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Early Edition 105
The North West Electrification Programme is leading the way for
progressive electrification
F o r S E N I o r r A I L M A N A G E M E N T
Electrification contracts
announced
Dealing with Dawlish
Network Rail signs up to CP5
Record passenger
growth continues
Civs frameworks awarded
ORR to review ticketing market
FutureRailway launches
structures and gate-line competitions
NEWS
See Page 22
FOCUS ON
l Electrificationl Plant & Equipment
Interview : Rob Wallis talks about TRL’s innovative research
RS Live 2014 Preview page 4
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www.railwaystrategies.co.uk 1
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L ittle did I realise when I wrote the editorial for the previous issue
of Railway Strategies that the overwhelmingly dominant subject
would remain the same this time around: the weather. The hoped-
for respite did eventually materialize as February wore on but
not before the rail infrastructure had taken an unprecedented battering,
remaining seriously compromised in a number of areas – notably Dawlish.
Damage recovery will set the agenda for weeks and months, inevitably
impacting on efforts to make a seamless transition between Control
Periods 4 and 5 in April. Locations such as Datchet and Maidenhead
amply demonstrate that water and electricity are not good bedfellows, with
the loss of traction and signalling power, respectively, as a consequence
of groundwater flooding. Inevitably the debate over the continued use of
third-rail traction power supply will resurface; if it isn’t leaves or snow and
ice it’s water that brings trains to a halt. There is good news, however, in
that contracts have now been announced to electrify a further 2000 track
miles of the network in the North West by means of overhead catenary.
Looking ahead to the spring, the Railway Strategies Live! conference
will be taking place again. As last year, the venue is the Royal Geographical
Society in London and a fascinating programme is being assembled –
further details appear within this issue.
So save the date: 15th May 2014
From the Editorzzzzzzzzzzzzzzz zzHave your details changed? Are you reading someone else’s copy of Railway Strategies?Please email: info@railwaystrategies.co.uk to amend your details or request a regular copy
Issue 105 ISSN 1467-0395
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 (ikidd@schofieldpublishing.co.uk).
Elemental forces – continued!
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40
FeaturesExpert voice – Rob Wallis 6Libbie Hammond
Future-proofing the UK rail network 34Dan Rodgers
London Bridge transformation – Chris Drabble 40Gay Sutton
The future of urban mobility 44Arthur D. Little and the UITP
ProfilesLowery 17
Tracksure 48
Craig & Derricott 53
Angel Trains 64
Percy Lane Products 66
NuSteel Structures 70
48
64RS Live 2014 Preview 4
6
zzzzzzzzzzzzzzzzzzzzzzzzzContents
News
Focus on... Plant & Equipment
Pumping concrete at Dawlish 58
Earthworks use long-reach solutions 59
Sound advice 60Andy Heatherington
Focus on... Electrification
Powering ahead – Jon Clee 22Gay Sutton
Modelling the Great Western electrification 26
Power is nothing without Protection & Control 28
Richard Jones
Helping 3.5 million London commuters get to work 32
Mark Beswick
Industry News 9Contracts 30
Infrarail 37Stations 38
Integrated Transport 47Products & Services 52
Research 56Rolling Stock 61
Health & Safety 73Training 74
Conferences & Exhibitions 75IMechE Training Courses 75
58
22
61
zzzzzzzzzzzzzzzzzzzzzzzzzContents www.railwaystrategies.co.uk
14
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zz Network Rail to use Railway Strategies Live 2014 to launch its new Product Acceptance
process for the first time in an open forum. Conference to offer visitors access to Terence Watson,
Chairman of the newly created RSG
l The Supply Chain of the Futurel Finding the Right Route to Market
Royal Geographical Society (with IBG) 1 Kensington Gore, London SW7 2AR
Thursday May 15th 2014
Network Rail
Hosted in association with
RAILWAYS T R A T E G I E Szzzzzzzzzzzzzzzzzzzz
FOR SENIOR RAIL MANAGEMENT
2014Live
stop press
Gold Sponsor Silver Sponsor
Terence Watson – CEO, Alstom Transport UK & Ireland, Chair of the RSGDavid Clarke - Director, FutureRailway Enabling Innovation Team,
FutureRailway, hosted by RSSBJim Carter - Head of Procurement, Network Rail
James Lewis - Technology Introduction Manager, Network Rail Richard Holland - UK MD, TBM Consulting Group
Rob Wallis - Chief Executive, TRLMartyn Chymera - Chairman, Young Rail Professionals
Chris Rolison - Founder, Comply Serve
SPEAKERS
For further details of the event, email Mark Cawston: mcawston@schofieldpublishing.co.uk, for delegate enquiries, email Maxine Quinton: mquinton@schofieldpublishing.co.uk, telephone: 01603 274130 and ask for Mark or Maxine,
or visit: http://www.railwaystrategies.co.uk/eventbooking.php?id=574
Railway Strategies Live 2014 will deliver a conference that is designed to be a useful and memorable learning experience for all delegates, and valuable resource for sponsors and exhibitors. With extensive
prospects for networking it will be a unique opportunity to meet the people you need to in order to drive your business forward. The conference is already attracting interest from former delegates, sponsors and
exhibitors keen to secure repeat attendance. There are a number of sponsorship/exhibiting opportunities available, which will enable forward-thinking
businesses to expose their services and skill sets to an audience of delegates who are ready to embrace
innovation and bring state-of-the art technologies and approaches to the UK railway sector.
zzzz
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zzThe Eighth Annual Conference from Railway Strategies (in association with the Rail Alliance) is being held at the
Royal Geographical Society (www.rgs.org) London, Thursday May 15th 2014
For further details of the event, email Mark Cawston: mcawston@schofieldpublishing.co.uk for delegate enquiries, email Maxine Quinton: mquinton@schofieldpublishing.co.uk
or telephone: 01603 274130 and ask for Mark or Maxine, or visit:
http://www.railwaystrategies.co.uk/eventbooking.php?id=574
www.railwaystrategies.co.uk 5
l Working in very close affiliation with the Rail Alliance and its members, Railway Strategies Live 2014 will deliver a conference that is going to cover the sort of topics that really matter to those in the rail supply chain. Following the results of a recent Rail Alliance research report, Railway Strategies Live is going to take a look at how the rail sector can make better use of the innovative capabilities of the SME in the supply chain. It will discuss why the Route to
Market is so very difficult and complex, and try to identify what is being done to put this right.
But not only is it going to put the spotlight on the small to medium enterprise (SME), but it is also going to offer the chance to hear how Terence Watson, the first ever chairman of the newly formed Rail Supply Group (RSG)
plans to create a more innovative and capable UK supply chain that has a clearer understanding of government policies and investment plans.
The conference will give visitors access to the Chairman of the RSG - their voices will help to shape the railway of the future!
ALSO AT THE EVENT - the launch of a very exciting new process from Network RailAnother factor that makes Railway Strategies Live a must-attend event is the news that Network Rail will be using
the conference to launch its new Product Acceptance process for the first time in an open forum. Jim Carter, Head of Procurement will discuss the merger of the two divisions at Network Rail, the Contracts/Procurement operation
and the National Delivery Service, into the new National Supply Chain headed up by Nick Ellis, who will be the Managing Director of the new operation.
In addition to the above, speakers from a range of blue-chip organisations have now been confirmed for Railway Strategies Live 2014. The confirmed speaker list is as follows:
Terence Watson, Chair of RSG + UK Country President & Managing Director, Alstom Transport UK & Ireland
David Clarke, Director, FutureRailway Enabling Innovation Team, FutureRailway, hosted by RSSBJim Carter, Head of Procurement, Network Rail
James Lewis, Technology Introduction Manager, Network RailRichard Holland, UK MD, TBM Consulting Group
Rob Wallis, Chief Executive, TRLMartyn Chymera, Chairman, Young Rail Professionals
Chris Rolison - Founder, Comply Serve
SPONSORED BY TBM CONSULTING GROUP
SEVEN SPEAKERS NOW CONFIRMED, INCLUDING JIM CARTER,
HEAD OF PROCUREMENT FOR NETWORK RAIL
MEET AND QUESTION THE FIRST EVER CHAIRMAN OF THE RSG, TERENCE WATSON, UK COUNTRY PRESIDENT & MANAGING DIRECTOR,
ALSTOM TRANSPORT UK & IRELAND
T RL, the Transport Research Laboratory, is an internationally
recognised centre of excellence, which provides world-class
research, consultancy, product testing and software tools
covering all aspects of transport. Rob Wallis joined TRL in
July 2013 as CEO, and he brings 30 years of professional services,
business services & ICT leadership experience, including five years at the
British Standards Institution (BSI) and almost two decades at EDS and
Logica leading transport-focused businesses. He started his career at
the Civil Aviation Authority.
He explained that he was drawn to the role because it offered him an
interesting balance: “I have worked in both the public and private sectors,
and now at TRL, with its set-up as a non-profit distributing Foundation, it
presents a very interesting challenge between the two – especially given its
strong scientific and academic capabilities. It also offers me the chance to
leverage my experience in transport, logistics, supply chain and
automotive sectors,” he said.
“The other attraction is where TRL is strategically in its journey.
6 www.railwaystrategies.co.uk
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There is an enormous depth of history at TRL – it was created in 1933
as part of the British Government, and it is well-known around the
world for its research and innovation in road transportation. But today
our reach is far broader than that, with lots of innovative, thought
leading projects in road, rail, cycling and pedestrian modes.
“The company was privatised in 1996 and today has 330 employees,
and almost 1000 clients using TRL’s products and services in 140
countries internationally. When we were privatised the vast majority of
our income came from the UK public sector, whereas today we have
diversified substantially and now our income comes from a global
customer base and less than 40 per cent is UK public sector oriented.
“We are now very strong in surface transport modes, and our
strategy is to continue focusing on our strengths in vehicle, road
and rail safety, infrastructure asset management and journey-time
optimisation. In particular, we are continuing to invest in the newer
areas of low carbon vehicle technologies, automated vehicles, satellites
and remote sensing, big data and de-carbonising transport.
INTERVIEW I Rob Wallis
ExpertLibbie Hammond talks to
Rob WaLLis, the new CEo of TRL, about an
organisation whose services vary from innovative
transport infrastructure and vehicle safety
research to investigating the psychology of cyclists
Rob Wallis
voice
Who we were and who we are now is quite different and I saw this
as a chance to join an organisation with enormous brand strength,
credibility and heritage, and take it into the future.”
Rail sector
A major priority at TRL is to take the experience it has gained from its
specialist research into road transport and apply it to the rail sector,
bringing transferable technologies and new ways of thinking into what
some regard as a somewhat traditional and introspective market.
“Due to the range of expertise we have within the company, TRL is very
good at looking at areas from a different perspective,” confirmed Rob. “A
perfect example of this is linear asset management. We have a lot of
experience in this area on the roads, and we believe it is very applicable to
rail and some of our projects and research have proved that.”
Rob highlighted an example: “While the rail sector has sophisticated
ways of monitoring the surface condition of tracks and associated rail
pathways, in the road sector TRL has led a number of innovations around
assessing surface condition and also measuring what is called
‘deflection’ – measuring movements beneath the road surface as an
indication of strength and quality – and rail companies are now looking
more closely at these kinds of innovations too. It would mean rail
companies have a much better insight into the rail asset condition, and
this is a major indicator for any kind of asset maintenance investment,”
explained Rob.
“Asset management is one of the big cost drivers in operating road
and rail networks, and we’re also constantly looking at innovative ways
of understanding the conditions of assets such as bridges, tunnels
and retaining walls using technology. TRL has designed and built
some of its own specialist products, and also researched and
evaluated innovative monitoring methods such as unmanned aerial
vehicles that can hover and get images of different assets around the
country, removing the need for physical inspections.”
Helping to find solutions to the challenges faced by rail operators is
really where TRL can add value: “I see rail operators having a big
challenge around driving down the operational costs of the rail
network, supported by the need to improve capacity and journey time
reliability. This has to be linked with trying to decarbonise as much as
possible and make rail travel an environmentally sound public service,”
he said. “In fact, the decarbonising of transportation in general and
specifically the perceived shift from road to rail is high on TRL’s
agenda,” he added.
One of the approaches adopted by TRL for projects is working in
partnership with commercial businesses. “So we – as an innovation
partner – are sitting behind a number of the major asset renewal and
asset enhancement programmes that are already underway and being
procured through Network Rail into the industry,” Rob said.
“Furthermore, in the research area we have a strategic partnership
with RSSB and with other organisations in Europe. We are also acting
as Technical Advisors to the DfT on a number of rail franchise direct
awards and competitions.”
TRL has very strong links with major universities and academic
organisations in the UK and internationally, participating in collaborative
research projects, as well as having PhD students on staff.
Additionally, as an Affiliated Research Centre to the Open University,
suitably qualified TRL staff can supervise PhD students. The
organisation has a big focus on competency and expertise
development that benefits staff, the organisation and industry.
Safety remains at the core of TRL’s research and consultancy work,
not only for road and rail travellers but also for pedestrians and
trackside workers: “We have undertaken innovation work in the road
arena on motorway lane closures and how you manage the safety
dimensions to workers and road users and a lot of that is transferable
into rail and hazardous working environments,” Rob highlighted.
“There is already a lot of maturity in how rail manages possessions
from a safety perspective, but there are different experiences from
road that can be applied and further added to the safety regime.”
www.railwaystrategies.co.uk 7
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Who we were and who we are now is quite different and I saw this as a chance to join an organisation with enormous brand strength, credibility and heritage, and take it into the future‘‘
8 www.railwaystrategies.co.uk
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TRL’s testing laboratories also have a lot to offer in the area of rail
vehicle crashworthiness and occupant safety: “This includes crash
impact testing,” said Rob, “where for example we work with the train
and component manufacturers to assess the crashworthiness of seats,
tables and cab configurations against latest industry standards.”
This is the physical side, but TRL is also looking at the human aspect
to safety, and as a result it has a whole team of human factor scientists
researching the psychology of driver behaviour in road and rail domains.
Rob gives an example of where this crosses over into another research
area where TRL is active – autonomous vehicles: “If you consider a
vehicle that requires no input from a driver while in automatic pilot mode
but at some point the driver has to retake control, the few seconds after
automation is disabled is perhaps the most unsafe moment in terms of
a driver’s situation awareness. Drivers may be more likely to be involved
in a collision in those few seconds due to the need to reacclimatise to
being in control.”
These safety studies also tie into TRL’s expertise in accident
investigation, where it has software tools and capabilities to monitor
and understand accidents. “We’ve done that work with the rail and
road industry in the UK, and we are transferring that knowledge and
expertise into markets such as the Middle East and India at the
moment, perhaps some of the more challenging markets for crashes
and accident investigations,” said Rob. “We are also collecting a lot of
factual statistics on accidents around the UK on behalf of the
Department for Transport (DfT) so they can start to understand trends
that can influence policy decisions.”
Next Rob identified ‘big data’ as an area that is rising up the agenda.
“There is an enormous amount of data being created and collated by
the rail industry. With suitable analysis and management, we can
generate information to improve the way the rail network runs,” said
Rob. “So for example, rolling stock is becoming more sophisticated,
providing more data to the operator. By analysing that data, the
operator can learn more about passenger behaviours while they are in
transit, as well as improve trackside communications.”
Passenger analysis can also be useful in the design of rolling stock
layouts, especially given the need to increase rail capacity in a safe
manner. “This can cover areas like the layout of the carriages,” said
Rob. “It also ties into the whole issue of multimodal transport and the
INTERVIEW I Rob Wallis
movement of passengers from car parks, through stations and onto
trains, and on a wider basis this also includes pedestrians and cyclists.
When it comes to cycling especially, we are doing some interesting work
on how the rail network can support this mode of transport in a sensible
multimodal way.”
TRL is working closely with Transport for London on a number of
cycling initiatives to improve cyclist safety on the roads in London. “I think
the link with rail becomes increasingly important, especially in considering
the rail/pedestrian/cyclist interactions at stations,” said Rob. “These are
much more intricately linked than we give them credit for. If you consider
the cycle-hire scheme in London with the bike racks right outside the
stations, it’s very clear that people are increasingly using this sustainable
travel approach.
“Much of TRL’s work is in understanding the psychological behaviour of
pedestrians and cyclists who do not behave in the same controlled way
as car drivers for example, when they approach an interface. If a car
goes into a railway station car park, the driver normally follows certain
accepted rules and behaviours. There is much more variation in the ways
in which a cyclist or pedestrian may choose to access a station. We’re
trying to understand that variation so that we can make cycling safer, and
the movement of people more efficient.”
As if the list of services from TRL wasn’t already incredibly
comprehensive, Rob added that he is keen to expand the engineering
and assurance offering of the organisation. “In our laboratories we’re
constantly creating pieces of technology to solve problems, but we are
also frequently being asked to evaluate other people’s technology and
give some assurance or certification that TRL has approved it. This is an
increasingly important area because it links back to my experiences in
product and systems certification and I am looking at ways to increase
TRL’s role as a trusted, independent assurance organisation for products
and services from industry.”
He concluded: “The vision of TRL is to continue to build on its role at
the forefront of creating the future of transport, using our independent,
research-based innovation and thought leadership to bring value to
industry. Our aim is to strengthen our position in the UK as our home
market, while continuing to expand our international activities, sharing
knowledge and expertise with government and industry stakeholders
around the world.” zz
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Network Rail commits to CP5l The Office of Rail Regulation (ORR) has confirmed that
Network Rail has committed to deliver plans for a safer, higher
performing and more efficient railway between 2014 and
2019 (CP5).
As part of the multi-billion pound plan for Britain’s railways,
initially published in October 2013, Network Rail will bring
down the costs of running the railways by 20 per cent, while
delivering nine out of ten trains on time on regional, London
and South East and Scottish routes, and improved reliability
for long-distance passenger services. Network Rail will also
improve standards of infrastructure management, network
resilience, and safety for passengers and railway workers.
Over the next five years Network Rail will spend more than
£38 billion on maintaining, renewing and improving the rail
network, which includes the delivery of a programme of
enhancements worth more than £12 billion.
These are challenges for the whole rail industry, not just
Network Rail. Stretching targets and new incentives will get
the industry working closer together for the communities they
serve. Network Rail will publish its delivery plan for 2014-2019
in March.
To read ORR’s Final Determination and summary
overviews, visit: www.rail-reg.gov.uk/pr13/publications/
final-determination.php
zzzzzzzzzzzzzzzzzzz zzNEWS I Industry
Early arrivall Mark Carne, Network Rail’s new
chief executive took up his new role on
Monday 24th February, slightly earlier
than originally planned. Mr Carne joined
the company on 6th January and has
been spending time visiting Britain’s
railway, meeting staff, partners and
funders, customers and experiencing
projects. He has also seen at first
hand the impact on the network
and to passengers of the recent
extraordinary weather, including
several trips to Dawlish.
www.railimages.co.uk
Chancellor unveils the start of rail investment in the north of Englandl The Chancellor of the Exchequer George Osborne
MP marked the start of construction of a fourth platform
at Manchester Airport station on 7th February – the first
phase of a project which spans the north of England.
The £600 million Northern Hub project will provide
significant long-term benefits to passengers and help
stimulate economic growth in the region by providing
faster, more regular and reliable connections between
towns and cities.
Alongside Network Rail’s electrification programme,
more than £1 billion will be invested in the railway in the
north of England by 2019 – for more details visit:
www.networkrail.co.uk/northernhub.
The Chancellor examines work in progress at Manchester Airport
Record-breaking levels of growth continuel A statistical report published by the Office of Rail Regulation (ORR)
shows a record number of passenger journeys on Britain’s railways.
The ‘Passenger Rail Usage’ statistical release assesses rail passenger
numbers and revenue from 2002-03 to 31st December 2013. The
regulator’s report shows that rail usage in Britain has been steadily
increasing over the past decade.
