop contracts

with all the major rolling stock companies,

and indeed we already work with a variety

of operators to help them in delivering

modifications over and above the statutory

heavy maintenance that is required.

“In terms of recent deliveries last year we

completed a major refurbishment programme

on Arriva Trains Wales’ Class 158 fleet. This

With a significant expansion on the horizon, London & North Western Railway (LNWR) is focusing on

planning and preparation

In good shape

Freightliner Class 66 repaint

Arriva Trains Wales-Angel Trains Class 158 programme



zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

operates as a stand-alone activity within the

business available to the whole industry for

tyre turning. We have achieved a substantial

uplift in our output and turnover from the wheel

lathe in the last 12 months, which serves as a

model for taking such a service and proactively

promoting it to the industry,” describes Mark.

Prior to the announcements that took place

in the industry LNWR had been expecting

significant amounts of refurbishment work to

come out of the refranchising process. Now

with this under review and awards having

been delayed, Mark notes the impact that

has been had on the business: “It’s affected

the timing of the work, but not the long-term

prospects. Throughout the period during which

the industry was sorting out the new franchise

timetable a lot of operators did very little in the

way of major refurbishment work, but although

it’s been pushed back by 12 to 18 months it

still has to be done. Furthermore we believe we

are in even better shape now then we were

12 months ago to win this work so I think this

has improved our prospects.”

Sharing his thoughts on the state of the

market, Sean adds: “Looking at the wider

industry it is quite clear that because of

franchising arrangements and the growth

on the network generally that vehicles are

probably going to be in use for as long as

people can realistically imagine, and therefore

effective refurbishment, overhaul and heavy

maintenance should represent good value for

rolling stock companies and operators.

“It is very difficult in a franchise market that

extends to just beyond 2020 for operating

companies and the DfT to commit to new

rolling stock on long leases without committing

operators, who may not even be in existence

yet, to their use. What we do know is that

there’s a whole lot of vehicles out there that are

starting to become due for some significant

work, including substantial modifications,

in order to enable them to remain operable

beyond key cut-off dates in the future, and we

look forward to trying to help people deliver

that,” he notes.

Indeed LNWR is first and foremost a capable

and versatile partner supporting its clients in

securing the ongoing reliability and quality of

their rail fleets. With this in mind Mark outlines

where the business goes from here: “We’ve

made good progress in delivering our strategy

over the last year, and are even more committed

to this end than before. We are preparing

ourselves for a big uplift in output as a result

of these measures and therefore are planning

the delivery of these contracts to a high quality.

Within this supply chain development and

management is an important part of the overall

picture, so it’s really continuing to put the

building blocks in place for what will be quite a

large expansion in the business going into 2014

and 2015,” he concludes. zz

Web: www.lnwr.com

Belvoir Engineering Services Belvoir Engineering Services Ltd (BES)

has been working with L&NWR for several

years now and has become a key supplier

to the company. BES Ltd has been involved

in supplying products for several of the

refurbishment projects that L&NWR has

undertaken. Products have included seating

overhaul, interior dado rails & headlight

cluster frames to name just a few. BES always

responds quickly when asked and supplies

products on time to key refurbishment

schedules. The continued relationship gives

L&NWR peace of mind as it continues to grow.


http://www.belvoires.com

On 9th January 2013, London

Underground (LU) celebrated

150 years since the first underground

rail journey took place. This

original journey covered only 3½ miles,

between Paddington and Farringdon on the

Metropolitan Railway, but marked a significant

milestone in the evolution of city transport.

London’s underground railway had been

conceived as a means of transporting people

from main line stations to the City. However

from the outset the financial potential of

carrying passengers from their homes in the

suburbs to the city centre was recognized

resulting in rapid expansion by the Metropolitan

and District Railway Companies into rural

Middlesex, Hertfordshire, Buckinghamshire and

Surrey before the 1890s.

The expansion of London’s underground

railway into the suburbs and onto the surface

required the construction of embankments and

cuttings (collectively described by LU as earth

structures) to maintain the required vertical

track alignment. The Victorian engineers built

earth structures at slope angles they believed

appropriate, based on their experience. These

slope angles would be considered oversteep

in modern practice and failures regularly

occurred during or soon after construction.

The embankments were particularly poorly

constructed, essentially by trial and error with

relatively uncompacted material.


BRIAN McGINNITY and NADER SAFFARI discuss earth structure asset management on the London Underground system

London Underground: earth structures challenges & successes

over the last 20 years

This article describes the work undertaken

by LU over the last 20 years in the inspection,

investigation, assessment, design and

implementation of renewal works at

high priority earth structures to achieve

improvement in asset condition and reliability

of passenger journeys. This work has enabled

the company to deliver a significantly better

asset performance to the extent that LU earth

structures now perform without restriction to

meet required business performance and are

generally ‘invisible’ to the travelling public.

Development of the LU earth structure asset management strategyIn the early 1990s, LU lacked any formal

engineering standards and procedures for

the effective asset management of earth

structures. A comprehensive suite of earth

structures standards, manuals of good

practice and management procedures was

therefore developed to provide the framework

for the management of the earth structure

assets. The earth structure asset management

process, which has been subject to continual

development over the last 20 years, can be

illustrated as shown on the opposite page.

The initial task of the earth structures

strategic planning initiative in 1992 was to

undertake the phased inspection, investigation,

assessment, design and implementation of

renewal works at priority earth structures.

The project’s aim was to minimise the

occurrence of earth structure failures and

reduce maintenance costs to meet the desired

improvement in asset condition and railway

performance.

A continuous process of earth structure

inspection, assessment and improvement

works has been implemented in LU since the

introduction of an asset management system,

leading to a continuous understanding of

(and improvement in) earth structure asset

condition.

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Infrastructure & Civil Engineering

By the early 1990s, 90 per cent of LU’s earth

structures were over 70 years old and were

showing increasing signs of deterioration and

distress with a corresponding requirement for

increased maintenance and the imposition

of track speed restrictions. Occasional earth

structures failures occurred with serious

implications for railway operation and safety.

The impact of slope failures on the railway was

exemplified by a cutting landslip which closed

part of the Metropolitan line for 36 hours in

1992 and an embankment landslip which

closed part of the Northern line for two

weeks in 1994.

Prior to the 1990s, there was a lack of

detailed knowledge of the nature and causes

of the many earth structure problems facing

LU and remedial work was generally carried

out on a reactive basis following disruption

to train services, or to reduce excessive

maintenance at particular locations.

Consequently an LU earth structures

strategic planning initiative commenced in

1992 to obtain a comprehensive record of

all earth structure assets with their current

condition and to reach a fundamental

understanding of the nature of the

problems associated with the surface

railway earth structures and the means

for their improvement.

Figure 1: Embankment construction on the Edgware

Extension of the Northern line 1922-1923

Figure 2: Embankment failure in 1994 at Colindale on the Northern line

management and prediction of future benefits

from renewal works.

Earth structure renewal worksEarth structure renewal works are undertaken

(as preventative measures as part of LU pro-

active asset management strategy) to maintain

a level of performance to mitigate against

failure or excessive movement. The aim of the

remedial works is to improve the stability of the

earth structures against both the ultimate and

serviceability limit states. However, during the

design, other safety and environmental features

are considered and included where appropriate

in the remedial works in order to upgrade

the asset to modern standards, e.g. with the

provision of access walkways and steps to

facilitate future inspection and maintenance.

The LU design requirements for earth

structure renewal works are typically as follows:

l To increase the factor of safety

(characteristically by 15-30 per cent) against

failure of the earth structure by either deep-

seated or shallow slope failure over a design life

of 120 years

l To restrict embankment deformation and

therefore track movement to meet the track

maintenance targets

l To provide minimum future earth structure

maintenance.

An earth structures design guide has

been developed to set out a framework for

considering realistic failure and deformation

mechanisms in LU earth structures, such as

progressive failure in medium-to-high-plasticity

clays. This is not intended to be a code of

practice setting out rigorous rules which must

be followed. It is instead intended to encourage

designers to try to understand the potential

failure mechanisms for an earth structure, and

how these are linked to material properties

and site conditions. Engineering experience

and judgement is still required to assess each

structure, and this assessment takes into

account the relevant site-specific factors such

as the soil properties, the groundwater regime,

the type and density of vegetation etc.

A combination, rather than a single

technique, is usually necessary to stabilise

or remediate an earth structure. The most

cost-effective solution is most often one that

combines a number of techniques, applying

them at that part of the slope where they

will be most effective in engineering and

performance terms.

Remedial work generally needs to be carried

out whilst the railway running above or below

Condition appraisal: inspection and assessmentAn understanding of earth structure condition,

performance and behaviour is a fundamental

requirement for effective asset management. It

is also required to plan design and implement

any renewal works. Earth structure condition

appraisal typically consists of the following:

l Inspection/examination – a regular visual

appraisal of earth structure condition to identify

and record evidence of instability. This process

identifies earth structures potentially at risk and

facilitates the prioritisation for further detailed

assessment at key sites.

l Analytical assessment – a comprehensive

sequence of desk-based studies, site

investigation, analysis and reporting, leading

to a detailed understanding and quantification

of earth structure condition, stability and

serviceability.

Where the results of inspection and/or

desk study indicated that the earth structure

condition rating was ‘poor’ or ‘marginal’ a

full analytical assessment was undertaken

which included a ground investigation in

order to provide a detailed assessment of the

condition of specific earth structure works

and to accurately quantify slope stability and

serviceability. It also identifies those earth

structures that need priority attention when

formulating asset management plans.

The programme of condition appraisal of the

earth structures across the entire LU network

which commenced in 1993 was substantially

completed early in 2011. This extensive asset

knowledge has enabled LU to prioritise earth

structure maintenance and remedial works on

a risk-based approach in order to ensure that

the assets are in a sustainable condition and

over time to remove all significant safety and

business risks arising from the earth structures

asset base.

Risk assessment Management of earth structures within LU

follows the approach of reducing risk levels to

“as low as reasonably practicable” (ALARP), to

satisfy statutory safety obligations. The ALARP

approach allows that safety improvements

should not be pursued at any cost, but only

if the cost of averting the risk is not grossly

disproportionate to the risk averted. In financial

terms however, the risk to safety arising from

LU earth structures is currently very low in

comparison to railway service loss risk

e.g. speed restrictions, line closure etc. The

LU Strategic and Tactical Risk Assessment

(STRATA) process therefore includes the

exposure to service loss impacts resulting from

earth structure instability. Risk assessment

is based on engineering asset behaviour – in

simple terms the earth structure asset only

presents risk if it does something we don’t

expect or want it to do.

Risk is assessed using a two-level strategic

and tactical approach – in general strategic

assessment applies to compliant assets;

tactical assessment applies to individual assets

that are not compliant or are affected by

external events such that we believe it is more

likely to do something we don’t want it to.

STRATA produces a range of outputs

including service loss and safety asset risk

profiles, service loss and safety risk values

for individual assets, base events, and risk

change/value information for use in asset


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Earth Structures Asset Management Diagram

the earth structure remains operational. Hence,

the main challenges can be:

l Very tight and limited space

l Limited access

l Ensuring safe operation of the adjacent

railway, and interfacing structures and/or

l Environmental constraints

Hence, innovative techniques are often

required in order to arrive at cost-effective,

efficient and safe solutions for earth structure

renewal work. Many innovative solutions, such

as the Ruglei shoulder protection system, Giken

sheet piling, ground improvement and the

installation of king-post walls, have successfully

been implemented by LU over the last 20 years,

as well as more conventional renewal works.

Vegetation managementThe development of vegetation on an earth

structure is generally the most aesthetically

pleasing form of slope protection and forms

a useful acoustic and visual barrier between

l Mitigation of risk until maintenance or

l Determine the location and rate of any slope

movement

l Establish in situ pore water pressures and

any variation over time

l Validation of the output from analytical

assessment, particularly where it is considered

to have produced conservative results, and to

confirm design assumptions.

High quality monitoring data is particularly

required to understand the long-term behaviour

of railway embankments, given their crude

construction and generally heterogeneous

make-up. Good quality monitoring data is also

fundamental to determine the most vulnerable

sections of the railway and to thereby prioritise

the earth structure for remedial/preventative

renewal works. Post renewal works monitoring

is also important to confirm the success of

the treatment and to ensure the performance

criteria are not exceeded. Clearly it is desirable

if the post renewal works monitoring can be

directly compared with previous data.

Earth structure monitoring systems generally

comprise:

l Inclinometers to measure slope deformation

l Pore pressure measurement, including

suction measurement

l Surface monitoring

l Track monitoring.

Detailed observational monitoring has

been undertaken leading to improvements

in the understanding of behaviour of the

earth structures and has allowed decisions

to be undertaken with a greater degree of

certainty. Observational monitoring consists of

installation of displacement and pore pressure

measurement instruments in order to measure


the railway and neighbouring properties.

Vegetation can also improve shallow

depth slope stability. However in many LU

embankments, vegetation – particularly trees –

can induce very significant shrink-swell cycles

in the clay fill. Seasonal vertical embankment

movements of up to 50mm can occur between

summer and winter. This detrimentally affects

the track performance and historically required

the imposition of speed restrictions across the

network, particularly over hot dry summers

e.g. 1995. This significant seasonal movement

can also reduce the strength of embankment

clay fill and, over the long term, result in

progressive slope failure. Numerical analysis

indicates a critical factor is the seasonal

oscillation between positive and negative

pore-water pressures. Vegetation removal

can ease the problem; however, it can also

increase the risk of slope instability, with the

resulting increase in pore water pressures in

the slope. In some cases swelling due to the

increase of pore water pressure will also cause

softening in the soil near the toe of the slope, a

plastic zone will develop and progressive failure

may occur in a slope that was otherwise stable

in the static sense.

LU has therefore recognised that vegetation

management is crucial to ensure long-term

earth structure stability and to control seasonal

movement in embankment fill. Current

climate change models generally predict drier

summers and wetter winters in the UK which

will probably increase risk of slope failure from

increased pore water pressures and increased

seasonal serviceability slope movements.

Consequently, the need for appropriate

vegetation management strategies will become

even more pressing in the future.

MonitoringThe purpose of monitoring earth structures

includes the following:


Figure 3: Retaining wall construction in a difficult access area adjacent to a congested network of live cables

Figure 4a) (Above) Ruglei retaining wall system to restrain the shoulder of an embankment and improve track support, and 4b) (Below)Construction of Giken sheet piling at the toe of a railway embankment within a tight space close to third-party buildings

Figure 5: Poor track quality as a result of significant shrink-swell embankment deformation

Figure 6: Chigwell cutting C056 CTS1/B – monitoring using piezometers and inclinometers

the actual and site-specific performance of the

earth structure over time. The monitoring of

the asset could span over a number of years

until adequate data is collected to establish

trends and demonstrate that the worst credible

conditions have been experienced.

At this stage either an analytical

re-assessment is carried out to upgrade

the condition classification for the asset or

monitoring is continued as a means of safely

managing the asset in the longer term, until

such time that the data indicates the need

for remediation. This method can result in

potentially significant cost savings compared

to the cost of the remedial works, without

compromising the safety of the railway.

Research and development During the past twenty years LUL has also

commissioned applied research, which

has considerably increased the knowledge

base and the fundamental understanding of

railway earth structure behaviour including the

influences of climate and vegetation.

The applied research has included:

l High quality sampling and sophisticated

testing to establish the material properties used

in the assessment and remedial work design of

LU earth structures

l Numerical modelling of both cuttings

and embankments utilising state-of-the-art

constitutive models (which included post-peak

l Field observations and numerical analysis

to determine the effect of seasonal changes in

pore water pressure on the stability and shrink-

swell behaviour of clay railway embankments

l Studies on the impact of vegetation on the

stability of slopes along with proposals for the

management of vegetation

l Identifying the modes of instability that could

affect the performance of earth structures

l The effects of climate change on earth

structure slopes.

This research has been published in a number

of geotechnical journals and conferences, in

particular the Skempton Memorial Conference

in 2004. The Construction Industry Research

and Information Association (CIRIA) has also

published state-of-the-art guidance on the

management, condition appraisal and repair of

infrastructure embankment and cuttings. These

address the technical issues in design, repair

and maintenance, and are enabling documents

to promote good practice in the asset

management of UK earth structures drawing

on much of LU’s knowledge and experience in

this area.

Geotechnical Asset Owners ForumIn 2008 a group of UK Infrastructure owners,

including LU, formed the Geotechnical Asset

Owners Forum (GAOF). The aim is to provide a

forum for those involved with the management

of geotechnical and related assets for the

sharing and exchange of ideas, information,

research themes and other issues which are

topical, important and forward-thinking for the

mutual benefit of the asset-owning community

and the users of those assets.

ConclusionsOver the last 20 years LU has undertaken

a substantial earth structures investment

programme retrieving many years of under-

investment in the asset base, and has

significantly improved earth structure condition

across the network.

Knowledge of earth structure condition and

performance is much more comprehensive

and there is better-quantified assessment of

both safety and service loss risk exposure. An

engineering-led earth structures management

strategy has been developed to underpin

future management of these assets. There is

an emphasis placed on proactively identifying

earth structure assets which are likely to

deteriorate and affect the service reliability

of the LU network. Innovative concepts,

technologies and engineering techniques

have significantly reduced the cost of the

inspection; assessment and remediation of

earth structures. The stability and movement

problems presented by these earth structures

are now understood to a considerable extent

and can be handled predictively by modern

analysis techniques. A wide range of earth

structure renewal techniques is available for

solving the short-term and long-term problems

of stability and serviceability. zz


l Dr Nader Saffari is a Principal Geotechnical Engineer with an Honours Degree in civil engineering and a Masters Degree and PhD from Imperial College and University of Surrey, respectively. He has over 25 years’ experience in civil and geotechnical engineering working on a variety of major projects both in the UK and overseas. Over the last ten years he has been working on the management of LU Earth Structures and is currently the Profession Head for Geotechnical Engineering with LU and is responsible for the management and performance of the earth structures on the LU network as well as providing geotechnical services and advice to other departments within LU.

l Brian McGinnity BSc MSc CEng FICE CGeol MIMMM FGS is the London Underground Profession Head for Civil Engineering. He has over 30 years’ experience in civil, geotechnical and mining engineering working on a variety of projects both in the UK and overseas. Currently Brian leads a team of 80 staff engaged on the inspection, assessment, design, renewal and upgrade of London Underground’s Civil Engineering Infrastructure asset base. Brian has over 20 years’ experience with London Underground in variety of roles associated with the asset management and upgrading of railway infrastructure. Previously Brian was London Underground’s Senior Geotechnical Engineer and played a key role in the inception of the project that undertook inspection, investigation, assessment, design and implementation of earth structure stabilisation works to achieve an improved railway infrastructure performance.


www.railwaystrategies.co.uk26

http://www.completedrainclearance.co.uk

http://www.mcnealybrown.co.uk

http://www.terram.com


W ith pressure for increased

efficiency in the essential

maintenance of the rail network,

the way works are undertaken has

to be reviewed on a project-by-project basis.

Disruption to the train operating companies

(TOCs) is a major factor and so there are

major cost benefits for keeping trains running

as normal.

Major earthworks have been using specialist

equipment such as long-reach machines and

roped access equipment for quite a while now,

depending on the constraints on the project,

but new technology is enabling improvements

to both safety and construction time.

A number of high profile projects have been

carried out during the last 12 months, including

the Hooley Cutting Stabilisation by BAM

Ritchies/BAM Nuttall. Long-reach excavators

were selected on their overall weight and the

project carbon footprint,” says operations

director Damian McGettrick. As a Chartered

Civil Engineer and Past Chairman of the ICE

West Midlands region, he is most passionate

about promoting good engineering practices,

through the development of people and the

opportunity to innovate.

The combination of dedicated and

experienced people with the knowledge of

plant and equipment goes a long way to

achieving a successfully delivered project,

which is now a requirement more than an

expectation. zz

ability to operate drilling mast attachments.

Specialist plant hire company, WM Plant Hire

supplied several machines to meet ground

pressure requirements and hydraulic outputs

for the drill masts. These were critical to ensure

that the existing ground conditions were not

compromised and that the installation of soil

nails was as productive as possible.

Working in the south west on a major

scheme installing vertical slope drainage, a

super long-reach machine with a maximum

reach of 30 metres was used in conjunction

with a dig profile system to accurately excavate

the slope gradient required.

WM Plant Hire Ltd was one of the first to

offer long-reach excavators with the latest

low emission engines to meet Tier 4 emission

requirements. “Clients definitely benefit from

reduced fuel consumption, meaning lower CO2 levels and hence adding benefit to the overall

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For further information, please contact:WM Plant Hire LtdTel: 01746 769 555Email: [email protected]: www.wmplanthire.com

Embankment earthworks

Infrastructure & Civil Engineering

Hooley Cutting Stabilisation

The use of long-reach machines has made a substantial contribution towards the efficient renewal of the UK's rail

infrastructure, as DAMIAN McGETTRICK explains

•

Weak and variable ground

can cause a whole host of

complications when it comes

to laying rail track ballast and

so it is important to ensure an appropriate

sub-ballast material is chosen to build up the

ballast capacity below the sleepers. Support

can of course be achieved through chemical

stabilisation or deep excavation followed by a

thick granular sub-layer. However, more often

than not these methods can prove to be both

time-consuming and expensive.

With track maintenance work and line

speed restrictions, which have the potential

not just to affect the schedules of train

operators and asset owners but potentially

cost thousands of pounds in fines – another

key consideration to bear in mind when


TIM OLIVER discusses why it’s worth considering geogrids for rail track ballast and sub-ballast support

The little grid with the big potential: the increasing role of geogrids in revolutionising rail track support

rigid junctions – has become an obvious

consideration for rail engineers. It is easy to

install, and allows for reduced excavation, soil

disposal, and imported sub-ballast fill when

used in sub-ballast applications. Furthermore,

when used in ballast applications, geogrids

can limit lateral movement under loading and

reduce the settlement rate. This preserves

the rail line and level and allows time between

maintenance cycles to be increased, increasing

cost savings for rail operators by reducing

maintenance costs (including staffing and plant

hire) as well as limiting the time for which tracks

and access roads must be closed for essential

works to take place.

Geogrid stabilisation technology is backed

up by more than 30 years of independent

research in the UK and around the world,


designing track beds is how to achieve

the maximum duration between each

maintenance cycle.

While loss of vertical and horizontal

alignment of the rails can be caused by

ballast deformation, with a better supported

track bed it is possible to extend periods

between maintenance – which can help to

improve whole life costs.

Solution to a problemPeter Musgrave, a senior track bed design

engineer at Network Rail, recently quoted

a statistic that more than ten per cent of all

ballast maintenance per year in the UK now

includes geogrid stabilisation.

The geogrid – which works by distributing

the forces applied to it through the

A traditional biaxial geogrid in use

•

over traditional methods, this process has

been made easier following the streamlining of

Network Rail’s product acceptance process

for rail-based systems. Recent changes have

helped to ensure that products designed to

improve track maintenance processes or track

safety are efficiently tested, critiqued, and

welcomed into the approved catalogue via a

stringent Certificate of Acceptance Scheme.

When trying to achieve optimum rail track

stabilisation it pays to consider the range

of value-engineered ballast support options

available in today’s marketplace. Talking to

an expert, like the team at Tensar, at an early

stage of your next rail project can help you

select an appropriate geogrid product that can

pay dividends in the long run. zz

and has been found

to increase the bearing capacity of

sub-ballast layers two-fold compared with the

same non-stabilised thickness.

The materials and capabilities of this

technology have as you would expect come a

long way since the first geogrid was innovated

in the 1950s.

Research and development Following significant research and

development, there now exists the multi-

directional geogrid, which can increase by a

factor of three to five the maintenance life of

ballast over relatively weak and firm foundation

soils when measured against the performance

of a sleeper settlement without geogrid

stabilisation.

This innovative triangular geogrid

design allows the force of the load

applied to be displaced in multiple

directions, unlike the traditional

biaxial grid, which disperses weight

predominantly across two directions.

When used in both ballast and sub-

ballast rail applications, the aggregate

particles interlock within the triangular

apertures and the efficient, deep rib profile

of the geogrid helps to confine aggregate,

which combined with the isotropic stiffness,

creates a mechanically stabilised layer.

One such patented triangular product,

called TriAx®, has been the subject of

numerous performance tests and trials

and repeated trafficking. Previous studies

conducted by the University of Nottingham

have provided impressive results. The

TriAx® TX190L product, for example, can

halve bed maintenance costs and offer a

payback period of less than three ballast

tamping cycles, compared with earlier

rectangular geogrids.

For the creators of state-of-the-art

technologies and the specifiers who wish

to utilise newer high performance products


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzA traditional biaxial geogrid in use

Tim Oliver is director for stabilisation products and systems at Tensar International

The world’s first TriAx TX190L application in Slovakia

TriAx TX190L passed the new Network Rail product acceptance process

zzzzzzzzzzzz Infrastructure & Civil Engineering

design, offers greater design flexibility to

specifiers working to a project’s unique ground

conditions and accessibility requirements.

Engineers’ and contactors’ growing

preference towards high strength durable

HDPE plastic products in rail projects is

quantifiable when you consider the scope

of benefits these can bring over traditional

materials such as concrete and clay.

Surface water drainage pipes, manholes

and catchpits are all common trackside

components. These products, when made

from high-strength polymers, are up to

94 per cent lighter than equivalent concrete

systems. Combine this with the fact that plastic

chambers are manufactured off site in factory

controlled conditions for product precision and

consistency and delivered to site in one piece

ready for installation, removing the need for wet

trades, it greatly assists the ease and speed

at which they can be installed – especially in

hard-to-access areas. This lighter weight also

means products can be delivered to site in

greater volumes for added cost savings and

environmental efficiency.

High quality plastic product ranges are

continuously evolving, as highlighted by the

comprehensive range of geocellular systems

now available in today’s market. These cells,

which ‘fit together’ to create underground

tanks for surface water attenuation and

soakaway purposes, provide effective

source control and can be engineered to

accommodate various loads and burial depths,

whether for a deep or shallow application.

This integrated, holistic approach to water

management is becoming commonplace in

the UK, with organisations looking for ways

to capture, treat and re-use water in order to

reduce potential flooding and environmental

harm whilst saving costs.

Arguably however, the full cost-saving

potential offered by plastics and specialist

manufacturers is perhaps still to be maximised

by the rail industry. Many do not realise that,

in addition to their product knowledge, UK

manufacturers have also accrued a wealth

of technical knowledge from previous

projects and can ‘design out’ costs with

value-engineered variations of products on a

project-by-project basis, particularly if involved

early in the project. This is particularly true for

manufacturers, like Polypipe, that are able

to offer a complete range of products that

can easily integrate into complete, bespoke

systems – utilising prefabricated pipes,

manholes and catchpits for trackside drainage

solutions that meet client needs.

In-depth collaboration at an early stage in

the project between parties offers exciting

opportunities to achieve new levels of efficiency

in both new and refurbishment rail projects of

all sizes. zz

In Network Rail’s latest Activity and

Expenditure Plans document, it was

recognised that managing surface water

is a vital part of the management of the

UK rail network – which is especially true given

the past 12 months have been some of the

wettest on record. The report recognised that

increasing spend on drainage would optimise

whole life cycle costs, but it’s possible to

increase this cost saving by opting for high

quality plastic products in place of traditional

concrete alternatives.

Plastic piping products are being used

with increasing regularity in a variety of rail

applications. While the most obvious benefit

to Network Rail may be the use of drainage

solutions at trackside, plastic products are also

widely used to capture and treat water as well

as protect a number of vital cables at various

points on the rail network – including stations.

Take for example the recent refurbishment

of Loughborough railway station. In addition

to safeguarding many thousands of miles of

expensive lighting, signalling, CCTV and general

power cables within the UK rail network from

water damage, these robust colour-coded

ducting systems can also be buried, helping to

reduce instances of metal theft. Furthermore,

their availability in a whole host of product

options, from twin-wall, single-wall or coiled


Unearthing the potential of plastic

RUSSELL BELLEGUELLE discusses manufacturer developments in plastic cable protection and drainage innovations – and the time, cost and safety benefits they can offer to trackside and station refurbishment projects

Russell Belleguelle is a rail specialist at Polypipe.