ORR’s latest figures for 2013-14 Q3 (1st October-31st December) show:
l Passenger journeys in 2013-14 Q3 reached 402.8 million. This is the
highest number of franchised passenger journeys since records began
and a 4.5 per cent increase on the same quarter last year.
l Passengers on the network travelled 15.1 billion kilometres in 2013-14
Q3. This is an increase of 2.8 per cent compared to the same quarter
last year, and the highest number of passenger kilometres travelled since
records began.
l Total passenger revenue in 2013-14 Q3 was £2.08 billion, a
6.2 per cent increase on 2012-13 Q3. Continuing the trend, this was
the highest amount of revenue generated within any quarter since
records began.
The report identifies a number of possible factors behind recent
increases in rail usage such as the opening of new lines and stations,
additional train services and ticketing initiatives including special offers
and more competitive pricing.
Read the report in full at:
http://orr.gov.uk/__data/assets/pdf_file/0013/10651/passenger-
rail-usage-quality-report-2013-02-20-q3.pdf
10 www.railwaystrategies.co.uk
In early February, water levels in the River Thames
were at their highest for many years, bringing
disruption to certain routes in the area. Flooding
in the Datchet area and several other locations
meant that trains were not able to run between Staines
and Windsor & Eton Riverside stations.
Meanwhile, the line from Oxford to Didcot was
disrupted, but still running, with flooding at Hinksey.
Network Rail engineers removed sensitive equipment
from the line to allow for a swifter resolution when
water levels dropped. Rising groundwater also caused
problems with equipment in the Maidenhead area.
No way westFlooding on the Somerset Levels and a landslip at
Crewkerne meant there were no routes to the West
Country open to trains on the afternoon of Saturday
8th February. The route from Bridgewater was blocked
by the flooded River Parrett to the south of the town,
while the main line from Castle Cary was blocked by
flooding at Athelney.
The diversionary route via Yeovil was also blocked
by an embankment landslip at Crewkerne. The floods
were being blown into waves by the high winds in
the area, which were washing away the track ballast.
By Monday 10th February two of the three routes
from Exeter to London – via Athelney and Crewkerne
– had reopened, and trains were also able to run
from Taunton to Exeter following the completion of
engineering work at Whiteball Tunnel. The line through
Bridgwater, linking Taunton to Bristol, remained closed
with the flooding on the Somerset Levels.
Battle-ing the elementsThe line between Battle and Robertsbridge was
closed on 4th February for urgent repair work at two
landslip sites, Whatlington Viaduct, and Marley Farm.
The estimated construction time has been halved
through the decision to work 24 hours a day and it
was anticipated that the railway would re-open to
passenger services in the last week of February.
Once a temporary access road had been completed
at Whatlington, machinery was brought to the site,
including two massive piling rigs. These embedded
a 300 metre-long sheet steel wall in the ground to
provide a stable base on which to build the new
embankment.
The slip near Marley Farm was smaller in scope, but
still required a 60m length of steel piles to be installed
and 3000 tonnes of stone delivered.
Over the weekend of 8-9th February, Sussex
suffered a further landslip near Stonegate adding to
two slips that were already being repaired. zz
Weather reportThe rail
network continued
to take a battering
during the early part of
February. Here are just a few of the
stricken areas
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The landslip at Stonegate
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Flooded signalling equipment at Maidenhead
The landslip near Crewkerne
Water covering the railway at Bridgewater – there are actually two tracks here
Water closed the railway at Datchet
Flooding at Bridgwater, with the railway running across
the centre of the picture
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Civs frameworksl Network Rail has awarded framework agreements to cover its programme of
civil examinations and assessments for the next five years. All the agreements
are zero-sum with a workbank of £300 million over the course of the next funding
period – Control Period 5.
A single-supplier zero-value framework has been agreed with Amey to cover
civil examinations across the entire network, with the exception of the London
North Western route, which is delivering its examinations programme using in-
house teams.
Zero-value civil assessments frameworks have been agreed, to cover
each of Network Rail’s routes:
l Anglia – Aecom and Amey
l Kent – Amey
l London North Eastern and East Midlands – Aecom and Amey
l LNW – Aecom, SKM and Opus
l Scotland – Aecom
l Sussex, Wales, Wessex and Western – all WSP.
zzzzzzzzzzzzzzzzzzz zzNEWS I Industry
Improved Tube reliabilityl Latest performance figures from
Transport for London (TfL) show that
overall delays to Tube customers
continue to decline with a 13 per cent
reduction year-on-year.
Figures for Period 8 of 2013-14
(13th October to 9th November)
show that London Underground (LU)
operated more than 97 per cent of all
scheduled train services during the
four-week period, despite disruption
caused by the storm which hit the
south of England on 28th October.
There were 100.4 million passenger
journeys, which was an increase
of 3.4 per cent on the same period
last year. The continuing trend of
long-term improvement on the Tube
follows the success of the London
Underground Reliability Programme,
introduced in 2011.
FCC to carry onl The Government has agreed a deal
with First Capital Connect (FCC) to
continue running commuter services
for the next six months. The new
contract will cover services between
London, Bedford, Brighton and King’s
Lynn and will bridge the gap between
the current contract and the new
Thameslink, Southern, Great Northern
(TSGN) franchise which will start
operating in September 2014.
Direct rail link from the west to Heathrow l Network Rail has laid out its proposals, as tasked by the Government in summer
2012, for a new rail link from the Great Western main line to London Heathrow airport.
The future rail link, subject to planning permission, will allow passengers to travel from
Reading, via Slough, to Heathrow airport via a direct train service. Currently, passengers
wishing to access Heathrow by rail have to travel into London Paddington station
before changing to dedicated airport services.
Network Rail has met with MPs and other local stakeholders to discuss the detailed
plans – known as the Western Rail Access Programme – that would provide significant
economic benefits for the growing number of businesses in the Thames Valley, M4
corridor and south west England and south Wales.
Direct rail access to Heathrow from the west could deliver an increase in business
productivity, quicker journeys to the country’s busiest airports and a boost to
economic growth.
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In this latest phase of the Stafford Area
Improvements Programme, new
signalling will be installed in and around
Stafford station and a new freight loop
will be built in the area which will free space
for much-needed additional passenger
services on the West Coast main line.
A third phase of the project has
been proposed (which is subject to a
development consent order) which would
see the construction of a flyover at Norton
Bridge near Stafford which would untangle
the existing lines and remove the last major
bottle neck on the route.
When complete, the upgraded section of
line will be controlled by Network Rail’s rail
operating centre in Rugby, one of
12 national centres which will eventually
operate the entire rail network in Britain,
replacing more than 800 signal boxes and
signalling centres currently in use.
The signalling upgrade at Stafford
will include:
l The installation of foundations, cable
routes and new signals and gantries
l Installation of new signalling equipment,
power supplies and telecommunications
equipment
l Installation of new points and alterations
to the existing track layout
l Conversion of the existing postal ‘siding’
to a new goods loop for use by freight traffic
l Overhead line works
l Conversion of platforms 1,3,4,5 and 6 at
Stafford to bi-directional working (enabling
trains to run in either direction, which in turn
provides greater operational flexibility)
l Removal of two signal boxes from
Stafford
The majority of the work will take place
at weekends and overnight and the
improved signalling and line is due to be fully
operational by summer 2015.
Second phase of Stafford-Crewe upgrade gets underway
Work has started on the latest phase of a £250 million improvement project which will deliver greater capacity and improved reliability on one of the busiest railway lines in Europe
Stafford Area Improvements Programmel With unprecedented levels of passenger and freight growth on the rail network
and the West Coast main line being full to capacity within less than ten years, the
Staffordshire Area Improvements Programme seeks to remove a major bottleneck
through the Stafford area. Once complete, the £250 million programme will
facilitate the introduction of new timetables between 2015 and 2017 and help to
create the capacity to run:
l Two extra trains per hour (each direction) between London & the north west
of England
l One extra fast train per hour (each direction) between Manchester & Birmingham
l One extra freight train per hour (each direction) through Stafford
The programme will deliver this through the following three key projects:
l Phase 1 – Linespeed improvements between Crewe and Norton Bridge,
increasing the line speed on the ‘slow’ lines from 75mph to 100mph. Running from
January 2013 to April 2014, these works include modifications to the overhead
line equipment and installation of four new signals and will be delivered during
weekends and midweek nights, significantly reducing the impact to passengers
and lineside residents.
l Phase 2 – Stafford resignalling. The installation of a new freight loop and
the replacement of life expired signalling, telecoms and power supplies, with the
signalling control transferred from the existing Stafford No. 4 and No. 5 signal
boxes to Rugby, plus the installation of bi-directional signalling for platforms 1, 3,
4, 5 and 6 and an increase in the ‘slow’ line speeds (predominantly used by local
passenger/freight services) from 75mph to 100mph between Great Bridgeford
(near Norton Bridge) and Stafford. Running from spring 2014 to summer 2015,
the majority of these works will also be delivered during weekends and midweek
nights.
l Phase 3 – Proposed flyover at Norton Bridge. The proposed construction
of a grade-separated junction, including six miles of new 100mph railway, ten
new bridge structures and two bridge enhancements, four river diversions, major
environmental mitigation works, pipeline, road and footpath diversions and the
construction of temporary haul roads. As an infrastructure project of national
significance, the scheme is currently subject to a Development Consent Order,
which provides the relevant powers and permissions to enable successful delivery
of the programme. Upon the granting of the order, main works are scheduled to
run from spring 2014 to 2017, with key commissionings in 2016.
Staffordshire AllianceThe Stafford Area Improvements Programme is being delivered by the
Staffordshire Alliance – a partnership of Atkins, Laing O’Rourke, Network Rail
and VolkerRail, working as part of a new collaborative contract that will help to
transform the delivery of rail infrastructure projects in the UK.
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Ticketing market reviewl The Office of Rail Regulation (ORR) has launched
a review of the rail ticketing market to understand
whether arrangements for selling rail tickets
are encouraging innovation and competition to
the benefit of passengers.The review will focus
particularly on the industry arrangements and
practices with respect to the range and type of
ticket products that train companies sell, the sales
channels and the third-party market for ticket selling.
This year, the regulator will also oversee the
development of a code of practice on provision of
ticket retail information. The Code will provide clarity
on what information passengers can expect from
their train companies. This includes information
on the different types of fares, any restrictions
that apply, and key terms and conditions such as
compensation and refund rights.
Manchester - Liverpool improvement plansl Network Rail has submitted plans for a new section of railway near
Huyton station as part of the £600 million Northern Hub investment
to provide faster, more frequent services across the north of England.
Work is already underway to improve capacity between Manchester
and Liverpool to increase the number of tracks through Huyton and
Roby from two to four. Planning permission is required – through a
Transport and Works Act Order – to construct a new 240m section of
track which will allow additional non-stopping services to run on the
line without being held-up behind local stopping services and freight
trains. Subject to consent, work is expected to be complete by the
end of 2017. More information is available at
www.networkrail.co.uk/huytonroby.
European destination potential l Eurotunnel’s investment of €15 billion, 20 years ago
to construct the Channel Tunnel Fixed Link, created
a vital junction between Great Britain and continental
Europe which is now used by more than 20 million
people per year, of which ten million are on Eurostar
services. Beyond this remarkable success, Eurotunnel
has been convinced for some time that the opening
of new destinations by railway operators would
enable an increase in traffic via these new services.
Eurotunnel commissioned PWC to carry out a study
into these opportunities.
The conclusions from the study are very clear:
l The potential for ‘high speed’ traffic in 2020 is
14.2 million passengers per year
l Just four direct destinations represent 85 per cent
of the increase that would be created by new lines:
Geneva, Amsterdam, Frankfurt and Cologne
l The reduction in travel time is even more important
than price in relation to choice of ticket and has a
direct impact on the growth of market share in favour
of rail over air
l Due to the time required to build up traffic, the
volume captured can be even more important if the
service is created rapidly.
A summary of the study can be found on the
Group’s website at:
www.eurotunnelgroup.com/uk/the-channel-
tunnel/founding-documents/
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Punctual DLRl The Docklands Light Railway (DLR) has achieved its highest scores for
punctuality and performance in its 26-year history. The railway which is operated
on behalf of Transport for London (TfL) by Serco Docklands, ran 99.67 per cent
of its trains on time during the period 5th January to 1st February this year and
also operated 99.77 per cent of its scheduled services. The performance figures
consist of the departure score, which is a measure of how many trains ran, while
the reliability score calculates how many of those trains ran on time.
14 www.railwaystrategies.co.uk
Around 80m of sea wall was destroyed by
high tides and stormy seas at the beginning
of February, causing a significant stretch of
railway to collapse into the sea. The road
adjacent to the railway and several houses were also
significantly damaged, along with damage at Dawlish
station itself.
Network Rail mobilised a range of specialist
contractors, engineers and suppliers from across the
country to help with the work needed at Dawlish and
also took up the offer of discussions with the Ministry
of Defence to see if there was any help which could
be provided by armed forces personnel based in the
south-west.
Initial estimates were that it would take at least six
weeks to reopen the railway, but the immediate priority
was to shore up the damaged section using a concrete
spraying machine which was until recently being used
to refurbish Whiteball Tunnel in Somerset.
Dealing with the damage at Dawlish
The Dawlish diaryTuesday, 4th FebruaryWeather forecasts predict a major storm off the coast of
Devon and Cornwall. Network Rail marine buoys predict
‘black’ storm conditions, with six-metre waves. This is the
first ‘black’ conditions predicted since the system was
installed in 2007.
l 3.15pm – The line through Dawlish is closed to trains
and staff withdrawn to safe locations.
l Serious overtopping by waves is reported through the
evening.
l 9pm onwards, damage reports received concerning
both the railway and the adjoining land.
l 11pm-2.30am Inspections confirm extent of severe
damage.
Wednesday, 5th FebruaryEngineers were on site at first light but unable to inspect
Network Rail engineers have been working around the clock to repair the damage to the railway at Dawlish in Devon as Atlantic storm systems battered
the south-west of England during February
An aerial view of the damage at Dawlish
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the line due to continuing storm conditions. Teams of
engineers, contractors and suppliers mobilised and head
to Dawlish. Work begins on site compound to store
machinery to shore up damage, including spray-concrete
equipment.
Friday 7th FebruaryEngineers have been working through the night to shore up
the seriously damaged section of sea wall before another
Atlantic storm system arrives on Saturday.
Work last night and into this morning saw the rails and
sleepers cut away from the hole and removed. That meant
it was then safe for staff to access the site and begin
removing debris. This was then used to help build an
access ramp so machinery could be brought onto site.
A concrete spraying machine, previously used to
refurbish Whiteball tunnel, began work later in the day to
build up a layer of material over the subsoil exposed by
the wall collapse. This is intended to be a sacrificial layer,
to absorb some of the force of the storm forecast for
tomorrow.
Work is ongoing to demolish the most damaged
platform at Dawlish station itself, prior to rebuilding.
Saturday 8th FebruaryNetwork Rail engineers have again been working though
the night to protect the most damaged section of sea wall.
Rail and concrete sleepers that once carried trains along
the sea wall have been cut away and placed across the
bottom of the damaged section. These are gradually being
reinforced with sprayed fast-drying concrete, which will
form a temporary barrier to take the brunt of the forecast
heavy seas. It is hoped this will absorb enough of the force
of the waves over the next few hours and days so that
the weakened sub-soil, which is very soft, will not erode
further. The most damaged platform at Dawlish station has
been demolished and will be rebuilt in the coming weeks.
Engineers are working in very difficult conditions with
work taking place on a six-hours on, six-hours off basis,
designed around the tidal patterns. Initial assessments are
that it will be at least six weeks to completion from when
work begins.
Monday 10th FebruaryWork to protect the damaged sea wall continues, with a
temporary breakwater erected from rubble-filled shipping
containers enabling the start of repairs to the main area
of damage. Further heavy storms are expected over the
coming weekend.
Wednesday 19th FebruaryFollowing the latest severe storms over the weekend of
14/15/16 February, Network Rail has updated its estimate
of the time it will take to restore the railway at Dawlish.
Work in progress to remove the suspended rails
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Work underway at Dawlish, showing the scrapped rails and the first spray of concrete
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station platform and clearing more debris throughout the
coastal route. To protect the site, 15 steel containers –
weighing around 70 tonnes each – have been installed as
a temporary breakwater and a scaffold bridge was also
built to reconnect services and signalling equipment.
Patrick Hallgate, route managing director, Network Rail
Western said: “We are all conscious of the importance of
this railway to the South West, its economy and the people
of Dawlish. They have been tremendous in supporting our
team and understanding of the challenges we face. We are
confident that we will have the railway back by mid-April
and if we can we will beat that date.”
Mark Hopwood, managing director First Great Western
welcomes Network Rail’s commitment to reopen the line
through Dawlish by mid April, he said: “This will allow
us to restore through train services linking London and
Exeter with Torbay, Plymouth and Cornwall. We appreciate
Network Rail’s efforts to work round the clock to get the
line reopen so we can resume services for customers as
soon as possible.
“Until the line reopens we are running train services
between Exeter and London and between Newton Abbot
and Penzance with bus services linking these to keep our
passengers moving.
“We will be ready to run services once Network Rail
completes the work and until then we will do everything we
can to minimise disruption to our customers’ journeys.” zz
To allow the public to witness the progress of the
restoration live, Network Rail has set up a video feed
for its restoration work on:
http://www.networkrail.co.uk/Dawlish/
It has now advised that the railway will be repaired by
mid-April and that it will be working night and day with
dedicated resources to accelerate this programme. The
most recent storm caused extensive, further damage,
increasing the scope of the repairs. However, the first
defences installed reduced the potential impact and helped
prevent further damage to the houses.
Significant additional damage on the evening of the
14th February has meant that the hole in the seawall is
30 per cent larger and also meant on that day only three
hours work was achieved. A day or two later, because
weather conditions were more moderate, Network Rail
achieved 20 hours production.
Work resumed immediately after the storm of the 14th
and engineers have since laid concrete foundation into
the main breach and the secondary breach at Dawlish
Warren. They have also started work on repairing the
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The view of Dawlish on 10th February, with the breakwater made from shipping containers
Additional damage after 14th February at Dawlish
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www.railwaystrategies.co.uk 17
With a list of clients that includes National
Grid, NTL, Thales and Seeboard by 2000,
Lowery Ltd took the strategic decision
to expand its railside activities in 2003
when it acquired its Principal Contractor’s
License (PCL) from Network Rail.
Celebrating its 60th anniversary in 2010,
the Addlestone headquartered company’s
core geographic area of activity is based
in the south and south east of England,
where it has additional offices to support
its ongoing major projects.
Focused on developing long-term
relationships with its customers since
its inception, Lowery Ltd has gained
repeat business from major firms with
its proven capabilities and performance.
With fully accredited, superior systems
in place, Lowery Ltd continually meets
T he principal operating firm within
the Lowery Group, Lowery Ltd
was established in August 1950
to initially work for British Rail,
the General Post Office (GPO) and its
major customer during this period, Pirelli
Cables. Through installing underground
supertension cables for the Central
Electricity Generating Board (CEGB)
during the 1950s and working in Belfast in
the 1960s, Lowery Ltd further developed
its relationship with Pirelli while also
extending its activities with British Rail,
CEGB and the GPO.
Securing major contracts with British
Telecom, Cable & Wireless and Network
Rail throughout the 1980s and 1990s,
Lowery Ltd had proven its capabilities as
a quality focused and highly efficient firm.
Following more than 60 years of
civil engineering, Lowery Ltd has
gained an excellent reputation for
quality and service
A superior service
18 www.railwaystrategies.co.uk
Aspin GroupThe Aspin Group’s expert and experienced
team works collaboratively with its clients,
providing a wide array of services to the
railway environment and across industry.
Aspin Group provides site investigation,
civil, structural and geotechnical design
consultancy, management, installation
and plant services to deliver all aspects of
substructure and superstructure installation
across the UK and beyond.
Aspin Consulting has specific skills and
knowledge to develop big-picture innovative
designs and solutions together with the
detail and minutiae necessary to deliver.
Aspin can provide the complete solution
from design through to delivery. Innovation,
technology and providing solutions are at the
heart of its service.
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its customer’s expectations by operating
in full compliance with all health, safety
and environmental legislation, while also
delivering the highest quality services.