Light weight plastic products save time on installation and plant equipment use

Modular water storage cells installed at Loughborough station

Loughborough railway station

zzzzzzzzzzzzzzzzzzzzzzz zzCrossrail

allow a section of the Royal Victoria Dock to be

drained so that Crossrail workers can access

the tunnel from above. During the draining of

the dock, a total of 332 fish were removed and

safely relocated on either side of the cofferdam.

The tunnel was built in 1878 and has not

been in passenger use since December 2006.

It is the only existing tunnel that will be re-used

for Crossrail.

Linda Miller, Connaught Tunnel project

manager said: “The Connaught Tunnel is

testament to the engineering skill of the

Victorians, but after 135 years there’s a lot of

work that needs to be done to get it ready for

Crossrail . Now we’ve opened the top of the

tunnel we’ll start the engineering equivalent of

open heart surgery – widening and deepening

the structure so that it can accommodate up to

twelve trains an hour in each direction.”

As well as widening and deepening the

central section of the tunnel, the work at the

site will include waterproofing, installing water

pumps and cleaning the 135 years of coal and

soot from the bricks. zz

A Victorian rail tunnel beneath the Royal

Docks in east London has been

exposed to the light of day for the first

time in 135 years as part of works to

prepare for the arrival of Crossrail trains in 2018.

A hole has been drilled in the exposed crown

of the Connaught Tunnel, which runs beneath

the Royal Victoria Dock, following work to drain

13 million litres of water from a section of the

docks that lie above.

Work will now continue to open up a hole

that will eventually measure approximately

20 metres long and ten metres wide to allow

for the engineering equivalent of ‘open heart

surgery’ to strengthen, deepen and widen

the central section of the tunnel so that it can

accommodate Crossrail’s trains.

Sections of the tunnel are in a poor

condition and parts of it were narrowed during

the 1930s so that the dock could be deepened

to accommodate larger ships with brickwork

removed and steel segments installed. The hole

in the crown of the tunnel will allow Crossrail to

remove much of this material and to continue

with the process of ensuring that the tunnel is

safe and ready for the arrival of the new trains.

Over the last few months a cofferdam

measuring 1300m2 has been put in place to


Major works carried out

to Victorian rail tunnel for

Crossrail

Cros

srai

l

Cros

srai

l

•

Some years ago, Building Information

Modelling (BIM) was just a dream on

the horizon – or a nightmarish vision,

depending on your viewpoint. Now,

as embracing BIM increasingly becomes a

necessity and not a luxury – with

Government making BIM for public

projects mandatory by 2016 and with

wholesale adoption likely to follow – those

with responsibility for built estates can

no longer escape its inevitability. Nor can

they avoid its ubiquity: magazines devote

multiple issues to it, endless conferences

are held, and designers fall over each other


ALLAN HUNT reviews the BIM ‘revolution’ and its impact on facility management practitioners

Lost in translation: seeing BIM through the client’s eyes

What is BIM?The first way in which the design perspective

may have clouded perceptions of BIM –

though thankfully this is now shifting – lies

in its discussion as another representational

tool. Of course it is commonly understood

that BIM is in fact a ‘live’, real-time model – a

building in digital format. We also know that

it constitutes a radical shift both in ways of

working and thinking, which transform and

streamline the entire design and construction

process, bringing both benefits – increased

economy, efficiency, safety – and also

challenges – potential legal wrangles as the


to champion the BIM revolution – whether

in the spirit of genuine innovation or blind

panic. Nevertheless, and while debate is

shifting, there remains a frontloaded bias

to this enthusiasm. Despite claims of BIM’s

long-term benefits to the client – and to

those, like facilities managers, who must

manage an estate long after the architects

and contractors have left the scene – debate

still remains fixated at the early design and

construction phases. Certainly contractors

are embracing BIM – as are many owners

of large estates. However a design bias has

skewed debate in two key ways.

Laser scanning being undertaken at Leeds City station

•

market

knows this – and

perhaps we are even in mourning. Yet increasing

re-use and conservation of existing estate

is unavoidable: neither the economic nor

environmental climate can sustain itself otherwise.

This will put a further burden on facilities

managers to provide increased efficiency in the

maintenance and improvement of existing stock.

What does BIM mean for Facilities Management? What is striking is how far BIM’s potential at the

Facilities Management (FM) end has been buried

under the new-build focus. In fact, BIM will come

into its own with the ongoing management both

of new buildings but also of existing stock – it will

also ultimately have applications and implications

for the heritage and conservation industries,

an area that is only just being touched on. By

combining existing technologies – advanced

surveying and geomatics techniques – a BIM

model of an existing estate can be created from

accurate laser cloud surveys and ‘tagged’ with

data describing the key physical properties of

‘ownership’ of data becomes blurred in

levels of collaboration and data-sharing

we are wholly unused to. Nevertheless for

some time BIM was still discussed all too

often from the sole viewpoint of platforms

and implementation, as well as in relation

to its imaging capabilities, which may

have unwittingly given the impression

that BIM is a sort of exceptionally

advanced CAD package. Indeed the

oft-quoted ‘drawing-board switchover’

metaphor, whilst compelling, may also

have inadvertently emphasised this

perspective. It is only recently that

the focus has rightly shifted towards

BIM’s true nature as, in fact, a

highly sophisticated database or

knowledge management system.

In using this language, and

taking this focus, we may also have

undermined clients’ appreciation of

BIM’s genuinely radical potentials across the

life cycle of a building or estate. What do end-

users make of BIM mania? There is a danger

to the onlooker that BIM appears to be only

the latest in a long line of CAD-fads, a ‘novelty’

with its genuine relevance being trumped up to

justify insider-excitement – an acute case, as

they say in business, of ‘shiny kit syndrome’.

Furthermore, since technology now moves

at a frighteningly rapid pace, to perceive BIM

too much in terms of specific packages and

platforms means we risk failing to keep up with

– let alone be in a position to drive – further

conceptual advancements.

In fact, not only is BIM not really another

representational system at all (though it can

certainly be used as one) and more like a live

building model, BIM’s genuine and long-term

value is lost when we fail to grasp its power as

an ‘embodied database’. As the building life

cycle progresses, the BIM model’s capabilities

and benefits radically shift. At the front-end, its

use as real-time representation is at the fore

– clients want increasingly accurate imaging

– however when it reaches the contractor its

imaging capacities may amount to only a small

part of its useful value. After handover, the

relevance of this

graphical aspect dwindles

even further; rather BIM’s full capabilities at this

stage are almost entirely as a sophisticated

database of knowledge. Given the quantity

of information that is ordinarily wasted at

key handover points in the build cycle, the

power of BIM to retain highly detailed and

comprehensive building data cannot be

underestimated.

The second way in which a design bias

has skewed perceptions may not be so clear.

When debate is focused on the design and

build phases, we risk becoming blind to one

of the most important potential benefits of

BIM. This is related, too, to crucial shifts in

the way the built environment is used and to

unavoidable economic and environmental

factors. Despite the photogenic ‘wow’ factor of

new-build, 80 per cent of the building stock in

use in 50 years already exists today – and this

may even be greater as we address profound

economic and environmental sustainability

issues. Further, the vast majority of a building’s

cost – some 75 per cent – lie in the latter

stages of its lifespan. We know that endless

new-build is simply not viable – certainly the



Data capture through laser scanning. Data set represented as a Point Cloud

each building element. The owner or facilities

manager is then able to load the model with

data over time and long after handover, in line

with priorities, in effect creating a ‘live’ replica of

an entire estate which develops as the estate

itself develops and which eliminates the need

to cross-reference sources of information

and duplicate tasks. Clearly, this has powerful

cost-time benefits. Yet that BIM can be

developed and utilised in this way is either not

being fully grasped or else not being clearly

communicated to clients.

If there is something uncanny about the

trajectory that the BIM debate has taken

then it may be because we have been here

before. When sustainability filled the very

same pages of industry magazines that

have now been usurped by BIM, a similar

focus on the ‘glamour’ end of developments

was apparent in an obsession with ‘flagship

green-washing’ – turbines and green roofs as

showcase sustainability – all, crucially, highly

photogenic. Yet some of the more serious

and genuinely sustainable work amounted to

much more low-key interventions – including

the power of sensitive facilities management

and a growing emphasis on re-use. Similarly

with BIM, the focus on new-build and ‘shiny

kit’ may be unwittingly disguising some of its

most economic, pragmatic and sustainable

applications, which in fact lie at the end of the

building life-cycle.

There will always be understandable

resistance to embracing new ways of working,

especially when these new ways have upfront

implications in terms of both time and cost.

This is surely not helped by presenting new

technologies, albeit unwittingly, as the latest in

a long line of design fads and with an emphasis

on features rather than benefits. To counteract

this, the industry may need to begin to think

more educationally. For example, we might

need to produce BIM models – and hold

seminars – for the sole purpose of relaying to

clients BIM’s true capabilities. It is unlikely that

a designer in the early days of CAD would

have felt the need to produce drawings merely

to show off its rendering techniques. But

precisely because BIM has advantages long

after the contractor recedes, we are forced to

put ourselves in the position of the client, the

owner, the manager like never before. Even

the earliest stages of creating a BIM demands

of us that we shift our approach to what we

do: from the outset, the model is devised on

the basis of its intended long-term uses. This

means that we need to know upfront what the

applications? Or do we wish to be at the

forefront of thinking?

These shifting roles may make us

uncomfortable. Yet by its very nature, BIM

inherently encourages holistic, joined-up

thinking – it breaks down the rigid categories

we are used to. We know this. Yet perhaps

we are not as mentally prepared for this

‘breakdown’ as we like to think. Indeed the

facts and fears around data-sharing and

mutual contracts may also reflect broader

concerns about stepping outside assumed

roles. Could it be that all in the industry have to

begin to think more like a BIM model? It may

be that whilst BIM prevents the loss of valuable

data as it transits from phase to phase, the far-

reaching benefits and implications of BIM are

still being lost in translation. zz


client wants it for – in the long and not just the

short-term. But what if the client doesn’t realise

its power at the FM end? What if the client is

either unaware of – or unconvinced by – the full

spectrum of benefits it offers long-term?

Keep thinking aheadWe also have to begin to think more like

researchers. As well as benefits, we cannot

deny that there are also challenges raised

by BIM and if we want to stay ahead of the

game we cannot sit back and wait for other

industries to solve them. For example, there

are currently blocks to fully integrating BIM

models to the FM end – the software packages

currently in use in FM are not those used in

BIM. Aedas Building Consultancy is already

addressing ways in which this technological

gap can be fruitfully bridged and investing

heavily in research solutions and collaboration

with technology firms. And we need to keep

thinking ahead – even as we may feel we are

only just getting to grips with BIM. We may

even see a day when sensors and alarms

in the building also work in real-time within

the BIM model: a digital representation of a

building estate such that an FM manager has

at his or her command the entire estate before

them – a sort of data-rich CCTV system. This

may seem like sci-fi – but do we wish to wait

around while other people develop these

zzzzzzzzzzzz Infrastructure & Civil Engineering

Allan Hunt MRICS is BIM lead director at Aedas Building Consultancy.

Web: Aedas.com/buildingconsultancy

Intelligent as-built BIM

Netw

ork

Rail

Netw

ork

Rail

Netw

ork

Rail

CyclePoint for Chelmsford l Chelmsford will be the first station in the region to benefit

from a new CyclePoint which is set to transform facilities for

cyclists using the station – the busiest on Greater Anglia’s

network apart from London Liverpool Street.

CyclePoint is a unique concept brought to the UK from

the Netherlands by Abellio which combines secure cycle

parking with increased capacity for cycles, supported by

retail, cycle-hire and maintenance facilities.

The key benefit of CyclePoint is that it provides a single

location for all cycle-related activity and parking at a

station. Cycles UK has been appointed as Greater Anglia’s

commercial partner for the Chelmsford CyclePoint, with

cycle parking equipment provided by Falco. Cycle parking

capacity at Chelmsford station will increase by 40 per cent

with parking for almost 1000 cycles in the new facility.

CyclePoint represents a significant investment of

£600,000 by Greater Anglia, with support from Essex

County Council. Located on a new site between the station

and the station car park, CyclePoint is the first stage of the

project to improve and upgrade passenger facilities and the

customer environment at Chelmsford over the next

12 months.


zzzzzzzzzzzzzzzzzz zzNEWS I Stations

New New Street station half openl More than three years in the making, the first half of the new

concourse at Birmingham New Street station has opened to

passengers, marking the completion of the first phase of the project

to transform the station. This is the first major change to New Street

in over 40 years, with the station being named as one of the most

hated buildings in the country in more recent years. The opening

marks a significant milestone in the overall redevelopment, with

people using the station now having somewhere to be proud of as

the gateway to the city and the West Midlands.

Cambridge developmentl Cambridge station is set to benefit from a £4.25 million improvement scheme after

funds were released by Cambridge-based developer Brookgate, the company

behind the CB1 development, as part of a land purchase from Network Rail and a

S.106 agreement with Network Rail and the City Council.

Greater Anglia, which manages the station, will deliver the work to improve the overall

passenger experience at the station, helping to reduce congestion by providing a better

concourse and more modern and spacious ticket hall.

An application for listed building consent is now being discussed with the local

planning authority and a consultation event for station users will be held before the

work starts. The aim is to start the work in late summer, with completion in mid-2014.

The funding for the station improvements was released from the development of

over 1000 student units and forms a key element of regeneration benefits of CB1. The

high-quality mixed-use development will deliver a number of additional public benefits

including a 3000 space cycle park and a new station square.

New stationsl Transport Secretary Patrick McLoughlin has unveiled

plans for four new stations, to be funded under the New

Station Fund. The successful bids were:

l Ilkeston, Derbyshire, which will receive over £4.5 million

of DfT funding towards a scheme worth over £6.5 million

l Lea Bridge, London Borough of Waltham Forest, which

will receive over £1 million towards a scheme worth in

excess of £6.5 million

l Newcourt, Devon, where the DfT will pay for around

half of the scheme expected to cost in the region of

£1.5 million

l Pye Corner, Newport, which will receive over

£2.5 million towards a scheme worth over £3.5 million.

Grea

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An artist’s impression of the new CyclePoint



zzzzzzzzzzzzzzzzzzzzzz NEWS I Stations

New ticket barriersl National Express train operator c2c has become the first train

company in the South East to install ticket barriers at every station

following the completion of a £530,000 project at Southend East.

Local MP James Duddridge joined c2c managing director Julian

Drury at Southend East station at the beginning of May, to test the

new ticket gates for themselves and to mark the barriers being

brought into full operational use.

The new barriers will make Southend East station more secure

and help to reduce fare evasion. Installing ticket gates across the

c2c route is another step towards the introduction of Oyster-style

‘smart’ ticketing for c2c passengers.

The project at Southend East, which has taken three months, was

managed by c2c and funded by the Department for Transport. The

station was also significantly improved in a £1.5 million upgrade in

2011, and the British Transport Police has accredited Southend

East under its Secure Station scheme

Minister visits site of Wakefield Westgate stationl Rt Hon Simon Burns MP, the Minister of State for Transport, visited the

construction site of the new Wakefield Westgate station in May and helped

to lay bricks that will be used in the construction. The Minister visited to

see progress on the £8.8 million project to create a new gateway to the

city, which has been transformed in recent years by high-profile schemes

including the Merchant Gate development and Hepworth Gallery.

The station will be the first newly constructed station building on the

East Coast Main Line in decades. It follows recent significant station

modernisation projects on the route at London King’s Cross and

Peterborough, as well current projects at Newcastle Central and

Edinburgh Waverley.

The new Westgate station building will significantly improve

facilities for customers, including:

l More and better retail facilities

l A new footbridge and lifts linking the platforms

l A new travel centre

l A new First Class Lounge and Standard waiting area

l Installation of ticket gates to improve passenger safety and

combat fare evasion

l Improved integration with local buses and taxis.

The new station is due to open in November.

Improved customer information at Ipswichl Work is underway at Greater Anglia’s Ipswich station to upgrade the

customer information screens in order to improve information provision

for customers. Ipswich is one of a number of Greater Anglia stations

which are to benefit from a collective investment of £1.2 million from

the National Station Improvement Programme fund. The improvement

work will see the old screens replaced with the latest LED technology,

which will mean a real improvement in the provision of information for

customers at the stations with brighter, clearer screens.

Rail Minister Simon Burns (centre) lays bricks to be used in the construction of the new Wakefield Westgate. Looking on are, from left: Network Rail route managing director Phil Verster;

Metro chairman Coun. James Lewis; Wakefield Council Leader Coun. Peter Box; East Coast stations and property director

Tim Hedley-Jones; and Muse Developments Ltd development director David Wells

East

Coa

st

Grea

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Two of the new customer information screens at Ipswich

c2c

c2c managing director Julian Drury (left) and James Duddridge MP at Southend East station


We are totally self-sufficient and

manufacture all of our own

products at our purpose-built

factory in the North of England

(which is ironic, as most of our applications are

in the South of the UK!). We also have our own

in-house laboratories where we can produce a

whole host of anti-slip resins as well as offering

a bespoke service to manufacture any colour

of tactile required.

Single point guaranteeVisul also offers a ‘Supply & Fit’ option as we

feel that this package allows the client the

added bonus of a single-point guarantee by

way of utilising one company to both supply

and install. This Single Point Guarantee also

offers both the client and ourselves the peace

of mind that the system will be installed

correctly. This is a major plus point with regards

to preventing any negative feedback, as the

only negativity we receive is due to people

taking the works on themselves, installing it

badly and then leaving us to pick up the pieces

once they are long gone.

frost heave is along the platform edge where

the coper stones meet the tactiles. This area

is prone to displacement following the harsh

winters we endure. The problem occurs with

the current and most common system of

concrete tactiles installed against concrete

platform edge copers. There is a high level of

water ingress across the multiple channels

between each and every tactile and also where

it meets the coper. Once this water freezes, the

existing tactiles become displaced due to the

expansion of the ice. This then creates major

tripping hazards / high spots that, even when

the ice has thawed, very rarely re-settle back

into their original (level) position.

The solution is a coper with a 400mm

extended rebate section to the rear which

accommodates a 930mm x 400mm x 4mm

Tactile. This proven and Network Rail-approved

system is seen as the answer and is already

recognised as the way forward to preventing

any possible major or fatal incidents across all

of the stations in the UK. zz

For further information about recessed copers, please contact Andy Warvill at:G-Tech Copers LimitedTel: +44 (0) 1482 581 550

For all other enquiries, please contact Ross Carty at:Visul SystemsTel: +44 (0) 191 416 1530 Email: [email protected]: www.usluk.com/visul-systems/

Passenger safetyPassenger safety is paramount and one of the

reasons we are always looking to provide as

safe an environment as we can. By this I mean

coming up with new and

innovative ideas to reduce the

possible risk of any slipping

or tripping incidents at any

stations. This is partly why

the Visul System is specified

across the vast majority

of not only Network Rail’s

Frameworks but also many

of the TOCs, as well as

London Underground.

Frost heaveFrost heave causes many

a problem across the

UK’s platform edges and

was an issue for which

Network Rail tasked us

to find a solution. The

main area of concern for

No slip-ups – tactiles and copers for all conditions

Visul Systems’ Surface Mounted Tactiles have long been established as THE answer to a quick and reliable way of meeting the required Department for Transport standards when it comes to ensuring that all stations conform to the

Guidance on the use of Tactile Paving

Stationszzzzzzzzzzzzzzzzzzzzzzzz zz

BEFORE

AFTER AFTER

BEFORE

Twinfix in-line access hatch. Fitted at the

base of a panel it enables valley gutters to

be cleaned from a scaffolding tower without

requiring access above the roofline.

Quick to fit Multi-Link-PanelsWith their innovative ‘fix and link’ design

the Twinfix Multi-Link-Panels have the

following benefits:

l Incredibly quick to install, making the very

most of limited possession times

l Factory manufactured to size for each

project so no mistakes on site

l Long lasting, low maintenance durable

glazing and non-rusting aluminium frames.

Twinfix offers a range of different glazing,

and non-glazing, options for these non-fragile

rooflight panels:

l Multiwall polycarbonate: incredibly light in

weight (16 & 25mm weigh 2.8 & 3.5kg/m²)

l Solid polycarbonate: the clear product looks

like laminated glass but is virtually unbreakable

l GW Solid: both 6mm thick obscure and

clear grades are available

l Aluminium sandwich panels: an alternative

option where natural daylight is not required.

Polycarbonate is the ideal material for station

canopy glazing as it is light in weight, will

absorb vibrations caused by train movements

without cracking, crazing or breaking, and will

provide a low-maintenance, long-lasting roof.

The aluminium used in the Multi-Link-Panels

can be powder-coated to virtually any colour

and will not rust or require repainting, helping

to cut down on future maintenance costs. Add

to this the light weight of the polycarbonate

glazing and you have rooflights that can help

extend the life of any existing canopy structure!

Polycarbonate offers a wide – and ever-

growing – selection of glazing options,

depending upon the requirements of

the particular station, or depot. These

range from multi-wall varieties through to solid,

glass-like grades, all of which are incredibly

tough and resistant to breakage.

NEW – GW polycarbonate glazingOne of the latest variants is a 6mm solid sheet

that combines the appearance of Georgian

wired glass with all the material benefits

of polycarbonate. Installed at traditional

600mm centres it helps satisfy the heritage

requirements at many older stations. Pre-

glazed into a factory-assembled rooflight, the

Twinfix Multi-Link-Panel NF, it also meets the

HSE’s recommendation for non-fragile roofing

assemblies.

With safety very much in mind, another

recent innovation is the manually removable


New polycarbonate rooflight options

zz

One of the most striking ways of improving any station is by replacing old, failing canopy glazing with a modern-day solution. Flooding the area with natural daylight, and eliminating leaks, can help create a much

more welcoming atmosphere for all who use the station

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzStations

The canopies at Chorley station feature the Twinfix new In-Line Access Hatches enabling gutter cleaning to safely take place without erecting scaffolding towers near to the platform edge

6mm obscure GW polycarbonate looks like Georgian wired glass, but has all the benefits of standard polycarbonate

NEW In-Line Access HatchIn response to a request from Network Rail,

Twinfix has developed an in-line access hatch

that fits discreetly into the Multi-Link-Panel.

This enables staff to safely carry out gutter

cleaning without having to gain access above

the glazing. Historically many station canopies

had no walkway installed over their glazing

and it is not often possible to gain approval for

one to be post-fitted as part of a refurbishment

project. The Twinfix hatch solves this problem.

It was designed to be unobtrusive, using solid

polycarbonate glazing fitted with polycarbonate

handles and with as small a sightline as

possible where the hatch meets the standard

Multi-Link-Panel. Fitted adjacent to the gutter

at the end of a Multi-Link-Panel the Twinfix

hatch is removed by simply undoing four

thumb screws – no special tools are required.

The hatch then lifts out, and is easily replaced

once cleaning is completed.

The Twinfix In-Line Access Hatch has been


tested to the ACR[M]001:2011 Test for Fragility

of Roofing Assemblies on the Twinfix in-house

rig where it passes with a ‘B’ designation.

Non-fragile roofingSafety of people on roofs is of paramount

importance and is ignored at your peril.

CDM regulations are very specific in advising

designers/specifiers to design out any future

possible dangers wherever possible. Specifying

non-fragile rooflights helps them to do just that.

The Twinfix Multi-Link-Panel NF fitted with

the following glazing has been tested to the

HSE’s recommended test (ACR[M]001:2011)

and they all pass with a ‘B’ designation.

l 16mm and 25mm multiwall polycarbonate

l 6mm solid polycarbonate

l 6mm GW polycarbonate – both obscure

and clear

l 8mm solid polycarbonate In-Line

Access Hatch.

6.8mm laminated glass fails the test. 16mm

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

multiwall polycarbonate installed in a standard

split two-part glazing bar system also fails the

test with the polycarbonate flexing out of the

glazing bars. The Multi-Link-Panel NF passes

because it consists of specially designed bars

combined with a patented method of installing

the polycarbonate that holds it in place when

subjected to the drop test.

With many years’ experience working on

stations across the UK, from Edgware Road in

London, to Blackburn in the North West, and

Stafford in the Midlands, the Twinfix team has

developed a wealth of design knowledge and

expertise in the rail sector. zz

For further information please contact Vicky Evans at:Twinfix LtdTel: 01925 811 311Email: [email protected]: www.twinfix.co.uk

The Twinfix In-Line Access Hatch is designed to be unobtrusive

Lightweight & tough, quick-to-fit, non-fragile Rooflight Panels

Fast installation:• makes the very most of possession time

Flexible & tough polycarbonate:• absorbs vibrations without cracking, crazing or breaking

Wide range of polycarbonate glazing options: • both multiwall and solid, including GW grade that imitates Georgian wired glass

Safe in use:• All Multi-Link-Panels NF are non-fragile, in accordance with HSE recommendations

Lightweight, factory assembled panel: • no mistakes on site

New In-Line Access Hatch: • enables safer gutter cleaning

201 Cavendish Place,

Birchwood Park, Birchwood,

Warrington, WA3 6WU

t. 01925 811311

f. 01925 852955

e. [email protected]

www.twinfix.co.uk

Registered

Fix-and-link polycarbonate rooflight panels used for station canopies, overhead glazing and depot rooflights

http://www.twinfix.co.uk

Station refurbishment has become a

huge industry in the UK. Many of the

country’s major railway stations have

either undergone or are currently

undergoing facelifts, and it was about time.

There are 2500 stations on the national railway

network and the majority of these are over

100 years old. With approximately 2.6 billion

passengers passing through every year, the

facilities at many stations were simply not fit for

purpose [Ref. 1].

The £37.5 billion plan the Government

has put in place to improve Britain’s railways

is a fantastic opportunity not only for the

construction and maintenance industry, but for

Train Operating Companies (TOCs) too.

Considerations With the high volume of trains and passengers

going through stations every day, refurbishment

work can be a challenge. Keeping disruption

to a minimum, ensuring the safety of all

passengers and station employees, restricted

site access, and possessions with limited

working windows are all considerations

contractors working in the rail environment

need to consider. This is where innovation

takes an important role in the railway

refurbishment industry.

A number of factors need to be considered

when specifying and planning refurbishment

work. For example, all work completed needs

to comply with Network Rail Group standards,

as well as being delivered in accordance with

approved, scheme-specific designs. Using

a Link-up approved contractor validates

the standard of rail civil engineering work a

contractor will provide and demonstrates the

appropriate systems and procedures required

to work within the rail environment.

More than just a new coffee shopMany people think of railway station

refurbishment as building new coffee shops

and upgrading the toilets. Whilst these

are important for end-users, the crucial

refurbishment work is being carried out on the

station platforms.

Platforms get used heavily every day

and many now need to be upgraded and

resurfaced as they were simply not designed

to support the current volume of people and

luggage, or are approaching the end of their

design life. Many platforms are also being

considered for extensions to accommodate

larger trains with more passengers.

This was the case at Ansdell and Fairhaven

station. Due to the approaching British

Open Golf Tournament, refurbishment and

extension was needed to a disused section


Upgrading the UK’s railway stations through innovation

zz

IAN DUTTON discusses station refurbishment, new techniques and what the future holds


New platform surfacing

Stations

of the platform, to accommodate additional

carriages. The timescales were tight as they

needed to be complete before the tournament

started and access to the platform was

limited as the station was below road level.

The author’s company developed a platform

configuration scheme and worked with the

adjacent golf club to gain better access to the

site. Also, the existing fencing and handrails

were in good condition so they were reused in

order to reduce costs.

So, how can surfaces that need to be

repaired or even replaced be indentified?

There are many signs that a surface may be

in need of treatment, repair or replacement.

The aesthetic appearance may be poor, there

could be visible pooling water, or the surface

could be uneven, making it an unsafe tripping

hazard.