By giving a high priority to compliance
and continual improvement in all areas of
activity, the company minimises downtime
and significantly lowers the likelihood of
incidents or accidents. All projects are
manned by a highly trained, efficient and
competent workforce and managed by a
capable and experienced management
team.
Boasting the civil engineering and
electrical skills required for the design,
build and commission of heavy voltage (HV)
and direct current (DC) cabling projects,
Lowery Ltd has been actively involved in
the Crossrail project, providing a reliable
service to long-term client Network Rail.
Acting as principal contractor for works
including installation of UTX, buried duct
and surface troughing, fibre and copper
cable terminations and jointing, cable
pulling and lift and shift of existing cables,
CSR board installation and cable laying in
confined spaces, Lowery Ltd has been an
active participant in the development of
Crossrail, which reached the halfway point
of its construction in January 2014.
On top of its involvement in the Crossrail
project, Lowery Ltd has been working as a
principal contractor for major projects and
Class 378 train at Norwood Junction on the East London Line, South stations
Anderton Concrete Anderton Concrete is the market leader in
the supply of cable troughing to the UK rail
industry. Anderton is the sole supplier to
Network Rail for standard cable troughing
(Certificate No. PA05/00318) and the
new revolutionary Anderlite Lightweight
Troughing System (Certificate No.
PA05/05810).
The Anderlite system has an identical
product profile to the traditional product
therefore, a transition from ‘system to
system’ is effortless.
Anderlite reduces the risk of manual
handling with a weight reduction of 30
per cent in relation to standard concrete.
Additionally, this reduction in weight affords
significant transport cost savings of up to
20 per cent, reducing the carbon footprint
for all its industry partners. Anderlite is up
to 50 per cent cheaper than alternative
light-weight systems.
www.railwaystrategies.co.uk 19
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investments in south east territory (E&P)
HV feeder renewals. This is centred around
the supply, management, site works,
possession management, installation,
testing and commissioning of new high
voltage feeder and pilot cables
that replace life expired and oil
insulated cables at locations
based in the south east territory
of Network Rail’s infrastructure.
On top of this, the works include
the draining down of redundant
oil and recovery and disposal
of old cables following the
commissioning of each new
HV feeder and cable.
Link-up approved, Lowery
Ltd incorporates a wide
range of product codes
to support its scope
of operations, while the
company’s rail division is accredited by
BSI to BS EN ISO 9001:2008 Quality and
BS EN ISO 14001:2004 Environmental
standards. Furthermore, the firm holds a
PCL for line-side civil engineering works,
cable supply & laying and cable route
works from Network Rail and is a member
20 www.railwaystrategies.co.uk
of the British Safety Council. Working
directly for Network Rail and London
Underground, as well as a specialist
supplier with major rail contractors,
Lowery Ltd has an assurance team in
place to ensure complete compliance with
all London Underground and Network
Rail’s health and safety requirements.
As an established Principal Contractor
for London Underground’s electrical
enhancement projects, Lowery Ltd
has gained experience from delivering
successful solutions while working
on ETE, SUP and ATC contracts.
These projects include the design and
installation of a new 11kV feeder circuit to
the Old Dalby Test Track’s new switching
station, the design and installation of
DC Cable, upgraded for ‘S’ type rolling
stock in Wimbledon and DC ETE works at
Wembley Park Sidings.
With a long history of delivering civil
engineering solutions and an excellent
track record for delivering projects safely,
on time, on budget, Lowery Ltd guarantees
customer satisfaction with its commitment
to health, safety, quality and environment.
zz zzzzzzzzzzzzzzzzzzzzLowery Ltd
Furthermore, with a focus on continual
improvement and strong relationships
with major firms such as Network Rail
and London Underground, the company’s
reputation as one of the UK’s principle
contractors for rail power suppliers is sure
to continue growing in the future. zz
‘ 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: ITIC@thomasmiller.comWeb: www.itic-insure.com
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www.railwaystrategies.co.uk 21
‘‘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.
22 www.railwaystrategies.co.uk
The year 2009 will be remembered for a paradigm
shift in strategic thinking for the national railway
network. With soaring costs, congestion and
overcrowding, Network Rail brought together an
industry-wide consultation to examine the feasibility of
doing something different. Until that point, Government
had not considered funding any further electrification of
the UK rail network. Indeed, the HLOS (High Level Output
Specification) announced in April 2009 made no allowance
for it. The consultation’s resulting Electrification Route
Utilisation Strategy was presented to Government, and the
industry’s case for electrification of the network accepted.
Things moved fast. In July and December 2009 the
Government announced funding for the first two phases
Powering ahead
of the North West Electrification Programme, a long-term
rolling programme to progressively electrify routes across
the North West, linking more and more destinations with
the already electrified West Coast Mainline. As a result,
operators will progressively be able to offer a greener,
more efficient, cost-effective and faster electric service
over wider distances. To date, five phases have been
announced and a further two are in the pipeline.
Blazing the way“When we set out on this programme only around
40 per cent of the national rail network was electrified,
which is low in comparison with the majority of Europe,”
explained Network Rail’s Senior Sponsor, Jon Clee. The
The North West Electrification Programme is leading the way for progressive electrification and modernisation of the UK railway network. With phase 1 delivered on time and under budget
and phase 2 due for completion at the end of the year, JON CLEE of Network Rail talks to Gay Sutton about the challenges, the triumphs and the continuous learning process
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Powering ahead
West Coast Mainline was one of the last to be electrified
in the North West. Largely completed in the 1960s,
electrification finally reached Glasgow in 1974.
There have been some minor electrification schemes
since the East Coast electrification in the mid 90s, but
NEW is the first significant new electrification to take place
since then in England, so Network Rail faced a number of
challenges for phase 1 of the project. “To overcome these
we have been developing our skills base, our linesmen and
electrical engineers,” Jon said. “And we’ve been building
a new supply chain to deliver this programme. The whole
exercise has been a continuous learning process.”
Before work could commence, Network Rail had to
identify and develop the next generation of technology
for delivering the preferred overhead power supply.
Once defined this could then be rolled out on all future
electrification programmes across the country. What
emerged from this collaborative innovation project is a
system called NR Series II, which draws on current best
practice in the industry throughout Europe and combines
that with Network Rail’s knowledge and experience
of managing and maintaining the existing systems
in the UK. “Simplistically, we identified that the more
components used in an overhead system, the more things
can potentially go wrong,” Jon explained. “So we have
reduced the number of components in a single track
cantilever from 32 in the traditional systems to 11 in
NR Series II.”
Taking this new technology out to Phase 1 of the North
West Electrification programme has been a steep learning
curve. The group’s engineers have learned a considerable
amount from these early installations and will be applying
this knowledge to improve delivery in subsequent
electrification projects around the UK.
Conquering Chat MossPhase 1 is a £60 million electrification of the line between
Castlefield Junction and Newton le Willows, and it
presented an interesting engineering challenge. “Phase 1
goes across Chat Moss which is essentially a peat bog,”
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Feeder station for power, Willow Park
Above: Feeder station for power, Parkside
Feeder station for power, Willow Park
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Jon explained. “When Stephenson originally built the
railway in 1829-30 he constructed a raft of bound heather,
branches topped with tar and timber to carry the railway.
So essentially, the line floats on the bog. The challenge for
us was to install the overhead lines, masts and wires in
such a way that we didn’t disturb Stephenson’s floating
railway tracks.”
The solution Network Rail devised was to install portals
rather than the usual cantilevers, and to make them wider
than usual so the legs would not interfere with the track.
The configuration of a leg on either side of the track and
a beam across the top makes the portal structure much
more stable than the cantilever. In the Chat Moss example,
the legs have also been bedded into piles driven down to
the bedrock beneath, so the risk of pressure being applied
to the floating rail bed is greatly reduced. In spite of these
complications, the phase was completed in December
2013 on time and under the allocated budget.
An enlightened approach to heritagePhase 2, meanwhile, is on schedule and due for
completion in December 2014. Projected to cost
£100 million, it consists of three elements. Liverpool
through Huyton to Newton Le Willows connects Liverpool
to the West Coast Mainline. Huyton to Wigan runs
northwards to the West Coast mainline. The final section is
Ordsall Lane to Manchester Victoria.
There have been two points of interest during this phase.
Firstly, the engineers encountered a number of uncharted
mine shafts that have had to be dealt with. Secondly,
the Liverpool to Manchester route passes through some
of the country’s most historic sites, raising the inevitable
heritage issues. “It passes Rainhill, for example, the site
of Stephenson’s Rocket locomotive trials in 1829. The
heritage issues on this line are fascinating.”
Many of the line’s stations, bridges and viaducts are
listed and have significant heritage value. “They will all
remain in operation, and we are working on them in a
sympathetic manner,” he insisted. “But we have worked
closely with English Heritage throughout, and they have
taken a pragmatic view. They do not see this as something
detrimental to the heritage of the route, but rather as
something that will enhance it and tell the story of how
the railway and railway technology has progressed. It has
been quite an enlightening approach.”
Major signalling workThe scheduled Phase 3 will electrify the branch from
the West Coast Mainline to Blackpool, but a number
of concerns about the age and condition of the line are
causing delays. Network Rail is currently consulting with
the operators and the Department for Transport to decide
whether work include upgrading the rails in order to deliver
a faster service. Even if the linespeed isn’t increased, the
opportunity to renew the signalling system has already
been agreed.
Usually an electrification project includes a programme
of immunisation on the signalling system to ensure the
25kV AC overhead power supply does not induce a
current in the signalling cables alongside the track. “On the
Blackpool line, which still uses the old semaphore signals,
we have established that strategically it would be more
cost effective in the long-term for us to replace the entire
signalling system with a modern one which will then be
controlled from the new Rail Operating Centre (ROC) being
built at Ashburys.”
As a result, it is likely that phases 4 and 5 will begin
before phase 3.
Next up – the first big tunnelsSo far, the North West Electrification programme hasn’t
included any major tunnel engineering, but that will change
in phase 4 which links Euxton Junction on the West
Coast Mainline just south of Preston, with Bolton and
Manchester Victoria. The 101m-long Chorley Tunnel is
a single-bore tunnel accommodating both up and down
Above:Wiring phase 1
of North West electrification
between Newton le Willows and Castlefield Jct
Track being lowered at Manchester Victoria over Christmas to accommodate the overhead wires under Cheetham Hill road bridge
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24 www.railwaystrategies.co.uk
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lines. The plan is to remove the existing track and replace
it with slab track which will not only lower the track bed
and make room for the overhead wires, but will also
make that challenging section of track easier to maintain.
Another piece of work for the Chorley Tunnel is to reinstate
the historic flying arches on the northern exit from the
tunnel, which had been removed a few years ago.
The second tunnel system on this section is at
Farnworth and comprises two bores, the larger of which
originally accommodated two tracks. “The smaller of the
two is currently an extremely tight fit for a diesel, which
effectively exits the tunnel as though it had been extruded
out of it,” Jon explained. “So we have a significant
challenge ahead of us to run two tracks through the
Farnworth tunnel and make room for the overhead wires
and pantograph.”
Rather than lower the track bed on the smaller tunnel,
which poses considerable risks, Network Rail has devised
a plan to widen the larger of the two tunnels so it can
accommodate both tracks with enough headroom for the
overhead wires.
A question of powerThe final element of the current North West Electrification
programme is phase 5 from Manchester Victoria to
Stalybridge. Working in conjunction with the Network Rail
team operating out of York, this is the North West’s section
of the Trans-Pennine route to Leeds. And Stalybridge has
been selected as the crossover point largely for its location
and accessibility for power supply. “Phases 1 and 2 of
the programme have been able to feed off the existing
power supplies,” Jon explained. “But to power subsequent
phases of electrification the National Grid is going to
provide us with a new grid supply point at Stalybridge by
2015, ready for completion of the section in 2016.” Once
this is done, the power feeding arrangements in the region
can be rationalised to better utilise the existing supplies,
and provide capacity for future phases of electrification.
“This is very much a continuously rolling programme,”
Jon pointed out, “and also links in with the Northern
Hub initiative improving the rail infrastructure around
Manchester.” Already, Government has announced its
interest in further electrification phases in the North West:
Oxenholme to Windermere and Wigan to Lostock, both to
be completed in conjuction with the existing phases.
The ongoing infill of electrification in the North West
will enable many services that had previously run diesel
services under the wire up the West Coast Mainline to
convert fully to electric traction. And in the long term, this
will result in an infrastructure capable of supporting longer,
faster and more frequent train services with significantly
lower running costs and higher capacity. “And no doubt
each individual route will have its individual challenges,
partly because of the nature of how the railways were built,
and partly because of the geography they serve,”
Jon concluded. zz
Above:Foundations being brought in place at Manchester Victoria over Christmas
First electrification train at Eccles on 8th December 2013
Foundations being prepared for phase 1 NW electrifcation
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www.railwaystrategies.co.uk 25
26 www.railwaystrategies.co.uk
T he Great Western Electrification Programme
represents an investment of £1.5 billion that will
allow faster, quieter travel, with increased seating
capacity, and improved reliability on one of the
United Kingdom’s oldest and busiest railways. This
programme will enhance the railway line between London
and Oxford, Newbury, Bristol and Cardiff.
With a project of such scope, owner-operator Network
Rail needed a way to incorporate enormous amounts of
survey data with design models from multiple consultants,
to aid efficient project collaboration and streamline
interactions between designers and contractors. In
addition, to encourage efficient data collaboration and
increase productivity, Network Rail followed the BS
1192 code of practice for the collaborative production of
architectural, engineering and construction information.
Network Rail used Bentley Descartes to merge point
clouds, scalable digital terrain models, and raster files
with the consultants’ design models to create a scalable
3D model. Using Bentley Descartes provided Network
Rail with a complete view of the entire project, enabled
efficient design review and effective team collaboration,
and allowed the organization to meet BIM criteria included
in BS 1192. When construction is complete, Network Rail
will then be able to use the 3D model to support its asset
management programme.
Combining scalable terrain models, point clouds, and CAD filesAmong this project’s many requirements is the need
to assess, retrofit, or construct significant amounts
of infrastructure, including 1000 kilometres of single-
track, 12,000 steel piles and 4000 reinforced concrete
foundations, and 164 structures that require gauge
clearance analysis – including bridge interventions,
lowering of track, canopy cuts, and more. Managing such
Modelling the Great Western electrification
a project requires efficient collaboration between Network
Rail and the organization’s many business partners
and subcontractors. Using Bentley Descartes, Network
Rail has established a scalable 3D model as the geo-
coordination platform to aggregate the as-constructed
and design information, including scalable terrain models,
orthoimages, Bentley i-models (containers for open
infrastructure information exchange), and DGN files. The
model is used to streamline the interaction between design
consultants and contractors by enabling the coordination
in a 3D environment of all the designs from design
consultants.
This scalable 3D model also supports design review by
providing efficient 3D visualization of the designs, including
all engineering intelligence. The individual design models
created in industry-specific design applications, including
Bentley Rail Track, are available when reviewing and
navigating the entire 3D model in Bentley Descartes.
By combining a large terrain model draped with
thousands of orthoimages, point clouds acquired by
helicopter, and designs provided in the DGN format and
i-models – which Bentley Descartes supports natively –
the scalable 3D model provides a unique environment to
enable collaborative review, condition assessment, and
construction simulation together with 4D animations.
But the value of the 3D model goes beyond the design
and construction phases, to support Network Rail’s longer-
term asset management program by providing a live 3D
map that indexes and references asset documentation. As
a long-time user of Bentley software, Network Rail uses
ProjectWise as its engineering information management
platform to enable team collaboration and data exchange
in a secure environment among all partners and
stakeholders.
John Nolan, CAD manager at Network Rail explained:
“We have been early adopters of Bentley Descartes V8i
Point clouds and scalable terrain models support Network Rail’s Great Western rail electrification programme
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www.railwaystrategies.co.uk 27
(SELECTseries 4) and this new release provided us with
exactly what we needed. The software’s ability to create
scalable terrain models now allows us to create and
manage terrain models with hundreds of millions of points.
With its fast scalable terrain model manipulation and very
powerful modelling tools, Bentley Descartes allows us to
integrate point clouds and engineering data into intelligent
hybrid models.”
Hybrid models used to assess new designsSome of the challenges of this project included the lack
of up-to-date information on existing assets and potential
inaccuracies in existing documentation. To provide surveys
of the existing track conditions, data acquisition was
outsourced, with aerial LiDAR used for open areas and
laser scanning technology for tunnels. High resolution
orthoimages were also acquired. The point clouds were
colorized and classified initially as ground and non-ground
classes.
Bentley Descartes was used to create a scalable
terrain model directly from the classified point clouds by
processing only the ground points. The scalable terrain
model was then draped with high resolution images and
the vector geometry engineering information referenced
directly into the scene. The model was tiled to cover
separate areas of tens of kilometres.
In order to assess vegetation for clearance, the non-
ground point-cloud data was also merged into the 3D
model. By integrating the coloured point cloud of the
vegetation into the model, Network Rail was able to identify
vegetation areas that needed to be reduced to meet
the necessary clearance for the new overhead electrical
infrastructure.
Tunnel modelling using point cloudsThe Great Western Electrification Programme includes
eight tunnels (Newport, Severn, Alderton, Patchway
Old, Patchway New, Sodbury, Clifton Down, and Box)
ranging from 700 to 7000 metres long, which require
detailed studies to enable the planned electrification. In
such a confined and potentially dangerous environment,
laser scanning technology allowed fast, accurate,
and safe measurement. Although the point clouds by
themselves provide great 3D visualization and on-demand
measurement capability, subcontractors needed traditional
geometries with a high level of accuracy. Using Bentley
Descartes’ Model by Section tool, Network Rail was able
to quickly create loft surfaces of the tunnels.
John Nolan explained, “The modelling capability of
Bentley Descartes V8i (SELECTseries 4) addresses
tunnel modeling perfectly. By defining a template of the
tunnel cross-section and adjusting this template along
the alignment, we were able to model tunnels in 3D with
real-time visualization of the generated 3D surface, which
allowed us to assess quality as we digitized the model.”
Extending ROIIn addition to streamlining the process among suppliers,
and supporting BS 1192, the creation of an information-
rich scalable 3D model including terrain data, point
clouds, orthoimages, and i-models, provides numerous
opportunities to extend the project’s return on investment
from the project. The integrated model allows the creation
of 4D schedule simulations showing each construction
phase, supports project review, enables clash detection,
and also allows driver training and signal sighting. In
addition, the model is very effective for showing local
authorities and individual landowners what effect, if any,
the overhead line electrification (OLE) works will have on
them.
Heading towards a live 3D model for ongoing asset managementThe Great Western Electrification Programme is currently
in the design and construction stage, but Network Rail
is already planning for operations and maintenance by
establishing an intelligent model to support long-term
asset management.
The scalable 3D model will be reused and enriched to
aggregate engineering files including DGNs and i-models,
and to index asset information. Asset documentation,
PDFs, images, and videos, are managed with
ProjectWise and indexed in the scalable 3D model.
Users can therefore navigate and interact with the
3D model, and, by clicking on an asset, access
associated documentation stored in ProjectWise. zz
About BS 1192BS 1192 is the British Standard that establishes the method for managing the production, distribution and quality of construction information, including that generated by information modelling software, using a disciplined process for collaboration and a specified naming policy. BS 1192 is applicable to all parties involved in the preparation and use of information throughout the design, construction, operation, and decommissioning of infrastructurewww.bentley.com
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Network Rail created a scalable 3D model of
the Great Western line, by combining terrain, draped
images and i-models
The newly generated tunnel geometries
have been used for OLE clearances, niche
locations, cable and catch pit locations, and more
28 www.railwaystrategies.co.uk
T he expansion of the electrified network provides
an ideal opportunity to implement modern
protection and control methods in place of the
traditional complex array of hard wired switchgear
control circuits. The Network Rail Integrated Protection
and Control (IPC) project is taking a novel approach to
replacing the hard-wired control circuits by integrating a
modern communications network with Intelligent Electronic
Devices (IEDs) and Remote Terminal Units (RTUs).