The life of the surface may also have expired

through oxidising of bitumen, which leads to

deterioration of the surface course material.

A surface fit for purpose Selecting the type of surface solution for

each platform is important. Traditionally a six

millimetre dense macadam surface course was

always used, but this could take a number of

shifts to complete, with challenges including

access, possession times and costs, not to

mention disruption. To address these issues,

we have been working with clients to develop

alternative solutions. Over the past three years,

bespoke microasphalt has been laid on a

number of station platforms across the country,

including major sites in London, Liverpool and

Birmingham.

Microasphalt has a number of advantages

in the rail environment. The material is cold

and hand applied and mixed on site once a

possession starts. It is also faster to apply and

there is no waste or large machinery – a great

benefit for stations with difficult access issues.

This means possession times and most

importantly costs can be significantly reduced,

not to mention improved safety and reduced

disruption for passengers.


An area of around 250-350 square metres

can be resurfaced in a four-hour possession,

compared to the potential four or five shifts

needed using traditional methods. Once the

surface is laid, the platform can be left safe

and complete by the end of the shift, ready to

open for the first passengers to walk on within

30 minutes.

Innovative versus traditional approaches to railway station refurbishmentLeyton Midland Road, a busy London

Overground station was recently refurbished

using microasphalt as an alternative to the

traditional surface course. Using microasphalt

was ideal for this site due to challenging

access to the station platform – three flights

of stairs. As the microasphalt is mixed on site

and cold applied, access issues were reduced

and safety improved. The 600 square metre

platform was resurfaced on a Sunday in just

one shift during a blockade (a long possession)

and the surface was ready for passengers

within 30 minutes.

Another recent refurbishment project at

Bolton railway station, required platform

resurfacing and modular paving on an island

platform. This project was resurfaced with a

traditional surface course. All the work needed

to be undertaken alongside normal station

activities and with train services in operation.

Our solution was to phase and plan works

to maintain walking routes, D-notices were

in place during the works and some works

were carried out outside normal hours. This

minimised station disruption and improved

on-site safety, as well as being completed to

programme and on budget.

Beyond surfacesThere is, of course, a lot more refurbishment

work that takes place other than platform

surfaces. The station furniture, including

benches, shelters, ticket machines and bins,

also need to be maintained and upgraded.

The challenge here is that many need

foundations on the platforms and concourses.

Some of the built structures, especially the

Victorian-built structures, may not have the

strength to provide the foundations needed.

This is where another civil engineering

innovation comes in. Groundscrew – a

concrete-free foundation system – has been

used extensively on highways products,

and is the perfect solution for the railway

refurbishment market.


Groundscrew is a robust foundation system

and a sustainable alternative to traditional

concrete foundations for modular platform

extensions, platform and track furniture, and

signage. The system removes the need for

excavation and concreting, so where you

would usually cast small concrete pads

Groundscrew can be used instead.

It previously achieved Form A and Form B

approval for use as a ground foundation in

location cabinet stagings, small ground signals,

and small trackside signage and allows signs,

fencing, benches and other structures to be

positioned quickly and easily – a significant

advantage during possessions.

Looking forwardRecent announcements on high speed rail and

electrification show the Government is certainly

committed to improving Britain’s railway

network. This is a fantastic opportunity for

contractors and also good news for customers

who will benefit from the developments.

How can engineers and contractors in the

industry utilise this opportunity? They must

demonstrate value for money, customer focus

and an innovative approach for a chance to be

part of this investment. zz

ReferenceRef. 1: Figures from 2009 report on Better

Railway Stations http://assets.dft.gov.uk/

publications/better-rail-stations/report.pdf

IAN DUTTON is head of rail at civil engineering and maintenance firm JPCS

Platform extension works

Groundscrew


Connectivity that goes the extra mile

zz

RAVI MONDAIR explains how full wireless coverage was provided at Liverpool Street station for the benefit of millions of commuters and travellers


A historic buildingInitially opened to the public in 1874, Liverpool

Street station is an iconic London venue, listed

as a Grade II building, limiting the capacity for

structural and aesthetic changes that could

be implemented. Moreover, due to the large

amount of people requiring wireless access

in the building on a continuous basis, the

scope of the project was to design, install and

commission an In-Building distributed antenna

system (DAS) to provide U900, G900, G1800,

U2100 in addition to future LTE-capable

coverage in the entirety of the large station.

Furthermore, as wireless technology is

subject to fast development and change,

the solution for the building required a multi-

band system with an infrastructure capable of

supporting future technology upgrades. Lastly,

there were also restrictions regarding the time

frames that the project team could operate

within, as the station is open to the public 24/7.

Not an easy projectDue to the Grade II listing of the building, after

careful planning, it was decided to provide

coverage from antennas serving the lower

concourse. The final solution ensured the

number of antennas deployed remained within

the permissible equipment rights as well as

achieving the required system performance

The internet has become a common

commodity for most of us and it is

difficult to imagine how our lives would

be without it. However, effective internet

access becomes a critical necessity particularly

when we are travelling. Without it, how do

you easily check if your train is on time or has

been delayed? How do you find out which

stop is closest to your end destination? How

do friends find each other in the middle of a

crowded station? Quick and easy internet

access helps millions of people solve these

challenges in a matter of seconds.

With this purpose in mind, a leading mobile

operator required the implementation of a

tailored solution in Liverpool Street station.

This is one of the busiest places in the heart

of London, with over four-and-a-half million

people passing through each month and with

more than 30 trains per hour arriving and

departing.



Ravi Mondair is managing director at iWireless Solutions.

targets. Optimum utilisation of the antennas

was ensured by using precision radio testing

(CW) and modelling.

Due to the location of the building in the

heart of the City, the next design challenge was

to overcome the high level of external signal

penetration from macrocells, which could

amount to -70dBm in many places. Together

with the issue of extended feeder routes (due

to limited routing options and the restriction on

number of antennas), this made balancing the

link budget a real challenge. However, careful

engineering design achieved the required level

of antenna drive power whilst simultaneously

keeping within safe RF exposure limits. At

the same time, coverage overlap was kept to

a minimum and sharp sector definition was

achieved.

Timings and equipment deliveries were

also a constraint, as during installation, station

security policy proved very restrictive. Materials

and equipment were tightly controlled with a

‘just-in-time’ delivery schedule since excess

materials could not be left unattended on site.

Access to many areas of the station was

tightly controlled, meaning that the installation

team had to strictly adhere to the programmed

work schedule.

Bespoke solutionA passive DAS solution was provided

consisting of ½” feeder cable where possible

to aid with the difficult installation, in addition to

15/8” diameter feeder where routes permitted. A

combination of omni-directional antennas and

directional antennas were installed, as well as

dispersed RF heads remote from the main BTS

equipment room to overcome the excessive

feeder runs.

Although there were limiting restrictions on

the number of antennas and the locations

where they could be placed, the project team

was able to supply a full record of external

coverage levels within the station and worked

in conjunction with the operator to optimise

the macro layer, ensuring that the signals from

the In-Building solution would be the dominant

coverage in the station.

Seamless connectivityCommuters and travellers can now experience

efficient network access whenever they pass

through the busy station. Without a worry,

they can check their train times, e-mails and

download any data they need. In addition,

the venue is a central shopping area, where

businesses and shoppers also benefit

from high capacity wireless coverage. The

implementation of wireless solutions by stations

such as Liverpool Street is making the lives

of millions of commuters easier every day,

bringing us all closer even if we are about to go

miles far away. zz

http://www.hwilliams.co.uk


Meeting the increase in passenger demand

zz

A station design needs to have passenger experience in mind to meet modern demands and to ensure that future generations will

benefit from the design of the facility, says MALCOLM STAMPER


on three separate phases of Waterloo station’s

refurbishment alongside a range of designers

and project teams. The results have been the

creation of facilities that meet the demand for

a modern transport hub and, according to

Network Rail’s statistics, the 30 per cent growth

in passengers predicted by 2030. London

Waterloo, today is used by around

90 million passengers a year.

The most recent phase to be completed at

Waterloo station was in 2012 where a new

balcony level has been incorporated. At

220 metres in length the new balcony is visually

very striking, in no small part due to the materials

choice, however it has also been designed

to reduce congestion on the concourse and

improve access to and from Waterloo East. This

is helped with the installation of escalators and

relocation of shops from the middle of the main

concourse to the balcony.

Across the country we are investing

in our transportation network and

in particular station refurbishments.

Project architects are carefully

balancing the integration of old and new while

considering the demands for aesthetics and

long-term durability.

The interventions at London’s busiest station,

Waterloo, have taken place in a series of

phases rather than necessitating a full closure

of this transport hub. Minimising disruption

yet accommodating access for contractors

working on site was paramount.

The complexity of carrying out construction

and renovation work for such projects

underlines the importance of partnering with

suppliers to enable this. Design expertise,

flexibility and an innovative approach are critical

in this relationship.

SAS International has worked successfully

Philip

Vile

Waterloo station balcony


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz At such a major destination the services

provided for ease of flow and for leisure are

valued as equally important with the new

balcony featuring new retail outlets and

places to eat providing enhanced customer

experience and new source of income.

Stations need to cater for crowd pressure,

ease of passenger flow and general wear and

tear. The need is to balance aesthetics with the

performance qualities of materials, to provide a

durable finish, for future users to benefit from.

Architectural metalwork solutions can balance

visual appeal with enhanced performance

qualities to provide a highly functional solution.

A very modern aesthetic was chosen for

the balcony which still manages to expose

the older stone and brick vertical interior

façade. Working under BAM Construction,

SAS Project Management designed and

installed an innovative solution for the curved

aluminium soffit cladding to the underside of

the new mezzanine level and escalators. The

soffit panels have been specially designed

so they provide a secure concealed fix panel

system with discreet joints, yet allow access

where required to services above. A key benefit

of SAS International’s involvement at design

stage meant that ease of buildability in the

construction process and consideration of

ongoing maintenance requirements from the

outset were factored in.

At Liverpool Central station access routes

need to cater for increased capacity while

ensuring the upkeep of the interior is easy

to maintain. Powder-coated steel cladding

has been used in passenger areas to provide

a robust finish to provide a durable solution

for long-term value. A variety of architectural

metalwork was specified for platform access

routes including the Wirral line platform and

Northern line platform, escalators and

trackside areas.

The project at Liverpool Central station is

the first of three stations to be refurbished

with James Street and Lime Street stations to

follow. The Liverpool Underground Stations

refurbishment project is being undertaken

by construction and infrastructure company

Morgan Sindall on behalf of Network Rail.

Communication is of paramount importance

and essential for success with these large-scale

projects. Above all is the importance of realising

design ambitions through practical applications

and a team-focused approach. Fast-track

construction solutions are often required, and

the ability to provide for design, manufacture,

installation and maintenance from the outset is

of critical importance.

In today’s buildings durability is as important

as ever; not least for performance but for

life cycle considerations. In a transportation

environment it is key. Solutions must also

be able to handle increased crowd pressure

forecast in the coming years as well as

allowing ease of access for essential ongoing

maintenance, without damage. zz

Malcolm Stamper is group marketing manager at SAS International

Liverpool Central station


Finding the future at rail stations

zz

DAVID WATTS discusses how the design of wayfinding within stations has becomes a lot more scientific


unknown and experienced travellers worry

about delays. If passengers get lost, can’t find

their way or lack a sense of the structure of

the station space, stress levels increase and

the experience turns negative. The station

wayfinding designer aims to reduce stress

and improve passengers’ experience as the

station is often the first and last point of contact

between passengers and the ‘service’. The

earlier a wayfinding strategy is developed during

station planning, the better – at London Bridge

the wayfinding strategy is already in place ahead

of the detailed design.

The three key components of wayfinding

are: orientation, direction giving and decision

making. Passengers need to make sense of the

station space as they enter it and then be given

the information they need as they pass through.

This is a particular challenge in spaces that have

evolved over time or have complex layouts

e.g. Victoria or London Bridge.

At King’s Cross, and now London Bridge,

studies used different passenger personas and

scenarios to simulate people’s real experience

– e.g. the family eating in a station restaurant

realising they are now late for their train on

platform 1; or a business traveller booked on a

train north wanting to meet a colleague in the

1st Class Lounge before boarding; or a regular

traveller arriving at platform 4 from York and

wanting to get a train to Cambridge.

For London Bridge, the wayfinding scheme

is integrated into the overall station CAD model

which supports realistic 3D visualisations. This

enables CCD to see how the wayfinding works

in the real world, where people tend to see other

signs in their peripheral vision – not something

that can be demonstrated by flat drawings. This

minimises any unexpected challenges once the

In the near future, wayfinding is going to

get personal. Technology will have an

enormous impact on how passengers

find their way into, through and out of

stations. The technology press is awash with

news about ‘Google Glass’ – the wearable

computer…it isn’t hard to see how augmented

reality applications will transform the wayfinding

experience. Already, the ‘Google Now’

application tries to guess your next move…

walk along the high street, and it will tell you

the times of buses as you pass the bus stop.

The Points sign (http://breakfastny.com/points/)

shows how social media could offer a more

personal wayfinding experience.

But whatever tomorrow’s technology, it

is understanding people and their needs

that will remain at the heart of the best

station wayfinding schemes. This has been

demonstrated at the recently revamped King’s

Cross station, and will be the case in the much

more complex new London Bridge station

where human factors and design consultancy

CCD is working alongside the architects

Grimshaws.

The rail industry understands the overriding

importance of the passenger experience,

and how important effective wayfinding is to

a positive experience. Travel is stressful for

everyone - inexperienced travellers fear the

King’s Cross station

An impression of London Bridge station concourse


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzscheme is implemented and helps maintain

the principle of ensuring visual segregation

between the wayfinding information and other

displays such as advertising and retail signage

in areas such as the Western Arcade.

London Bridge presents some major

wayfinding challenges with the main

concourse at a different level to the platforms,

multiple entrances, a separate concourse for

terminating platforms and an architecture that

puts columns and supporting structures in the

way of sight lines. It is a complex hub as the

interchange for Thameslink, southbound train

services, London Underground, buses, taxis,

bicycles, river-taxis and local pedestrians. This

means it is important to get people’s orientation

right from the outset. King’s Cross is simpler,

but has its own challenges. For example, it was

felt that passengers waiting on the mezzanine

might not recognise the footbridge as being

the fastest route to the platforms, so additional

signage now indicates the platforms can be

accessed this way.

Once in the station, passengers need help

for them to navigate. At key nodes such as

junctions or changes in level wayfinding should

help the passenger make the right decision

with confidence. The aim is to provide the

right information at the right time to make

the wayfinding system completely intuitive,

allowing people to freely flow through the

station without making conscious decisions.

At London Bridge the new central concourse

wayfinding system will help passengers

through the much larger space. Static signage

is being designed in co-ordination with the

digital CIS information displays as passengers

need to understand it in an integrated way.

There are other factors which make for

good wayfinding, including the provision of

reassurance between decision-making points

helping passengers recover from heading in

the wrong direction. At King’s Cross, additional

signage enables passengers to find their way

to platforms 9-11 if they have mistakenly gone

through to platforms 1-8.

King’s Cross has become a highly regarded

station, with good levels of customer

satisfaction…and the aim is to improve on this

with London Bridge. CCD is currently looking at

quantitative measurements such as error rates,

passenger flow and travel between points, as

well as passenger satisfaction surveys to see

how wayfinding can be better evaluated in the

future. In both cases the wayfinding has been

developed from the perspective of the

travelling public, and particularly in the case

of London Bridge, the early consideration

of their needs will ensure better passenger

satisfaction levels. zz

An impression of London Bridge station concourse

An impression of the Tooley Street entrance to London Bridge station

David Watts is managing director of CCD Design and Ergonomics Ltd

The new Liverpool Street Crossrail

station will be located between the

existing Liverpool Street and Moorgate

stations. Crossrail will build two new

entrances and ticket halls, creating new

interchanges with the Northern, Central,

Metropolitan, Circle and Hammersmith & City

Lines, as well as connections to Stansted

airport and National Rail services.

The construction of the new Liverpool Street

Crossrail station is divided up into four main

sites with good progress being made on each:


Moorgate site – new western ticket hall construction well underwayl The western ticket hall for the new Crossrail

station is being constructed in Moorgate and

will involve enlarging the existing Moorgate

Underground station

l A 55m-deep shaft is being excavated next

to the existing station with reinforced concrete

panels installed 60 metres below the surface to

form a box below ground

l Work is well underway on installing the

concrete diaphragm wall panels and is due for

Liverpool Street Crossrail station making good progress

completion later this summer

l The construction of the Moorgate shaft

is taking place in one of Crossrail’s most

constrained sites with the Hammersmith & City

Line to the north, the Northern Line to the east

and the existing Moorgate station ticket hall

nearby.

Liverpool Street site – new eastern ticket hall construction to begin in early 2014l At the eastern end of the Crossrail station,

Crossrail zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

The latest news from Crossrail is that the construction of the new Liverpool Street Crossrail station is making good progress with key works completed and the project moving into an important stage of delivery

All images courtesy of Crossrail

a new ticket hall will be constructed beneath

Liverpool Street close to the Broadgate

development. The new ticket hall will provide

step-free access from street level to the new

Crossrail platforms

l A subsurface ticket hall will be constructed

to link into the existing London Underground

ticket hall at Liverpool Street

l Work is also underway to create a utilities

corridor beneath Liverpool Street to allow all

existing utilities to be diverted away from the

future Broadgate Ticket Hall

l Construction of the eastern ticket hall will

begin in early 2014.

Finsbury Circus shaft – more than 600 metres of tunnels built so farl A temporary 42m-deep shaft has been built

beneath Finsbury Circus park to act as the

‘nerve-centre’ for the construction of Crossrail

platform tunnels, concourse and passages to

link the new eastern and western ticket halls at

Moorgate and Liverpool Street

l The shaft provides underground access for

the construction of more than 1.5km of tunnels

and cross passages using sprayed concrete

lining techniques

l From the bottom of the shaft, tunnels

branching off in four directions are now being

constructed to form the central passageways

and cross passages at platform level

l Branching off from the ends of the cross

passages, the two 250m-long platform tunnels

will then be built – work has now started on

the first platform tunnel which will become the

eastbound platform tunnel for the new Crossrail

services

l The platform tunnels are initially formed as

six metre pilot tunnels which are then enlarged


Construction of tunnels beneath Finsbury Circus at Crossrail’s Liverpool Street site

to the final diameter of 9.5 metres

l More than 600 metres of temporary and full-

size tunnels have been built so far – the station

tunnels will be completed in 2015

l The tunnel boring machines creating the

central tunnelled section of the Crossrail route

will come through Liverpool Street site and are

scheduled to arrive in late 2014

l Once work is completed the Finsbury Circus

park area will be restored.

Blomfield Street shaft – foundations completed on box structure for ventilation, electrical and mechanical equipmentl A 40m-deep box structure is being

constructed on Blomfield Street to

accommodate ventilation, electrical, mechanical

and systems equipment for the new Crossrail

station

l So far over 250 piles have been completed

including all high-level foundation works and

two-thirds of the main shaft piles installed up to

50 metres deep, making the box Crossrail’s

deepest piled shaft. The main shaft piling is due

for a summer completion

l Adjacent to the box, a new Communications

Equipment Room (CER), power substation and

switch rooms for the Liverpool Street London

Underground station are being constructed. This

will allow the demolition of the existing substation

to create space for the Broadgate ticket hall on

Liverpool Street

l The power substation and switchrooms are

due to be completed later this year.

Other works – new 53m-long cable tunnel completedl Five metres below the ground a new

53m-long cable tunnel to connect the new

substation has now been completed – the first

permanent sprayed concrete lining tunnel to be

finished on the Crossrail project.

Bill Tucker, Crossrail area director central

said: “Liverpool Street is one of Crossrail’s

most challenging station projects with several

construction sites located in a tightly constrained

area but work is making good progress. The

complexity of this project is matched only by the

huge improvements it will deliver, with the new

station set to create extra capacity, improved

connections and new transport links to the City

of London. With the continued support of the

City of London and London Underground we are

working hard to minimise disruption so we would

like to thank local businesses for their patience

while we carry out these essential works.” zz

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

Finsbury Circus shaft for Liverpool Street station and platform tunnels

Liverpool Street – Blomfield Street site at night


King’s Cross

only London Underground but also Network

Rail and general infrastructure. MGL has

worked hard to improve and has gained a long

list of approvals and accreditations, including

Achilles ‘Link-up’ and ‘Building Confidence’,

CHAS, ISO 9001, ISO 14001, and OHSAS

18001. MGL is also a London Underground

and Tube Lines approved contractor, and most

recently has joined the Constructing Better

Health scheme, and the Concrete Repair

Association.

Describing the changes that the last year

has brought to the business, Ian Jenkins,

business development manager, says: “Our

estimating department has doubled in size

which gives us greater capacity to price works

more competitively and completely. We have

also implemented the ‘Red Sky Summit 3000’

Since its inception Metropex Group Ltd

(MGL) has carefully positioned itself as

a principal multi-trade sub-contractor

involved in the delivery of new build,

refurbishment, and remodelling projects. The

company was founded in 2004 to carry out

the specialist trades of concrete, brick, and

stone repair alongside associated specialist

cleaning and coating services on the London

Underground.

Today those specialist skills remain, but MGL

has also become known for its role in general

building, light civils, and internal and external

fit-out works where it endeavours to provide

best value via valued engineered solutions and

a can-do attitude.

Over the years MGL has evolved the

environments in which it works to include not

With its multi-trade and specialist skill credentials, Metropex Group Ltd

offers a higher standard of service

Setting standards

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Metropex group ltd

Internal fit-out of a new ticket office at Billericay station for Network Rail working as a sub-contractor to C Spencer Ltd at a value of £120,000. Work included suspended ceilings, plaster boarding, plaster finishes, ceramic and terazzo tiling, installation of fire doors, decoration, brick slip installation to facade, and kitchen installation.

Escalator installation at Gatwick

Express for Volker Fitzpatrick

before

After


operating system, which will take a project

from its very beginnings all the way through

to completion in relation to all accounts

and contracting functions. This provides

management with much more up-to-date

reporting, which improves efficiency. Another

area we continue to invest in is our people.

We are extensively audited as a business and

are always praised for our commitment to

training and our safety record, which is borne

out by our ‘Contractor of the Month’ award at

Nottingham.”

Specifically, this saw MGL named winners of

the Taylor Woodrow ‘Contractor of the Month’

Safety Award for March 2013 for its work at

the Nottingham Hub Project. This award was

hotly contested, but MGL stood out for its

safe and sensible working around a live station

environment, use of aluminium towers, and

very good housekeeping.

Working as a sub-contractor to Taylor

Woodrow, for this project MGL’s workscope

includes package 1 platform room remodelling

works and the fit-out to the new steel framed

concourse structure where it was able to

achieve savings for the client through design

engineering new ceiling arrangements. The

company is also currently negotiating other

works including the remodelling of the ticket

office, concourse, and circulation areas

including the new travel centre.

In the past MGL predominately operated

within London and the South East, but has

since seen a change in its geographic spread

towards the Midlands with contracts in

Nottingham and Birmingham. “At Birmingham

New Street we are carrying out construction

works for the lift and escalator enclosure for

Birse Rail. We’re also being considered for the

platform resurfacing works, and strengthening

of the overslab that runs over the tracks

forming the floor for the concourse above,”

describes Ian.

These projects are also a sign that MGL is

increasingly taking on much larger contracts

with a minimum value of £100,000, as is the

case for the company’s work at the Gatwick

Airport train station. These works are being

progressed in three phases beginning with

the refurbishment of platform rooms, which

was completed in advance of station staff

being moved out of their accommodation at

the upper concourse level to accommodate

ensuing works.

The second phase consisted of soft strip

and light demolition down to base floor

level of all existing staff accommodation

and the travel centre. From this point the

new accommodation arrangement will be

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

Design Flooring CoNo Compromise on Quality

Quality Flooring Solutions for the Rail Industry

ContactOffice 01689 871958

Mobile 07786 737406Fax 01689 660169

Email [email protected]

DESIGN FLOORING CO396 COURT RD,

CHELSFIELD, BR69BX

All materialsare suppliedand installed

Design Flooring Co (Kent Ltd)Design Flooring Co (Kent Ltd) is a commercial

flooring company proud of its commitment

to quality without compromise. It is working

closely with Metropex , to ensure all projects are

completed on time and on budget, though never

sacrificing its exemplary safety record. With over

35 years experience in the commercial flooring

industry, Design Flooring Co, in partnership with

Metropex, gives its clients peace of

mind – ‘guaranteed’.

http://www.designflooringco.com


zzzzzzzzzzzzzzzz Metropex group ltd

constructed from 140mm block work with all

accompanying finishes such as floor screed,

carpet, vinyl ceilings, plaster works, and

decorations. As this phase nears completion,

the client will have completed works to new

platform installation and concourse, which will

then see MGL enter phase three for the internal

fit-out of this structure.

“We continue to work with London

Underground and are currently engaged under

a framework to provide labour to carry out

the enabling works in advance of the station

improvements that are now being tendered.

At present we’re on about 17 stations on the

London Underground through that framework.

During this delivery we have impressed with

our capability and have therefore been asked

to price the main works themselves, which has

seen us tender for Baker Street and we are

preparing to do the same at Chancery Lane,”

highlights Ian.

Although MGL has clearly continued to

be successful in securing new contracts,

the company is also subject to some of

the challenges being felt by the industry at

large. This includes issues around settling of

accounts and delays in payment which can be

felt the whole way through the supply chain in

relation to cash flow.

Whilst such trends are a concern, MGL

benefits from many returning customers and

long-term relationships with major contractors

as a result of its high quality standards and

can-do attitude. Describing what is next for

the company in terms of maintaining its good

position, Ian concludes: “We are looking to

acquire a base in the Midlands as we are

being very successful in winning work in that

region, and we feel that will continue to grow.

As with any organisation though our focus is on

securing a full forward order book so that we

have the security needed to keep on funding

that growth, and to give us a solid foundation

on which to take decisions.” zz

Metropex Group LtdTel: +44 (0) 1435 867755Email: [email protected]: www.metropex.co.uk

Hanover School - Demolition and remodelling of existing premises at Hanover school,

construction of a new sports hall using PV panels, external wall insulation, metsec construction, and curtain walling. Contract value of £630,000 for Balfour Beatty.

Construction of a new substation at Osborn Street for UK Power Networks working as a principal sub-contractor to Laing O’Rourke at a value of £800,000. Work included scaffolding, approximately 3000 square metres of brick and block to all external and internal walls, flooring, roofing, painting, vermin control, walls and ceilings, and surface finishes.

before

before

After

After


zzzzzzzzzzzzzzzzzzz zzNEWS I Franchises

Essex rail contract agreementl Rail services in Essex will continue to be provided by c2c Rail Ltd for at

least another 16 months following agreement of a short-term contract with the

Department for Transport. This direct award negotiated with c2c Rail Ltd, a National

Express subsidiary, is the first contract agreed by the department with the rail

industry following publication of its revised railways franchising programme in March.

From 26th May 2013 c2c will continue to operate the current Essex Thameside

franchise until September 2014 when a long-term partner is expected to take over

running the successful franchise.

Rail opportunitiesl A ‘Rail Opportunities Day’, organised by the

Department for Transport, was held at the Queen

Elizabeth II Conference Centre on 22nd May 2013.

Presentations were given by senior Department

for Transport (DfT) officials and key industry figures

including:

l Richard Brown (chairman, Eurostar International)

l Alex Hynes (MD – rail development,

Go-Ahead Group)

l Nicola Shaw (CEO, HS1)

l Paul Plummer (group strategy director,

Network Rail)

Speakers presented on a range of subjects including

an overview of the franchising programme, its

opportunities and objectives, and a franchise

bidding masterclass.