IEDs use programmable logic to describe the electrical
functions needed rather than hard-wired control circuits
and consequently reduce installation costs. With this
arrangement, information can be communicated between
IEDs, providing greater flexibility and functionality of the
protection and control schemes. Control and monitoring
of the IEDs is achieved via an interface with the RTU and
SCADA network back to the Electrical Control Room and
its operators.
What is IPC?Electrified routes on the rail network rely on complex hard-
wired circuit breaker protection systems to control the
traction current to trains. On overhead electrical lines,
zz Electrification
Power is nothing without
Protection & Control
these circuit breakers distribute voltages of 25kV with fault
currents up to12kA – a significant amount of instantaneous
energy. Protection systems have complex hard-wired
connections which are interconnected in marshalling
cabinets in substations, but the amount of information that
can be passed through the system is limited. Installing and
maintaining this system is time-consuming, expensive and
can only be carried out by those with highly specialised
training and experience.
Implementing IPC means substituting marshalling
cabinets and complex wiring for a modern network-based
system. This allows more information to be communicated
more quickly and so offers a major improvement on the
protection schemes currently in place. The IPC system
detects fault conditions more quickly and switches
breakers out much faster in fault conditions.
BenefitsA big advantage of this new system is its ability to
implement improved electrical protection schemes, notably
Accelerated Distance Protection (ADP) and Rationalised
Auto Transformer System (RATS). Both of these protection
schemes make use of the new data network.
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Engineering Consultancy Frazer-Nash has been working with Network Rail to construct a safety case for the development and subsequent
roll-out of Integrated Protection and Control (IPC), an important component of the electrification of main routes nationally.
In this article RICHARD JONES outlines the benefits of IPC
www.railwaystrategies.co.uk 29
Power is nothing without
Protection & Control
Under Accelerated Distance Protection (ADP), an
electrical fault, for example a short circuit, can be cleared
in a faster time than under existing Distance Protection.
This is achieved by the IED that detects the short circuit,
communicating across the data network to other IEDs
in a faster time than existing Distance Protection. This
improved, accelerated, distance protection reduces the
amount of costly damage that can occur to equipment
under fault conditions.
The Rationalised Auto Transformer System (RATS) allows
for the reduction in the number of costly circuit breakers
whilst maintaining a fully protected electrification network.
With each circuit breaker costing up to £40,000, there is
the potential for worthwhile savings in these large schemes.
Additionally, as circuit breakers require a location building,
fewer breakers means further savings for the industry. In
relation to maintenance, IPC/RATS offer significant savings,
with less complex location wiring and better information
available for remote diagnosis and reconfiguration activities.
Overall reliability is expected to be better and repair times
shorter as a result.
SafetyAll of these changes to equipment, maintenance and
operating procedures raise the question of safety for both
railway workers and rail users. We have been working with
Network Rail to develop safety cases for both the National
Programme of IPC development and subsequently for
several of the regional roll-outs. We are also safety advisor
to Network Rail on its replacement of the supervisory
and control systems that are used in the electrical control
rooms. This nationwide project is upgrading the existing
electromechanical systems to a new SCADA-based
system to which IPC interfaces. Not only is Frazer-Nash
accredited for rail safety engineering under Link-up but
also has experience of safety good practice and SCADA-
based schemes such as IPC in other industries. Much
of the company’s work is in innovative areas where
their cross-industry approach can bring the necessary
knowledge – and good practice from multiple industries –
to bear on a problem very quickly and with good results.
This is a time of huge change and record investment
for the rail industry, and with the electrification of major
routes, presents a genuine opportunity to embrace new
engineering solutions. IPC represents just one example
of a technology that can improve the reliability of the UK’s
rail industry, and at a significantly lower installation and
operation cost to Network Rail than ever before. zz
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Richard Jones is rail business manager at Frazer-Nash
30 www.railwaystrategies.co.uk
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T he successful bidders – Balfour Beatty,
AmeyInabensa, CarillionPowerlines and ABC
Electrification – will work with Network Rail to
plan and deliver a range of schemes which
will see key routes in England, Wales and Scotland
electrified for the first time.
Once electrification schemes including the Great
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Western and Midland main lines, Liverpool to Manchester
and Preston, the Valley lines in south Wales and the ‘electric
spine’ from Southampton docks to the West Midlands and
Yorkshire are complete, more than half Britain’s rail network
will be electrified with electric trains accounting for three-
quarters of all traffic.
Simon Kirby, managing director of Network Rail’s
infrastructure projects division, said: “Our work to
electrify two thousand track miles represents the biggest
programme of rail electrification in a generation and will
provide faster, quieter and more reliable journeys for millions
of passengers every week while cutting the cost of the
railway.
“Thanks to a firm commitment from government to
invest in electrification schemes across the country, we
are transforming the railway and providing Britain with a
sustainable, world-class transport system that is fit for the
future. To deliver this work in the safest and most efficient
way possible, we need to make the most of the huge
potential within our supply chain.”
Six geographic framework contracts have been awarded,
with each having a defined workbank of schemes to be
delivered. This approach has been endorsed by the supply
chain and industry groups such as the Railway Industry
Association.
Jeremy Candfield, director general of the Railway
Industry Association, commented: “This is a major and very
welcome step in the transformation of the railway. It will
encourage suppliers to invest in the training and equipment
needed for the growing national electrification programme
and pave the way for suppliers’ greater involvement to
maximise the efficient delivery of the projects.”
The inclusion of a significant number of committed
Four suppliers have been appointed by Network Rail to deliver a £2 billion programme to electrify more
than two thousand miles of Britain’s railway over the next seven years, providing faster, quieter, greener
and more reliable journeys for passengers and freight users and cutting the cost of the railway
Electrifying news Overhead catenary carries up to 25kV to power trains
About the winning biddersl ABC Electrification is an alliance comprised
of Alstom, Babcock and Costain, three market-
leading companies in design, engineering and
delivery. ABC Electrification offers focused
turnkey solutions for the UK market drawing
on experience of the partners in the UK and
mainland Europe. Alstom provides global
electrification experience and product portfolio,
Babcock brings trusted UK project delivery and
Costain brings civil engineering innovation and
major project management.
l AmeyInabensa is a joint venture between
public and regulated services provider Amey
and Inabensa, a leading Spanish engineering
and construction company. The partnership
combines Inabensa’s international experience of
electrification, overhead line and traction projects
with Amey’s expertise in rail asset management
and delivery of design and build rail solutions.
l Balfour Beatty is an international
infrastructure group that delivers world class
services essential to the development, creation
and care of infrastructure assets; from finance
and development, through design and project
management to construction and maintenance.
l CarillionPowerlines is a joint venture
between infrastructure and support services
provider Carillion and Austrian-based SPL
Powerlines, one of Europe’s leading specialists
in electrically powered transport systems. The
partnership strengthens Carillion’s existing
capabilities in the rail sector, particularly around
electrification and overhead line work.
Regional frameworksl Southern region: AmeyInabensa
l Central (London North Western, South) region: ABC
l Central (East Midlands) region: CarillionPowerlines
l Central (London North Western, North) region:
Balfour Beatty
l Scotland & North East region: CarillionPowerlines
l Western & Wales region: ABC
The framework agreements are for seven years, with
the potential for three one-year extensions.
www.railwaystrategies.co.uk 31
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twor
k Ra
il
gives suppliers a greater degree of certainty about the
company’s pipeline of work and means suppliers can
target investment so they have the right people with
the right skills in the right parts of the country to deliver
schemes which will improve our railway and boost
economic growth.” zz
Renewing overhead lines at Rugby
Benefits of an electrified railwayl Electric trains are not only better for the environment, but are quieter and
smoother for passengers while causing less wear and tear to the track.
l They are more reliable and often faster.
l Further electrification will also help open up more diversionary routes,
helping keep people on trains and off buses as planned rail improvement work
is carried out.
l Compared to diesel traction, electric services have lower rolling stock
operating costs, higher levels of train reliability and availability and lower
leasing costs.
l The superior acceleration of electric trains can also help reduce journey times.
l Electric trains also provide more seats than diesel trains increasing capacity,
while electric freight locomotives can haul longer trains.
l Electrification can also play a role in reducing carbon emissions as well as
improving air quality and reducing noise.
l Electric vehicles, on average, emit 20 to 30 per cent fewer CO2 emissions
than diesel.
projects within each framework will support investment in
the training and development of the resource pool, including
supporting the proposed development of a Network Rail
Electrification Training Academy, as well as providing the
investment needed to develop innovation and improvements
in the reliability of electrification technology.
Simon Kirby continued: “With billions of pounds set to be
invested in electrification schemes over the next decade,
and with many projects at different stages of development,
it is absolutely vital that the supply market gets a clear,
consistent message from Network Rail about what the
company needs from its supply partners, where and when.
“The framework approach chosen by Network Rail
The event incorporates: MetroRail – network management, operations
and global projects
Light Rail – planning, design and
implementation
RailTel – signalling, telecommunications and
automation
Rail Power – energy efficiency, storage and
recovery
Air Rail – integrating airports with urban
transport networks
Key speakers include: Terry Morgan, Chairman, Crossrail
Mike Brown, Managing Director, Transport
for London
Pierre Mongin, Chairman & CEO, RATP
Andy Byford, CEO, TTC (Toronto)
Peter Dijk, CEO, Amsterdam Metro
MetroRail co-located with Light Rail, RailTel, Rail Power and Air Rail
It’s all about urban transit
l As cities and passenger
numbers grow, urban
transport is becoming
increasingly connected.
Building on ten years of
MetroRail, the urban rail show
is designed to help you cover
every aspect of urban rail
in just two days. No matter
where your interest lies – light
rail, heavy rail or infrastructure
– we have content, networking
and new partners for you.
1-2nd April 2014 Business Design Centre, London
Ibrahim K. Kutubkhanah, CEO, Jeddah Metro
Andrew Bata, CSO, New York City Transit
Dan Grabauskas, CEO, HART (Honolulu)
Ramon Canas, CEO, Metro De Santiago
Didier Bense, Board Member, Société du Grand
Paris
Anne-Grethe Foss, Deputy Chief Executive,
Metroselskabet (Copenhagen)
Aurelio Rojo Garrido, Secretary General, Alamys
Duncan Cross, Deputy Director Operations,
London Overground & Crossrail
Peter Cushing, Metrolink Director, Transport for
Greater Manchester
Geoff Inskip, CEO, Centro (Birmingham)
David Potter, Chief Engineer, Eko Rail (Lagos)
For more details, please download the event
brochure here:
http://www.terrapinn.com/RS-brochure
32 www.railwaystrategies.co.uk
As part of the Underground’s biggest rebuilding
programme, R&B Switchgear Group is working
with UK Power Networks Services (UKPN
Services) to design and manufacture a series of
LV and MV switchboard panels for the SSR3B project on
the District line.
Speaking of the contract, managing director, Mark
Beswick, said: “The Tube is the oldest underground railway
network in the world and is under increasing demand to
deliver the extra capacity needed. Safety is a huge priority
for us working on this project and it is imperative that it is at
the forefront of every design feature. We have incorporated
the latest protection relays from ABB – namely the
Relion® 620 series designed for IEC 61850 Standards.
“To ensure this equipment meets the stringent safety
guidelines needed for substations, we have used ‘FLR’
arc-certified equipment. In the event of a catastrophe, the
inherent design features channel the super-heated gases
and debris vertically out of the switchgear away from
operatives who may be in the vicinity of the switchgear.
“The new switchgear installation will improve the
efficiency of the Underground’s power systems and help
the company deliver a leading transport service.”
Helping 3.5 million London commuters get to work
With around 3.5 million journeys stopping at a total of
270 stations each day, R&B Switchgear Group is working
closely with the team at London Underground and UKPN
Services to ensure a successful handover.
The project commenced in autumn 2013, and is being
constructed at R&B’s dedicated workshop in Greater
Manchester.
Mark commented: “With our previous experience
working with the Maryland Transit Authority in the USA,
Network Rail and the Philippines Light Rail Transit
Authority, we understand the challenges of supporting a
travel service of this scale.
“We will need to work to a strict timeframe to ensure
that the work does not impact the day-to-day running of
the Underground or any further repairs.”
Speaking of the project, Geoff Corcoran, engineering
manager at UKPN Services, said: “Having worked with the
team on past projects, we are confident in their ability to
deliver the results we need on time and within budget.”
As a leading manufacturer of both AC and
DC switchgear, R&B Switchgear Group offers a
comprehensive worldwide service for the maintenance of
switchgear, circuit breakers and all ancillary equipment. zz
A £1.75 million refurbishment of London Underground’s electrical switchgear is being undertaken by specialist engineering company, R&B Switchgear Group
Mark Beswick is managing director of R&B Switchgear Groupwww.rbswitch.co.uk
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www.railwaystrategies.co.uk 33
Reaping the benefit of overseas rail infrastructure investmentl Vehicle and rail washing solutions specialists Smith
Bros & Webb, has won over £2.5 million of new
business as investment increases in overseas railway
networks. Contracts have been won far and wide
including the Mumbai Monorail and Metro for which
Smith Bros & Webb is providing two Britannia Train
Wash plants together with installations for Peenya &
BYP in Bangalore, Taiwan and Hong Kong with several
others in the pipeline. The Britannia train washing
system can be designed to accommodate any type of
rolling stock and will efficiently wash anything from one
single car to up to 200 carriages per hour.
Batteries for IEPl Saft has been awarded a multi-million Euro, five-year, framework
contract by Hitachi Rail Europe to supply turnkey, fully integrated battery
systems to provide vital backup power for passenger safety and comfort
systems on the new Class 800 series Inter City Express Programme (IEP)
trains. The contract covers the supply of MSX battery systems for up to
122 Hitachi Class 800 and Class 801 train sets.
HS2 Ltd invites potential suppliers for views on procurement l At the first HS2 Supply Chain Conference attended by 600 companies last
November, HS2 Ltd made a commitment to undertake a market engagement
exercise with the supply market, to capture their thoughts and opinions, before
further developing the Outline Procurement Strategy to be launched at the next
Supply Chain Conference this summer. Over the next four months HS2 Ltd
aims to engage with potential suppliers (including SMEs), Trade Associations
and Local Enterprise Partnerships (LEPs) to gain their views through discussion
groups and one-to-one meetings.
HS2 Ltd commercial director, Beth West said:
“HS2 will generate billions of pounds worth of contracts, giving businesses
large and small across the UK the opportunity to bid for work during the
construction and operation of HS2.
“HS2 offers this country a much needed chance to re-balance the economy,
support hundreds of thousands of jobs and develop our national skills base.
Understanding and observing the market’s current thoughts and opinions will
play an important part in the development of our final procurement strategy for
Phase One.
“We are also keen to work with businesses who are not traditionally involved
in the rail sector. These can bring best practice techniques and products to
ensure the delivery of HS2. We look forward to engaging with businesses early
on in the process and we would like to encourage them to engage with us too.”
This market engagement exercise has been formally launched with the
publishing of a Periodic Indicative Notice (PIN) in Tenders Electronic Daily,
Reference: 2014/S 025-040069
http://ted.europa.eu/udl?uri=TED:NOTICE:040069-2014:TEXT:EN:HTML
Businesses wishing to express an interest in participating should follow the
instructions set out in the PIN.
The following topics will be included in HS2 Ltd’s discussions with
the supply market:
l Work packaging approaches l Contracting mechanisms l Innovation
l Market constraints and supply chain risks l Sustainable procurement.
Five-year haulage agreementsl Network Rail’s National Delivery Service (NDS) has
signed a contract with five suppliers to provide haulage
for the company’s fleet of engineering trains in control
period 5 (2014-2019). DB Schenker, Freightliner Heavy
Haul, GBRf, Direct Rail Services and Colas Rail will
provide locomotives and drivers under contracts worth
more than £600 million over five years. Each supplier
will provide haulage in different proportions depending
on where on the network the trains are required and the
respective companies’ strengths in those areas. Trains
covered by the contract include possession trains, high
output renewals, rail head treatment trains, snow and ice
treatment trains, shunting and support services
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EGIP alliancingl Network Rail has awarded alliancing contracts with Costain and
Morgan Sindall to develop the detailed scope, programme and target
price for the £650 million Edinburgh-Glasgow Improvement Programme
(EGIP). In a £5 million deal, the companies will now work with Network
Rail to develop in-depth plans for the electrification of the main Glasgow
Queen Street-Edinburgh Waverley line and other major projects that
form part of EGIP.
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A high output ballast cleaner
34 www.railwaystrategies.co.uk
The phrase ‘future-proofing’ is very much part
of contemporary parlance. Therefore it may be
worthwhile taking a step back and reminding
ourselves of its definition. How can it be applied
to infrastructure and specifically to the UK rail network?
In essence, future-proofing is about trying to anticipate
the future and then developing methods of minimising the
effects of stress from future events, and leaving options
open to cater for more eventualities. It is about ensuring
our rail network remains of value in the future and does not
become obsolete.
The need to act is nowAs news of gale force winds, torrential rain and
catastrophic flooding continues to dominate headlines
across the UK, it has become impossible to ignore the
damaging consequences of our ageing rail network. It
shouldn’t take a national disaster of this scale to drive
home the critical need for the UK to future-proof our new
and existing infrastructure.
Passenger journeys have grown 50 per cent to
1.46 billion a year over the past decade, with long-distance
journeys growing at the fastest rate. By 2020 a further
400 million journeys will be made. Furthermore, there is
also limited capacity for freight which is predicted to double
over the next 20 years. Passengers and freight operators
zz Infrastructure
Future-proofing the UK rail network
compete for the same routes but each with different
operating requirements; our rail system is busier than at
any other time since the 1920s and is rapidly approaching
saturation point.
We must use the investment to look to the futureAfter almost half a century of underinvestment, and ever-
increasing levels of rail usage, it is only really over the
past decade that much-needed funds have begun to be
channelled into our rail network. Network Rail is embarking
on its largest ever investment strategy of £37.5 billion for
Control Period 5 (CP5), the next five year regulated plan
which commences from 1st April 2014. Transport for
London (TfL) has an equally well-funded, yet challenging
ambition to upgrade the London network in accordance
with the strategic objectives set out in their 19 Year
Business Plan.
As the Government addresses the necessity to invest
in the UK rail system, and continues to show funding
commitment, it is imperative a forward-looking approach
towards a solution is taken. An opportunity has been
presented, through investments such as that committed
by Network Rail, for the industry to look at how we actually
future-proof the railway, making it an asset for future
generations. It cannot be overemphasised how much our
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Whilst proud of the legacy left by our pioneering Victorian railway designers, we are now experiencing the consequences of the ‘make do and mend’ attitude of
previous generations says DAN RODGERS
Dan Rodgers is head of rail, transportation,
AECOM UK and Ireland, a role he has held
since January 2013. A civil engineer by
background, he has extensive design and
management experience gained delivering some
of the UK’s largest rail infrastructure projects
over the last decade.
www.railwaystrategies.co.uk 35
rail network is inextricably linked to economic growth and
the future prosperity of the UK. Without a focus on future-
proofing, the UK will be seriously hampered in its efforts to
compete with global economies that have been investing in
infrastructure for longer, and more sustained periods.
It is not enough to spend investment on renewing our
ageing infrastructure, we need a radical overhaul. This need
was acknowledged in the Constructing Excellence 2009
report, ‘Never Waste a Good Crisis’, which repeatedly
emphasises the “need to abandon our existing business
models that reward short-term thinking. Instead, we should
incentivise suppliers to deliver quality and sustainability
by taking a stake in the long-term performance of a built
asset.” In the report, Andrew Wolstenholme, now CEO at
Crossrail, stresses we must avoid quick-fix solutions and
embrace whole-life costs, advocating the view of spending
more now, to invest successfully in our future.
Customer experience as a key differentiatorThe future starts with anticipating the ‘art of the possible’
for the UK rail network fifty years from now. This vision
must entail a different customer experience, one where the
train operators and rolling stock companies, and Network
Rail, all work together to put future experience at the heart
of investment and buying decisions, above return on
investment today. A holistic approach towards transport
infrastructure needs to incorporate increased efficiency,
capacity, reliability and safety – all at a reduced cost and
easier to maintain.
A ‘whole journey system’ must be established which
acknowledges the importance of fast and assured
connections and which focuses on improved stations,
ticketing and information systems. Equally, connectivity to
complementary travel modes must be developed to deliver
a seamless journey. Ultimately, customers’ expectations of
cost and quality are on the rise and when we are working
to retain and increase the value of the rail network, they
should be guaranteed an excellent service and overall
travel experience every time.
In the next 25 – 50 years the majority of the assets on
the main lines will have been replaced, but if this doesn’t
deliver a better customer experience and get people
on the trains rather than other modes of transport then
what’s the point? National polls, as recent as that carried
out by consumer group ‘Which?’ in February, highlight
customers’ dissatisfaction at railway companies, as
they hit out at delays, fare rises and cramped carriages,
contributing to a gloomy picture of the railway as it stands.
Learning from the best to become the bestAs a nation we have grown to accept disrupted services
and engineering works as part of our everyday journeys.
In contrast, the messages from the best run railways in
Japan, or the TGV in France, are very different – nowhere
do they allude to ‘future investment’; their messaging
is simple. They separate the passenger experience
from the freight experience and in doing so reliability in
journey times and timetables do not suffer from regular
and frequent shock events. These are the rail systems
we should be aspiring to, indeed, as one commentator
put it in a BBC documentary, ‘Locomotion’, “Japan’s
railways are the envy of the world; fast, clean, frequent and
punctual, they are a daunting example to other nations of
what can be achieved when government, business and
science co-operate for the benefit of all.”
Making the case for high speed railIn terms of CO2 sustainability, we need to ask ourselves
how much longer we can continue flying planes. When
you take into account the amount of time you spend
checking in and checking out at airports, and then getting
into the city centre or final travel destination, flying just is
not as convenient as taking the train. This is why the UK
needs to invest in long-term projects, such as HS2; one
train per hour from London to Glasgow is the equivalent
of flying a jumbo jet from London to Glasgow – but more
practical. Travelling by train should become a natural
alternative, and changing the rail experience is critical to
future-proofing the nation’s railway infrastructure. It will
be interesting to see if Sir David Higgins will rise to the
challenge, as new head of HS2, given his understanding
of the valuable insight which can be provided through early
engagement and strong relationships with all his supply
chain. He is aware of its vitality; the reason he gave for
taking his job was he couldn’t take the thought of the new
railway project not going ahead.
Furthermore, the UK’s economic growth is increasingly
London-centric and in order to bridge this burgeoning gap
we need to put the necessary routes in place to ensure
the regions remain well connected, without the risk of
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improve capacity through grade separation at junctions,
fully bi-directional signalling and greater automatic control
of the train. Technological advances can pave the way
towards intelligent infrastructure; systems which are able
to self-inspect and self-diagnose, predicting and thereby
avoiding faults.
Understanding the value of future-proofing the UK rail networkThe CP5 focus is to continue maintaining and upgrading
Britain’s ageing Victorian rail to meet 21st century
demands. We have to be careful that there is a distinction
between those activities that maintain an ageing asset, and
those that anticipate the future to minimise the effects of
shocks and stresses of future events. Although society can
never be guaranteed 100 per cent protection from extreme
weather conditions, we must strive to have in place a rail
network that is as resilient as possible, whilst at the same
time placing customer experience as a top priority in all
future investment. The nation’s long-term goal should
ensure that at some stage in the not-too-distant future the
UK’s rail network is world-class. zz
failing rail networks leaving them stranded and cut off
from the South. Investment in high speed that will get us
from one corner of the country to the other, and also into
Europe, can provide the necessary connectivity to keep
the UK competitive. Looking abroad, other countries have
already recognised the importance of this investment,
with the Middle East already envisaging a fully operational
GCC Railway, extending from Kuwait’s border with Iraq to
Salalah in southern Oman, by 2017.
Mitigating the climate impactsClearly, in light of this recent weather, the rail network
can be exposed to extreme conditions – whether it is
record-breaking rainfall, prolonged periods of sub-zero
temperatures or unprecedented violent storms. With the
unpredictable weather pattern likely to continue, the UK’s
rail needs to be prepared to deal with any eventuality.
The repeated battering of the West Country coastline
this year has resulted in severe track destruction which
will impact the local economy for months, demonstrating
the ever-important need to factor in resilience to severe
weather conditions. This can only be achieved through
sustained and intelligent investment. Future-proofing is
about implementing systems which build in resilience
and mitigate impacts, both from a design and operational
perspective.
We need to anticipate any eventuality and aim to build
systems which will withstand the consequences of severe
weather as best possible and also guarantee maximum
safety. Investing in a control system for train-train impact
avoidance would eliminate train collision risk. We can
36 www.railwaystrategies.co.uk
Focusing specifically on products and services
covering every aspect of railway infrastructure,
this tenth Infrarail offers something for
everyone. The list of exhibitors already totals
around 140 companies, covering civils, track,
signalling and communications, stations and depots,
and much more.
The exhibition
Alongside company stands, two display areas in
the hall will showcase larger exhibits. The Track,
sponsored by Tata Steel, will take the form of sections
of track for the display of smaller items of equipment
and machinery, while The Yard will feature products
such as road-rail vehicles. The Yard is supported by
the Rail Plant Association. In addition, an area of the
exhibition will be dedicated to stands by member
companies of the Rail Alliance networking association.
Also supporting Infrarail are Network Rail, the
Railway Industry Association, the Institution of Railway
Signal Engineers, the Permanent Way Institution and
the Institution of Mechanical Engineers, among many
other key industry bodies.
Visitors will also be welcome at the Civil
Infrastructure & Technology Exhibition (CITE), which
takes place for the first time alongside Infrarail at Earls
Court. This will cover the closely related theme of
equipment, products and services for constructing
and maintaining vital infrastructure such as roads,
ports, airports, utilities and communications networks.
Seminars, reception & awards dinner
Accompanying this year’s Infrarail will be a busy
programme of supporting activities. Mostly free and
open to all attending the event, these include technical
seminars providing insights into the latest product
innovations, keynote speeches from Minister of State
for Transport Baroness Kramer and other industry
leaders, Project Updates covering Network Rail
programmes and HS2, and The Platform, an open
discussion forum addressing topical industry themes.
Opportunities to make new business contacts
and renew existing ones will be provided by the now
familiar Networking Reception on Infrarail’s opening
day and by the following evening’s Infrarail Awards
dinner, which will recognise significant achievements
by companies taking part in the show. Exhibitors’ job
vacancies and skills needs will also be highlighted by
the Recruitment Wall.
Registration
Online registration to visit the show free of charge is
now open. A link on the event website
www.infrarail.com takes you quickly through the
simple registration process. Pre-registering to visit the
exhibition speeds up entry and avoids a £20 charge
payable for non-registered visitors. The website also
features the very latest list of exhibitors and regularly
updated details of the many activities taking part
during Infrarail. zz
Infrarail 2014
www.railwaystrategies.co.uk 37
The UK’s biggest rail event this
year will be Infrarail 2014,
which takes place at Earls Court in
London from 20 to 22 May
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stGatwick’s Platform 7 open for businessl A new platform has been opened at Gatwick Airport’s railway
station, providing a better service for passengers going to the
airport and unblocking a bottleneck on the Brighton main line.
Transport Minister Baroness Kramer formally opened Platform
7 and its associated facilities on 3rd February, marking the
culmination of more than £80 million investment in the Brighton
line over the New Year.
Network Rail completed the building work over Christmas,
while signalling equipment was renewed at London Victoria, and
rails replaced at Stoats Next Junction, near Purley. Despite the
difficult weather conditions, the projects were delivered on time
and on budget and mark a crucial stage in improving the railway
in Sussex.
More than a third of Gatwick Airport’s 35 million passengers
arrive by train and that figure is expected to rise, along with
demand along the railway in Sussex.
38 www.railwaystrategies.co.uk
Wakefield regeneratedl The Rt Hon Patrick McLoughlin MP, Secretary of State for
Transport, officially opened a new station in Wakefield on
2nd February. The Transport Secretary’s visit to the new Wakefield
Westgate station follows completion of the £8.6 million project to
create a new gateway to the city.
The new Wakefield Westgate station has a number of facilities to
improve the customer experience. These include:
l A new, ‘golden’ footbridge and lifts linking the platforms, making
the station fully accessible
l A new travel centre
l A new First Class Lounge and Standard waiting area
l Four new retailers: Subway, WH Smith, Greggs and Costa Coffee
l Ticket gates to improve passenger safety and combat fare
evasion
l Improved integration with local buses and taxis
l Covered storage for 30 cycles
l Free Wi-Fi across the station provided by O2 for all station users.
The new station building is 71 per cent more energy efficient than
the previous building, achieved through natural lighting and a
photovoltaic system on the station roof. It has been rated ‘excellent’
for sustainability in the widely-recognised BREEAM assessment
standard
Balfo
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Crystal Palace wins awardl Balfour Beatty and Transport for London have received a prestigious national heritage
award for work to refurbish Crystal Palace station in South London. The ‘London
Underground Operational Enhancement Award’, given by the National Railway Heritage
Association, recognises “the upkeep of our rich heritage of railway and tramway buildings
and structures”.
The works were delivered by Balfour Beatty for Transport for London around the continuing
operations of the station and included reinstatement of the grade II listed Victorian era ticket
hall and station to its original form as built in 1854.
It achieved the provision of twenty-first century facilities including step-free access, three
lift-shafts and a new footbridge which now links all six platforms together. Other modern
improvements included new CCTV and mechanical and electrical services including
communications and lighting systems.
The services installed were hidden so as not to detract from the Victorian architectural
features and the Balfour Beatty team worked in close collaboration with English Heritage,
Rail Heritage and Local Planning Authorities throughout the works.
The refurbished interior of Crystal
Palace station, showing the new step-free access
The Transport Secretary Patrick McLoughlin, alongside East Coast’s managing director Karen Boswell, officially opens the new station building
(L-R) Baroness Kramer, Network Rail’s Tim Robinson,
Southern’s Chris Burchell, First Capital Connect’s David Statham
and Gatwick Airport’s Stewart Wingate
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www.railwaystrategies.co.uk 39
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Polystyrene platform l A modular polystyrene extension has been installed
at Peterborough station’s platform 1, with disruption to
passengers during construction reduced from 20 weeks
to 20 days. Three options had originally been considered:
a traditional concrete build; modular steel construction;
or modular polystyrene. Although widely used in Europe,
the modular polystyrene option had only been trialled
once before in the UK by Network Rail, but given it is
available as a Network Rail standard design and would be
achievable within the timescale, the team opted for the new
technology for the extension.
The project team and contractors, Carillion, worked
with Megatech Projects to develop the design and deliver
installation of the 30 polystyrene blocks and matching
concrete surface panels used to build the new platform.
Delivered in just 73 hours including approximately half of
the time to remove existing infrastructure and prepare the
site, the reduced people time on site and improved safety
has proven to be an excellent demonstration of sustainable
delivery with very little waste/spoil generated and a design
life of up to 60 years.
Work progresses at Chelmsfordl Work is progressing to improve Chelmsford railway station,
as part of a £3.2 million investment in customer facilities.
The project, funded under the National Station Improvement
Programme and a contribution from Network Rail, will make
significant improvements to the station which, aside from
Liverpool Street, is Abellio Greater Anglia’s busiest station with
5.5 million passenger journeys made annually.
The works will include a new ticket hall with an open plan
counter service, new toilets, improved customer information
systems and additional retail units. There will also be significant
improvements to access for the London-bound platform. An
additional stair tower is being built opposite the bus station,
linked to the existing stair tower, which will enable a better flow of
people, especially at peak times. Access to the London-bound
platform in the main ticket hall is also being rebuilt in order to
improve the space in the ticket hall and extend the gate line.
l The Network Rail and South West Trains Alliance has announced it will
carry out the work at the station in time for the tournament in 2015. As
well as step-free access between the ticket office and platforms there will
also be improvements to the facilities, including new accessible toilets,
improvements to the existing toilets, resurfaced platforms, new lighting and
a new footbridge – to replace the existing concrete structure.
In addition, Platform 2 will have a greater area set aside for the public
to help cope with the growing number of passengers who use the station
during stadium events.
A total of £5.2 million will be invested in Twickenham station using funding
from the Network Rail and South West Trains Alliance, the Government’s
National Station Improvement Programme and a £1.6 million contribution
from the Greater London Authority via Richmond Council. Work is due to
start on site in May 2014 and be completed by May 2015.
[Caption:]
[Credit:] Network Rail
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Progress with the new bay platform 1 at Peterborough
An illustration of the new station entrance at Chelmsford
An impression of the refurbished station at Twickenham
Readying Twickenham for the RugbyWorld Cup
Abel
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O pened in 1836 London Bridge station is
London’s oldest railway terminus station, and
has undergone many changes is its history.
It is laid out on a Victorian brick-built viaduct
and was developed over time by combining two
independent stations originally constructed by separate
railway companies. The layout currently comprises the
Southern Rail terminus with nine lines, and a series of
passenger platforms serving seven through tracks. The
northern three lines carry traffic from the south east to
Cannon Street, the rest carry Thameslink through traffic
to Blackfriars and beyond whilst also carrying traffic
from the south to Charing Cross. “Without London
Bridge station, Cannon Street and Charing Cross could
not operate,” explained Chris Drabble, senior sponsor,
Network Rail.
London Bridge station handles the footfall of some
40 www.railwaystrategies.co.uk
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London Bridge transformation
The work currently under way at London Bridge will deliver a stunning new
railway station, but this is significantly more than just a station building programme.
Gay Sutton talks to CHRIS DRABBLE of Network Rail who explains how it will unlock the bottleneck of central London and enable Thameslink trains to
pass though the central core at 24 trains an hour during peak times – the frequency you
would expect of a metro system
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Tooley Street
www.railwaystrategies.co.uk 41
52 million passenger journeys a year – approaching the
population of the UK – while a grand total of 117 million
passenger journeys pass on through by train. However,
this historic infrastructure is struggling to cope. At peak
traffic times only one Thameslink train an hour is able
to travel through the station on to central London. This
simply does not fulfil the Thameslink vision for a smooth
flow of passenger traffic between north and south directly
across central London.
The bottleneck this construction project aims to tackle
is twofold. Firstly there is a spaghetti junction of lines
crossing each other just to the south east of the station
at Bermondsey, and at peak times it is impossible for
Thameslink trains to cross the busy existing tracks. The
solution is to remove as many of those crossings as
possible and free up the traffic flow by constructing the
Bermondsey Diveunder – a huge feat of engineering that
will create a grade-separated junction on the eastern
approach to the station, taking the Thameslink lines over
the Kent lines so trains are not impeded in their approach
to the station.
The second impediment to efficiency at peak times is
congestion in the station. Without the redevelopment,
when platforms are heaving with passengers, subsequent
trains may be held outside the station until the platform
has safely cleared. At peak times the effect is a traffic jam
with tailbacks and delays. To solve this problem London
Bridge station has been redesigned, and is progressively
being rebuilt to handle a projected passenger flow of
more than 100 million passengers a year comfortably and
efficiently.
Making it happen
“Although extremely complex to design correctly, the
relatively easy part was deciding what to build,” Chris
said, “actually doing it while maintaining rail operations is
the difficult part. We will be reconfiguring the station so
there are nine through lines and six terminal lines, all at
viaduct level. At the same time we’re building a massive
new passenger concourse at ground level, opening up a
people-friendly link between Tooley Street and St Thomas
Street. It’s going to be the largest concourse in the
country – the size of the Wembley football pitch.”
So how is this being achieved with the minimum of
passenger disruption? The work is scheduled in nine main
phases. The first three will create a new six-line southern
terminal section with longer platforms capable of handling
the larger 12-car trains. The remaining phases will create
the required nine through platforms.
“We started by taking out the southernmost terminal
platform at the viaduct level, and then we cut vertically
down to street level to create the space where we will
be constructing the new passenger concourse. We then
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built bridges over the top of this space to take the new
platforms and tracks. At the end of phase one at the end of
March this year, we’ll hand these back to the passengers
and then move on to take out the next two platforms and
repeat the process until we’ve completed the first three
phases.”
Thinking about passengers
With all this work hidden behind hoardings passengers will
see very little of it, but the impact is likely to be noticeable.
“There is bound to be some passenger disruption at all
stages, and we’re being as honest and clear as we can
with customers. Our research and experience with the
Olympics shows that if we give people the right information
they understand what we’re doing and accept a degree of
disruption.”
By the time this phase is completed the first through
platforms will be in operation, and the southern section of
the new concourse beneath will be opened to the public.
“We then begin to work from the north completing the last
three phases in a similar fashion.”
The station design
When completed, the station will be an impressive piece
of architecture, paying tribute to the Victorian viaducts that
surround it while satisfying the forward-thinking, modern
vision for an area of London that already plays host to the
spectacular Shard of Glass, the glittering More London
business area and City Hall.
Four major criteria lie at the heart of the design. The
first is accessibility: lifts and escalators are strategically
placed to ensure that passengers with reduced mobility
can access all areas of the station. Ease of wayfinding
is the second. The station is a huge building and many
subtle features as well as the obvious signage have been
incorporated into it to ensure passengers can find their way
around quickly and efficiently.
The third is connectivity. Until now, the enormous
Victorian viaducts have acted as a dam separating the
modern business area to the north from the more intimate
and beautiful Bermondsey to the south. “One of the
Council’s aspirations was for the station to be a wide open
area that would invite people to walk through, replacing
the dark tunnels that are there at the moment.” The final
element was ease of use of the platforms. Twelve-car
trains will run on these lines, and they are a quarter of a
kilometre in length. To reduce the distances passengers
have to walk between carriage and concourse, escalators
are located approximately one third of the way from either
end of the platform.
42 www.railwaystrategies.co.uk
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St Thomas Street
The old and the new
Two of the most impressive design features to come
from this process are the dramatic undulating canopy
roof, incorporating expansive areas of window. In
addition the concourse below is a completely enclosed
and weatherproofed public area. The roof is a series of
parallel canopies that slope upwards on the north-facing
side to resemble a sequence of eyebrows, or waves
approaching the beach. The tall windows beneath the
eyebrows not only shed natural light onto the platforms
but also flood the concourse beneath with light via the
concourse-wide escalator voids. Even the undulating
contours of the canopy are purpose designed to signal
the location of the escalators and the doors into the
station.
Outside, the Tooley Street façade is completely modern
with a large expanse of glass that looks out over the
More London business district. The St Thomas Street
façade is completely different. “We are retaining part of
the original 1860s viaducts, and they can be seen all
the way down the street,” Chris explained. “However,
with the Shard next door we’ve tried to pay respect to
the original viaducts and to link them with the modern
design of the Shard. We want to fit the station to the
environment and make it work for the next hundred
years or so.”
Not an easy task. The new design approaches this
by employing arches similar in size and shape to the old
viaduct, matching the brick as closely as possible, but
edging the arches with cleanly outlined concrete rather
than ornate brickwork. Between the arches there are
expansive modern glass windows and doors. “We are
also refurbishing the old arches and opening them up
into shops,” Chris said “Bermondsey is one of the most
densely populated parts of London for creative and artistic
people, and there are many creative businesses here. So
we will be offering them a number of affordable business
units. We believe this will all help towards the regeneration
of the area.”
The railway system
The station is of course merely the most visible part of
the railway system. All the existing track and signalling is
being replaced in what is believed to be Network Rail’s
largest resignalling project. “Our aim is to create a robust
and reliable service coming into the city and make the
system maintainable for the future,” Chris said.
Currently some 60 per cent of the work on the
Thameslink project has been completed, including delivery
of the new Blackfriars station, the Thameslink element
of the vast new interchange at Farringdon station and
expansions to many of the outlying stations enabling them
to handle the longer 12-car trains. Two new through lines
into London Bridge station have also been constructed.