The presentation material may be seen at:

www.gov.uk/government/publications/

rail-opportunities-day

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w.ra

ilimag

es.c

o.uk

A c2c service travelling through Chalkwell in Essex

http://www.wecrail.ocm

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

Running 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

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


zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzSOUTHEASTERN

Despite the challenging nature of its franchise, in the last year

Southeastern has delivered its best-ever performance

AMS100 mobile welding machine

great achievement

A


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzcompany 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 venues than anyone else. It was also

responsible for running the high-profile Javelin

service, which saw a 200 per cent increase in

passengers. In total Southeastern carried

12.6 million passengers during the Games, a

20 per cent uplift on its normal service, with

3000 extra services put on during that period.

Whilst widely acknowledged as one of

the best ever Olympic public transport

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with passengers and help them get around

the capital has changed forever as a result of

the experience of the Olympics. The legacy of

the Games is as much about the soft legacy in

terms of people and teamwork, as it is about

anything else that was done in improving

infrastructure and delivering those sorts of

changes,” he continues.

The other challenges dominating the

rail industry at present are the changes

surrounding franchising. The announcement

of the new timetable has been welcomed by

Southeastern in providing greater clarity and

certainty about when direct awards are

going to be made and when franchises will

be re-tendered.

As to what this means short-term for

Southeastern though, Charles reveals current

thinking: “We now face the situation where

our current franchise will come to an end in

October 2014, and there will be a direct award

period through to June 2018. For that stretch

of time we will have to be in discussion with

the Department for Transport (DfT) about what

they want to achieve. We know that one of the

big features will be managing this significant

change at London Bridge and putting into

practice all the things we have learnt in the last

few years to make sure what is the biggest

challenge ever attempted on a living, breathing

railway is delivered competently.”

The franchise has also welcomed the

strategic business plan for Kent submitted by

Network Rail, and is in discussion about the

funding and projects that need to be delivered

for the next control period. “We are obviously

very interested in what is planned for this part

of the railway. It is dominated by Thameslink

and everything that goes with that, but there

are points such as the operation of 12-car

trains in the metro section that will deliver

passenger benefits and we want to see those

come to fruition in the next couple of years as

well. The title of the franchise is the Integrated

Kent Franchise and we really do believe that

the best quality of service can be provided by

bringing together each aspect of the network in

an integrated way,” concludes Charles. zz

Web: www.southeasternrailway.co.uk

performances, the 2012 Games presented

all who were involved with a huge logistical

challenge. From the scope of measures used

to overcome this, Charles notes those lessons

and processes which are being translated into

permanent improvements: “One of the biggest

things to come out of this is the relationships

that were built up with other parties such

as Network Rail, HS1, and Transport for

London (TfL) are being carried forward. In

the future this part of the network faces a

massive challenge in the Thameslink works

that will be undertaken at London Bridge, and

these collaborative and co-operative working

relationships will be key to that.

“Likewise the way that we communicate

SOUTHEASTERN

WettonsWettons and Southeastern work closely together

to ensure that we are able to provide a clean

train to the travelling passengers. As everyone in

the industry knows, you are cleaning a moving

target when attending the trains and only ever

get a small window of opportunity to provide the

cleaning operation before the train goes back

into service. A strong working relationship is

vital to ensure everything is in place to provide

the quality demanded by Southeastern, first

time, every time.


Charles Horton, managing director

we receive from key stakeholders such as

Chambers of Commerce, local authorities and

MPs all reiterates how crucial having a direct

connection to the South East is for the local

economy and the difference it makes for the

people living in those areas.”

As an open access operator Grand Central

is different in that its services are provided

purely on a commercial basis as opposed to

under a franchise or concession agreement,

and with no subsidy from, or premium to, the

Directly linking large cities in Yorkshire

and the North East with London,

Grand Central reaches the parts of

the country that other services don’t.

This open-access passenger train operator

launched its first route in December 2007

connecting London King’s Cross with York,

Thirsk, Northallerton, Eaglescliffe, Hartlepool

and Sunderland. This was followed by a

second service in May 2010 joining West

Yorkshire with King’s Cross calling at Bradford,

Halifax, Brighouse, Wakefield, Pontefract, and

Doncaster. Completing the spread is the latest

service calling at Mirfield on the West Riding

route since December 2011.

“Grand Central is a very focused locally

based organisation providing a niche service

to communities that have previously not been

well served by rail, and keeping true to this

is what sustains the business in what are

tough economic times,” elaborates managing

director Richard McClean. “The feedback that


zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzGRAND CENTRAL

Serving communities of the North East that otherwise may be without a strong rail link, Grand Central is a

locally minded passenger operator

Community centred


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

without these services, so as a commercial

business we survive on our own capability and

the results we deliver. This constantly spurs us

to move things forward and to do better at all

levels in the business,” he continues.

Likewise Grand Central’s ability to take

decisions and define strategic directions

is facilitated by the scale of its operations.

“Because we are serving niche markets using

spare capacity on the network we are by our

very nature a small operator, and will remain a

small operator,” agrees Richard. “This means

there is only a short distance between head

office and the frontline giving us a direct

connection between what happens on a train

today and the place where the decisions are

made about what we want to develop for the

future.”

Almost in contrast to its small stature, in

2011 Grand Central became part of the Arriva

Group, Deutsche Bahn’s division for passenger

transport outside of Germany. Following

the acquisition Grand Central’s strategy has

remained its own, developed in conjunction

with stakeholders and the communities it

serves. “Arriva bought Grand Central having

recognised the potential it had and the

progress made in developing the business and

service to the market,” explains Richard. “It’s a

wonderful position to be in to be small, focused

and connected to the frontline, but to also have

the support of one of Europe’s leading public

transport groups.”

He continues: “Arriva has a very devolved

approach to managing its operations

empowering its people to run their local

businesses whilst allowing them to benefit from

economies of scale in corporate functions such

as procurement and IT.”

Whilst the arrival of an intercity service to

London has made a measurable difference to

the communities Grand Central serves, this is

very much a reciprocal relationship as clearly

local support and uptake is the lifeblood of

the business. One mark of this is the group

of station ambassadors and community

volunteers who work with Grand Central to

provide frontline customer service on what

would otherwise be unstaffed stations, both

in normal service and incidents of engineering

works and diversions. “I think it’s a measure

of how important what we’re doing is to

those communities that people are willing

to participate in the operation in that way,”

enthuses Richard.

“There’s something about Grand Central’s

presence that has not only triggered increased

levels of local involvement, but also increased

attention from other key stakeholders such

as Network Rail. We’ve seen investment

and changes to maintenance policies so

that incrementally year after year each of the

stations we serve has improved. Because

these are the only stations we serve we can

give them our full attention, so Eaglescliffe for

example now looks very smart, and we’re now

starting work on transforming and restoring

the station buildings at Wakefield Kirkgate with

a whole range of other stakeholders. Other

measures such as expansion of car parks,

new notice boards and customer information

systems and improved bus stops all make a

difference as well,” he adds.

One of the biggest challenges for Grand

Department for Transport (DfT). “It means we

don’t have to manage a complex contractual

relationship in two directions,” notes Richard

in describing the effect of this model on the

business.

“We have suppliers and customers, but no

additional axis in the form of DfT or a passenger

transport executive (PTE), so it’s a straight-

forward bilateral relationship which simplifies the

day-to-day running. The wisdom was that there

was no commercial case for providing these

services, but the reality is that if you provide the

right level of operations and cost base with low

overheads and local delivery you can provide

a small-scale service on a commercial basis.

No one else has tried to enter these particular

markets with franchise after franchise specified

http://www.grandsentralrail.com

zzzzzzzzzzzzzzzzz zz

is that where you get on-rail competition the

impact is to grow the overall marketplace

to the benefit of all involved operators and

the communities served. This is because

the operator has to concentrate on making

sure the service they provide is attractive to

potential customers, and better service brings

more passengers which creates more revenue

so it builds on itself. All the evidence in every

marketplace says that’s what competition

does,” notes Richard.

Richard also believes that the recent ORR

report announcing a new consultation paper

on on-track competition with a focus on

supporting more open access is great news

for the industry: “The evidence-based research

from the Centre for Policy Studies, ‘Rail’s

Second Chance’ which set out the benefits of

open access operating alongside franchises

really showed open-access is in the interests of

both passengers and the industry.”

At a time when the traditional franchise

model has been challenged Richard is enjoying

the benefits of working under a different model

which enables Grand Central to keep focused

on passengers: “The commercial structure

is important but more so is having a sensible

planning horizon within which to develop our

business. With the track access agreements

we have and our own company structure that

gives us this planning horizon, we will be able

to keep improving our service offering for our

passengers,” he concludes. zz

Web: www.grandcentralrail.com

Central has been developing its timetable

and train paths amongst the other services

that utilise the infrastructure of the East

Coast Mainline. Highlighting the steps

that the industry has taken in opening up

capacity Richard says: “The rail network in

the UK is incredibly busy because the whole

industry has been so successful in growing

its marketshare. Finding ways of making

efficient use of the network is a challenge for

all operators and Network Rail, but working

steadily enormous improvements in the level

of utilisation of the East Coast Mainline have

been achieved over the last five or six years

and it’s a real success story. More trains

have been operated without huge increases

in rolling stock fleets or the requirements for

massive investment in infrastructure through

more diligent, carefully organised planning.”

As to the scope open to Grand Central to

grow even further, Richard believes this will

be concentrated on passengers not services,

although he does note that the open-access

concept as a whole may see some growth:

“The markets we serve are relatively small

and don’t have an inexhaustible capacity to

support more and more services. Likewise

we have a finite resource base so the scale of

the operation is unlikely to grow in that way.

However, the ridership on the service we are

operating is still growing very strongly and we

anticipate that will continue. There are almost

certainly other routes and destinations where

the same model can apply, on the East Coast,

but particularly the West Coast Mainline. Our

sister company Alliance Rail is working very

strongly on putting together propositions for

other communities to share the same benefits

on those two routes.”

Clearly these open-access service

propositions are not intended as a means

of usurping the position of the franchise

operator, which serves a completely different

marketplace. “There are very few touch-points

where Grand Central and a franchise service

are directly side-by-side, and likewise there are

just as many touch-points between different

franchise operators. What has been identified

GRAND CENTRAL


Richard McClean

managing director

viaduct, which has removed one of the single

line bottlenecks on the network. It has also

enabled Arriva Trains Wales to run 5000 extra

trains a year from Gowerton. Describing the

challenge of implementing such infrastructure

works and maintaining performance Mike

says: “Whilst the work was going on at the

Loughour viaduct we had a period of about

nine days when the line was closed. We had

planned for this well in advance and developed

the timetable to minimise disruption including

diversion of the trains around the closed

section of line.

“There is likely to be some disruption from

the CASR works and again we are working

closely with Network Rail to plan what we

can do and how we are going to run trains

during that period. Later this year there will

be a nine day closure of the line between

Shrewsbury and Wrexham whilst that track

improvement goes on and we’ll be diverting

trains via Crewe and putting on replacement

transport on affected routes. So there will be

some disruption and I think the key is that we

communicate that as far as possible with our

customers and make alternative plans that

keep that to a minimum,” he continues.

Another part of the franchise that has

benefited from recent attention is Arriva Trains

Wales’ fleet. “Last year we completed the

Ten years may not be a vast period of

time when it comes to the scales of the

rail market, but that only makes Arriva

Trains Wales’ achievements over the

last decade more impressive. The company,

which is part of the Arriva Group, was awarded

the rail franchise for Wales and the Borders

in 2003 since which time it has introduced a

programme of systematic improvement.

In fact Arriva Trains Wales has invested more

than £30 million into the franchise, which far

exceeds its requirement of £400,000. This

has included new depot and maintenance

facilities, ticket gates, staff facilities, train driver

simulators, station lighting enhancements, and

ticket vending machines, as well as investment

into stations and rolling stock refurbishment in

partnership with others.

In particular Arriva Trains Wales has been

successful in attracting investment through the

National Stations Improvement Programme

(NSIP). One station that has seen a marked

improvement as a result of this is Swansea.

This redevelopment project not only won Best

Large Station and Best Overall Station at the

2012 International Stations Awards, but also

saw National Passenger Survey score for the

station jump from 50 per cent to 93 per cent.

“Swansea station has been vastly improved

as a result of this work,” confirms Mike

Bagshaw, commercial director. “Compared to

the drab station that was there before, it is now

welcoming people into Swansea and west

Wales. We have implemented new ticket office

counters, new retail outlets, and removed the

barrier that was dividing the station concourse

to create a much more open and pleasant

environment. There’s a number of other NSIP

works going on throughout the network, and

significant improvements are being made to

both Cardiff Central and Cardiff Queen Street

stations as part of the Cardiff Area Signalling

Renewal Project (CASR).”

This £220 million Network Rail scheme

is designed to ease congestion on rail

services around Cardiff and the south Wales

Valleys network. “This includes construction

of additional platforms and a number of

improvements to signalling, which will increase

the capability of the infrastructure to allow

more trains to operate through Cardiff Central

and Cardiff Queen Street,” elaborates Mike.

“Later this year Network Rail will begin work

on improving the line between north and south

Wales, particularly Shrewsbury and Chester

where they are increasing the line speed and

undertaking a track re-doubling project that will

enable journey times to be reduced.”

One recently completed scheme has been

the doubling of track over the Loughour


The extra mile

zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzArrivA TrAins WAles

Celebrating its milestone anniversary, Arriva Trains Wales looks back at some of the achievements of ten strong years, and what is still yet to come

Arriva Trains Wales train crosses Barmouth Bridge



Class 158 refurbishment project, which we

collected a lot of passengers’ views for in

developing that specification, and have since

received some very positive feedback on.

This was conducted in partnership with the

Welsh Government who funded the project.

At the same time we have carried out some

refresh work to the rest of the fleet such as

the Class 175s, and Class 153s, and are now

making improvements to the Class 150s and

the Pacers,” highlights Mike.

The company’s commitment to development

and improvement is particularly prudent given

the enduring popularity of its services. Arriva

Trains Wales continues to see passenger

numbers grow even in the current difficult

economic environment, with customer

satisfaction results equally rising. The challenge

now is for the business to be able

to accommodate that growth through a

finite fleet of trains.

Careful management of resources and a

timetable overhaul to match capacity with

demand saw Arriva Trains Wales add a further

340,000 seats a year in 2012, as well as an

additional 125,000 shortly after. This work

remains an ongoing concern with the company

also holding discussions with the Welsh

Assembly Government and the Department for

Transport about what needs to be

done to ensure the long-term sustainability

of the service.

The next milestone for Arriva Trains Wales

is 2018, which is not only its 15th anniversary

but also the culmination of its current franchise

term. Whilst the company will continue to work

to leave a legacy of enhanced performance

and base growth, the years ahead are also

coloured by significant external developments.

“Our focus is on maintaining our high levels

of performance and continuing to attract

customers to the railway by working with

partners such as the Welsh Government

to deliver aspirations for the network,”

begins Mike.

“We particularly welcome the announcement

of the electrification of the Valley Lines and are

Class 175 at Port Talbot

keen to work with Government

to look at all the options to determine what

this new infrastructure will deliver, and the

trains required to operate on it. There is an

opportunity here to improve journey times,

improve the travelling environment, and

address the ongoing passenger growth we see

on the network. In addition, the Great Western

Electrification scheme to Swansea and the

Northern Hub project are also going to have

an impact. We will be working closely with our

industry partners to develop those programmes

and make sure we provide the best outcome

for our customers in Wales and along the

English borders,” he concludes. zz

Web: www.arrivatrainswales.co.uk

Refurbished Class 158 train interior

Refurbished Class 158 train

Arriva Trains

Wales premier

first class

service

Express proudly celebrates its 15th birthday

as one of the first dedicated air-rail expresses

worldwide. This milestone will be marked

with the completion of the company’s fleet

refurbishment and rebrand programme in June.

The new brand was officially launched on

7th March 2012 and so over the course of

the last year the look and feel of the business

has gradually changed. At the core of this

is the mid-life refurbishment of the rolling

stock, which entails a complete strip out and

modernisation works in order to achieve a

higher standard of service. “Our aim is to

ensure that Heathrow Express remains a

benchmark in luxury and comfort. Customers

will find our cars lighter and brighter, and in first

class we have implemented 1+1 seating for

maximum privacy,” describes Keith Greenfield,

managing director.

Reflecting on how the service has fared

over the same period he continues: “It’s been

an exciting 12 months, particularly with the

2012 Olympic Games in London. This saw

a significant shift with business customers

almost vanishing and being replaced by visitors

to the Games, many of whom were not regular

W ith a journey time of just

15 minutes to Terminals 1

and 3, Heathrow Express is the

fastest rail link between central

London and Heathrow Airport. This dedicated

stretch of railway carries an average of 16,000

passengers a day in comfort delivering them

to their destination safely and on time. As

such, the service enjoys high levels of repeat

business from travellers.

Launched back in 1998, this year Heathrow


Spreading its wings

zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzHeatHrow express

Recognising the need to engage customers

early on, Heathrow Express is embarking

on a new strategy to increase its overseas

brand presence




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travellers to London. As such we were very

focused on making sure that our service was

reliable and that we gave our foreign visitors a

great first impression of London as they arrived

on our train. We also took the opportunity to

‘up our game’ on customer communications

and embrace social media for the first time.

This has been a great success.”

Heathrow Express recognises that it is

fundamentally one element in a much longer

journey, as almost everyone using the service

will also be flying in or out of Heathrow.

Therefore as well as targeting its product to

meet its customers’ specific needs, Heathrow

Express is looking to promote itself at an

earlier point when passengers are planning

their itinerary. “Behind the scenes we have

been strengthening our capabilities particularly

in the areas of project management and

IT, both of which are key to embracing the

opportunities that technology now offers right

across the business. We have also launched a

new marketing strategy designed to build our

reputation and attract more overseas visitors to

use Heathrow Express,” notes Keith.

Divulging further on this approach he

explains how the company hopes to create

this worldwide presence: “Over 50 per cent of

Heathrow passengers are not resident in the

UK, none of whom have private transport and

more than half want to travel into London. One

challenge we have is that many of them are

not expecting to use rail, as they do not enjoy

good rail services in their own countries, with

US passengers a prime example. We need

to make our service known to these visitors

before they arrive at Heathrow so they can plan

to use us.

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S pecialists in web and mobile solutions, RE:SYSTEMS were pioneers in the launch of the first mobile phone ticketing in the UK rail industry for Heathrow Express since 2007. Today, the company continues to lead the way and help change the ticketing landscape, working with many blue

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Express ticket deliveryWorking in close collaboration with Heathrow Express for more than a decade, RE:SYSTEMS has continually developed versatile internet-based ticketing technologies to provide real customer benefits. The current sophisticated technology platform has enabled Heathrow Express to gain in-depth knowledge of its audiences, quickly adapting to ensure that the customer gets the ticket and service required instantly. Recent initiatives have also included the development of iPhone, Blackberry, Android and Java Apps for ticket purchases and fulfillment. Through adaptive technologies, customers – both consumer and trade – are able to access tickets across different IT platforms. Whether

for purchase, distribution or redemption of tickets, customers can specify their preferences, including desktops or mobile (phones or tablet devices). Thus the user experience is a much quicker, easier and more efficient process and rail companies additionally benefit by capturing purchasing preferences and gaining a better understanding of their customers. A range of marketing and promotional offers can be associated seamlessly within the adaptive ticketing solution created by RE:SYSTEMS, opening up opportunities for clients to employ CRM activities and encourage customer loyalty. The development of a bespoke ticketing channel for the corporate market was an industry first. Corporate travel buyers and agents now benefit from accessing a dedicated area where ticket purchases can be discounted and available on account, simplifying the business travel booking and accounting processes.

Speeding aheadOutside the UK, RE:SYSTEMS has more recently been developing innovative ticketing initiatives in South Africa, to help revolutionise transport ticketing in this territory. This includes empowering consumers to purchase tickets through legacy feature phones using USSD technology and the set up of a network of Point of Sale (POS) distribution points linked to the RE:SYSTEMS core ticketing system. As a niche player in the ticketing arena, RE:SYSTEMS is at the forefront of new techniques, not just through building relationships with clients but also partnering with third parties such as large IT service organisations. By remaining agile, the company is able to be highly responsive to fast moving requirements and pioneer new approaches. Through investing in specialists that not only understand the rail sector

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“As everyone knows Heathrow is completely

full in terms of flight capacity, although the

average planeload is slowly increasing due to

the introduction of larger aircraft. This means

there isn’t much base market growth, but there

is scope for us to increase our market share

as visitors have a wide choice of travel options

from Heathrow. In particular we see our main

competition as cars and taxis. I want Heathrow

Express to be seen as the ‘smarter way’ to

travel and have a worldwide reputation as the

automatic choice of travel from the airport into

central London,” concludes Keith. zz

Web: www.heathrowexpress.com

“We can do this in several ways, and as

a smaller company we need to make very

efficient use of a limited marketing budget.

Online is therefore our main tool. Most

customers at least research their travel, if not

actually book it, online. As such we need to

be very prominent on search engines and

airline websites flying into London. We have

just launched a tie-up with Aer Lingus where

all their London-bound customers can include

their Heathrow Express ticket in their airline

booking, saving them time. We want to do

this with other airlines as well. We are also

doing some sponsorship in foreign airports

and generally trying to get our brand known

overseas,” enthuses Keith.

Such a strategy could also serve to

boost Heathrow Express’ market share as

passengers arriving or departing with pre-

booked tickets eliminates the competition with

other modes on the ground. This is particularly

important as the nature of the airport means

the actual market scope is relatively fixed.

HeatHrow express

PSV GlassPSV Glass is delighted to have played a major part

in the refurbishment programme of the Heathrow

Express Class 332 including the re-design and the

installation of over 2500 passenger windows in an

amazing looking fleet of trains.

“PSV Glass delivered their service promise on time

and within budget in supporting us in this high profile

and important project,” said Robert Leitch, supply

chain director, Railcare Limited.

http://www.psvglass.com


UK rail operators face a growing

challenge to run successful, cost-

effective services that continue to

satisfy and engage with an ever

expanding customer base. At the same

time, changes in demography and the use of

consumer technology are altering the needs of

passengers as well as creating an opportunity

for a wide-scale transformation in the industry.

The Government has placed a strong

focus on Britain’s rail services as a key factor

in the success of the nation’s economy.

Major infrastructure investments such as

Crossrail demonstrate a real commitment to

modernisation, connecting the nation and

providing passengers with the services

they need.

However, while infrastructure establishes

the foundations for success, recent reports

such as the Department for Transport’s ‘Door

to Door’ strategy (Ref. 1) have acknowledged

that transport must be more integrated to

meet passengers’ needs. As a consequence,

transport operators are starting to explore

the ways technology can integrate and

simplify travel.

Today’s passengers are increasingly

connected to online services on the go.

Two-thirds of UK consumers aged 18-34 own

smartphones, with about half of those using

their smartphone to access email and/or the

internet ‘several times a day’ (Ofcom Nations

and Regions Tracker Q1 2012). As it becomes

more and more convenient to shop, check

information, or communicate with others on the

go, passengers are beginning to demand to

see the same technologies used for travel and,

ideally, integrated within their online experience.

Accenture’s research into the future of public

transport (Ref. 2) has found that expectations

of technological change in the rail industry

are high. A Western European rail survey

demonstrated that across Europe, passengers

expect to be using their mobile phone as an

electronic ticket as early as this year. They

want easy access to at-station information,

customised messages and offers based on

their preferences and previous journeys as

well as the ability to engage with operators

via social media. In London, 67 per cent of

respondents said they follow – or intend to

follow – public transport providers in the near

future on Facebook or Twitter.

The Western European survey found a strong

desire for innovation in three major areas:

ticketing, at stations and on-train services.

While this may come as a surprise, the vast

majority (87 per cent) of those surveyed in the

UK were willing to pay up to ten per cent more

for their journey to enable a totally paperless

journey. Passengers want a single ticket for

multiple modes of transportation and see time

savings as the number one factor that would

motivate them to turn to paperless travel. In the

immediate term, they want a one-stop booking

platform on their PCs, but will expect the same

on their mobile devices in the very near future.

Our research shows that when passengers

reach the station, they want real-time, accurate

information – not just via clearer, more user-

friendly information boards but also in the palm

of their hand. Among the types of real-time

information requested via mobile devices are

platform numbers, platform changes, the

time required to reach a platform and

any obstacles before the gate (stairs or

overcrowding, for example).

Passengers were also dismissive of

at-station retailing, with the vast majority stating

that they rarely shop at stations because they

find it too inconvenient. The most common

reasons passengers shun shops at stations

include having to carry purchases (38 per cent),

concerns about missing their train (28 per cent)

and a belief that shopping options are not

sufficiently diverse (24 per cent). Seven per cent

of UK respondents do not shop at stations at all.

On-board the train, the survey results suggest

that the majority of UK passengers welcome the

more frequent cleaning of toilets above anything

else. There is also a clear desire for expanded

on-board services, with most respondents

saying they would be willing to pay to enhance

their comfort during the journey. However,

the majority of passengers in first or standard

class – particularly younger and more frequent

passengers – believe that connectivity and

entertainment should be provided for free or

included in the price of their ticket.

Technology can be used in many ways to

improve the passenger experience. Journeys

can be more integrated, not only via one

electronic ticket but also through the improved

availability of multi-channel information to

‘Always on’ consumers have increasingly high expectationsMARK ELLIOTT and ROBERT WILLIAMS have examined passengers’ expectations of

technological change in the rail industry

zzzzzzzzzzzzzzzzzzzzz zzTechnology

simplify travel and onward connections.

Accenture’s research offers a clear indication

that rail operators should continue to innovate

and engage with their customers before

they turn to other more advanced online

services – 58 per cent and 66 per cent of

UK respondents said they would be likely to

book train travel via Google and Amazon,

respectively, if they could. By becoming more

customer-centric and embracing technology,

rail operators can enhance demand for public

transport, build deeper relationships with

their customer bases and uncover additional

revenue streams.

The research is available at

www.accenture.com/publictransportation

and consists of:

l A European Passenger rail survey to

understand their expectations in terms of

information and technology (a balanced sample

in seven countries in Western Europe (Belgium,

France, Germany, Italy, Netherlands, Spain, UK)

of 3600 passengers surveyed September 2012

l A Public Transport Study to understand

the opinions of travellers in nine major cities,

globally (Barcelona, Berlin, London, Los

Angeles, New York, Paris, Sao Paulo, Seoul,

Washington DC) of 4500 passengers surveyed

August September and December 2012

l A Western European rail survey to

understand 4211 frequent and occasional

travellers (from Belgium, France, Germany, Italy,

Netherlands, Spain, Switzerland, UK). zz

ReferencesRef. 1: The Department for Transport, ‘Door to Door strategy for improving sustainable transport integration’, March, 2013 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/142539/door-to-door-strategy.pdf

Ref. 2: Accenture, “High Performance in Public Transport,” May 21, 2013, http://www.accenture.com/Microsites/public-transportation/Pages/index.aspx

Mark Elliott is with Infrastructure and Transportation Services at Accenture where he is focused on developing the company’s Public Transport business in the United Kingdom.

Robert Williams is a UK transport consultant with Infrastructure and Transportation Services at

Accenture’s London office.

Knorr-Bremse Rail Systems, Burton-on-Trent.

The Burton location is a specialist Heating

Ventilation and Air Conditioning (HVAC) facility

and is responsible for all Knorr-Bremse HVAC

operations and services and serves the UK and

Ireland rail markets.

In September 2010 Knorr-Bremse Asia

Pacific (Holding) Limited, a member of the

Knorr-Bremse Group, acquired the Australian

HVAC systems specialists Sigma Coachair

Group. The move by Knorr-Bremse formed

part of its long-term strategic drive to expand

its operations into a number of specialist rail

business sectors through targeted acquisition.

This meant that the Sigma organisation in

the UK became part of the UK Knorr-Bremse

organisation.

In 2011, the former Sigma operation

became Knorr-Bremse Rail Systems (Burton)

and moved to a new state-of-the-art dedicated

HVAC faciity at Stretton, Burton-on-Trent in

T he ‘main’ Knorr-Bremse headquarters

facility, which was opened at

Melksham, in Wilshire, in 2005 is now

well known and established in the UK

as the source of all Knorr-Bremse products

and services for the UK and Ireland markets.

However Knorr-Bremse has expanded its

operations in the UK in recent years and it

now has a specialist machining facility based

in Corsham, Wiltshire but in this feature we

take a look at its most recent investment at


Air of success

zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzKnorr-Bremse

Railway Strategies takes a look at the Burton-on-Trent specialist HVAC operation

of Knorr-Bremse - the largest dedicated rail HVAC

facility in the UK

Harjit Singh – general

manager of the Knorr-Bremse

Burton site


Air of success


Staffordshire.

This new Knorr-Bremse facility boasts a floor

space of over 1100 square metres which is

solely dedicated to rail HVAC. It has received

major investment in new specialist HVAC

service equipment and Knorr-Bremse Rail

Systems (Burton) claims that it now provides

customers with perhaps the largest and best

dedicated rail HVAC facility in the UK.

In addition to being the UK and Ireland

distributors for Knorr-Bremse Rail Group’s

Merak and Sigma branded HVAC systems, the

Knorr-Bremse Burton facility is also the source

for original parts, service and maintenance

support for these systems.

Through its dedicated RAILSERVICES

organisation Knorr-Bremse Burton offers

a wide range of HVAC focused but flexible

support services. These include: maintenance,

overhauls, electronics repairs, environmental

management, inspection, refrigerant


zzzzzzzzzzzzzzzzzzzz

‘health’ of the HVAC system on the train

and to also optimise the use of HVAC to cut

operational costs. This system has been

adopted by the Knorr-Bremse Rail Group

worldwide as a system which it can offer to its

customers to help them in addressing HVAC

issues before they become a major problem

which could affect the in-service availability of

the train whilst reducing HVAC operating costs.

Typical of the projects undertaken or being

undertaken on existing fleets by Knorr-Bremse

Burton include new HVAC unit supply and fit

on the East Coast fleet, overhaul of Sigma

HVAC and boilers on Class 171s, and overhaul

of the cab 450/185 and saloon 333 HVAC for

Siemens.

Harjit Singh, general manager of Knorr-

Bremse Burton commented: “I think what’s

important is that our organisation and the

facility that we operate here in Burton was

established especially and only for rail HVAC

operations. We do no other type of work here,

we are specialists in what we do and can really

focus on being the best in the business at what

we offer to our customers in terms of support

though our specialist knowledge and expertise.

“Being part of the global Knorr-Bremse

Group means that we have the right skills

and equipment here to handle any and all

Knorr-Bremse Group HVAC systems, those

from Merak and Sigma. However, we can also

handle other rail HVAC types too. We have an

expert and highly experienced technical team

that is happy to offer customers advice and

support from the very earliest concept stage to

advice on an upgrade or retrofit project and our

dedicated warranty, maintenance and original

parts team can ensure that HVAC systems and

the trains they serve are kept running in service

and importantly, safely and reliably.” zz

Web: www.knorr-bremse.co.uk

management, retrofits, service, testing and

training. This support covers Knorr-Bremse and

other makes of rail HVAC equipment and work

can be carried out at Burton or in the case of

corrective maintenance at the operator’s

own location.

In addition Burton can provide a full rail

HVAC consultancy and advice service to

train builders, integrators and operators.

The services offered include prototyping,

modifications and upgrades designed

replace existing HVAC systems. There is a

trend to modernise existing HVAC systems

or installations with new technology to deliver

energy savings and environmental performance

improvements whilst driving down life

cycle costs.

In fact Knorr-Bremse has developed a new

remote monitoring system, recently launched

on the Knorr-Bremse stand at Railtex, called

Z-300 which helps operators to monitor the

Knorr-Bremse

zzzzzzzzzzzzzzzzzz zzNEWS I Rolling Stock


Rescuing trains gets easierl Adaptations have been made to Network Rail’s fleet of Class 57s in the south

to allow them to rescue failed electric multiple units. Testing of the six

57/3 locomotives is now complete, following a modification of the brake interface

units. This will allow the drivers to operate their brakes and those of the failed

train together. The brake interface unit also operates the safety interlocks on most

units, which means broken-down units can be removed at normal line speed.

Mick Stewart, senior fleet engineer, National Delivery Service, said: “We can

now quickly move units that are stranded – for example, when the third rail

network is disabled, if there’s snow and ice, or where there’s been a mechanical

failure. The 57s are also powerful enough to haul a 12-car EMU – another EMU

wouldn’t be able to do that.

“Before, failed units had to be rescued using whatever train was available,

powerful enough, and that could be coupled to the unit. Route controls would

have to source the rescue vehicle, find competent fitters and get them to the

depot to collect the emergency adaptor coupler before the recovery train could

go out – all of which took valuable time.”

A rescue involving one of the modified class 57s would involve its driver, the

driver of the failed unit, plus competent staff, such as a maintenance operations

manager or a train operating company fitter, on either side of the coupling. This

can be achieved in 15 minutes – a large time saving over previous procedures.

Other possible uses for the class 57s include routinely moving EMUs between

works for servicing.

Net

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Rail

http://www.railimages.co.uk

http://www.b-hepworth.com


FOCON can provide you with the

technology and expertise you need

to meet the high demands of modern

passengers. A Real-Time Passenger

Information System for you to keep your

passengers well informed and entertained

during their journey. Our system can be tailored

to the individual needs of each operator and

can be extended when desired. It is less

susceptible to obsolescence, has a lifetime

cost several times less than you have seen

in the past decade, and is easily upgradable

over time at substantially lower cost. New

functionalities and new devices can be added

to the basic product backbone without having

to replace the entire system.

At FOCON we do more than put equipment

on board, we build for long-term optimum use

zz Passenger Information Systems

An easily upgradable system

and cost, even if your requirements change

over years.

We let our projects speakA new feature on LU Victoria Line

Our projects prove how easy it is to upgrade

our system. FOCON is a system provider of

Passenger Information Systems (PIS) on a

number of projects for use on the London

Underground fleet.

Using the experience collected through two

decades of work for London Underground –

the FOCON PIS today is so versatile that it can

easily be adjusted to new requirements based

on new norms, standards and legislation. The

recent upgrade project required an upgrade to

handle real-time disruption messaging where

the passengers get real-time information on the

current traffic situation; we were able to adapt

those options into the Passenger Information

System in only six months after signing the

contract – including taking time out of the

projects to run Olympics traffic. Not only did

we have a short lead-time but also a solution

implementation that did not interrupt service.

Testing was done off-train in a simulation

environment. Such easy upgrades prove our

words and the versatility of FOCON’s system.

The real-time disruption modifies the

routine journey-based messages to reflect the

disruption and add additional travel information.

This will give the passengers better and more

correct information about the current traffic

situation on the Tube allowing passengers to

make better and more informed decisions on

their journey and thereby avoid congestion.

The real-time disruption system includes all

stations and trains in the Tube. The FOCON

part of the system will interpret the signals

sent to the train radio and modify the current

routine journey-based messages to reflect the

disruption. The system guides passengers to a

safe and efficient travel; it supports the aim of

traffic shaping, creating flow in how passengers

move around. It thereby not only makes the

passenger happier, it also supports increasing

capacity as passengers don’t get ‘trapped’ and

block the smooth movement of people through

the transport system.

An upgrade for Velaro RUS300

FOCON has installed an advanced integrated

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

Imagine a Real-Time Passenger Information System that you may easily, and at optimised cost, update as your needs or passenger demands require …

IMAGINE: a PIS / CIS system built for the future and built to last

Have you tried to be in a situation of “I need to upgrade but it’s so

complex and expensive” that you don’t do it or can’t?

Yes?


PIS and entertainment system for the Velaro

trains in Russia and has also supplied displays

and audio/video entertainment system. In

our newest project, we call RUS II, we have

included an upgrade of the existing system; it

will now be possible to supply high resolution

Digital Video Entertainment, which can be

configured with different content in multiple

cars. The user can make a ‘playlist’ consisting

of a combination of text, images and movies.

The text could contain information on e.g. the

speed of the train, time, date, next station, and

destination. Furthermore, it is possible to show

the position of the train on a map, in order to

provide real-time passenger information during

the trip.

The playlists could contain movies, and

the system allows the user to create playlists

showing a combination of advertisements and

movies.

A playlist can be triggered in two ways:

l Configured relative to a station in terms of

distance or time

l Activated manually by the conductor, who

has the possibility of previewing the playlist

before activating it.

Movies can be set up with two sound tracks

providing e.g. the original language and a

synchronized version.

If the passengers want to listen to audio,

they can individually choose between up to

ten different entertainment channels including

the two movie sound tracks. New upgrade

supports increased real-time passenger

information that may by choice be location-

specific, and which runs in an easily updateable

manner for the operator. The control computer

in the PIS system knows where the train is and

may intelligently combine this with the different

information available to make good guiding

information to the passengers; we may even

make location-dependent advertisement or

other media sessions.

It is all about the passengersAll modern railways are the outgrowth of many

years of design progress where safety has

been the cornerstone.

Passengers are very comfort conscious and

the relationship between safety and comfort

has become very close; in fact, a feeling of

safety is in itself a very basic form of mental

comfort.

That is why FOCON enables you to provide

safety and comfort for your passengers.

With our safety and surveillance system and

the comfort of our passenger information,

infotainment and entertainment system,

IMAGINE, we can together fulfil the

passengers’ demands and needs of safe and

comfortable journey.

A scalable solutionFOCON’s platform is scalable from a

basic core solution with basic passenger

announcement functions and/or displaying to

high level solutions according to your choice,

including a broad range of optional features

as added communication features, RIS / TIS

(travel information systems), infotainment with

real-time update and CCTV.

On the same core platform FOCON covers

solutions from LRV (Light Rail Vehicles) to

regional and mainlines, over metros to high

speed and very high speed solutions.

Our IMAGINE platform is not a stand-alone

solution; it’s effectively supported by a strong,

also customizable aftersales concept InMotion

giving optimum up-time and lifetime cost; this

by maximizing availability of spares and service

and proven products with high reliability.

FOCON references are extensive and cover

most recognized train builders and highly

acknowledged operators around the globe.

As an innovative IRIS and ISO certified

trendsetter FOCON makes an excellent choice

for those seeking solutions for the future,

solutions that may be built on, going forward,

and that may be run at a highly competitive

level of lifetime cost.

Let us help challenges youLet us help you work out your possibilities and

how you may build a SMART solution that may

not only add to your operational efficiency and

passenger satisfaction today – but do it for

years to come. zz


More information is to be found on FOCON’s website www.focon.com or by contacting FOCON directly. Contact information is available on the company website.

‘ International 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.

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

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

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: ITICTel: 020 7338 0150Email: [email protected]: www.itic-insure.com

zzzzzzzzzzzzzzzzzzzzzzzzz Insurance


‘‘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.

http://www.itic-insure.com


Keyline to supply Concrete Canvasl Keyline has teamed up with Concrete Canvas to exclusively supply the company’s flexible cement

impregnated fabric solution that hardens when hydrated to the rail sector. This latest agreement

further underlines Keyline’s commitment to supplying the latest and most innovative products and

technology to meet the needs of contractors working in the industry to help reduce costs, minimise

disruption and ultimately boost operational performance.

This award-winning product forms a hardened, waterproof concrete lining that is quicker and

less expensive to install compared to conventional solutions. It can be rapidly unrolled to form an

effective ditch or tank lining, which can conform to a range of profiles and curves without the need

for specialist plant equipment. Furthermore, Concrete Canvas is a low mass, low carbon technology

that uses up to 95 per cent less material than traditional options, helping to reduce both financial and

environmental cost of many rail projects

Burnham Signs rises againl Stocksigns has re-introduced the Burnham

Signs brand. Burnham Signs has been serving

the rail industry for a number of years with high

quality vitreous enamel signs, and came under

Stocksigns’ ownership in 2004. Since then the

Burnham production facilities have moved to the

main Redhill premises, taking the opportunity to

modernise and streamline the vitreous enamel

process. Many of Stocksigns’ quality procedures

and business practices have been adopted,

bringing the Burnham business completely

up to date.

However even after trading under the

Stocksigns banner since their acquisition, the

Burnham name has refused to be forgotten.

177 years of vitreous enamel sign-making has

stuck hard in the minds of many that have

worked with Burnham Signs. The decision to

reinstate the Burnham brand is also partly due

to a wider project Stocksigns is undertaking, to

add clarity to their signage offering.

There is no-one currently serving the signage

market that has the expertise and breadth

of capabilities that Stocksigns has to offer.

However, the Stocksigns umbrella name has

lead to some confusion in the marketplace,

with the mistaken belief that Stocksigns only

manufactures and ‘stocks’ signs. The decision

to publically promote the different business

streams, used internally within Stocksigns to

serve the signage market, will help clearly define

the service range they provide. Other business

streams within the Stocksigns Group include:

l Stocksigns & Stocksigns Trade – over

30,000 health & safety and general signs

available for next day delivery.

l First Call Signs – print on demand temporary

signage for the construction and events industry

l Garnier – vintage style vitreous enamel sign

plates, gifts and souvenirs

l Messagemaker Display – LED signs,

programmable moving messages

l Projectsigns – specialist project management

services, including survey, design, manufacture

and installation.

To find out more about the Stocksigns Group

including the Burnham signs brand please visit:

www.stocksigns.co.uk

zzzzzzzzzzzzz zzNEWS I Products & Services

Nordic partnershipl De-/anti-icing specialist

Kilfrost is working in

partnership with Nordic

Ground Support Equipment

and has already catered for

the installation of five of the

company’s new anti-icing

systems in the Netherlands,

as part of a major project

undertaken last winter by

the Dutch Railway operator.

Kilfrost’s partnership with

Swedish-based Nordic,

suppliers of anti-icing

systems to the rail industry

worldwide, involves working

as its recommended

supplier and advises the

company on the application

of fluid into anti-icing

systems. The concept of

using anti-icing systems to

prevent the build-up of ice

and snow is gathering pace

as increasing numbers of

operators are investing in

such installations.

Kilfrost’s innovative TDIce

range of fluids have been

specifically designed for use

with the Nordic systems,

which facilitate the large-

scale de-icing and anti-icing

of rolling stock.

The Kilfrost TDIce product

range includes TDIce and

TDIce Plus. These products

can be heated and sprayed

onto the underside of rolling

stock to prevent build-up,

ensuring effective operation

and maintenance in even the

harshest weather

conditions. All products

within the range are fully

biodegradable.

De/anti-icing systems help

to address the important

safety critical risks faced by

rail operators during winter

weather conditions, such as

fallen lumps of ice onto the

track which cause ballast to

fly from the track bed and

ricochet, hitting the train.


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz era-contact

King’s Cross

W ith almost 700 employees spread

across every level of the company,

era-contact has come a long way

from owner and founder Erich

Aichele’s original two-person business. Having

started out in the production of relay coils,

small transformers, and cable harnesses, the

company is today amongst the world’s leading

manufacturers of electrical railway couplings,

cable confectioning, and vehicle wiring.

This has given it a presence in the majority of

vehicular industries including rail, automotive,

engine manufacture, and commercial vehicles.

“In the rail sector we work together with

many of the leading manufacturers such as

Bombardier, Alstom, Siemens, and Stadler,”

notes Christoph Schill, sales director. “In the

case of our automatic electrical coupler we

have worked together with our partner Voith

Turbo Scharfenberg for more than 13 years,

whilst our manual couplers can be found on

new and old rolling stock across Europe, Asia,

Middle East and Far East.”

As a technology leader in this field, era-

contact’s electrical coupling solutions offer

reliable transmission of power, signalling

controls, and Ethernet services between

trains. The company supplements this with a

product range that includes modular surface

wiring, modular side wiring, subsurface control

boxes, jumper cables, and switching cabinets

to deliver a complete end-to-end onboard

electrification solution.

“As such we are a one-stop-shop system

supplier to our customers,” emphasises

a complete electrical coupler as a spare part

within a very short lead time of around eight

weeks. When you bear in mind the cost of

downtime of the train this timeframe is very

important.”

In order to maintain its leadership in the

market era-contact invests between eight and

ten per cent of its yearly revenue into further

research and development. One of the latest

Christoph. “Our offering is available in quantities

from just one piece up to around 1000, which

benefits our customers by enabling them to

purchase only what they require. Because we

deliver most mechanical processes in-house

we are able to leverage certain benefits in

terms of performance. Most notably for the last

three years we have been working to a one-

piece flow process that allows us to produce

When it comes to on-train transmission, era-contact’s electrical couplers are making the connection

Transferring expertisePrincipal layout of the era-transceiver

UIC 552 connector set



innovations to come out of this is the era-

transceiver, which allows for signal and data

transmission with a bandwidth of up to 1GB

without a mechanical contact. “Essentially

this means operational through fast change

systems or automatic electrical couplers,”

clarifies Christoph. “This product is the logical

consequence of the further development of

the market as applications become more

sophisticated and require a higher bandwidth.

“We believe this will continue for some

years still so we have launched the 1GB era-

transceiver to ensure that we are prepared for

this future. At present you won’t find anywhere

a solution that is as powerful, and yet compact,

as ours and with its other advantages such

as galvanic isolation, and simple plug-and-

play connection the era-transceiver is an

unbearable solution. We have also developed a

plug-and-play concept for our electric coupler

systems, which is optimised for trains already

in service and can easily be adapted to today’s

requirements. This is available in a 100MB or

1GB solution,” he continues.

From a market perspective era-contact

remains focused on the eastern European

region where its products have had significant

appeal. The company also looks to the

South African market, which it believes offers

enormous potential for the coming years.

“era-contact is now present on four continents

worldwide ensuring that we are always close

to our customers and markets,” highlights

Christoph. “In 2009 we founded a sales entity

in the US, which has seen such success that

we have taken the decision to expand this

into a production company. This will begin

operating in the third quarter of the year, so we

think 2013 presents a lot of opportunity for our

colleagues in that market.”

The challenge now is for era-contact to

put in place the necessary structures to

achieve these objectives, particularly in terms

of replicating the success of its US division.

Longer term the company is far from modest

in its aspirations as Christoph concludes:

“In line with our company philosophy of ‘our

success is driven by people’ we aim to develop

long-term partnerships with our customers and

suppliers so that we can grow with them and

look towards the future together. Our goal is to

be the worldwide partner in the railway industry

for power, signal, and data transmission, with

an aim to be in every train worldwide with our

products or service portfolio. We recognise that

this is an ambitious target but we are optimistic

about our ability to realise it.” zz

Web: www.era-contact.de

Manual coupler size III era-transceiver

Switching cabinet

http://www.hypertac.com


The Railway Industry Association (RIA) is

the representative body for UK-based

suppliers of equipment and services

to the global rail industry. It boasts

around 170 member companies, which are

active across the railway supply industry,

and represent the greater part of the sector

by turnover. “It is our job to promote and

safeguard the interests of the UK rail supply

industry,” describes director general Jeremy

Candfield, who has led the association

since 1998.

“We are the only association that works

right across the sector so we have a key

role in engagement with Government, major

clients, and industry bodies. Our membership

base is very broad containing manufacturers

of rolling stock and infrastructure component

contractors, consultancies, training companies,

and specialist service providers, all unified

zz Railway Industry Association

A good representation

Championing the interests of the UK rail supply chain, the Railway Industry Association seeks to achieve the best outcome for all

by the fact that they are members of the UK

railway supply chain and they want to see it

nurtured and sustained,” he continues.

Associated benefitsThe benefits of being part of RIA are apparent

from the extensive services it provides to

members. This includes representation of the

supply industry’s interests to Government,

Network Rail, London Underground, Transport

for London, and others. It also provides its

members with technical, commercial, and

political information, and opportunities for

dialogue and networking. RIA commits a lot

of resource to promoting and supporting its

member companies in the export sector, and

maintains around 20 special interest groups,

which have become major conduits for

exchange between the supply sector and the

rest of the rail industry.

“We have long been broadcasting the crucial

importance of collaboration between the

different industry elements,” notes Jeremy. “To

this end we initiated our Value Improvement

Programme (VIP), which is all about getting

companies to engage in a more openly

collaborative fashion to the benefit of all

sides. This has worked with some success,

and we are now seeing Network Rail and the

train operating companies (TOCs) taking that

message very seriously, which is welcome.”

Special interestsIn terms of the measures that are required to

secure the continued future of the rail supply

industry, Jeremy highlights a number of

points of interest for the RIA: “In the last year

we’ve done an enormous amount of work on

innovation through our Unlocking Innovation

Scheme. Through our technical colleagues


Much activity is through Special Interest Groups – RIA members visiting the Tyne & Wear Metro workshops

RIA’s annual Technology & Innovation

Conference brings together suppliers,

clients, industry bodies and academia


within the organisation, we conduct a series of

workshops throughout the UK to encourage

innovation and help companies overcome

barriers and get their innovative ideas into the

market.”

He continues: “When we look at the direction

of the railway in terms of development the

amount of technical effort that is going to be

involved is likely to be pretty substantial. Even

within the industry I am not sure many people

comprehend the magnitude of the step change

that is beginning to take place with the scale of

the electrification and ERTMS programmes for

example. There are also substantial numbers

of new trains in prospect and much more

emphasis on remote condition monitoring.

These are things that are being taken forward

by individual companies, but often with

significant input from the Association because

each of them represents a major change in

how things are done.”

Skills is another key debate that RIA has

been contributing to. The association was

the industry promoter of what is now known

as the National Skills Academy for Railway

Engineering (NSARE) on behalf of a cross-

industry group, which included Network Rail,

London Underground, the Association of Train

Operating Companies (ATOC) and freight

representatives.

“The group recognised that there were

serious problems regarding prospects for

skills and that we needed what we now call

NSARE, both to identify what the extent of

those problems was going to be and to help

bring forward proposals to remedy matters.

We are now working in a truly collaborative

effort with Network Rail and NSARE on the

electrification development programme as it

is unsurprising after 20 years of virtually no

major new electrification work that there is a

skills issue. Therefore through this programme

we are seeking to identify what needs to be

done, and the timescale for this. There are

similar activities going on around ERTMS as

well,” elaborates Jeremy.

Raising issuesOne of the dominating challenges of 2013 is

the transition between financial Control

Period 4 and Control Period 5, which is due

to take place early next year. “For the supply

industry as a whole there is concern regarding

the ability of the major organisations,

particularly Network Rail, to sustain its

investment patterns at this time,” explains

Jeremy. “Between Control Periods 2 and 3,

and again between 3 and 4, the investment

rate dropped quite sharply and the effect of

that was very serious on the supply chain.

“We are therefore urging those concerned

as strongly as we can to take measures to

ensure that it doesn’t happen at the transition

to Control Period 5. We are receiving a lot

of reassurance and talk about volumes of

committed expenditure but it remains a

forefront concern until we are through that

stage,” he continues.

There are also major issues regarding

procurement of rolling stock, which have

arisen from the franchising upheaval.

Whilst RIA is pleased to see a well-

defined programme being progressed by

Government, the attention has predominately

been on the TOCs as opposed to the affected

supply chain that lies behind them, and the

Association is keen to see this addressed.

“Another key activity of RIA is our close

liaison with UK Trade & Investment on export

promotion,” reveals Jeremy. “This has long

been a role of the organisation, but we have

recently been designated as their Trade

Challenge Partner for Rail, which recognises

this work. We foresee increasing activity

in the area of exports, partly as a result of

Government becoming more concerned

about encouraging UK exporters, and partly

because of the enormous growth in rail taking

place worldwide, for various reasons including

urbanisation, environment, population growth,

and economy. There is significant scope for

companies to grow their exports activity and

RIA is well placed to help them achieve this,”

he concludes. zz

Railway Industry Association (RIA)Tel: +44 (0) 20 7201 0777Email: [email protected]

Web: www.riagb.org.uk


RIA director

general Jeremy Candfield

RIA organises UK pavilions at overseas trade

fairs such as InnoTrans in Berlin



Distribution Surge Protector PD Devices now offer their popular DSP600 Series range of

Distribution Surge Protectors with improved 40kA 8/20μs and a

Type 1, Test Class I, 4kA per mode, 6.25kA per phase 10/350μs

performance capability, as per BS EN 62305-4, BS EN 61643-11/12

and BS 7671. These SPD products prevent damage to electrical

distribution systems from mains-borne transient voltages.

With rugged construction and easy installation the DSP600 Series

offer economic protection for front end of building, or sub-distribution

panel applications, and are also ideal for individual protection of

critical and costly equipment such as computer systems.

New & improved surge protection products

Lightning protectionPD Devices has introduced a new range of SSI (Solid State

Interlock) Power Supply Lightning Arresters for railway

applications, to extend their extensive range of Transient Voltage

Surge Suppressors (TVSS). Based on PD Devices’ successful

Distribution Surge Protector (DSP) range, the ‘SSI Series’

DSP1A/ SSI/120AC, DSP1A/SSI/140AC and DSP1A/TVS use

technology which has been proven in locations with some of

the highest Keraunic levels worldwide.

The SSI Series complements PD Devices’ popular and

well-established ‘RTM Series’, which consists of models with

Metal Oxide Varistor (MOV) or Silicon Avalanche Diode (SAD)

component technology, which are employed on the incoming

power supplies or tail cables, providing protection to 110V,

140V and 650V power supplies.

Further information on PD Devices’ range of SPDs, and their range of integrated surge protection systems is available from: PD Devices Ltd Web: www.pddevices.co.uk

PD Devices Ltd has recently added two new products to its range of Surge Protection Devices and integrated surge protection systems

RSSB research Recent research reports from the RSSB include:

Published research

l T750 Review of Euronorm design requirements for trackside

and overhead structures subjected to transient aerodynamic loads

l T849 PantoTRAIN (a TrioTrain project) – Pantographs: Total Regulatory

Acceptance for the Interoperable Network

l T956 Further development of the Department for Transport Network

Modelling Framework safety module

l T948 Driver selection: implementation phase

l T977 Development of a revised lower sector vehicle gauge

l T1015 Revision of the Close Call System

Research in progress

l T792 Stage 2 development of the Vehicle Track Interaction

Strategic Model

l T960 Specification of a defect recording and corrective actions

system architecture and process framework

Projects recently started

l T989 Development of an education programme on the risk of using

mobile phones and electronic communication devices in the railway industry

l T990 Development of a strategy on train positioning

l T993 Using test results from other environments

l T1004 Vehicle TCA testing review

l T1009 Further research into adapting to climate change – Tomorrow’s

Railway and Climate Change Adaptation (TRaCCA)

l T1011 Optimising the sectioning arrangements on AC electrification

For further information please visit www.rssb.co.uk

http://www.ukworkeroftheyear.com


T here is the obvious attraction of very

rapid results and the perception that

costs are much less if PoCTs (instant

drug tests) are favoured in place of

more traditional laboratory-based testing.

However, there is also widespread doubt and

confusion as to whether they are 'allowed'

to be used and, if so, when is it appropriate

to do so? Should PoCTs be used alone?

Should they sometimes be backed up with

formal laboratory tests? Should they always

be backed up by such laboratory tests? How

reliable are the results? Are PoCTs as reliable

as laboratory tests? If not, then how less

reliable are they? What are the legal and / or

employment issues to be considered? What

are the quality controls and standards to be

looked out for? Are PoCTs tests or screens?

What is the difference between a test and a

screen?

In fact, the questions were many and

the answers often far from straightforward.

And so we at Express Medicals provided

an educational grant to a group of expert

academics who undertook a systematic review

of the current situation with respect to PoCTs

in the workplace. This resulted in a report

in January 2013 ('Review of Point-of-Care /

Collection Testing Devices for the Detection of

Drugs of Abuse').

Following on from the above-mentioned

report, we sponsored a conference about

PoCTs. This was held at Imperial College,

London. Two of the report’s authors spoke at

the conference, one of them being a senior

academic at Imperial College.

The concerns about PoCTs are outlined

in the conclusions of the report and the slide

presentations of both Dr Simon Davis BSc PhD

(an expert in mass spectrometry and analytical

techniques) and Dr Peter Feldschreiber (a

medically qualified barrister).