“This was a hugely complex project,” Chris explained. “We
have literally stitched a new viaduct through The Borough
Market area to carry the two Charing Cross lines.” It’s a
very congested space and also one of the oldest parts of
London, where the Romans originally crossed the Thames
Throughout the construction programme, Network Rail
has worked very closely with the archaeologists. “During
our work we discovered what the archaeologists think
may be a pier dating back to Roman times, possibly
linking to the Roman Barge uncovered by Guys Hospital
at another site,” Chris enthused. Other discoveries
elsewhere have required sensitive handling, and these
include a number of bodies outside the cathedral walls
that have now been reinterred in consecrated ground.
Future
The new timetables for Thameslink services will come into
operation on the project’s completion in 2018, the same
year as the new Crossrail services. “Farringdon, where
the two lines cross, will then become one of the most
important interchanges in the country. These services will
be central to how passengers move around London, and
will be very different to how it’s done at the moment.”
A new generation of trains, Siemens Desiro City Class
700, are currently being built for the Thameslink service
and the first is due to go into operation in 2016. In 2018
when the new timetable begins, drivers will simply
switch from manual to automatic for passing through the
London core, enabling the line to reach a full operational
capacity of 24 trains an hour. That’s one train every two
and a half minutes.
“When we reach this stage, the result will be a massive
alleviation of crowding and movement of passengers
around London,” Chris concluded. “So the impact of this
on the transport system will be significant throughout the
city and beyond.” zz
www.railwaystrategies.co.uk 43
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44 www.railwaystrategies.co.uk
Arthur D. Little, the Global Management
Consultancy, launched its ‘Future of Urban
Mobility’ lab in 2010 and in 2011 released its first
global study highlighting the mobility challenges
facing cities on a worldwide basis. This report introduced
the first Arthur D. Little Urban Mobility index, which
assessed the mobility maturity and performance of
66 cities worldwide, and triggered high interest within
the mobility eco-system industry and in the media on a
global scale.
December 2013 saw Arthur D. Little release the second
version of the ‘Future of Urban Mobility’ study, including
an updated version of the Urban Mobility Index, with
an extended scope of 84 cities worldwide as well as an
extended set of criteria. The index finds most cities are
still badly equipped to cope with the challenges ahead
indicating there is still significant potential for improvement.
Arthur D. Little highlights what is holding cities back and,
together with its partner the UITP – the International Union
of Public Transport – identifies three strategic directions
for cities to better shape the future of urban mobility. The
study also describes twenty-five imperatives to consider
when defining sustainable urban mobility policies and case
studies of cities demonstrating best practice.
Arthur D. Little Urban Mobility Index 2.0Plotting the trend Urban mobility is one of the toughest challenges that cities
face as existing mobility systems are close to breakdown.
The world’s population is increasingly city-based.
50 per cent of the population currently lives in urban areas
The future of urban mobility 2.0
and by 2050 this number is expected to reach
70 per cent. Today, 64 per cent of all travel kilometres
made are within urban environments and the total amount
of urban kilometres travelled is expected to triple by 2050.
By 2050 the average time an urban dweller spends in traffic
jams will be 106 hours per year, three times more than
today. Delivering urban mobility to cope with this increasing
demand will thus require massive investment in the future.
In addition to the increasing demand for urban
mobility, mobility needs are evolving. Changing travel
habits, demand for services to increase convenience,
speed and predictability, as well as expectations toward
individualization and sustainability will require mobility
services portfolio extension as well as business model
transformation. Specialized players from other sectors
are assessing opportunities to play a role in the extended
mobility eco-system.
Moreover, in order to reach UITP’s objective of “doubling
the market share of public transport worldwide by 2025”
(compared to 2007 level), public transport stakeholders
are struggling to improve attractiveness, capacity and
efficiency of mobility systems under limited public financing,
demonstrating the need for system level innovation.
MethodologyUsing 19 criteria Arthur D. Little assessed the mobility
maturity and performance of 84 cities worldwide. The
mobility score per city ranges from 0 to 100 index points;
the maximum of 100 points is defined by the best
performance of any city in the sample for each criteria.
In addition Arthur D. Little has reviewed policy initiatives
undertaken by cities to improve the performance of urban
mobility systems.
Where are we now?The overall results find most cities are still badly equipped
to cope with the challenges ahead, indicating there is still
significant potential for improvement. The global average
score is 44 points, meaning that, on average, the 84 cities
achieve less than half of the potential that could be reached
today, applying best practice across all operations.
Only 11 cities scored above 52 points (top 20 per cent
of the score range). The highest score (58.2 points) went
to Hong-Kong followed closely by Stockholm (57.5 points)
and Amsterdam (57.2 points), still indicating potential for
improvement.
There are big differences between the top and low end performers in various regions:l Europe achieves the highest average score of
the six world regions surveyed. “With an average of
51.5 points and nine out of the 25 analyzed cities scoring
above 52 points, European urban mobility systems are the
most mature ones as of today and lead the way in mobility
performance” says Oleksii Korniichuk, manager at Arthur D.
Little and in charge of the Urban Mobility Index. Stockholm
(57.5), Amsterdam (55.5) and Copenhagen (56.4 points)
ARTHUR D. LITTLE and the
UITP explore the success
factors to shape extended
mobility ecosystems of
tomorrow
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Integrated Transport
www.railwaystrategies.co.uk 45
head the table – while Rome (37.2 points), Athens (40.1
points) and Lisbon (41.4) are the worst performing cities
l Latin American and Asian Pacific cities show
slightly below average performance. The continents’
average scores are well below Western Europe (43.9 and
42.8 points respectively) but outperform other regions in
public transport related criterion (financial attractiveness of
PT, share of modal split, smart cards). Most cities in Latin
America show average performance (between 39.3 and
47.2 points) while Asian Pacific cities show the broadest
range in performance – from Hong Kong and Singapore,
which with scores of 58.2 and 55.6 respectively sit at the
top of the global table, down to Hanoi with 31.1 points.
l North America show average performance with
39.6 points. Given their orientation toward cars, North
American cities rank bottom worldwide in terms of maturity.
In terms of performance, they perform above average
overall, but show poor results with regard to number of
cars per capita and CO2 emissions. New York leads the
way with 45.7 points, closely followed by Montreal with
45.6 points.
l Africa and the Middle East are the lowest
performing regions with respective average point
totals of 37.3 and 33.9. While urban mobility systems in
these regions perform well on several criteria due to the
lower number of cars, they are still at an evolving stage
and haven’t reached sufficient maturity. From the limited
numbers of cities in this group (only eight out of the
84 analyzed cities), Kinshasa leads the way with
40.5 points, followed by Dubai which received 39.0 points
and is amongst the highest scorers in the index in terms of
smart cards penetration. With only 28.7 point, Baghdad is
the worst performing city surveyed.
What is holding back change?A comprehensive review of technologies and urban mobility
business models reveals sufficient availability of solutions to
address the mobility challenges. In its 2011 study (Ref. 1),
Arthur D. Little identified three long-term business models
archetypes for mobility suppliers (the ‘Google’, ‘Apple’
and ‘Dell’ of urban mobility). Those business models still
hold true today and each have interesting development
potential. However, these solutions and archetypes
are currently not being applied comprehensively. There
is a clear trend toward “shared mobility” says Oleksii
Korniichuk. “More cars and bikes are being shared in cities,
both via peer-to-peer and business-to-consumer models,
but many of those concepts haven’t yet managed to take
off as providers are still testing different business models.”
Why has the innovation potential not been unleashed?
There is one key reason: The management of urban
mobility operates globally in an environment which is
hostile to innovation. Our urban management systems
are overregulated, they do not allow market players to
compete and establish business models that bring demand
and supply into a natural balance. “Urban mobility is one
of the toughest system-level challenges facing actors of
the mobility ecosystems,” says François-Joseph Van
Audenhove, partner at Arthur D. Little and in charge
of the Future of Urban Mobility 2.0 study. “There are a
plethora of solutions and business models available,
but very few have managed to smartly integrate them
to unleash their full business potential. What is needed
is system level collaboration between all stakeholders of
the mobility ecosystem to come up with innovative and
integrated business models.”
Moreover, a lot of mature cities do not yet have a
clear vision and strategy on how their mobility systems
should look in the future. The lack of synergies between
individual initiatives leads to sub-optimal outcome
in terms of mobility performance, which calls for a
more holistic approach. At a different level, integration
between regional mobility systems still remains very
low in comparison to other parts of the economy as
transport infrastructures have historically been designed
to serve regional rather than supra-regional goals. Cross
regional-links constitute bottlenecks that are likely to
become increasingly costly as the economies continue
to integrate. “In that context, there is a need for stronger
alignment between regional mobility strategies while
respecting each other’s accountabilities and ensuring
solutions are adapted to the local context” says
François-Joseph Van Audenhove.
Strategic imperatives for cities to shape the extended mobility systems of tomorrowThree strategic directions for citiesTo meet the urban mobility challenge, cities need
to implement one of the following three strategies
dependent on their maturity and the share of sustainable
transport in their modal split:
l Rethink the System: Cities in mature countries with
a high proportion of motorized individual transport need
to fundamentally redesign their mobility systems so that
they become more public and sustainability orientated.
The majority of cities in the index (55 out of 84) belong to
this group.
l Network the System: For mature cities with a
high share of sustainable transport modes, the next
step must be to fully integrate the travel value chain
to foster seamless, multimodal mobility while ensuring
‘one face to the customer’ and to increase the overall
attractiveness of public transport by service extension.
This group contains the majority of cities in Western
Europe as well as Hong-Kong and Singapore.
l Establish Sustainable Core: For cities in emerging
countries with partly underdeveloped mobility systems,
the aim must be to establish a sustainable mobility core
that can satisfy short-term demand at a reasonable cost
without replicating mistakes from developed countries.
With access to emerging transport infrastructure
and technologies, these cities have the opportunity
to become the testbed and breeding ground for
tomorrow’s urban mobility systems.
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46 www.railwaystrategies.co.uk
local context.
“Different measures can be considered to define the
right mobility demand management mix for cities to foster
a shift towards a sustainable transport mode,” says
Laurent Dauby, director rail transport at the UITP and
co-author of the study. “The relevance and acceptance
of each individual measure must be assessed based on
the existence of viable alternatives to motorized individual
transport and through a dialogue with key stakeholders,
including citizens, businesses and the real-estate
community.”
l Public transport financing: Finding the right funding
mix for public transport financing will constitute a real
challenge for cities, particularly given the requirements
for service offering extension which imply massive
investments in the future. While fare revenue and public
funding are likely to remain the main funding sources of
public transport systems, public transport authorities
and operators will need to assess opportunities to derive
additional revenues from aggregation of third-party
services and perceive charges from indirect beneficiaries
of public transport.
“Sustainable public transport financing involves finding
the right balance between funding from direct and indirect
beneficiaries and between public and private sources,
while focusing on preserving business model solidity over
short term funding responsibilities,” says Jerome Pourbaix,
head of policy and outreach and responsible for the public
transport financing toolbox at the UITP and co-author of
the study.
“A system-level approach across these four dimensions
is critical: sustainable improvements of a city’s mobility
performance requires simultaneous improvement on each
of the four dimensions as the weakest link will influence
overall mobility performance,” says François-Joseph Van
Audenhove.
In the ‘Future of Urban Mobility 2.0’ study Arthur D.
Little and the UITP elaborate further on those dimensions
and identify twenty-five imperatives for cities to consider
when defining sustainable urban mobility policies. The
study also includes case studies of cities demonstrating
best practices that can constitute a source of inspiration. zz
Want to know more?The ‘Future of Urban Mobility 2.0’ study as well as the
full results of the Arthur D. Little Urban Mobility Index 2.0
are available at www.adlittle.com/future-of-urban-
mobility.html as well as at www.uitp.org/new-study-
future-urban-mobility or contact François-Joseph Van
Audenhove, Partner at Arthur D. Little,
at vanaudenhove.f@adlittle.com
ReferenceRef. 1: Arthur D. Little, ‘The Future of Urban Mobility –
Towards networked, multimodal cities of tomorrow’, 2011.
Four dimensions to consider when defining sustainable urban mobility policiesl Visionary strategy and ecosystem: Establishing
sustainable urban mobility policies requires cities to
develop a political vision and urban mobility objectives
based on strategic alignment between all key public and
private stakeholders of the extended mobility ecosystem.
This should inform a visionary urban mobility strategy
(priorities and investments to achieve mobility objectives),
which ensures the right balance between stretch
and achievability.
“There is now a real window of opportunity to drive
innovation in urban mobility,” says Alain Flausch, UITP
Secretary General. “The time has come for public
transport to step up and to drive innovation in urban
mobility. In order to benefit from those opportunities,
we will need to open our minds and take a much more
holistic view on public transport as authorities and
operators will need to work closely with each other,
and the new market players, to deliver creative and
entrepreneurial mobility solutions guided by a strategic
vision of how cities and regions can be planned
and organized”.
l Mobility supply (solutions & lifestyles): Responding
to increasing demand for urban mobility and to
consumer and business needs for seamless, multimodal
urban mobility requires cities to extend their public
transport offering and adapt it from “delivering transport”
to “delivering solutions”. This transformation can be
achieved through a combination of quality improvements
to the current public transport offering and increasing
customer experience via service offering extension
through partnerships and alliances with third parties.
“The development of a coherent offer within subway
stations and railway stations can significantly improve
customer experience while maximizing revenues from
existing assets,” says François-Joseph Van Audenhove.
“Historically, infrastructure operators have had some
difficulty in setting up an optimal and value-creating
commercial offer. Airports, and to a lesser extent
railway stations, are now at an advanced stage of
their commercial activity redesign as a key element of
customer experience and a key lever of value creation,
whereas local public transport operators still have
major room for growth”
l Mobility demand management: The limited
capacity of current mobility systems and level of
investment required for the development of transport
infrastructure means mobility services extension must
also be complemented with measures to manage the
demand side. Mobility demand management is a delicate
discipline which can easily meet strong resistance.
However, a number of measures exist and some of these
have already derived clear benefits, the relevance of
which should be assessed by cities against the
zzzzzzzzzzzzzzzzzzz Integrated Transport
Netw
ork
Rail
www.railwaystrategies.co.uk 47
Time to give Victoria a makeover fit for a queenl Work has started on a major, multi-million pound transformation of the Manchester
Victoria Metrolink stop. The nine-month project will see the stop completely redesigned
and expanded to provide additional platforms and tracks, accommodating the
new Second City Crossing and wider network expansion – in conjunction with the
transformation of the railway station by Network Rail. As a result of this work there will
also be temporary changes to Metrolink services for the duration of the project.
Record investmentl More than £150 million has now been put into modernising the Tyne and Wear Metro since
the ‘all change’ investment programme began in 2010. Cllr David Wood, chairman of the Tyne
and Wear Integrated Transport Authority, marked the milestone by meeting Nexus engineers and
contractors carrying out the latest projects to improve Metro around Walkergate and Wallsend.
Metro, which is owned and managed by Nexus, was opened in 1980 and carries 38 million
passengers a year, but its network of 60 stations includes infrastructure up to 175 years old,
making modernisation crucial. The line between Newcastle and North Shields is one of the
oldest metropolitan railways in the world, having been in constant use taking passengers
from suburb to city since 1839; it was incorporated into the Metro system in 1982.
TfGM
TfGM
Manchester Metrolink – Oldham Line opens l Thales UK’s Ground Transportation
Systems business has passed another
significant milestone with the launch of
a new service into the heart of Oldham
Town Centre ahead of schedule.
Following a week-long closure of the
Rochdale Line, to allow the track,
overhead power lines and systems to
be connected to a brand-new alignment
through the town centre, final dynamic
testing and driver training has been
successful.
The terminus at Oldham Mumps
integrates tram and bus services and
provides a new, free park and ride site
for Metrolink passengers. Journeys
from Rochdale to Manchester Victoria
take around 45 minutes, while journeys
from Oldham Mumps take around half
an hour.
Left: Artist’s impression of how the new Manchester Victoria Metrolink stop will look once its transformation is complete
Cllr David Wood speaks to contractors installing a new lift at Walkergate Metro
Nexu
s
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48 www.railwaystrategies.co.uk
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzTRACKSURE
Tracksure markets a unique range of patented nut
locking devices that will prevent nut loosening as
a result of vibration and settlement. The products,
which can be used in a wide number of track and
rolling stock applications, enhance safety regimes and
deliver cost and operational benefits.
The Tracksure locking device consists of a modified
bolt with a reverse thread added to the end, which
accommodates both the original nut and the Tracksure
locking nut. A locking nut is applied on to the reverse
thread until it tightens against the original nut, and a
serrated steel locking cap then pushes down over both
the original nut and the Tracksure nut, held in place with
a spring clip. If the original nut starts to loosen (even
microscopically) the locking nut tightens on the reverse
thread with the locking cover combining both actions,
ensuring a fail-safe bolt fixing.
Gerhard Dodl is managing director at the company.
Passionately enthusiastic about the product, Gerhard
is keen to highlight the benefits and simplicity of how
it works: “Unlike other fasteners it can be simply
maintained and does not require expensive capital
equipment to install,” he noted. “Furthermore, with this
product our clients can be absolutely certain that there is
no nut rotation possible, which brings huge benefits.”
He uses the analogy of a seatbelt to highlight how the
Tracksure product could be gradually accepted into the
rail industry (and hopes that it could also be adopted into
Founded in 2003, Tracksure has been working for the last decade to highlight the benefits of its innovative range of engineered fasteners. Gerhard dodl, managing
director, is convinced 2014 will be a breakthrough year for the company
Bolting ahead
www.railwaystrategies.co.uk 49
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
over years of testing and trials, and as rail operators
gradually become open to new methods of working
and begin to install Tracksure solutions, so more doors
open for Gerhard and his team. “I totally believe in the
device – we have even had a visiting professor from an
Oxford University confirm to the Permanent Way Institute
that Tracksure’s locking system cannot come undone,”
he said. “But of course rail operators have certain
procedures in place, and we have to get it accepted
that after 150 years of the old way of working, now there
is a bolt that won’t come undone, and this means that
there is an opportunity to change existing maintenance
procedures and that this will bring cost savings.”
London Underground was one of Tracksure’s earliest
progressive supporters, starting with small tests, and
moving onto general approval, with a lot of bolts installed
on the District Line amongst others. “We are working
with engineers who are very keen on our bolts and we
are growing the business there,” said Gerhard. “And I
anticipate that as we continue to prove the system with
London Underground, we will be able to break through
into other metro systems. Indeed, in this way we are
moving with LB Foster into the Transits in a number of
USA cities.”
Gerhard explained that LB Foster is a very large
player in the US railroad market, with which Tracksure
has been working. “We started some trials in railroads
and one major railroad in America has already started
to specify our products on large diamond crossings,
which is a major achievement. LB Foster will give us the
ability to roll our products out to a large market, as it
has an established and trusted sales force with the right
contacts in the railroads, which can highlight the benefits
of our device.
“On the Transit side, trials have been going for about
16-18 months, as regulations have to be followed, but I
now believe they are convinced about our product
and we will soon see some commercial orders in a
major city.”
Metro and underground systems have stringent
maintenance procedures that require (depending on if
other markets such as wind farms and oil and gas in the
future too.) “When you consider the seatbelt, 45 years
ago they weren’t even included in cars. Then later they
became an option, and today they are mandatory, and
you wouldn’t drive without one,” he explained.
“In this same way, rail operators can continue with
the same processes as before, but they can add on a
locking device that isn’t interfering with the standard bolt,
but that brings enormous cost benefits from changed
maintenance procedures and also brings positive safety
improvements. So it’s not a revolutionary transformation,
we are not changing standards, we don’t change what is
already there – we just put the ‘seatbelt’ on.”
In fact, the device itself has been proven successful
Bolting ahead
Tracksure sample bolt
Engineered Fasteners that are simple to install, serviceable and totally effective.
www.tracksure.co.uk0044 1525 840557
Tracksure, enhancingSAFETY and PRODUCTIVITY
on all infrastructure.
www.railwaystrategies.co.uk 51
the application is critical or non-critical) scrutiny of bolts
as often as every 24 hours. “This product would make
absolutely certain in the right application that a bolt
cannot come undone and that would allow the operator
to utilise its resources in a much better way,” highlighted
Gerhard.