The information presented will be of definite

interest to all involved in workplace drug testing

and drug screening programmes, especially

where safety critical workers are being tested /

screened.

Please visit our website at

www.expressmedicals.co.uk for links to the

report, the slides presented at the conference

and a video recording thereof. zz

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

zzzzzzzzzzzzzzzzzzz zzHealth & Safety

Confused about instant drug tests?

Dr DAN HEGARTY and his colleagues at Express Medicals have become increasingly aware of the significant uncertainties and confusion around the use of ‘instant’ drug testing kits (also referred to as point-of-collection or point-of-care tests / PoCTs) in the workplace

http://www.expressmedicals.co.uk


zz Health & Safety

T he risks of over-exposure to vibration

through hand-held power tools

are particularly acute for railway

maintenance workers, who are

frequently required to use such tools. So

how can employers effectively monitor this

exposure and minimise the risks of operatives

developing the debilitating condition Hand

Arm Vibration Syndrome (HAVS)? And what

of the benefits for employers from effective

monitoring? Business will benefit from a

healthier workforce, but will also realise cost

savings from more efficient tool allocation,

worker productivity and the reduced risk of

injury claims.

Getting HAVS management rightMany companies struggle to maintain a HAV

management policy as it is seen as low risk,

but testing and labelling vibration output is

only the beginning. The challenge is to create

a procedure to monitor and manage HAV that

is supported by all individuals and is realistic

and reliable. Implementing a HAV monitoring

system is paramount to supporting workforce

welfare, meeting HSE guidelines and reducing

business risk.

Employers should emphasise that it’s not a

big brother exercise, but better protection for

employees against contracting the disabling

condition. And it shouldn’t just be an employer

responsibility. Reminding operators that they

are partly responsible for their welfare is

important. The more accurately they record

tool usage the longer they can work whilst

better protecting themselves against HAVS.

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

HAV management for rail workers makes good

business sense

JIM O’HAGAN sets out best practice

for monitoring and reporting exposure

to vibration and the benefits to employers

and employees working within the

rail industry


Operators tend to over-estimate when

guessing tool usage at the end of a shift or

even fabricate the data to get it out of the

way. More accurate data means not having

to replace skilled personnel that overestimate

their exposure levels, resulting in delays and

ultimately extending project timetables and

cost.

Reaping the rewards of effective HAVS managementEffective monitoring of HAVS has traditionally

been viewed as a health & safety solution, but

it can provide employers with so much more,

particularly when it comes to improving tool

allocation and workforce productivity.

Knowing which tools have been used and

for how long helps project managers to refine

Jim O’Hagan is managing director at Reactec


l Carillion is an integrated support services company with a substantial portfolio of Public Private Partnership projects and extensive construction capabilities. Site agent Jonathan Long is currently overseeing the platform refurbishment project at Glasgow Central rail station, and is pleased that bringing an HAVmeter system on site to monitor Hand Arm Vibration (HAV) has resulted in a significant increase in worker protection and productivity, and cost savings.

Jonathan said: “Jobs on site include a lot of breakout work and drilling, particularly at the start of the project. This requires the use of a range of power tools, all of which generate vibration at varying levels, so our team members are frequently exposed.

“For previous projects we had been using a paper-based system for HAV monitoring, in line with the guidelines set out by the HSE. We found, however, that self-monitoring by individual employees was not the most accurate way to record vibration exposure, as much of the records were based on rough estimations. An employee might have had a power tool out for an hour, but only used it for a few short bursts of activity within that hour, or conversely been on a breaker for three hours non-stop, so the time recorded could be highly inaccurate.

“It was also really time-consuming to compile and analyse data reports, and difficult to know which tools were putting our workers most at risk, but all of these problems are addressed with the HAVmeter system.”

Carillion implemented the HAVmeter – the industry standard for monitoring and managing HAV exposure and operator tool management – in 2011 when work at Glasgow Central station began. The HAVmeter completely automates the entire monitoring, data collection and reporting process – from operator exposure levels to detailed records of tool usage – so managers can proactively manage HAVS risk, plan efficient tool allocation and improve worker efficiency.

Case Study: Carillion Plc

requirements over time. Creating efficiency

in plant allocation can dramatically reduce

unnecessary tool, servicing and transportation

costs. Accurate reporting on tool trigger time

usage and performance provides a clearer

overview to help plan efficient tool rotation

and service requirements.

Being able to monitor operator tool usage

and work practices can provide a company

with invaluable intelligence to improve working

performance and project strategy, resulting in

potentially shorter project delivery timescales

and cost reductions. Paper-based systems

can disrupt operators and require significant

administration resource and cost. Also, using

a paper-based system typically over-estimates

operator exposure by up to four times the

correct amount, resulting in lower productivity.

Taking all these benefits into consideration,

the case for more effective HAV monitoring is

compelling. It’s not just a case of mitigating

against the risk of over-exposure, it’s about

providing your business with a competitive

edge that can provide real added value to your

operations. zz


Occupational Health provides services

to employers in many areas ranging

from pre-placement medical

assessments, ongoing health

surveillance and assessments in high-risk

activities and advice on reports in areas of poor

attendance and sickness absence – to name

a few. It is the last category where a medical

report is provided by Occupational Health to

assist management in dealing with a case

where a health concern has impacted on either

capability performance or attendance that I am

addressing in this short article.

Over my years of practising Occupational

Health (OH) the main complaints I have

encountered from managers have been

consistently in this last area of ‘management

referrals’ requiring an OH report. The recurrent

complaints come into the following categories:

l “OH only regurgitates word for word what

the candidate is telling them”

l “They always take the side of the employee”

l “They always sit on the fence and do not

give us clear directions”

l “They do not answer the questions we

asked or required”

l “They include inappropriate comments

zz Health & Safety

How to get the best out of your

Occupational Health Medical Reports

Dr STEVE MALLESON shares his thoughts on Occupational Health reports

and advice”.

As an Occupational Health Physician

I of course would defend myself by saying

that we obviously must take a history from

the individual and therefore in a sense we

do report what we’re being told. However,

especially when there is acrimony, I would

always qualify any information that is a direct

statement from the employee with such

statements as “told me that – etc.” and also

so that there is no confusion I would add a

statement to the effect “and although I cannot

comment on the validity of the statement this

is clearly an area that should be addressed

if an equitable solution is to be reached etc”.

In this way the report should clearly state

whether an opinion is subjective or objective.

I would never see myself as being simply

‘on the side of the employee’ in the sense

that I am not their advocate in the same way

as their general practitioner. I would of course

have a professional duty to ensure that I

follow-up any referral and essential healthcare

should I identify any undertreated medical

problem although I would not get involved with

their primary care which is outside the remit of

Occupational Health. That is for the GP.

Occupational Health reports should be

completely impartial with the object of giving

the commissioning employer an overview of

how any medical aspects may have impacted

on the individual’s occupational performance

without disclosing any confidential medical

information. Occupational Health reports

certainly should not include comments and

advice outside the strict remit of analysing and

assessing the occupational health situation on

the information given and questions raised in

the referral documentation.

The value of clear and comprehensive management referralThe criticism of giving poor advice and not

delivering the information by answering

the questions asked is often a fault of poor

management referrals. They often lack

any useful information and do not give

the assessing Occupational Physician any

direction. As they say ‘garbage in/garbage

out’. A good management referral will give the

background medical problems that are causing

concern, why the individual is being referred

to OH, some specific questions that require



answering, and possibly an indication of why

the employer requires this information. It is

also sometimes helpful for the Occupational

Physician to understand the tactics being

employed by management within the strategy

within the internal policy for an employment

problem and how the OH assessment can

contribute to this end.

Some points that a manager might want to consider for inclusion in the OH referralReports will differ as the circumstances will

not all be the same. However the following

headings will always be considered by

an Occupational Health Physician when

composing their report to management and

might also be valuable for managers when

requesting specific areas to investigate and

advise. They would come under the following

headings.

l Nature of underlying condition

(without disclosing any specific confidential

medical details – only how it impacts on

employment situation)

l Whether there are any work-related

aspects to the medical condition

l Whether there will be any long-term

residual disability

l Capability of regular and efficient service

in the future with or without full efficiency

or ill effects

l Risk of deterioration of condition

l Likely return to work date

l Limitation, restrictions, modifications to

duties either temporary or permanent with

advice on any rehabilitation programme

l Suitability for alternative duties, timescales

and whether surveillance is required after

return to work

l Advice on whether the Equality Act 2010

may be applicable. Obviously this is only

medical advice on a legal matter which

would be decided by other legal agencies if

contested.

The value of a negative answerMedicine in some aspects is very imprecise

and two people with an identical condition

may react totally differently in terms of their

response to their illness and the occupational

implications. Managers are sometimes

disappointed that Occupational Health does

not give very precise prognostic outlooks with

the timescales. This should generally not be

seen as a specific problem as the manager

having asked the question and not being

given a very specific answer from OH is then

free to make a management decision based

on the evidence available to them together

with the operational business requirements

and the manager’s own assessment of the

likely outcome. OH cannot always comment

on what would be considered a reasonable

period of absence as this will differ from

company to company depending on such

matters as their size, resources and

services they deliver.

SummaryI hope this short article will

be useful to any manager

who makes referrals

to OH for members of staff where there is

concern in areas of health and performance

and will take these points into account when

both referring individuals and interpreting the

reports that are returned.

I often say, without trying to be offensive,

that the contract of employment for the

individual is with their management (and

not with Occupational Health) and therefore

any employment decision is made by

management. Hopefully, Occupational Health

can assist by giving an expert, impartial

overview of the medical situation with an

understanding of the implications on their

employment situation as far as possible.

When this is not possible the report should

clearly say so, thus allowing management

to then move forward through their own

procedures and processes having dealt

with the situation fairly by asking the right

questions. zz

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

Dr Steve Malleson

MFOM, a senior

Occupational Health

Physician, is the

chief medical

officer of Express

Medicals Ltd.


forces...the switch to internet trading.

Local authorities and transport strategists

have a constant battle on their hands to

shoehorn IT age populations into dated or

timeworn facilities and localities. Unfortunately,

starting from scratch in a green field is rarely an

option. Cost-accountability is king.

The designers of our urban environments

have had to innovate.

Let me touch on a few ideas you may

not have come across based on my own

experience.

Bike stacksAfter Team GB’s brilliant cycling performance

at the Olympics, planners at Peterborough

station were faced with a dramatic upsurge

in passengers wanting to cycle to the station

before continuing their commuting journey

by rail. Storage space was at a premium and

the demand was urgent and growing. The

answer wasn’t exactly nanotechnology but it

did involve designing special covered stacked

cycle-racks which accommodate four times as

many bikes as conventional racks in the same

floor space. It’s an ingenious idea that could

have applications far and wide as ever more

people make the choice to combat the pounds

with a bit of pedalling each day.

Casting-out Victorian barriersOur forefathers loved the sense of longevity

and permanence you get from a bit of robust,

foundry-cast metal. They used it to make

everything from bridges to bandstands, from

piers to clothes mangles. This is fine; except

that it’s very heavy to transport, prone to rust

and needs to be repainted every couple of

years. Facilities where barriers and boundaries

I think I’m safe in saying that while most

people welcome imaginative, planned

architectural enhancements to their local

townscapes and public spaces, many are

less enthusiastic about the more mundane

changes to the street scene brought about by

necessity.

All of our urban environments are undergoing

constant changes as a reflection of societal

change. Towns, cities and villages that evolved,

perhaps over centuries, around relatively

stable communities that relied on pedestrian

and horse transportation are in continuous

confrontation with the consequences of

progressively more ubiquitous mechanisation

and escalating populations.

New threats to the fabric of our physical

surroundings are arising year-by-year driven

by a plethora of environmental, behavioural

and social factors: parking, crime, the risk of

terrorism, population fluctuations, pollution,

fashion, convenience, economics, market


Unobtrusive improvements

zz

JONATHAN GOSS looks at some surprising innovations which are discreetly changing the ‘public space’ scene

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzSecurity

A CT Block planter showing how a PAS 68-approved vehicle defence system can be designed in such a way that people are unaware of its primary function, i.e. hostile vehicle mitigation – and that it can actually enhance the landscaping

are marked out with cast

iron can be very expensive to

maintain.

The modern answer?

Traditional-looking alternatives

which are made from, say,

engineering grade polyurethylene

cast around a steel core

section. They’re lighter; stronger;

aesthetically compatible with the

townscape, being able to be cast in

existing heritage designs; cheaper

to install and never need painting.

Simple idea, big savings.

Security by designAnd to counter the terrorist threat to public

amenities, where transportation hubs in

particular may be vulnerable to attack from

vehicles carrying explosives? Hostile vehicle

mitigation systems which are designed to

provide perimeter security whilst enhancing a

passenger’s experience at the station. Born out


of the tank trap, what was once unattractive

and overbearing is now, with intelligent design,

textural variety using natural materials and

thoughtful construction, a security system that

can appear to be seating, floral furniture,

works of art or relaxation features; so more

pleasing and unobtrusive.

In short, in modern public spaces a little

imagination and innovation makes the budget

go a long way with the fewest objections. zz


Polymer products can be manufactured to replicate existing heritage street furniture but using a material that is lighter, stronger,

less attractive to metal thieves and which doesn’t require on-going

maintenance like cast iron would

Jonathan Goss is managing director of Nottinghamshire-based street furniture designer and manufacturer, Townscape Products

The double

stacking

cycle racks at

Peterborough

railway station

l New annual crime figures from the

Metropolitan Police Service and British

Transport Police (BTP) show crime on

Transport for London’s (TfL’s) transport

system has fallen 2.3 per cent compared

to last year, with 802 fewer offences. The

figures, which cover 2012/13 (1st April

2012 to 31st March 2013), show that

there are now just 8.9 crimes per million

passenger journeys on the transport

system, down from 9.4 in 2011/12.

Across the whole TfL network, robbery

has dropped by 17.6 per cent with 520

fewer offences, criminal damage is down by

15.7 per cent with 410 fewer offences and

violence against individuals has reduced by

6.8 per cent with 527 fewer offences. The

figures also show that the rate of crime for

buses, London Underground/Docklands

Light Railway, Tramlink and London

Overground is at its lowest level since

recording began.

These successes build on the significant

reductions seen over recent years and

reflect the work done by TfL and its policing

partners. TfL’s significant investment in

transport policing and commitment to

improve transport safety and security has

ensured the transport network remains a safe

and low crime environment.

However, despite the low levels of crime

on the transport system, increases have been

seen in some crime types and on some parts

of the network. London Underground and

Docklands Light Railway have seen crime rise

by 5.7 per cent compared to the previous

year, however the rate of crime remains at

9.6 crimes per million passenger journeys – its

lowest ever level.

London Overground also saw an increase

in crime of 18.3 per cent. Despite this

increase, which reflects a significant increase

in passenger journeys of around 22 per cent

and further expansion of the network, crime

on London Overground remains at a very

low level and is one of safest modes of

travel in London. In 2012/13, there were

just 6.7 crimes per million passenger

journeys.

Overall, the increases in crime on some

parts of the network are largely due to a

rise in theft driven by organised thieves

targeting the London transport network. TfL

and its policing partners have put measures

in place that include the redeployment

of officers to theft hotspots, a new crime

reduction awareness campaign and

targeted police enforcement activity against

organised thieves operating on the network

such as Operation Magnum.

The BTP has recently launched a new

initiative designed to crack down on the

theft of passenger’s property. As part of the

operation, plain-clothes pickpocket squad

officers, who are highly trained in identifying

pickpocket behaviour, are out on the Tube

network every day spotting offenders and

arresting them.

The annual crime statistics bulletin may be

viewed at: www.tfl.gov.uk/corporate/about-tfl/19385.aspx

Lowest ever rates of crime on the transport system

NODES – new stations for better city transport l NODES, New Tools for Design

and Operation of Urban Transport

Interchanges is a three-year European

research project, focusing on providing

and demonstrating tools for better

transport interchanges to support a

more efficient urban transport system.

Toulouse, Reading, Budapest, Rouen,

Rome, Thessaloniki, Osnabrück,

Coventry and the Dutch Railways will

all implement new solutions for a new

generation of interchanges which will

contribute to better transport services

and an improved experience for the

travellers.

Their efforts, supported by a

consortium of 17 European partners,

will lead to new solutions in five key

areas:

l The integration of the interchange

with its urban environment

l A design which improves the

traveller experience, is attractive and

enables efficient transport operations

l The integration of different transport

services at the interchange, from rail

and buses to bikes and electromobility

services, all this supported by

the smart use of information and

telecommunication technologies

l Business models to ensure the

financing of the developments and the

financial sustainability of the projects

l Solutions for more energy efficient

stations with lower impacts on the

environment.

The NODES Toolbox will provide a

catalogue of integrated planning,

design and management tools, based

on the most advanced practices in

urban and other related transport

sectors. It will allow practitioners to

assess and benchmark their new or

upgraded interchange and to improve

their performance.

The new NODES website is a portal

of information and exchange where

updated information will be regularly

published:

www.nodes-interchanges.eu

l A significant milestone has been reached in Nottingham’s multi-million pound NET (Nottingham

Express Transit) Phase Two tram extension project, with the launch of a 1100 tonne bridge over

a live railway. The bridge will carry trams over the newly revamped Nottingham station when the

new tramlines open next year.

At 104m long and 14.5m wide, it took several weeks to move into position, with TWA using

precision engineering techniques to slide the bridge up to 13 metres per night, using a hydraulic

push-pull system. This was all done with the railway and adjacent highways remaining fully

operational throughout.

NET Phase Two is being delivered by joint venture Taylor Woodrow Alstom (TWA) on behalf of

Tramlink Nottingham Ltd, the NET concessionaire appointed by Nottingham City Council. Turner

& Townsend is providing project management, strategic support and technical advice to the NET

Phase Two promoter, Nottingham City Council.

In addition to doubling the size of the current tram network, NET Phase Two is creating a first-

class transport interchange at the £60 million redeveloped Nottingham station, which is also being

project managed by Turner & Townsend. From late 2014, passengers will be able to transfer

directly between trams, trains and buses.

NET Phase Two milestone


zzzzzzzzzzzzzzzzzzzz NEWS I Integrated Transport

l Metrolink has successfully completed the transfer of its main operational functions to its new

Trafford facility on Warwick Road South. Previously based at Metrolink’s Queens Road depot in

Cheetham Hill, the control room – known as the Network Management Centre – is now located

at the Trafford facility with the Customer Services team.

The move is an integral part of the ongoing expansion of the Metrolink network and will provide

a stable foundation for the next raft of extensions to the network, due to be completed over the

next few years. It provides operational benefits that are key to the management of the network

– including greater visibility of the system, both in terms of where trams are and CCTV at stops.

It also provides direct benefits for passengers, thanks to the integration of a customer services

representative within the control room and new ‘back office’ facilities.

Metrolink moves to new home at Old Trafford

TfGM

Councillor Andrew Fender, chair of the Transport for Greater Manchester Committee, at the new Network Management Centre


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

Leading Edge Engineering Solutions to Vibration Problems

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dedicated to providing the right solution, at the right

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By virtue of their high clamp forces, Huck© fasteners

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With stock product ranging in diameter

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installation tooling and spares, Permalok are

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030578

stockist and supplierof quality vibration resistant engineered fasteners.

l The International Association of Public Transport (UITP)

has launched the website of the Observatory of Automated

Metros. The website is the reference point for driverless metro

covering technical and organisational issues and offering an

up-to-date interactive world map of automated lines.

Metro operation without drivers or staff on board, referred

to as unattended train operation (UTO), has become a

widespread and accepted solution. Today, over 40 lines

around the world are automated, and the expansion in the

coming years is expected to be five times faster than in the

last decade.

Automated lines represent the state of the art in metro

technology and provide a glimpse of the future for metro

networks. Automation offers improved quality, service and

safety and so is attractive for authorities and operators

planning new lines, but also for the sector as a whole, thanks

to the possibility of converting existing lines. To make the most

of the possible advantages requires not only thinking about

technical aspects, but also rethinking the organisation of the

metro system as a whole.

In this context, the Observatory of Automated Metros,

a UITP body set up in 2007 to monitor, study and share

the most up-to-date knowledge on metro automation, has

launched an information-rich website:

www.metroautomation.org

One of the main features of the website is an interactive

map providing information on all automated metro lines in

the world. This map will be updated regularly and is to be a

resource for all those interested in metro automation.

The Observatory’s Annual World Report, available on the

website, provides a picture of developments and trends,

including key aspects such as train capacity, platform screen

doors, power supply, etc.

The website will also act as an ‘information hub’, offering

a sample of the Observatory’s work, and access to a limited

selection of the approximately 200 documents relating to

metro automation available in the UITP Documentation

Centre.

UITP launches website on metro automation

http://www.permalokfastening.co.uk


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz NEWS I ContractsHi

tach

i

New UK train factoryl Hitachi Rail Europe Ltd. announced in May that it has signed the contract with

Merchant Place Developments for the construction and fit-out of a rolling stock

manufacturing plant in Newton Aycliffe, County Durham, UK. Merchant Place

Developments therefore have now gone from preferred bidder status to full contract

award.

The contract paves the way for the construction of Hitachi’s first train factory in Europe,

which represents an investment of £82 million to create its state-of-the-art manufacturing

hub in the North East of England. Hitachi Rail Europe receives a £4 million grant by the

Department for Business, Innovation and Skills to support the build of the factory.

The factory will initially be used to build the Super Express Trains for the Great Western

Main Line and the East Coast Main Line, with the potential to be used for other orders

such as building Crossrail rolling stock in the facility, should Hitachi Rail Europe be the

successful bidder. Hitachi places great emphasis on employing locally where possible

and the factory will create long-term employment for 730 people. This figure includes a

Research & Development department. It is expected that 200 jobs will be created during

the construction phase of the factory.

The close of contract between Hitachi Rail Europe and Merchant Place Developments

enables the developer to award further contracts for the build of the plant. Currently, an

archaeological exploration is being carried out on the site, which will take approximately

three to four months. Hitachi Rail Europe is keen to ensure that any historical remains

are uncovered and preserved. Construction of the plant is expected to start at the end

of 2013, with the factory scheduled to go into production in 2016. The Super Express

Trains will go into full passenger service in 2017.

The decision to build a manufacturing plant was taken after Hitachi Rail Europe won

the contract with the Department for Transport (DfT) to replace the ageing fleet of diesel-

powered Intercity trains currently running on the Great Western Main Line and the East

Coast Main Line. The contract with the DfT was signed in July 2012. Hitachi Rail Europe

had singled out Newton Aycliffe as its preferred site for its manufacturing plant, after

evaluating over 40 sites throughout the UK.

The contract award for the Intercity Express Programme allowed Hitachi Rail Europe

to decide on the investment in a rolling stock manufacturing plant. The construction of

the factory is part of the railway manufacturer’s long-term strategy for the UK and for

mainland Europe, fulfilling the Intercity Express Programme as well as future contract

wins either in Great Britain or other European countries.

The site in Newton Aycliffe best fits the company’s business requirements for its

factory, including good access by road, rail and ship, and a highly skilled workforce in

the vicinity. Since contract award by the DfT, Hitachi Rail Europe has been working with

Merchant Place Development and the architects to design all aspects of the factory, so

that further contracts can be awarded to sub-contractors over the next few months.

Ilford Yard contract

l Crossrail has awarded the contract

for the Ilford Yard stabling project to

VolkerFitzpatrick Limited. The scope of

works within the C828 contract, valued

in the region of £50 million, includes

design, procurement, installation, testing

and commissioning of the new sidings,

accommodation building and major

modification of other existing depot

facilities. Construction activity is expected to

commence this summer with work due to

complete in 2016

To deliver Crossrail services, around 60

new trains will be required. Crossrail rolling

stock will be stabled at Old Oak Common

Depot, Ilford Depot, Gidea Park, Plumstead,

Maidenhead and Shenfield.

Crossrail will be making changes to a

number of existing buildings at the Ilford

Yard site. The work will ensure that Crossrail

can build ten new sidings to house trains

overnight and construct a new building

for those who will be employed on site for

Crossrail. The depot will not only be vital for

Crossrail’s operation but will also create job

opportunities during construction and up to

90 jobs once the depot upgrades have been

completed.

Station power supply contract l Crossrail has awarded the contract for

the non-traction high voltage power supply

contract, C650, to AC Joint Venture (Alstom

Transport and Costain Limited). The value of

the contract is in the region of £25 million.

The scope of works includes the provision of

electrical power, distributed at 22kV or 11kV,

within Crossrail’s central section extending

from Royal Oak Portal in the west to Pudding

Mill Lane in the east, splitting at Stepney Green

Junction and running to Plumstead Portal

in the southeast. The system will provide a

dedicated power supply for use at stations,

shafts and portals.



West Coast power upgradel WSP has been appointed by ABC

Electrification, a JV between Costain,

Alstom and Babcock, as the designer on the

West Coast Power upgrade project. ABC

Electrification announced it had won the

£48 million contract with Network Rail for

Phase Three of the West Coast Power Supply

Upgrade, part of a c. £300 million investment

by Network Rail in power upgrade, in January.

Work is expected to complete in 2016.

Product Management System for Rail Settlement Planl Rail Settlement Plan Ltd (RSP), a scheme of the Association of Train Operating Companies,

has awarded IPL, the IT services company specialising in business-critical IT solutions and

consultancy, a £7 million five-year contract to design, build and support RSP’s new Product

Management System (PMS). PMS will provide better fares and timetable information for use by

ticket machines and information services, and will pave the way for the use of ‘thin client’ ticket

machines and real-time pricing.

This contract has been let as part of RSP’s modernisation programme, which will enable it to

deliver its business-critical services at a lower cost of ownership and with increased flexibility,

whilst providing a better match between service capabilities and the industry’s needs.

A key part of RSP’s business objective of delivering the right information at the right time is

the provision of product data to ticketing systems operated by front-line retailers. The provision

of this data is dependent upon the ability to create, maintain and publish fares, products and

reference data and for this data to be available to retail systems in near real-time. The new PMS,

based on Open Source technologies, will replace a legacy mainframe, enabling rail product

and timetable data, together with its associated reference data to be stored, maintained and

distributed.

The PMS will be required to enable the development of pricing strategies through scenario-

based modelling. It will also apply regulatory compliance management in relation to fare and

product creation through a set of in-system maintained business rules and workflow.

New framework agreements for Network Rail ITl Network Rail has signed framework

agreements with five major IT suppliers

as it begins to simplify its computing

relationships. With more than 270

individual IT suppliers, Network Rail

manages a variety of systems of varying

complexity, including some that were

designed as far back as the 1970s.

The new zero-value IT Solutions

and System Integrator framework

agreements, with Accenture, BAE

Systems Detica, Cognizant, CSC and

TCS, are designed to allow suppliers

to take more ownership of designing,

building and implementing IT solutions to

support Network Rail.

On Board Server solution for IEPl Hitachi Rail Europe Ltd. has selected

Nomad Digital to provide an On

Board Server (OBS) solution for the

Hitachi Super Express fleet for the

Intercity Express Programme (IEP).

The OBS provides a single gateway

for transmission of all operational data

between the train and the trackside. Data

transmitted includes train diagnostics

from the Train Management System,

energy consumption, seat reservation

as well as daily timetable information.

The OBS utilises Nomad’s R3500 router

as the communications gateway and

harnesses multiple 3G networks to

provide connectivity.

© T

rans

port

for L

ondo

n

A Class 378 train at Kew Gardens station

Additional London Overground carriagesl Transport for London (TfL) has placed an order for 57 new rail carriages to increase the

passenger capacity on the London Overground railway by 25 per cent. The £88 million

order placed with Bombardier Trains in Derby will enable existing Class 378 Electrostar

electric trains to be increased from four to five carriages on all of the network’s increasingly

popular lines – except the Gospel Oak to Barking route, where trains remain diesel

powered. The order has been placed under an option in the original agreement for the

supply of the London Overground train fleet. The first five-carriage train will be introduced

on the East London Line by December 2014.

A £320 million Capacity Improvement Programme also includes the construction of longer

station platforms and other infrastructure upgrades. They are:

l Additional capacity for stabling trains overnight at a new facility in Silwood, south-east

London, and also in the north-west London area

l Reconfiguration of the New Cross Gate and Willesden depots

l Platform extensions at some stations on the North and East London lines and

associated signalling and power works.


T he share of transport expenditure on

rail is growing, driven by concerns

about the likely effects of increasing

carbon usage on climate change. The

result is a shift in political, social and economic

agendas towards more sustainable transport

modes and the recognised benefits of using

rail for high capacity urban and medium to

long-distance travel. As a result, the UK is

seeing a renewed interest in building new rail

infrastructure and upgrading existing systems,

evidenced by Network Rail’s plans to invest

£37.5 billion over the next five years on

railway maintenance and upgrades including

completion of the Crossrail and Thameslink

programmes, and new investment in major

projects such as the Northern Hub and

the National Electrification programme. We

also see a continued commitment from the

Government to the planning of the new HS2

routes from London Euston to Birmingham and

from Birmingham to Manchester and Leeds.

The challenge that the industry now faces

is a shortage of suitably accredited and

experienced engineering design professionals,

particularly within the signalling, electrification

and power engineering sectors.

Hyder Consulting has embarked on a

significant recruitment drive in line with the

planned investment in projects across the UK.

The challenge lies in securing the right talent

to deliver the scale of projects in the pipeline.

The upgrades and improvements in the rail

sector today require niche engineering skills,

such as signalling and electrification expertise.

Because of the complex nature of some of

these projects, there is also a need to look for

engineers who possess wider talents, such

as stakeholder management skills, project

management experience and traditional civil

and structural engineering capabilities.

Given the lack of investment in training in

this sector over the last few decades, it’s not

surprising that we are currently experiencing

myriad options: an outlet for creativity, the

platform to innovate and the opportunity

to work on iconic projects that will leave a

mark on society, a legacy. Young people are

attracted to professions that do not appear

to restrict choice and variety – and a career in

rail provides a solid technical foundation upon

which to build specialist skills and interests

later on.

The industry should be working with the

Government to introduce a focused technical

A-level study option and more apprenticeships

and generic skills training, as industry-specific

training can restrict the recruitment of skilled

candidates from other fields. Councils, colleges

and universities could also incentivise talented

graduates with targeted scholarships and

bursaries.

Apart from training and recruitment, we can

make changes to the overall profile of the rail

industry. We must re-evaluate how we run our

projects and perhaps look to reduce the

on-off cycle of major projects, or encourage

the continuity of other projects.

Engineering design in the rail sector is a

global industry. There is so much opportunity

for bright young talent to develop impressive

technical skills, to travel the globe and to work

on some of the world’s biggest infrastructure

projects. It is up to major consultancies such

as Hyder to stimulate and nurture their

interest, in order to keep growth in the rail

sector on track. zz

a skills void. There is well documented lack of

female and graduate-level engineering design

professionals, and we are also encountering

an absence of experienced rail engineers in

the 30-50 age group. The era of privatisation

and the demand from the City in the late

1980s, which made other professions more

attractive than engineering, are key contributing

factors. In addition, we have seen significant

migration of engineering professionals from

the UK to places like Australia, where the

economy has been booming and where there

has been continued infrastructure investment.

Research from the National Skills Academy for

Railway Engineering (NSARE January 2013)

also suggests that the UK will face a further

shortage as those with niche expertise retire.

While the lack of experienced engineering

design professionals is not new – in fact a

shortage in these skills has been apparent

since the 1990s – it has become increasingly

acute as the general investment in rail

increases. In the UK, as capacity enhancement

schemes, electrification programmes and

other major infrastructure schemes take

off, we need to encourage young people to

consider engineering design in rail as a career

through better training and education at both

secondary school and tertiary levels.

Rail’s image needs an overhaul to highlight

the gravitas of the major projects we work

on and their significance to the future of the

economy – in the UK and abroad. Engineering

design in the rail sector is a global industry

now with huge high-speed rail link projects

timetabled to begin in China, Australia, France

and the USA by 2014. There is also significant

investment in rail infrastructure in the Middle

East, such as Doha Metro, Riyadh Metro and

Etihad Rail. Given the magnitude of these

projects, it’s an exciting time to be an engineer

in the sector.

As an industry, we should be demonstrating

that a career in engineering design presents

Leave a legacy for society: become an engineer

MAC ALGHITA discusses the skills shortage in an increasingly active UK rail sector and how we can enhance the delivery of major

infrastructure schemes in the near future

zzzzzzzzzzzzzzzzzzzz Skills & Training

Mac Alghita is

managing director

for rail at Hyder

Consulting, a

multi-national

design and

engineering

consultancy


zzzzzzzzzzzzzzzzzzz zzNEWS I Training

The Government has announced that

traineeships for 16-19 year olds will

become available this August, a move

that has been broadly welcomed by

People 1st, the sector skills council for the

hospitality, passenger transport, travel and

tourism industries.

Traineeships will be available for roles

across the rail industry and will help young

people further develop the skills gained during

pre-employment training. They will also help

bridge skills gaps so that the learner can

successfully move onto an apprenticeship or

into employment.

Martin-Christian Kent, product development

director at People 1st, said that the

traineeships will provide the rail industry with

the chance to strengthen career pathways and

address skills gaps.

“Our State of the Nation research report last

year highlighted the need for more people to

enter the rail industry and develop their skills

along a robust career path if we are going to

meet the higher skills and management needs

of the sector.

“We need to start developing these

pathways now to ensure that we meet the

sector’s needs in the future.

“Employers across the sector see

traineeships as an opportunity to strengthen

career pathways. They will give people the

chance to experience roles and ensure young

people have the skills they need to start an

apprenticeship.”

New frameworkThe new framework describes how the

traineeships will be delivered and details other

requirements, including a maximum six months

duration, a high quality work placement, work

preparation training, and the development of

English and maths skills.

The traineeships will be offered to young

people who are not employed, have little work

experience, are qualified below level 3, and

who have a reasonable chance of being ready

for employment or an apprenticeship within six

months of starting a traineeship.

Martin-Christian said that the new

traineeships are a welcome addition to the

training available for rail employers, but

expressed concerns at the limitations placed

on them.

“It is disappointing that they have been

restricted to 16-19, as the original proposals

for 16-24 would have provided greater

opportunities.

“We would also like to see them linked far

more to sector career paths, rather than leaving

it up to the providers to develop their content.

“While we recognise traineeships need to be

tailored to meet individual trainee and employer

needs, our experience with pre-employment

training shows that too many programmes

leave employers confused and don’t deliver the

skills they need.”

Developing the next generationTo address these concerns, People 1st is

now preparing to work with employers to

develop a sector-specific traineeship. This

programme will be designed to include the

core content employers expect, but will remain

flexible enough to allow providers to adapt it to

individual trainee and employer needs.

Martin-Christian said that this was a great

opportunity for businesses to help develop the

next generation of workers in the rail industry.

“This is a fantastic opportunity for employers

to identify and develop the next generation of

rail employees and, in addition to other training

available, these traineeships will make career

paths clearer and encourage more people to

join this dynamic sector.”

Traineeships a welcome option for rail businesses

About People 1st l People 1st, an employer-led registered

charity, focuses on transforming skills in the

sector through the development of world

class qualifications in management and

leadership, customer service and craft skills.

The People 1st Training Company is focused

on developing training products that meet the

skills needs of employers in the industry.


Building confidenceCareerStructure.com’s research into HS2 suggests that the project has

real potential to boost job opportunities in the built environment

It is no secret that

the UK construction

sector has suffered

heavily in the

wake of the economic

recession, and is still

struggling to regain

its past output levels.

Yet construction is a

hugely necessary part

of helping drive forward

development, and

ironically a precursor

to continued economic

progression. This was perhaps most recently

demonstrated by the 2012 Olympics, which

were widely lauded as a huge success on all

fronts, but couldn’t have been without the

whole spate of construction works that took

place beforehand.

Likewise, in terms of day-to-day life as

the population continues to grow, so does

the need for more housing, transport, and

other vital public services such as hospitals

and schools. Once again the focus returns

to construction in delivering this. Recognition

of this does however mean that the horizon

looks to be more positive, particularly as

the Government begins to realign some

investment.

High Speed TwoFrom a size and scale perspective, one such

flagship project is the proposed High Speed

Two (HS2) link between London and the West

Midlands initially, and then potentially further

north as well. Putting political debate to one

side, from a purely economic and job creation

point of view HS2 is widely viewed as a hugely

crucial opportunity.

Certainly this is the view reflected in

research carried out by CareerStructure.com,

the specialist construction, built environment

and engineering recruitment website, on HS2.

Founded in November 2006, CareerStructure.

com is part of the Totaljobs Group.

Amongst the results of this study,

CareerStructure.com found that three quarters

of professionals (76 per cent) believe that

HS2 will deliver long-term growth in job

opportunities, and that the project will be the

biggest driver of jobs over the next five years.

The first phase alone is expected to support

around 40,000 jobs.

Furthermore, although the career

opportunities afforded by HS2 are likely to be

far reaching, the professionals questioned felt

that civil engineers stand to benefit the most

(61 per cent), followed by project managers

(50 per cent), and mechanical engineers

(43 per cent). Such is the high profile nature

of the project that 80 per cent would consider

making the move to work on it, with

71 per cent even looking at relocation in

order to be involved.

Country-wide opportunitiesRob Searle, commercial director at

CareerStructure.com notes: “In January 2013,

the south-east of England saw 67 per cent of

all job postings within the built environment

industry, whilst the north of England and

Midlands saw only 20 per cent. When you

consider this trend in terms of HS2 only, it is

zzzzzzzzzzzzzzzzzzzzzz Recruitment

fairly obvious in terms of

where the work would

start and then move

towards. However whilst

the workforce may be

built up in the south-east

to begin with, HS2 has

the potential to drive

growth the whole way

along the route with

benefits for those regions

for years to come.”

Although the future

of HS2 is not yet set in stone, it would seem

that the discussion alone is providing the built

sector with some jobs confidence for the

future. With major rail projects currently taking

place across London, and schemes like the

Crossrail Tunnelling Academy supporting a new

generation, there is also a real opportunity to

transfer and build on rail skills within the UK.

Whatever may come of it though, the fact that

such huge infrastructure schemes are even

on the table suggests that brick-by-brick the

ground is being laid for recovery. zz

Rob Searle – commercial director at CareerStructure.com.


. zz

zzzzzzzzzzzzzzzz Kapsch carriercom

Capturing the marketAs the use of GSM-R for railway communications spreads, Kapsch CarrierCom is there to offer its expertise

A s part of the Kapsch Group, Kapsch

CarrierCom takes the company’s long

heritage within telecommunications

and applies it to the rail market. It is a

world that whilst fast moving in terms of daily

activity, takes a much longer view towards

technology with equipment often having

to survive for multiple decades in a harsh

operating environment.

As such, Kapsch CarrierCom has positioned

itself as an end-to-end telecommunications

specialist delivering innovative and sustainable

solutions for railway and network operators,

and providers of access, core, and transmission

networks. The company is also known for its

dedication to R&D and for contributing to the

evolution of next generation technology.

Today this is dominated by GSM-R, or Global

System for Mobile Communications-Railway,

which was standardised by the International

Union of Railways (UIC) with support from

the European Railway Agency to assist rail

operators in the provision of internationally

interoperable and safe networks. This includes

secure and reliable wireless communications

between railway workers, and for use in

applications such as automatic train

control (ATC).

It is also the communication channel for

the next generation of railway control and

signalling technology, the European Railway

Traffic Management System (ERTMS), and data

bearer for the European Train Control Systems

(ETCS) as part of this. ERTMS is a European

Union (EU) backed initiative to enhance cross-

border interoperability by creating a single

Europe-wide standard for train control and

command systems.

Having been involved in GSM-R since

1998, Michel Clement, vice president of the

railway business unit of Kapsch CarrierCom,

elaborates: “ERTMS is a given programme

that has to be implemented throughout the

27 member countries of the EU. There are

two main facets to this – one is signalling,

and the other is telecommunications, which

we are serving through our GSM-R solutions.

We are one of three specialists in this type of

technology, and the market leader with more

than a 50 per cent share.

“We see that GSM-R will dominate up until

2025 at least, at which point we may then

Michel Clement vice president of the railway business unit of Kapsch CarrierCom

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means it must be delivered even if it is delayed

or takes longer than expected.

Already much of Western Europe has

selected its choice of provider for this with

Kapsch CarrierCom dominating in the major

markets of France, Germany, and the UK, as

well as securing contracts in Spain. In 2011

the company was selected to implement a

digital train radio system for the Dublin Area

Rapid Transit (DART) network, which includes

upgrades of the existing analogue technology

to GSM-R.

“We have also won a €9.2 million contract

with the Polish railway company PKP Polskie

Linie Kolejowe to design and install the

GSM-R equipment for the ERTMS that will be

implemented along the E30 line from Legnica

to Opole,” notes Michel. “Poland is a country

with extensive railway infrastructure and this

programme will be critical in the development

of the corridor for high-speed or freight traffic.

Furthermore we have secured additional

contracts in Bulgaria and the Czech Republic,

see a next generation technology come in in

parallel to this. In order to properly serve our

customers tomorrow, as well as the evolution

of the network for our customers today in

the extension of their infrastructure coverage,

we are now working on the next incarnation

of our GSM-R portfolio, which includes

evolution of our core and access technologies.

Alongside this we are also contributing to the

development of EGPRS in order to enhance

the capacity of bandwidth within the local

GSM-R solution.”

Whereas once telecommunications,

signalling, in-cab radios and the like were

considered as separate entities, the ERTMS

model serves to fit these together in one

complete solution. As such the end-to-end

quality of the system is now considered a

fundamental element. With this in mind earlier in

the year Kapsch CarrierCom acquired the cab

radio activity of NEC Portugal. “This reiterates

again our commitment to being a global, end-

to-end provider of railway communication

systems,” highlights Michel. “We saw the value

of NEC’s cab radio proposition and made a

decision to acquire this activity which includes

R&D and production capability, supply chain,

and commercial contracts. This enables us to

expand our competency to provide customers

with an end-to-end offering that incorporates

both GSM-R and the onboard cab radio unit

within the locomotive.”

Despite the economic difficulties that much

of Europe has experienced in recent years, the

market for GSM-R infrastructure, and railway

telecommunication solutions more generally,

has endured. Much of this is due to the fact

that ERTMS is a mandatory requirement, which

and are now tendering for works in Hungary,

Romania, Slovakia, and Slovenia.”

Kapsch CarrierCom is not only seeing

success within its domestic market though.

In Saudi the company has been selected

to deliver telecommunications for the new

Haramain high-speed line between Mecca

and Medina, and is in competition for new

contracts in Morocco and United Arab

Emirates (UAE).

“These projects are completely different in

approach as unlike Europe where the majority

of work is on existing infrastructure, these are

greenfield opportunities with delivery of the

entire railway network. This includes major civil

works, track, stations, rolling stock, energy

supply, signalling, and telecommunications. In

those types of contracts we are only a small

part of the overall solution working within all

the other disciplines. This means that although

there are no major economic constraints the

process is still quite slow as the development

is taking place in several stages and we are at

the end of that,” describes Michel.

Although ERTMS was conceived as a

European project to secure interoperability

along major corridors, it is increasingly the

system of choice for other parts of the world

as well. “In India, China, and Brazil they are

also talking about high-speed and freight

corridors as part of those new infrastructure

programmes, and within this are selecting

ERTMS technology. Likewise in a lot of

countries freight corridors are very slow,

inefficient, and insecure, and need to be

updated. Once again rail seems to be the

most practical and appropriate transport

solution for mid-range distances, and that

GSM-R within ERTMS is considered the

signalling and telecommunication solution of

choice,” concludes Michel. zz

Web: www.kapsch.net

zzzzzzzzzzzzzz Kapsch carriercom zz


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz BENDER UK

Synonymous with quality worldwide,

German owned Bender Group has

been dedicated to finding solutions that

guarantee its customers the ultimate

in electrical safety for more than 65 years.

Recognised as a global leader in industrial

power systems and earth fault monitoring,

Bender UK, part of the Bender Group, offers

its services and comprehensive solutions

to a wide range of industries, including,

healthcare, rail, oil & gas and electrical vehicle.

“The Bender product range is designed and

manufactured at a state-of-the-art facility in

worldwide leader in electrical safety with a

strong reputation for innovation. “We invest

heavily in R&D within our factory headquarters

and are known for making customer specific

products by flexibly modifying equipment from

our own catalogue,” says Steve.

The group’s dedication to innovation and

ongoing research and development in virtually

all industries has resulted in ten – 20 per cent

growth achieved year on year; growth that

is certain to continue following Bender UK’s

success in securing a £2.7 million contract with

Network Rail in March 2013. “This contract

came off the back of a contract we won with

Network Rail in 2008; it involved supplying a

number of products that we called the RS2

solution, which is effectively an insulation

monitoring and fault location system for the

signal power network. This project went

incredibly well for us and the feedback we

received in terms of the benefits that have

been realised from this initial project was very

positive,” highlights Steve. “Having recognised

the benefits of our equipment, Network Rail

and Bender UK began discussions as to what

the group could offer for this second phase of

developments.”

Since 2008 the group has developed

more advanced technologies and products,

some of which are able to integrate with the

Germany, which is where the family owned

organisation is based. The group has offices

around the world, including Bender UK, for

the sales, marketing and product assembly of

Bender Group equipment; our sole purpose is

to find applications for any uses of the product

range in the UK market,” says Steve Mason,

managing director of Bender UK.

Known first and foremost as an electrical

safety company, Bender’s founder, Mr Walter

Bender invented and patented the insulation

monitor, under the name Isometer, in 1939.

Since then the group has evolved into a

Contributing to the security of supply in many critical industries, Bender UK continues to develop its power monitoring portfolio

System for success


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

intelligent infrastructure network (II); with this

in mind, Bender, in conjunction with Network

Rail completely redesigned its solution and

named it RS3. “We looked into what was

good and not so good with the original version

and redesigned it, made it smaller, lighter and

easier to install; we also made the information

that came with our equipment align to the

intelligent infrastructure network by including

data loggers and GSM modems to our

solution.” This proposal was put to Network

Rail and after several months of discussion an

agreement was made, with the first two pallets

of equipment already delivered.

The contract for equipment to monitor

lineside power supplies on the railway network

took approximately two years to secure and is

the biggest in the company’s history, resulting

in more than 400 monitoring units being

installed around the UK. The system monitors

the power supply, immediately notifying the

intelligent infrastructure via its GSM capability if

the status changes, which alerts engineers of

a fault or developing problem; this then gives

the customer the option of dealing with the

fault immediately or gives them time to plan an

intervention around the needs of their business.

Furthermore, the system will immediately alert

the customer of any cable damage caused by

a wide range of issues.

“The penalties that Network Rail are faced

with if the signal power system goes down

without warning are significant if the asset is

not available and trains are not able to run,”

says Steve. “Network Rail has conducted its

own research into this issue, which suggested

that the main contributor to these penalties

was signal power failure, particularly from

cable problems caused by rodent damage

or moisture penetration resulting in moisture

getting into cables and junction boxes, and

our system has the ability to tell Network Rail

exactly what cable the fault is on, arming

them with information so they can deploy

immediately to the cable anytime day or night.”

By using the portable earth fault location

system EDS 3090, the cable can be

interrogated to find the exact location of the

fault, which can be fixed immediately or during

the middle of the night when trains aren’t in

operation. With these products, the number

of penalties Network Rail is faced with lowers

significantly and maximises the availability of the

thousands of miles of track it operates.

With consistent growth over the last seven

years and the company’s largest ever contract

secured, the future looks positive for Bender UK

as it continues to develop its product portfolio.

“There is a lot of exciting product developments

in the pipeline and we are investing heavily in

R&D,” says Steve. “Six months ago we made

a significant change in our portfolio with the

launch of our new power quality monitoring

(PQM) solutions, including power management

software.

“This gives customers the ability to

understand where energy is being used in their

installations and assets, and to implement a

strategy of energy reduction. Energy monitoring

is a growing area and so we want to become

known for our PQM products as we are with

our traditional portfolio. Looking ahead over

the next few years we aim to continue our

growth by collaborating with other companies

to integrate technologies and by listening to the

needs of our customers,” he concludes. zz

Web: www.bender-uk.com

Electrical LtdPPS Electrical Ltd are a specialist Electrical and Instrumentation contractor, having worked closely with Bender UK for 15 years. Together we have successfully developed products for use within the Rail Industry. PPS also have an excellent reputation within the nuclear sector. The head office in Barrow-in-Furness includes a large panel manufacturing facility.

Contact details:Email: [email protected] Website: www.ppselectrical.co.ukTel: 01229 433838

PPS Limited is a wholly owned subsidiary of Shepley Engineers Limited.

http://www.ppselectrical.co.uk


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Touax Rail

Specialised in operational leasing, the

history of Touax begins in 1855 in on-

river 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

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,

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

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

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

Louis Pastré


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzversus 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

under-investment 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

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 seven-

year age average.

“We’re focusing on business development

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

KINEX BEARINGS, a.s.1.maja 71/36014 83 BytcaSlovakia

Tel: +421 41 5556 620Fax: +421 41 5556 616e-mail: [email protected]

Axle bearings for rail carsBearings for traction

motors and generatorsBearings for transmissionsBearings for auxiliary tractionBearings renovationTechnical support

KINEX – On the railway all together...

LEGIOSLEGIOS represents a significant part of the

European engineering industry in the field of

railway technology. Its 140-year-old tradition,

four plants and massive investments into

modern technologies make it one of the biggest

producers of railway cars and providers of

repair services. The production of locomotives

and wagons, repairs, modernisation and

remotorisation of railway wagons of all brands,

including the renovation of historic wagons are

important activities of the company.

http://www.legios.eu

http://www.kinex.sk


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Mafex

MAFEX – the Spanish Railway

Association is a non-profit private

organisation serving the Spanish

railway sector in regard to its

internationalisation, as well as in defence of

its partners’ general interests. MAFEX was

created in 2004 with the support of the main

Spanish institutions in the sector. It is also part

of services for rail projects including rolling

stock, track equipment, telecommunications,

signalling, engineering, consulting, building,

maintenance, and interior design. They all

share their innovative nature and commitment

to R&D, and the introduction of the latest

technological advances contributing to the

world rail sector in all its fields, as well as their

expertise, experience, and excellency in service

quality. All these characteristics have turned the

Spanish rail industry into a leading reference.”

Between them MAFEX’s members

represent more than 85 per cent of the

Spanish rail industry’s exports according to

official figures in 2012. With promotion of this

sector abroad MAFEX’s main objective many

of the association’s activities are focused in

these areas such as trade delegations, group

participation in major international trade fairs,

market studies and analysis, advertising,

and organisation of foreign buyer delegations

to Spain.

“Since its origin, the association has

intensely promoted and defended the common

interests of the industry,” reiterates Pedro.

“In addition MAFEX performs other activities,

which are not as visible but surely add

of the Agex Group, which is formed by three

more associations in different Spanish industrial

sectors.

“The Association is currently formed of

73 companies,” describes director general

Pedro Fortea. “All of them are clearly export-

oriented, developing their activities in the

manufacturing of products and rendering

As the Spanish Railway Association, MAFEX works to promote its members within the wider rail market

Exporting expertise

The ARABIA-QATAR 2013 Mission – meeting with the Royal Commission for Jubail and Yanbu

Visit of the Development Minister to the MAFEX stand at the Innotrans 2012 trade fair


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzvalue to our members such as international

contacts, access to reference materials,

facilitating contact among foreign and Spanish

companies by managing particular enquiries,

or even communication among the members

themselves.”

Reflecting on the market outlook for

MAFEX’s members Pedro notes that there is

a generally positive trend: “The last fiscal year,

2012, was a complicated one given the strong

decrease in national investment spending, and

the increasing competiveness in international

markets. However, significant contracts have

been awarded abroad even in these difficult

conditions. This has contributed to better

Spanish rail export figures, growing by more

than 20 per cent in comparison to the previous

year. Nowadays knowing where the new

business opportunities are, trying to benefit

from them, and working as leading global

suppliers of pioneering services and

products, are some of the priorities of the

Spanish rail industry.

“Regarding the future, and in comparison

with other industries, the sector in general

seems to maintain certain stability and

long-term perspective throughout the

five continents. According to UNIFE, the

Association of the European Rail Industry,

the sector is expected to grow at a global

level, in the following years. Given the current

scenario, this is good news. Likewise UNIFE

expectations are that the market will grow at an

annual rate of 2.6 per cent until 2017, up to a

business turnover of around €170 billion euros.

For MAFEX members this forecast represents

a clear international growth opportunity in

many markets such as India, Russia, Australia,

Southeast Asia or Africa. However, it also

poses new challenges for companies will need

to ensure their efficiency and highest quality

standards to continue being competitive and

maintain their leadership position,”

he continues.

With a presence in more than 90 countries

worldwide, the Spanish rail industry is clearly

flourishing in the international market as recent

awards of large projects in Brazil, Mexico,

Saudi Arabia and Turkey demonstrates.

“MAFEX’s duties through its internationalisation

projects have always been aimed at

significantly increasing the participation of the

Spanish rail industry in ongoing international

projects, and in future transport plans across

the five continents. This is the reason why

foreign promotion is a priority, as well as trade

delegations to emerging countries and regions

such as Thailand and Malaysia. Furthermore,

MAFEX wants to strengthen the position of

Spanish companies other more consolidated

markets such as the US,given the boost taking

place in rail at present,” highlights Pedro.

Growth forecasts for the Spanish rail sector

overseas remains positive, and the excellent

references gained by the industry over the

years helps it to secure this strong position.

This will serve to accelerate activity in the

sector for all companies, large and small, within

the main rail subsectors such as construction,

signalling, electrification, track, equipment, and

rolling stock. For MAFEX, this growth comes

together with a strong action plan for promoting

these companies, and strengthening their

business relationships.

Elaborating on this strategic agenda, Pedro

concludes: “MAFEX sees 2013 as a year to

define the new framework to offer the best

service to its members. Such frameworks

will help identify and prioritise the needs of

all the companies, not only in those aspects

regarding internationalisation, but also in those

in which MAFEX’s performance can help

improve its members’ competitiveness. To this

end, MAFEX has started the implementation

of the 2013-2016 Strategic Plan. It is also

still working on its plan to promote activities

at an international scale, its widest and most

ambitious plan since its creation in 2004.” zz

Web: www.mafex.es

Pedro Fortea director general of MAFEX

Tel:Fax:Email:

www.telice.es

Services for safety & security, civil works, railway electrification & communications

http://www.telice.es


Flush with successHaving 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

Whether 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 entryAs managing director of rail at National

Express, Andrew Chivers oversaw the

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz NatioNal ExprEss

Andrew Chivers

– managing

director rail


Flush with successdevelopment 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,

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 standardsEven 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 ExpressTel: +44 (0) 8456 014 873Email: [email protected]: www.nationalexpressgroup.com

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz

technology that meets their needs for reliability

and efficiency.

As far as the rail market goes Schlatter’s

activities are split between stationary and

mobile flash butt welding machines as outlined

by sales director Daniel Zappa: “Globally

around 75 per cent of long welded rail plants

are using our technology when it comes to

stationary welding. We have continuously

worked to improve and develop the machines

for this sector and currently have two main

dedicated lines: the GAAS80 and GAA100.

These are the most sophisticated machines

available on the market today, with the latest

generation introduced in early 2013.”

The GAAS80 is primarily used in fixed

welding plants to join short rails to long welded

rails, whilst the GAA100 system is used for

welding of turnout components such as

joining rails to frogs or for switchblades. The

other side of the business is the mobile rail

welding machines for continuous welded rails.