Interest in the Tracksure bolt is now almost global,
with the company being active in Spain, and recently
obtaining a Type Approval for an application on the
German railways that Gerhard believes will offer up
further opportunities. The Hungarian railways approved
the product over two years ago and are appreciating the
cost and safety benefits, and the Italian state railway (RFI)
is also very interested in discussing it further. “We have
a very good agent in Italy who got us into a private rail
operator about four years ago – after two years of tests
they approved the product, and we have been fitting it
onto fishplates with great results.
“This opened the door into RFI and this required
another in-house lab test. This went very successfully
and we are now certified to EN13481-7, which is
specifically for switches, crossings, and check rails. This
certificate and another successful trial opened the door
to get test installations into the main track of the RFI,
and at the moment the tests have done well and I will
be in Rome discussing this further very soon with senior
management,” he said.
With every new reference, another door opens and
Gerhard works hard to ensure that no opportunities are
missed where his products can genuinely bring benefits
to operators: “I participated with the company at the
AusRail show in Sydney at the end of Nov 2013. A large
operator had seen a lot of success with our bolts and
fishplates in a very remote and challenging location in
South Australia, so we decided to exhibit there and show
what we can offer. We are now talking to the various
state railways, as well as mining operators. There are a
multitude of mine owners who require maintenance-free
tracks because any downtime costs them a fortune.
We are negotiating with potential distributors in Australia
and a number of operators and as a result we will
start another trial very soon with one of the largest
contractors in Australia – I just can’t give you a
name yet!”
Expanding across the world without investing in
large overheads requires a careful business strategy,
and Gerhard explained that Tracksure convinces an
operator in one market, and then copies that and
transfers it to another. “We are trying to incorporate
our products with local suppliers and this is already
working through an agent in Italy, and distributors in
Holland, Spain and Hungary.
“In this way we work with local experts that already
have the contacts, and that means expansion can go
ahead more quickly. I think this will happen now, as
we have been through the testing processes, and the
official procedures, and a lot of bureaucracy, and now
we have a customer base who has tested and loves
the product, who are keen to come back to us and
work with us.”
After just over ten years of hard work, Gerhard
remains as passionate about his product as when
the company was founded: “Every bolt we have fitted
globally wherever, has remained tight,” he announced
with pride. He now feels that his persistence is really
starting to pay off and in 2014 Tracksure will see a
big breakthrough. “Our business is growing rapidly
and I am confident to tell our long-term investors that
some serious revenue is just around the corner,” he
concluded. “I see this company growing globally and I
think it will be a great success story, of a small British
company achieving worldwide success!” zz
www.tracksure.co.uk
zzzzzzzzzzzzzzzzzzzzz TRACKSURE
Tracksure Holland
Tracksure LondonTracksure Italy
Engineered Fasteners that are simple to install, serviceable and totally effective.
www.tracksure.co.uk0044 1525 840557
Tracksure, enhancingSAFETY and PRODUCTIVITY
on all infrastructure.
Shedding new lightl AVA Lights has secured a contract to supply energy-
efficient lighting to Virgin train stations across the country.
Virgin Trains has invested in AVA’s LED lighting technology
to help reduce energy consumption and maintenance costs
for many of its train sites across the UK. The large-scale
refurbishment project, which began in February, will cover
over 13 train stations and car parks nationwide. These include
Coventry, Lancaster, Carlisle, Wigan and Penrith, with more
locations expected to follow during the year.
52 www.railwaystrategies.co.uk
Long-term partnership to continue l telent Technology Services Ltd has
been awarded an extension to their on-
rail telecoms support and maintenance
contract with Level 3, formally Global
Crossing UK Ltd. telent has been
supporting Level 3 across the UK since
March 2009 and has now been granted a
multi-million pound five-year extension to
the original contract, ensuring continuity
until March 2019.
The Level 3 on-rail infrastructure is
vital to the UK rail industry as it is used
operationally by Network Rail and the vast
majority of train operators. The fibre-optic
network alone spans some 14,000km,
and carries vital business-critical services
for many UK organisations. telent
supports this network day and night.
In addition to supporting the on-rail fibre
network, telent also supports Level 3’s
Railnet voice estate which comprises over
250 PBX and over 40,000 telephony end
points. These services are again vital to
the UK rail industry as they are relied upon
by Network Rail and many other UK rail
industry participants.
Protection and control IEDs for the Undergroundl ABB has made a major breakthrough on the London Underground with the first project to
feature its state-of-the-art Relion IEC61850-compliant protection and control IEDs (intelligent
electronic devices). The Relion IEDs will be installed at six substations currently under
refurbishment for the SSR (Sub-Surface Railway) Upgrade Package 3B project to ensure the
reliability and continuity of the uprated power supplies essential for the smooth running of
London Underground’s new generation rolling stock. An operational benefit is that engineers
can access the REF620 via a web interface for remote access to settings and data. ABB has
also engineered out batteries, meaning that the IEDs are essentially maintenance-free.
zzzzzzzzzzzzzzz NEWS I Products & Services
RISAS approval for ZFl ZF Services UK has recently been
awarded the RISAS approval for the
overhaul and repair of both ZF and non-ZF
traction and rolling stock transmissions,
including final drives and gearboxes, at its
Nottingham facility. The Railway Industry
Supplier Approval Scheme (RISAS)
provides safety assurance for suppliers and
services, including enhanced performance,
product quality, as well as helping to
improve efficiencies in the supply chain.
Parcel lockers on the Tube
l InPost has finalised an
agreement with London’s
transport authority, Transport
for London (TfL), to install parcel
lockers in the car parks at London
Underground Tube stations. The
terminals will be located in the
station car parks enabling 24/7
access to the machines. InPost
intends subsequently to expand
the network to the bus, coach
and railway stations in London.
InPost’s parcel locker network in
the UK currently exceeds
800 terminals.
zzzzzzzzzzzzzzzzzz Craig & DerriCott
www.railwaystrategies.co.uk 53
master controls, power break controllers, cab isolation
switches and driver key switches. We provide switchgear
equipment, from milliamps right up to 4000 amps.”
Working closely with the customer, the business
designs and develops components and solutions that
overcome obsolescence issues. “The demand for reverse
engineering has grown, because trains last up to 30
years, but unfortunately these days, many companies
do not,” Jon points out. “We have a full R&D department
with engineers using CAD and 3D modelling, focused
purely on rail projects. The department works closely with
manufacturing, and as a result the engineers are involved
throughout the process from start to finish,” he adds.
Greater efficiency, lower power consumption and longer
life; the terms have become familiar in the drive towards
a more sustainable future. Following the government’s
decision to make obsolete T12 fluorescent lighting and
soon to follow suit, the T8’s, the sector faces a potentially
dark future. New projects will ultimately utilise LED flat
panel technology, but for the refurbishment market, Craig
and Derricott have developed a solution in the form of
LED tubing, which can be replaced in existing fittings
with minimal wiring changes. The new product has
been released following several complex trials, meeting
all specifications, and the business looks forward with
Performance LED, industry drivenIn an interview with Railway Strategies, Jon Beaumont, business development
manager, sheds light on future interests of Craig and Derricott as it releases industry changing LeD technology
The history of Craig and Derricott in the rail industry
stretches back over 60 years. Predominantly
involved within the rolling stock of the industry, the
company has worked with an array of businesses
including Alstom, Bombardier and Hitachi, and today
employs 90 people, with 30 per cent of sales attributable
to contracts within the rail sector.
“We are involved in new build
and refurbishment projects,
as well as the design of
new components,” begins
Jon. “Our target market
is the UK, although we
have established a
partnership with Mafelec
in France,” he continues.
Providing solutions for
both rail infrastructure
and rolling stock, Jon
goes on to say: “We
offer a wide range of
very bespoke equipment,
from the overhaul and
new construction of drum
switch un-couplers, to
54 www.railwaystrategies.co.uk
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
confidence having secured its first major order surrounding
the innovation.
The fully UK owned business is recognised for the
quality of its products and a full understanding of market
requirements is gained through talking to manufacturers
of trains and refurbishment companies like Rail Services,
Wabtec, Bombardier and Alstom, as well as talking
closely with ROSCOs and operators, visiting depots to
generate business. “Over the recent period we have been
concentrating on refurbishment work, although interests
are again growing in new build. It is through the knowledge
of the market, listening to the needs of the customer and
delivering the products that they want, that we are able to
supply to the market on several levels.
“We are expecting to receive orders from Hitachi in
Japan for a range of products on the Intercity Express
Programme (IEP). Following the government’s decision to
electrify the Great Western Main Line to Swansea, Hitachi
will deliver the new trains for passenger service.”
Set with a focus of maintaining a skills level that supports
the steady growth the business has seen over the last few
decades, Craig and Derricott continually takes on graduate
engineers as it looks to develop skill sets through training.
With the industrial sector of the company expanding
into foreign soil, Jon explains the limits to the rail trade
interests extending so far: “We are involved in a project
with Mafelec in South Africa, but as with rail projects in
the UK, the contractor is looking to source the majority of
manufacturing locally. To continue in this direction long-
term would require establishing sales and manufacturing in
Class 378 train at Norwood Junction on the East London Line, South stations
www.railwaystrategies.co.uk 55
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Craig & DerriCott zznew locations. Such an undertaking can only happen
with the assurance of a sustainable market and
confirmed orders.”
The news announced in February 2014 surrounding
the success of Derby based Bombardier on the
£1 billion Crossrail contract is positive news for UK
based manufacturing with an estimated contract spend of
74 per cent in the UK. “Over the last 15 to 20 years there
has been little opportunity to introduce new products as
electric style has remained constant. It has therefore been
our strategy to focus on refurbishment. However the new
project gives us the scope to introduce and focus on our
new range of products for potential use in the deal,”
says Jon.
Remaining committed to its contracts with Hitachi
on the IEP project, the drive to introduce the LED tubes
into the refurbishment market will continue. Highlighting
the future vision for the business, without hesitation, Jon
exclaimed: “We don’t want to stand still. Our aim is to
help the UK rail industry to solve issues and problems,
overcoming obsolescent issues. Our focus is steady and
sustainable growth. The new high-speed rail link and new
build train contracts promotes a positive period ahead.” zz
56 www.railwaystrategies.co.uk
l The railway electrification programme is one of
the most significant railway investments in decades.
Increasing the electrification of Britain’s railways will lead
to cheaper, faster and more efficient trains along with
rail becoming part of a long term low-carbon, more
sustainable transport strategy. However, bridges and
tunnels pose a challenge for an electrification scheme,
since catenary may not suit the original gauging to fit
underneath the bridge. As part of the electrification
programme, FutureRailway, Network Rail and the
Department for Transport will shortly be running a
competition to develop technology enabled solutions
addressing the avoidance of bridge reconstruction.
The competition aims to find solutions and ideas to
harness novel methods of increasing the clearance below
the bridge whilst avoiding reconstruction, minimising the
cost of the works and disruption to the service beneath
and across the bridge. This could include techniques to:
l Allow OLE equipment to run underneath the bridge for
current collection purposes
l Improve the sophistication of gauging design
and assessment
l Secure additional clearance by lowering the track
without compromising the bridge structure.
There are also opportunities to improve operating
efficiencies and solve issues around the overhead and
third-rail changeover that will continue to exist within
the network. Overall, there is significant opportunity to
innovate and make electrification easier, cheaper and
safer by applying the latest and best technologies.
Any solution proposed has to be deliverable within
conventional bridge reconstruction railway possession
times. Techniques which require full bridge reconstruction
are out of scope for this project.
Enquiries about the Bridge Reconstruction competition please contact:
bridgereconstruction@futurerailway.org
FutureRailway launch structures electrification competition
Centre of Innovation in Rail – Partner OrganisationsThe role of the partner organisations is key to the success of
this RGF funded project. Each partner brings an essential
component to the proposed Centre for Innovation in Rail.
l Institute of Railway Research –
www.hud.ac.uk/research/researchcentres/irr/
l RSSB – www.rssb.co.uk/Pages/Main.aspx
l Unipart Rail Ltd – www.unipartrail.com/
l Omnicom Engineering Ltd – omnicomengineering.co.uk/
l National Skills Academy for Railway Engineering – www.nsare.org
zzzzzzzzzzzzzzzzzzzzz NEWS I Research
Centre for Innovation in Rail gets underwayl The Government is providing crucial funding enabling the
University of Huddersfield’s Centre for Innovation in Rail (CIR) to go
ahead. This £4 million Regional Growth Fund grant will be matched
by the project partners. The overall investment in the project is over
£20 million.
The CIR will be based within the internationally-renowned Institute
of Railway Research (IRR) at the University and will build on the
Institute’s strategic partnership with RSSB, with the support of the
National Skills Academy for Rail Engineering (NSARE) and technology
partners, Unipart Rail and Omnicom Engineering.
The Institute was formed at the University of Huddersfield in 2012
and the RGF funding will take the size of the team to 40 research
staff. Its director, Professor Simon Iwnicki, expects the CIR to
capitalise on the best of the Institute’s research output and embed
this within the UK railway industry.
“The research and training carried out by the Centre will contribute
to the strategic needs of the railway industry as outlined in the Rail
Technical Strategy and will increase the level of innovation in the
industry and reduce the barriers to knowledge transfer and reduce
industry costs,” said Professor Iwnicki.
The new facility will build upon the world-class product design
and R&D capability of the project partners, to provide industry and
academia with training, research and expert services to develop and
improve critical engineering interfaces in the rail industry. The IRR’s
assistant director and CIR project manager Dr Paul Allen explained
that the Centre will have a dedicated team comprising academics,
researchers, business development staff and administrators.
“This will include all aspects of vehicle design and track
construction to increase safety and reliability, reduce asset costs and
drive performance improvement of the railway system. Priority will
be given to assisting regional SMEs to develop competitive products
and services that can be brokered into the railway supply chain, and
result in new job creation and up-skilling of the workforce,” said Dr
Allen.
Professor Iwnicki added: “We are delighted that the Government
has agreed to help fund this initiative and I would like to thank all our
partners for their support in putting the proposal together.”
Gateless gate-lines competitionl FutureRailway is launching a £2 million Future Ticket
Detection Competition. This intends to look at alternatives
to the existing gate-line and ticket detection system in
order to cope with increased passenger flows within the
same floor space. Safety, security, and revenue protection
will be significant factors in finding a solution to this
challenge.
The competition is seeking solutions and ideas to meet
this challenge, which could include:
l Ticket detection systems
l Revenue protection methods
l Interfaces with existing systems
Ideally the proposal would offer a complete solution
covering people, process and technology. The initial focus will be on the most congested stations in Great Britain but solutions must be equally
relevant to any station size. Any proposed new system should not reduce revenue protection, but should consider the needs of different
passenger types and must be compatible with the existing national rail infrastructure (both physical and digital).
Any solution proposed has to fit In with the Department for Transport’s vision for ticketing, focused on ITSO. Proposals which cope
appropriately with existing ticket types, whilst offering a migration strategy towards potential new ticketing types, would be particularly welcome.
The competition will be formally launched on 21st March and a briefing/partnership-forming event will be held on 2nd April to allow bidders to
gain further information about the competition and seek partners to form a consortium.
For further information, please contact: gatelessgatelines@futurerailway.org
zzzzzzzzzzzzzzzzzzz zzNEWS I Research
www.railwaystrategies.co.uk 57
Call to action – join our research panel today!
l Railway Strategies and market research consultants Accent have joined forces to create an exclusive research panel for members of the rail industry to voice their opinions on the latest hot topics. Together the team will tackle the most pressing and urgent issues affecting rail, and we’d like you to get involved. We feel it’s imperative to listen to the voice of the industry when it comes to notable events and changes and we would like to hear from you. Every two months, we will issue a questionnaire on a hot topic, which will take no longer than five minutes to complete, and then feedback your views and opinions. Speaking about the panel, Rob Sheldon, MD at Accent said: “The research panel is a great way for industry professionals to express their opinions on the items topping the news agenda. What’s also really interesting is to have these viewpoints from across the industry and see the effects upon the sector as a whole.” Martin Collier, editor at Railway Strategies added: “We receive a lot of research-
based news stories, but what’s great about the panel is the research findings come from our readers. We can set the agenda and look in more depth at some of the topics affecting the rail industry, both now and in the future.” Topics will vary depending on what’s making headlines and will cover any ongoing subjects such as HS2 and where best to spend budgets? What passengers are saying and how to improve customer service are just the tip of the iceberg. In addition, if you feel there is an important issue which needs the attention of the panel, simply let us know. Joining the panel couldn’t be simpler, all you need to do is email yasamin.mehraj@accent-mr.com with your details. Once you have signed up you will automatically be sent the bi-monthly questionnaire. All responses will be kept anonymous unless you express your consent to be quoted within Railway Strategies.
58 www.railwaystrategies.co.uk
Emergency repairs are being carried out to the decimated railway
line in Dawlish which was destroyed in the recent storms.
Technical specialists from Professional CP (formerly Pochins),
who were prevented by the dangerous weather from beginning
emergency repairs as soon as they had hoped, spent a week pumping
4500 cubic metres of concrete into the precarious section of the sea
defence wall to help prevent further erosion. The team used a pump to
deliver concrete across distances of up to 160 metres alongside two
static pumps, with work carried out 24 hours a day by four men working
12 hour shifts. Pump operators slept in their cars next to the equipment
while waiting for yet another storm to abate before continuing work as
soon as it was safe to do so.
The first round of storms saw around 80 metres of the coastal
defences fall into the sea after being battered by huge waves, leaving a
significant stretch of railway line hanging perilously in mid air and cutting
off a vital train link connecting Devon and Cornwall with the rest of the
country. Temporary protective shipping containers installed to prevent
further damage were breached during a subsequent storm, and waves
eroded the sea wall still further. zz
Pumping concrete to repair the Dawlish damage
zzzzzzzzzzzzzzzzzzzz Plant & Equipment
www.railwaystrategies.co.uk 59
l Machines with a massive reach
in excess of 25 metres are being
used to remove several thousand
tonnes of material and install deep
counterfort drains on the rail slope.
Designers of the scheme reduced
the angle of the cutting to safeguard
against future land slippage, with
the addition of drainage to get the
water away effectively and reduce
the risk of the ground failing.
The specialist machine supply
is by WM Plant Hire, with long-
reach excavators ranging from
four to 115 tonnes and a reach of
over 30 metres. Using their own
experienced PTS Operators, the
methodology and planning has
provided minimal disruption to the
train operations with the works
programmed under line blockages.
The sequence of excavating
material at night and drainage
installation during the day has
proved most effective. zz
Earthworks use long-reach solutions
Essential maintenance work on a rail embankment near Chipping
Sodbury is using long-reach excavators to complete a major
re-profiling exercise.
zzzzzzzzzzzzzzzzzz zzPlant & Equipment
Work in progress at Chipping Sodbury
60 www.railwaystrategies.co.uk
Unwavering political support for major infrastructure
projects such as HS2 and Crossrail demonstrates
this Government’s determination to radically
overhaul Britain’s rail network. Public support
has also been cited as a major reason for the huge sums
of money being ploughed into these schemes, with a
reduction in travel times and the delivery of up to 400,000
new jobs at the forefront of a recent publicity campaign.
However, with tens of thousands of households potentially
being subjected to high levels of noise from the new lines,
much work needs to be done to ensure that high speed
rail lines are a help not a hindrance to small communities
and villages living close to proposed routes. IAC Acoustics
is providing some of the latest technology to address this
issue to ensure that railways are a much quieter transport
method in the future.
Noise reduction an important planning considerationNoise has already been recognised as a major issue by
the Government when considering the implications of
both HS2 and Crossrail on local communities, as well as
by protest groups who are using the issue to galvanise
opposition to the proposals. A survey conducted by the
Department for Transport found that 4860 homes would
experience an increase in noise levels as a result of HS2.