This technology is normally integrated into an

W hilst electrical resistance welding

may be the company’s field of

expertise, Schlatter has been far

from rigid in terms of the course of

its almost 100 year history. Founded in 1916,

the company started out as an individual plant

manufacturer. Since this time it has grown to

become a fully-fledged solution provider for

resistance welding and weaving systems.

Decades of research and development

have brought Schlatter a wealth of expertise

in developing and automating production

systems. Leveraging this means the company

can offer its customers the most sophisticated


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As a technology leader, customers can rely

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AMS100 Supra

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KURE&Co. d.o.o. is a Slovenian engineering company who specialise in mechanical engineering and the composition of components in the area of construction steel, high-quality steel, inox and aluminium. All parts are precisely produced on modern CNC machines.

Our technological capabilities include all kinds of welding, turning, milling and grinding, with all known metal surface protections. The parts weigh from 0.1kg to 20t.

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Brilejeva 8, 1000 Ljubljana, Slovenia, Europe00386 1 510 76 50 00386 1 510 76 55

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autonomously operating rail welding system

that may be self-propelled, truck-based,

or containerised depending on the specific

application, but can also be used stand-alone.

Schlatter has two main mobile machine

types – the AMS60 and AMS100. The former

was created in the early 1990s with a focus

on the exact alignment of rail ends. In fact the

AMS60 reaches almost the same accuracy of

alignment quality as the stationary GAAS80

system making it ideal for operations such as

high-speed rail lines. Developed some years

after, the AMS100 is a simpler design but

offers higher welding force making it better

suited for bigger rail profiles designed for

heavier axle loads.

“As this demonstrates we not only continue

to develop our existing machines, but also to

create new models that are one step further

ahead in order to maintain our technical

leadership in this field. To this end we are

planning to introduce a new mobile flash butt

welding system later this year,” notes Daniel.

Another benefit of Schlatter’s long experience

is that it has one of the largest portfolios

of expertise when it comes to meeting the

different welding requirements and regulations

of each country it operates in. With machines

installed from Brazil to Alaska and Japan to

Australia this presence is globally expansive in

accordance with the universal spread of rail as

AMS100 Supra Roadflex truck-based rail welding system

KURE&Co. d.o.o.International company KURE&Co. d.o.o. is a

reliable partner and supplier of Schlatter Industries

AG. Its experts guarantee the superior quality of

produced items, delivery on time, flexibility and

reliability. KURE&Co. d.o.o. is located in the middle

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worldwide.

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priorities of these demands in terms of different

regions or countries change over time, but on

the whole we are pleased with the sector’s

performance,” adds Daniel.

As previously mentioned, this year Schlatter

is launching its new mobile welding machine

making this a clear priority for the business

over the coming months alongside delivering

on its current customer commitments.

In the background though the global

spread remains a key consideration.

“Rail is a mega-trend,” agrees Daniel. “In

emerging markets like India, the Middle East,

and Africa we see on a general level a lot of

potential for the rail industry.

Together with growing

investment this presents

good opportunities for

Schlatter as well. Each

regional market develops

at a different pace, and

just now as well as these

newer areas we also

see strong demand from

the US, Asia, and South

America as we welcome

new projects in rail,”

he concludes. zz

a transport method.

“We try to provide the customer with a

sophisticated network of aftersales services,”

elaborates Daniel. “We have subsidiaries in

all regions of the world to be as close to

them as possible, as well as sales and

service agencies throughout. We can offer

a full range of field service, remote support,

service contract, upgrade packages, and spare

parts so that the customer knows that the

investments they make with us are secure. We

have machines that have been running over

30 years, which we are still servicing today, so

our clients can trust in the fact that they

have our support not just for now and

tomorrow, but for the long run.”

Although the difficulties of the

global economy placed demands

on many businesses, the multi-

faceted nature of Schlatter’s

activities eased these

somewhat. Amongst this rail

remained the most constant of

all the three sectors. “There’s

not any dramatic shifts as such

but it is a steady market and

we do see slowly increasing

demand for these machines

on the global market. The Web: www.schlattergroup.com

GAA100 stationary welding machine

GAAS80 stationary welding machine

Schlatter


. zz

zzzzzzzzzzzzzzzz Danske statsbaner

Drive to improveWith a focus on operational efficiency, DSB has grand plans

for developing Denmark’s rail system

Danske Statsbaner or DSB is

Denmark’s largest train operating

company, owned by the Danish

Ministry of Transport, and carrying

more than 195 million passengers every year.

This business comprises three main areas:

long distance rail, the S-rail commuter service,

and the Denmark to Sweden connection. “We

provide the backbone of the inter-regional

public transport connectivity,” notes CEO

Jesper Lok. “We are therefore in a position to

harness the network advantages that Danish

rail transportation offers.

“Aside from the general service operation

we also retain responsibility for maintenance

down business elements that are not profitable,

so this is our strategic programme for the first

three years. Longer-term we will evaluate what

options there are for growing the business,

but when you operate in a market that already

has organic growth of two to three per cent

every year that in itself presents an attractive

opportunity.”

Indeed recent figures indicate that

improvements are being made. In 2012 DSB

reversed the negative trend of previous years

with a before tax profit of 155 million Danish

Krone (DKK). In the same year the company

launched its ‘Healthy DSB’ programme, which

outlines three overall objectives to be reached

by the end of 2014, including improving

punctuality, creating a results-orientated

corporate culture, and increasing the company

economy by one billion DKK.

DSB’s own focus on punctuality and other

core measures has led Jesper to conclude

that there is perhaps a need for a new cross-

Europe benchmark system that promotes

efficiency: “This is a business where in most

countries it is not profitable on a stand-alone

activities related to our fleet, and some of the

shared functionalities such as the travel card

that applies across the various operators,

and the traffic information portal. In addition as

an old national railway operator we still retain

some of the legacy activities that come

with this.”

Having assumed the role of CEO in May

last year Jesper reflects on the steps he has

taken within the business: “DSB is a great

company with a lot of expertise so it has been

very exciting for me. My role has been to focus

the company on its core activities and ensure

that we become competitive in the way that

we run those, and I think the organisation has

shown a lot of determination and willingness

to pursue that goal.

“I think it’s more important to work in a

business and evaluate the essence of that

before making any strategic conclusions,”

he continues highlighting how he didn’t

immediately impose a predetermined strategy

on the company. “We have to focus on the

punctuality and other core activities related

to train operation, and that involves closing

Copenhagen central station by night

Jesper Lok CEO of DSB


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Danske statsbaner

basis – it is of course possible to cherry-pick

corridors where you can in isolation make a

profit, but that is not enough in the eyes of the

customer,” he explains. “They expect more

public transportation and more connectivity

countrywide, and therefore I think it essential

to recognise that the most important part of

running a railway operation is to be able to

demonstrate your efficiency.

“The best way to do that, aside from

measuring financial results, is to make sure that

every train kilometre is driven effectively. It’s

here that benchmarking can help as everyone

can learn something from it because everyone

does something really well. The ability to

learn best practice from one another is a very

important part of being able to give citizens

more transportation for the same amount of

money. We are trying to be very open and

transparent about our own figures through

publishing those, so we hope the industry at

large will agree on some common measures

when it comes to punctuality and efficiency as

it ought to be in everyone’s interest, and the

taxpayers across Europe to make sure that

their railway is run effectively,” he continues.

Efficiency is a key factor in DSB’s

negotiations with the Danish government

surrounding the extension of its contract

beyond its current expiry of 2014, with the

company working hard to demonstrate the

progression it has made. “It is too early to say

exactly what that conclusion will entail, but we

remain focused on improving our operations,”

notes Jesper. “Beyond that I think it is very

important for Denmark as a nation to embark

on some of the infrastructure investments

that have been postponed for far too long.

This includes electrification of main routes

and purchasing of new rolling stock to run on

http://www.knorr-bremse.com


15 years, and therefore I think it’s important

that the contract has a certain duration so it

facilitates these massive investments that need

to be made.”

DSB is also advocating more focus on the

customer and their experience of travelling

on the service. This starts with the stations,

many of which are over 100 years old and built

these, infrastructure investment so we can run

trains faster, and improvement of supporting

infrastructures in various parts of the country.

“This is the main task for Denmark in the

coming years to make that conversion to a

modern rail network. All together we are looking

at a figure of almost 100 billion DKK in the next

for a completely different set of travel habits,

and therefore require significant investment to

bring them in line with today’s passenger. This

includes cross-mode integration with bikes,

cars, and buses, and increased comfort right

through to the platform. “This does require

a huge investment of less than two billion

DKK, but if you compare it to the investments

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ZF-AS RailZF Danmark has for more decades delivered

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Railways. Combined with the ZF reversing

transmission and the Rail Drive Control

System, ZF provides a system that is ideally

harmonized. The 12 gears ensure a constantly

optimum, economical speed range and save

fuel. The light metal housing combines the

transmission components, including dry clutch

and electronic control, compact protected. Only

weighing 360kg it enables a simple installation

and reduces the axle loads.

ZF offers three performance versions.

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already being made in infrastructure and rolling

stock it is a fairly modest amount for fitting the

customer into the solution,” adds Jesper.

Likewise the company is encouraging

stronger telecommunication and internet

connectivity right along the operating routes as

this is currently quite poor outside of the main

cities. “One of the biggest advantages of the

train is that you can get a fair amount of work

done if you wish, but if the telecommunication

links are poor it reduces the value of rail as a

mode of transport. People who don’t already

travel by rail have chosen another mode of

transport for good reasons so we need to

find ways of increasing the value of rail’s

proposition,” remarks Jesper.

Whilst there is clearly much that DSB

believes can be done within Denmark’s rail

system, Jesper is wary of the passenger

industry treading the same path as its freight

equivalent when delivering this: “At the same

time it is very important that we make sure that

the experiences of the freight and cargo sector

are not repeated in passenger transportation,”

he emphasises. “If you look at what happened

in this sector when there was a move to

railway packages to promote innovation and

competition the actual result over the last ten

to 15 years was massive consolidation, so

whilst the intentions might have been different

the outcome is very evident. It has not created

a more attractive or efficient railroad, nor has

it presented more choice for the customers

so it is very important that we don’t repeat

that mistake when it comes to passenger

transportation.

“The outlook for public transportation is

generally very good with continuing growth,

which at a macro level is a very positive trend.

This necessitates that we think more about

creating attractive solutions as maintaining this

uplift requires bringing new passengers onto

the railway,” he concludes. zz

Web: www.dsb.dk


http://www.schaeffler.dk

http://www.seneberg.dk


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Inter Ferry Boats (IFB)

King’s Cross

Inter Ferry Boats (IFB) is a leading

intermodal and terminal operator delivering

high-quality transport and logistics

solutions by rail and barge across Europe.

The business is an autonomous subsidiary of

SNCB Logistics Group and acts as a neutral

player on the European market. Having just

celebrated its 90th anniversary, the company

has over the years remained committed to

several principles.

Primarily these are to deliver reliable

container transport for transport companies,

shipping lines, and forwarders across Europe,

and multimodal high-quality logistics solutions

through the use of rail and barges. IFB also

Europe to Italy axis, and is active also between

northern Europe and France and Spain. Finally,

the gateway solution Area East deals with all

transport towards the east and across Europe.

As well as railway connections, as a

multimodal provider IFB deals in barge

transportation between the North Sea harbours

and the economic centres in the Rhine area

through its subsidiary H&S Container Line.

On top of its transport offering, the company

operates its own intermodal terminals in

Belgium, including three in Antwerp, each of

which is equipped with modern EDI systems

and container handling devices.

All of this comes together to position IFB as

more than just a mover of goods. The company

strives to make container transport as simple

as possible for its clients with a full package

of services. This is backed by readily available

specialists across the network that guarantee

quality control from end-to-end, and create

solutions towards specific logistic needs.

Fast and efficient transport is a fundamental

desire of all operators, and whilst road has long

offers operational and commercial assistance

close to the customer through its international

network, and terminal operation and value

added logistics in Belgium, France, and

Germany.

Working on behalf of its clients, IFB

organises maritime container rail transport

from the main harbours of Belgium and the

Netherlands to the hinterland, and continental

container rail transport across Europe. In

addition to its regular connections, the

company can arrange specific transport

services to any destination within Europe.

A strong foothold

To this end IFB has a complete pan-European

intermodal network at its disposal, with a

strong foothold in the Benelux. This is then

broken down into areas for each geographical

region. Area North follows up and enhances

current connections, and develops new

transports between the main North Sea

harbours, and important industrial centres in

Europe. Area South manages the northern

With a wide European network for rail and barge transport, Inter Ferry Boats (IFB) help customers make the most of intermodal solutions

Making the mode of it


zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzbeen a preferred choice there are alternatives

that make economic and environmental sense.

In this way, IFB organises connections that

are supported by the Marco Polo programme.

This is the European Union’s (EU) funding

programme for projects which shift freight

transport from the road to sea, rail, and

inland waterways. This means fewer trucks

on the road and therefore less congestion,

less pollution, and more reliable and efficient

transport of goods.

The vision The company is also one of 14 partners

engaged in the EcoHubs project led by BMT

and aimed at elevating Green Hubs to a

strategic component of sustainable transport.

This is in accordance with the vision to

provide interconnectivity and interoperability

in European co-modal networks and facilitate

the reduction of congestion, and the combined

improvement of environmental performance

and efficiency in these networks.

Similar benefits can be seen from the

use of intermodal transport in general. This

has become the fastest growing segment

in the transport sector with more and

more companies looking for alternative

and sustainable combined solutions for

transporting their goods. Each of the different

modes have very mixed energy intensity and

carbon emission profiles. Rail and barge

transport for example are the least energy

consuming modes, with trucking between

two and four times more energy-intensive

than rail, and at the same time avoid on-road

congestion.

By optimally balancing loads between these

different modes, with rail and barge being

used for the bulk distance, operators can

benefit from a more environmentally friendly

and efficient transport offering. However, at

the same time reliability, seamless quality, and

cost-effectiveness are core expectations. As

an intermodal operator with a reliable European

network for barge and rail transportation, IFB

offers a sustainable alternative with prices and

quality that is comparable to, or better than,

other transport modes.

Whether it’s a large or small quantity of

containers, IFB will work every time to find

the best logistics solutions for transporting

them. Its broad network of high-frequency

connections, and customer-orientated

organisation means that even new customers

can make the modal switch to combined

transport with ease, and together with IFB

realise the benefits this can bring. zz

Web: www.interferryboats.be

http://www.lte-group.eu


King’s Cross

overhead lines and third-rail works.

Since these beginnings, Pod-Trak has grown

steadily and branched out to become more

of a multidiscipline provider with capabilities in

civil engineering and permanent way works.

This was in accordance with the needs of

its clients, which reflects Pod-Trak’s belief in

building strong long-term relationships.

With offices in both London, Manchester

and a new Depot in Tyne & Wear Pod-Trak

is able to execute projects throughout the

length of the UK. Retaining its expertise in

electrical installation, to date Pod-Trak has

successfully delivered conductor rail installation

projects including aluminium and steel type

rail. The company can supply a complete

installation package for the rail and associated

cabling, as well as provide support for smaller

maintenance works.

It also undertakes all aspects of overhead

line installation and maintenance services, and

general cabling services such as continuity

bonding, substation cabling, and negative

track bonding. Drawing on its accumulated

civils skills, Pod-Trak can undertake small

Established in 2007, Pod-Trak Ltd is a

privately owned company specialising

in the installation and maintenance

of electrical systems to rail and tram

infrastructure. Starting out as a specialist labour

supplier to carry out conductor rail renewals

on the Docklands Light Railway, in particular

Pod-Trak became known for the installation of

With skills in both electrical installation and civils,

Pod-Trak Ltd is gearing up for Network Rail’s network

electrification plans

Wired into the market

zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz POD-TRAK LTD


to medium sized work packages including

platform extensions, concrete and foundation

works, installation of cable troughs and routes,

temporary works, walkways and access

roads, and drainage projects.

In addition, Pod-Trak is a source of

specialist labour for the rail industry including

overhead linesmen, permanent way staff,

safety critical personnel, PTS electricians,

cable installers, and track labourers. All

employees maintain the relevant certification

necessary for their discipline to work within

the rail industry.

Describing the market outlook for Pod-

Trak, managing director and owner Paul

O’Donnell appears positive: “We have

grown successfully over the last five years

which is thanks to the forward thinking and

commitment from our staff, and for the next

five years Network Rail are emphasising

electrification upgrades for a number of

routes, which will further improve our growth

substantially as we’re in a strong position to

assist with the delivery and supply into this

market.

“The challenge is being able to supply for

the vast amount of work that could come

out of this,” he continues. “We currently

have adequate resources to deliver, however

since there is limited capability in the country

especially for overhead line work we are

investing into training our existing staff

and hoping to implement our own training

programme to meet the demands and the

possibility of taking in skilled personnel from

overseas.”

With the company also maintaining a fleet of


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In addition, Pod-Trak has been helping

execute works for some of London’s major rail

projects. This includes permanent way and

ETE works including removal of existing track,


plant and vehicles such as vans, HGVs, trailers,

rail-adapted MEWPs, and specialist small plant

and hand tools, the last 18 months has seen

Pod-Trak invest heavily into new overhead line

equipment and heavy plant in order to meet the

supply needs of this investment cycle.

In terms of current activity, Pod-Trak is

involved in a number of key projects. “For

the last few years we have been working on

an installation contract on the Manchester

Metrolink to facilitate the upgrade of the

existing signalling and electrical systems, and

the extension of the tram network for MPT. At

present we’re now moving onto delivering the

line to Manchester Airport.

“We’re also working with C Spencer to

electrify a Siemens train depot in Manchester.

Our remit covers the supply and installation

of all of the overhead line system for that

development. Another major project is drainage

works in the Heathrow Express tunnels out to

Heathrow Airport, so these are some very big

contracts for us,” he adds.

and installation of new track alignment and

conductor rail at Royal Victoria Docklands Light

Railway to accommodate the Crossrail Victoria

Dock portal and Custom House station for

Serco. Likewise the company has just delivered

civils work for the Thameslink Programme Key

Output 2 for Balfour Beatty.

With the electrification market firmly at the

front of Pod-Trak’s focus for the rest of 2013

and moving into Control Period 5 (CP5), the

company is looking at what other measures

can be taken to maximise its role in this

delivery. “We have just teamed up with A&M

Electricals Ltd to strengthen our ability to

deliver the full packages required by our clients

from substation fit out to the conductor. This

is an associated business of Pod-Trak and will

help push our investment into the market for

CP5 as substation upgrades works is another

key element of the electrification projects. This

activity sits hand-in-hand with our business

as Pod-Trak enabling us to act as more of a

one-stop-shop, and bid for larger and more

complete packages of work,”

concludes Paul. zz

Web: www.pod-trak.com

zzzzzzzzzzzzzzzzzzzz POD-TRAK LTD

BBK Construction have worked with Podtrak, on a number of Docklands Light Railway & Network Rail projects, including 4km of concrete cutting in the rail tunnels at Heathrow Airport.

BBK Construction specialise in bridge & viaduct spandrel tie-bars & associated track monitoring & surveys, aswell as scour protection works & brickwork repairs.

BBK have a bespoke high pressure water jetting unit to remove brickwork graffiti & clean structures.

BBK Construction Services LTD28 Galloway Drive, KenningtonAshford, Kent, TN25 4QQ

tel. +44 (0)7738 477579email. [email protected]

BBK ConstructionServices Limited

http://www.bbk-uk.com/

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

High 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,”

describes Nigel Jones, sales, marketing and


zzzzzzzzzzzzzz MORRIS LINE ENGINEERING

Making the switch

As the electrification of rail networks

steps up across the world, Morris Line

Engineering’s expertise is being put

to good use

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25kV Track Switch


zz zzzzzzzzzzzzMORRIS LINE ENGINEERING

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,

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

145kV silicone insulators

RXL with RTU Unit

Rail Arc chute 1250amp

Anglia Metal Ltd Anglia Metal Ltd are manufacturers of plain and tinned

(tin-plated) copper wire to support a wide spectrum of

market sectors such as rail, automotive, data, power,

specialised cables and various other applications

using copper wire.

Tel: 01924 223 744

Email: [email protected]

Web: www.angliametal.com

Arrowvale Electronics Arowvale Electronics is an electronic sub-contract

design and manufacturing company with a speciality

in the rail industry. If you cannot find it off the shelf

they may be able to custom design and manufacture

it. Sub-contract design, sub-contract manufacturing

of PCB, wiring looms, harnesses, inter-car jumpers,

cabinets, full electromechanical products. In addition

they have their own range of products including:

on-train monitoring recorders, remote condition

monitoring equipment, data analysis & display

software, de-icing systems, electronic air-conditioning

controllers and in-cab and in-vehicle displays.

Tel: 01527 514 151


Web: www.arrowvale.co.uk

Civils and Lintels A Grafton Group-owned company, Civils and Lintels

supplies a diverse and extensively stocked range of

products to the rail, civils and ground engineering

sectors of the UK construction industry.

Tel: 01925 255 700


Web: www.civilsandlintels.co.uk

DWG Timber Components Ltd DWG Timber Components Ltd is a supplier of timber to

the railway, furniture and civil engineering industries.

The company recently won the European rights to sell

a unique range of products manufactured in the USA

which rejuvenate tired areas of infrastructure, from

railway sleepers to cracks and potholes in concrete

and tarmac.

Tel: 01159 395 992


Web: www.dwguk.com

ERICO ERICO is a worldwide company based in France

manufacturing electrical rail connections and

accessories to provide reliable solutions for reduced

maintenance. Customers include railroads, metro and

tramway operating organizations as well as specialist

contractors and engineering offices.

Tel: +33 477361805


Web: www.erico.com

F P McCann Ltd F P McCann Ltd manufactures and supplies a vast array

of precast concrete products for the civil engineering,

building, rail, utility and drainage industries, including

cable troughs, platform copings, ballast boards, fencing

materials, box culverts, power ducting, pipes, manholes,

jacking pipes, cover slabs, shafts and tunnels. The

company also manufactures bespoke products to order.

Tel: +44 (0)15 3024 0000

Web: www.fpmccann.co.uk

HL Plastics Ltd

HL Plastics Ltd is a manufacturer of the Liniar range of

Plastic Piling including the new HD Log Pile, an easy-

to-install heavy-duty retaining pile made from 100 per

cent recycled plastic with a wood polymer facing. Plastic

Piling is lightweight, easy to handle manually, easy on

access and transport, sustainable and cost effective.

Liniar also supplies a range of fence posts and gravel

boards as an alternative to concrete and timber.

Tel: 01332 883 800


Web: www.hlplastics.co.uk

Phil Jackson Phil Jackson is a rail sector sales & marketing

professional.

Tel: 07722 158 302


Web: www.uk.linkedin.com/pub/

phil-jackson/1A/490/256

Railfast Intermodal Ltd Railfast Intermodal Ltd develops strategies for increased

capability and flexibility in tomorrow’s rail network to

reduce financial risk on projects such as HS2. The

company is currently seeking partners for a novel,

patented approach to high-speed palletized rail freight,

sorting in transit.

Tel: 02476 615 429


Web: www.railfastintermodal.com

Selectequip Ltd Selectequip Ltd is a supplier of many crucial types of

maintenance consumables, signage and safety supplies

to many different industry sectors.

Tel: 01543 416 641


Web: www.selectequip.co.uk

Signal Aspects Ltd Signal Aspects Ltd provides a design and build service in

railway signal engineering including standard gauge and

narrow gauge applications. They also offer a range of

standard products that include electric point machines,

LED signal lamps, LED signal conversion kits, point

detection and train detection products.

Tel: 01768 352 560


Web: www.signal-aspects.com

Tex Tech Industries Based in Ireland, Tex Tech Industries is a market leader

in fire safety protective materials for the transportation

industry. Their state-of-the-art thermal/acoustic

materials and seat fire blocking fabrics are used by the

world’s leading OEMs. Recent developments include

lightweight seat fire protection, carriage floor protection,

anti-vandal materials and ballistic protection.

Tel: +353 567 761 426


Web: www.textech.us

Topcon (Great Britain) Ltd Topcon is an innovative and global market-leading

company developing and manufacturing precise

measuring, monitoring and mapping solutions for

challenging rail environments, Their systems are used

for rail engineering, asset management and machine

control.

Tel: 01244 669 999


Web: www.topcon-positioning.eu

Webro Cable and Connectors

Webro is at the forefront of communication cable

and connector design and innovation for the rail

environment. The company is continually developing

cabling and connector solutions to provide the most

advanced communication cable and cable connector

technology available today.

Tel: 01159 724 483


Web: www.webro.com

Recent new members of the Rail Alliance


www.railalliance.co.uk

For further information, please contact: The Rail Alliance Tel: 01789 720 026 Email: [email protected] Web: www.railalliance.co.uk

zzzzzzzzzzzzzzzzzzzzz zzRail Alliance

27 June – Railway Strategies Live 2013LondonOrganisers: Railway StrategiesTel: 01277 368 318Email: [email protected]: www.railwaystrategies.com

10-11 July – Railway Engineering 2013LondonOrganisers: RRUKAEmail: [email protected]: rruka.org.uk/events/next-generation-rail-inspiring-the-future-of-rail-professionals/

15-16 July – Next Generation RailLondonOrganisers: ECS PublicationsTel: 0131 447 0447Email: [email protected]: www.railwayengineering.com

30 September – 2 October – European Transport Conference 2013FrankfurtOrganisers: Association of European TransportTel: 020 7348 1970Email: [email protected]: www.aetransport.org

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.

zzzzzzzzzzzzz NEWS I Conferences & Exhibitions


18-20 September – Many Parts One Railway: integrated delivery across the rail industryHertfordshireOrganisers: IMechE Railway DivisionTel: 020 7973 1291Email: [email protected]: www.imeche.org/events/S1755

8-10 October – Intermodal Europe 2013HamburgOrganisers: Informa ExhibitionsTel: +44 (0)207 017 5112Email: [email protected]: www.intermodal-events.com

12 November – Life Cycle ManagementFrankfurtOrganisers: Europoint Conferences & ExhibitionsTel: +31 (0)30 698 1800Email: [email protected]: www.lifecycleconference.eu

13 November – Track Access Charges 2013FrankfurtOrganisers: Europoint Conferences & ExhibitionsTel: +31 (0)30 698 1800Email: [email protected]: www.trackaccesscharges.eu

14 November – Wayside Train Monitoring SystemsFrankfurtOrganisers: Europoint Conferences & ExhibitionsTel: +31 (0)30 698 1800Email: [email protected]: www.waysidemonitoring.eu

March 2014 – Intermodal Asia 2014ShanghaiOrganisers: Informa ExhibitionsTel: +44 (0)207 017 5112Email: [email protected]: www.intermodal-events.com

20-22 May 2014 – Infrarail 2014LondonOrganisers: Mack BrooksTel: 01727 814 400Web: www.infrarail.com

23-26 September 2014 – InnoTrans 2014BerlinOrganisers: Messe Berlin GmbHTel: +49 (0)30 30 38 - 2376Email: [email protected]: www.innotrans.com

Date Location Event Organiser/Contact

27 June London Railway Strategies Live www.railwaystrategies.co.uk

10-11 July London Railway Engineering 2013 www.structuralfaultsandrepair.com

17 July Long Marston Introduction to BS11000 Rail Alliance Collaborative Business Relationships

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 Midlands Members Meeting & Networking Event Rail Alliance(tbc)

18/19 Sep North East Members Meeting & Networking Event – Rail Alliance hosted by NewRail at Newcastle University

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 Rail Alliance Partnership with Coventry University Enterprises & Rail Media Group

Rail Alliance Outline Events Programme – 2013

http://www.focon.com

http://www.zonegreen.co.uk

EditorMartin Collier

[email protected]

Sales ManagerRob Wagner

[email protected]

www.railwaystrategies.co.uk

Schofield Publishing10 Cringleford Business Centre

Intwood Road Cringleford Norwich NR4 6AU

T: +44 (0) 1603 274130F: +44 (0) 1603 274131

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