In response, the Government quickly acted by announcing
it would spend approximately £215 million on noise control
measures throughout the line, such as on the installation of
noise barriers. This is something repeated on the Crossrail
scheme where the Government pledged up to £2 million
for the installation of ‘noise dimming’ on parts of the rail
track after businesses and residents on the proposed route
complained about noise levels.
How noise mitigation technology can helpHowever, much more can be done. Noise abatement
technology such as high performance silencers, exhaust
ducting, air inlet silencers and engine compartment
acoustic treatments would allow high speed railways
to reduce their noise emissions even further. These
engineering solutions, already installed by IAC across the
world, have reduced noise levels and can help to convince
those living near the proposed routes that high speed
rail can be much more accommodating than it is being
portrayed by its opponents.
Noise is not just a problem exclusive to overground rail
transport – there are also issues with underground trains,
as well as other large pieces of equipment, producing
high noise emission levels. However, noise mitigation
engineering is providing the solutions. IAC Acoustics
recently completed a major project mitigating excessive
noise caused by air extraction units running through the
tunnels of the London Underground. The work focused
on the Victoria line, a track where air ventilation is crucial
as it never goes above ground. As the line has expanded,
the air ventilation fans have had to grow in size, creating
an ever-increasing level of noise. IAC addressed this
problematic issue by installing a combination of heavy-duty
rectangular silencers, D-duct diffuser silencers, acoustic
doors and acoustic wall lining systems, leading to a
considerable reduction in noise emissions.
Some opponents of HS2 and Crossrail will argue
that noise mitigation is merely exchanging one sort of
environmental degradation for another, citing large acoustic
boards running alongside the track. However with the right
noise mitigation engineering solutions, the issue of noise
can be addressed in a subtle and effective way. zz
As noise emissions are becoming an increasingly important consideration to major rail projects, either during construction or
once operational, ANDY HEATHERINGTON looks at how developers are meeting these challenges
Sound advice
zzzzzzzzzzzzzzzzzzzz Plant & Equipment
Andy Heatherington has worked for IAC
Acoustics for over 24 years and is
currently the global technical manager
for HVAC
Noise barrier wall
www.railwaystrategies.co.uk 61
New locos to support growthl In order to deliver further growth, GB Railfreight has decided to
strengthen its existing fleet of locomotives by the procurement of a
further 13 Class 66 locomotives from Electro-Motive Diesel Inc. (EMD)
and the purchase of 16 Class 92 electric locomotives from its mother
company, Europorte, a subsidiary of Groupe Eurotunnel.
On top of the purchase of eight Class 66 locomotives from EMD
announced in September last year, this brings the total number of
additional locomotives on order for the GB Railfreight fleet to 37. The
company hopes this procurement drive will double turnover over the
next three years, which is currently in excess of
£100 million a year. The purchase of 21 Class 66 diesel locomotives
will take GB Railfreight’s current Class 66 fleet to 71. They will be
delivered by Chicago-based Electro-Motive in late 2014.
The 16 Class 92 electric locomotives have been bought from
Europorte, a subsidiary of GB Railfreight’s parent company, Groupe
Eurotunnel. This type of locomotive was specially designed for
traction through the Channel Tunnel. With European Technical
Specifications for Interoperability (STI) now applying to the Channel
Tunnel, these locomotives can be used on different routes, as they
already are for other Class 92 owners. They are the first Class 92
locos in GBRf’s ownership and will form part of the company’s plans
for future development of international traffic and electric haulage on
the UK rail network.
High speed project sees Southeastern train at Old Dalbyl Visitors to the Old Dalby area will have noticed something unusual about the latest train to hit the test track there. The new arrival is
High Speed Javelin train 395 011 ‘Katherine Grainger’, named for the Olympic rowing champion and normally operated on Southeastern
routes through Kent. It arrived at the Old Dalby test track near Melton Mowbray for testing of the newly installed AC powers for the Great
Western line.
In an example of rail operators working together to improve service across the UK network, the train is in the area for testing ahead
of plans to introduce new Intercity Express / Super Express Trains to run on the Great Western mainline from the end of 2017. The
Southeastern unit has been fitted with Breknell Willis high speed pantographs, which are similar to those to be used on the new trains.
They will also be built by Hitachi, which supplied the trains run by Southeastern on Britain’s first high speed domestic train service
through Kent, launched in 2009.
zzzzzzzzzzzzzzzzzz zzNEWS I Rolling Stock
Siem
ens
plc
Southeastern’s High Speed Javelin train arrives for testing at the Old Dalby test track
A GB Railfreight Class 66 locomotive at Felixstowe
Sout
heas
tern
GB R
ailfr
eigh
t
62 www.railwaystrategies.co.uk
FOCON’s real-time passenger information 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.
Passengers demand evolutionThe rail industry is increasingly focused on real-
time passenger information systems and other new
technologies. From the passenger’s viewpoint, tomorrow´s
information system will have to satisfy customer
requirements for timely and accurate information regarding
arrival and departure times as well as address the
expectations of an increasingly younger passenger
group who demands internet access and entertainment
services on board.
New contracts for train operating companies are
increasingly including evaluation and remuneration criteria
zz Passenger Information Systems
A passenger information system
of the future
based on customer satisfaction. One way to improve
the customer experience/satisfaction is through radically
changing the information offering to the passenger.
Effective information systems will often go unnoticed
– when they work, customers take them for granted.
Ineffective information systems, however, are directly
measureable on any customer satisfaction index. Poor or
no information leads to disgruntled passengers.
Tomorrow’s passenger is a product of the modern age
with expectations of instant access to the global data
highway and with expectations of constantly evolving and
improving service, in part fostered by the development of
consumer electronics. To fulfil the needs of tomorrow’s
passengers it is important to keep up these expectations
and investigate the needs and demands of the future.
Prepare your fleet for the futureWhen investing in rolling stock it is crucial to have the
demands of the future in mind. The technology today
could be outdated tomorrow, products may not comply
with all the regulations and standards of the future,
obsolescence is a risk and it can be expensive to be
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
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
www.railwaystrategies.co.uk 63
continuously updating or replacing your products.
Over the past decade the rolling stock industry has
changed radically. Technology development is going faster
than ever; the railway technology has changed from being
simple to complicated resulting in high rate of obsolete
issues and gradual decay not seen in the past where
products were simpler in design. Today, it is a growth in the
industry, railroads have led in innovation to a degree that
people don´t realize; new technology is released every day
and it is difficult to keep up if you are not open to it.
The latest financial crisis brought focus on smart and
effective investments where the key point is not only the
initial cost but also the lifetime cost of an investment.
It is easy to spend considerably more than the initial
investment’s value, and it is therefore wise to examine the
estimated lifetime cost before committing to a purchase.
New legislation and standardization can change making
it difficult for all products to comply with. Complying
with ongoing changing legislations and standards like
accessibility for persons with reduced mobility (in Europe
referred to as TSI-PRM) or new standards within safety
regulations, e.g. SIL (Safety Integrity Level), demands not
only adapting products but also comprehensive testing and
documentation of compliance.
These are the key factors when designing a passenger
information system; by keeping them in mind, you will have
a product that complies with all the required standards and
regulations of the future, has low lifetime cost and comes
with technology that meets the demands of the future.
FOCON’s solution for the futureFOCON is preparing for the changed world that is
approaching by keeping customers, train operators, train
consultancy companies, service providers and passengers
in the loop when designing our passenger information
system and keeping close eye on the needs and demands
of the future.
The result is a market leading platform, called IMAGINE,
customizable but yet built on proven modules, which offers
an optimum and effective solution today and also in the
future, as the system can be adapted to changing needs.
The platform is scalable from a basic core solution, for
example basic passenger announcement functions, to a
high level solution to suit needs including a broad range of
optional features as added communication features –
RIS/TIS (travel information system), infotainment with
real-time update and CCTV. On the same core platform
FOCON covers solutions from LRV (Light Rail Vehicles) to
regional and mainline, as well as metros to high speed and
very high speed solutions.
FOCON is today a market leading solution provider and
our core capabilities are integrated solutions consisting
of total project management, software programming and
software-friendly hardware. The newest platform is IP
based and includes numerous solutions designed to meet
the requirements of the railway industry.
The benefits for investorsFOCON is not only focusing on the initial cost but also
taking total lifetime cost into consideration when building
the passenger information platform and it is now easier to
update than ever before. The platform complies with all
standards and regulations of the industry and, as required
from our customers, FOCON is an IRIS-certified company
which guarantees products of proven quality and creates a
win-win situation for all stakeholders.
The IMAGINE platform is not a stand-alone solution; it is
effectively supported by a strong, customizable aftersales
concept called InMotion, giving optimum up-time and
lifetime cost by maximizing availability of spares, service
and proven products with high reliability.
FOCON is a supplier who will be there in the long run
for its customers across the entire supply chain. From
OEM, to maintenance companies, operators and local
authorities, FOCON will approach your business as we
approach our own. We understand what is important
and we can provide reliable guidance and products to
ensure that the choices you make are the right ones
for today and most important – for tomorrow. zz
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
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
is committed to the continuous acquisition of new
rolling stock and the long-term asset stewardship of its
impressive fleet throughout its complete life cycle. “We
have assets in all stages of the product lifecycle and the
protection of our long-term profitability lies not only in
our commercial strategy, but in our structured approach
to the stewardship of our rolling stock from cradle to
grave,” says Tribley. By ensuring the asset’s value is
optimised throughout its lifecycle, the company protects
the asset during operations and provides added value
to passengers via the provision of a safe, reliable and
efficient mode of transport.
Passionate about the financing and delivery of high
quality, modern assets to its customers and with a
significant number of its 4500 rail vehicles due for re-
release over the next five years, Angel Trains has been
keen to demonstrate the benefits of vehicles remaining
in continued service operation (CSO) over the next
franchise term. Looking for an opportunity to show the
market the benefits of investing in existing stock, the
company initiated a trial on the Class 317 Stansted fleet
when it was returned by Abellio in 2012.
Unveiled in November 2013 at an event held at
Bombardier Transportation’s depot in Ilford, London,
the Class 317 pre-series vehicle was part of a £7 million
refurbishment project between Angel Trains, Bombardier
Transportation and Abellio Greater Anglia. Discussing
the project further, Tribley explains: “The project included
C reated in 1994 as one of three rolling stock
companies (ROSCOs) in preparation for the rail
industry’s privatisation, Angel Trains today is one
of Britain’s leading train leasing firms. Unique in
its leasing of rolling stock to all 19 franchised operators
and open access operators in the UK, the firm today
acts as a conduit for private investment in the UK rail
industry. Speaking to Railway Strategies magazine, Chief
Operating Officer Kevin Tribley begins: “The company
was acquired by a consortium of pension fund and
infrastructure fund investors from Australia, Canada,
Luxembourg and the UK in 2008.”
He continues: “We have invested £3.4 billion in new
rolling stock and refurbishment programmes since
1994 and are one of the largest private investors in the
industry, owning and maintaining over 4500 rail vehicles
and represent approximately 36 per cent of the UK’s rail
rolling stock. Our fleet includes high-speed passenger
trains, regional and commuter passenger multiple units
and freight locomotives.”
Employing approximately 120 professional, technical
and support staff at its headquarters in Victoria,
London, as well its second office in Derby, Angel Trains
64 www.railwaystrategies.co.uk
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
AMS100 mobile welding machine
A classBy refurbishing existing assets, train leasing firm
Angel Trains provides significant advantages to train operating companies and passengers alike
ANGEL TRAINS
of its ownThe Class 350/4
Desiro EMU (Electric Multiple
Unit) at its launch event in Preston in
December 2013
The re-engineered and refurbished Class 317
Unit at the Ilford train depot in preparation for
its maiden voyage
www.railwaystrategies.co.uk 65
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzza complete interior redesign to increase capacity and
ensure PRM (persons of reduced mobility) compliance
and significant engineering work on the doors to
increase the ease of maintenance. A major re-tractioning
project was also undertaken to move the train from a
DC to an AC power unit, which now enables the train
to make use of regenerative braking and benefit from
faster acceleration as well as significantly reduce power
consumption and operational costs. These developments
mean the re-engineered vehicle will be able to attain a
new train performance with lower operational costs in
comparison to original Class 317 units, all without having
to build a new train.”
Modernised for use on newly electrified rail networks,
the re-tractioning project and additional regenerative
braking offers five key benefits: improved acceleration,
reduced maintenance, greater reliability, reduced
environmental impact and lower costs. “Enhanced
performance will provide faster journey times on both
existing and newly electrified lines, while AC traction
motors remove the need for brush changes so the time
between maintenance overhauls can be significantly
increased. Another clear advantage is reduced
environmental impact, both from the Class 317 using up
to 40 per cent less power during optimal conditions and
not having to build carriages from scratch, which requires
new resources and large amounts of energy,”
explains Tribley.
Working with Bombardier Transportation and Abellio
Greater Anglia on this major project was an easy choice
to make for Angel Trains, as both firms have experience
of working with the fleet. “Bombardier has a long
association with our Class 317 fleet, having performed
the heavy maintenance on it for many years, while
Abellio Greater Anglia is already operating a large fleet
of Class 317 in its franchise. We are very proud of the
work that our team carried out alongside our partners.
As operators increasingly look to reduce operational
costs, increase the passenger capacity on their franchise
and offer passengers a more comfortable experience,
the Class 317 re-engineering project satisfies these
demands at approximately half the price of a new train,”
says Tribley. With trials commencing in March 2014, the
Class 317 unit is currently undergoing approval testing on
Network Rail infrastructure and is performing in line with
expectations.
Having delivered a highly successful refurbishment
project, Angel Trains will continue to prepare its portfolio
of fleets for re-leasing by developing options that will
extend service life into the 2020s. “Our staff have
delivered some excellent work during 2013 and we
will look to continue that through 2014 and beyond.
Angel Trains has around 90 per cent of its portfolio to
be re-leased as part of the extensive DfT re-franchising
timetable over the coming years and we are committed
to providing our current and future customers, and
ultimately passengers, with cost-effective rolling stock
solutions. We will also focus on the upgrade and
enhancement of many of the existing fleets to provide
modern, reliable and lower operating cost options to
reflect the increasing demands of passengers and
rail vehicle accessibility regulations. We would like to
think we know the market and the commercial realities
which our customers operate in, we understand the rail
industry, and most importantly we have a proven track
record of delivery,” says Tribley.
Acutely aware that the UK rail industry is reliant on a
small number of suppliers, Angel Trains is collaborating
with the supply chain in preparation for a significant
increase in projects over the next three to five years.
“Angel Trains is open for business and is committed to
adding new assets to its portfolio as opportunities arise
to finance new trains. Ultimately our three core elements
of focus are meeting the needs of our customers,
preparing our fleets for re-leasing and actively bidding for
new-build rolling stock opportunities to expand our fleet,”
concludes Tribley. zz
www.angeltrains.co.uk
Above: The refurbished interior of the re-engineered Class 317 Unit before its launch in November 2013
Left: The Class 350/4 Desiro EMU (Electric Multiple Unit) on its maiden voyage between Preston and Manchester in December 2013
Below: The re-engineered Class 317 Unit’s new AC traction which enables the train to make use of regenerative braking and benefit from faster acceleration, saving power consumption and operating costs
66 www.railwaystrategies.co.uk
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzPercy Lane Products
The engineering route For over 80 years Percy Lane Products (PLP) has provided
trusted window, door and fabrication solutions across the
transport sector
T he company was founded in June 1932 by
Captain Percy Lane as a producer of windows,
windscreens and louvres for all classes of
mechanically powered vehicles and caravans.
The Lane family remained involved with the business
until the 1980s, when it became part of the Planet and
Heywood Williams Groups before re-entering private
ownership in 2001. The current management team
of PLP has been in place for over 12 years and today
the company continues to serve a number of sectors
throughout the transportation market including, bus and
coach, automotive, off-road and marine applications as
well as its firm base within rail. Recently, PLP has also
taken the decision to expand into the aerospace market,
with initial supplies under delivery to what promises to be
an exciting new customer base.
Previous and existing customers include all of the
major rail car manufacturers throughout its years
of operation as well as spares distributors and
refurbishment companies. Similarly, PLP is proud to be
associated with several blue-chip companies across all
of the sectors in which it is active. Its principal products
are aluminium windows, doors and general fabrications
www.railwaystrategies.co.uk 67
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzPercy Lane Products
The engineering route
throughout the transport sector and products within the
railway sector generally include bodyside windows, cab
glazing (including opening windows and windscreen
frames), detrainment devices, flooring, internal doors and
partitions, gangway frames and sliding door gear.
As it has grown throughout its 80 years of
development PLP has established a number of defining
factors that allow it to maintain a competitive edge. As
well as several decades of experience PLP approaches
all of its clients with a ‘can-do’ attitude and an innovative
approach to product development. A key advantage
of PLP is that it is able to deliver bespoke engineering
solutions in a turnkey fashion, with in-house design and
manufacturing facilities. The development of new and
custom solutions is sped by a large product portfolio
that can be adapted to meet the requirements of new
applications.
Percy Lane Products maintains a full and
comprehensive range of production and design facilities
that allows it to deliver solutions in both low and high
volumes as required. It is able to design bespoke
solutions using CAD design software in both 2D and
3D before commencing production in its large, modern
manufacturing facility. Latest machinery includes CNC
68 www.railwaystrategies.co.uk
four and five axis machining centres that are capable
of machining aluminium extrusions up to 12.5 metres
long and polycarbonate sheet, as well as a CNC
bending centre able to provide multiple radii per rail
and curvature and CNC router. PLP also employs fully
coded welders, which are complimented by further
assembly and production solutions for sheet metal
using turret-punch, breakpress and guillotine cutting.
Furthermore, it is able to carry out an array of bonding
techniques including the bonding of aluminium to
aluminium, glass and synthetic rubber.
In addition to its dedicated fabrication capabilities
PLP is also host to a full range of finishing technologies,
which include a powder coating plant, modern
extraction booths and a wet spray climate controlled
oven to ensure optimal conditions for an effective and
even covering. The company is also capable of glass
filming meaning that whatever the application, PLP has
it covered. All of its designs and products are tested to
ensure the highest quality with testing facilities including
water ingress, pneumatic control and impact rigs. The
company holds quality approval standards including
ISO9001:2008 and IRIS Rev 02, specific to the Rail
sector, to provide full product confidence as well as
ISO14001 to manage a safe and environmentally
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzPercy Lane Products
Veker are a British manufacturer of solid and sponge rubber extrusions and gaskets whose comprehensive range of polymers meet UK and international design standards. If you need quality extrusions, check Veker for fast delivery at competitive prices. Veker Extrusions & Gaskets LimitedShaftmoor Industrial Estate | Hall Green | Birmingham | B28 8SP
T 0121 777 5000 W www.vekex.comF 0121 777 5015 E enquiries@vekex.com
Proud to support Percy Lane Products
British Felt5 Fingle Drive, Stonebridge, Milton Keynes, Buckinghamshire , MK13 0AT
SUPPLIERS OF FELT, FOAM, SPONGE AND ADHESIVE TAPE PRODUCTS TOOEM Rail manufacturing companies and rail conservation worldwide.
Tel: 044 (0) 1908 320329Fax: 044 (0) 1908 226599Email: sales@britishfelt.co.uk
Window Felts, Felt Gaskets, Sound deadening felt, Sponge strip and seals, Sponge Insulation products
www.railwaystrategies.co.uk 69
conscious workplace.
Predominantly associated to the design and
manufacture of railway bodyside windows, for which
the company holds a number of patents, PLP has been
quick to react to recent specification changes so as
to provide compliant solutions to UK Railway Group
standard GM/RT2100 Issue 5. As sales director John
Whetton elaborates: “PLP was the first company to
prove a number of window designs conforming to GM/
RT2100 and has a suite of impact test equipment on
site to enable type testing. Furthermore significant
development commissions have aided the industry in
determining the compliance level of historical window
products versus GM/RT2100.”
As well as this important development for bodyside
windows, PLP has worked tirelessly in recent years
to develop new solutions including detrainment
devices and flooring. These generic solutions are then
adapted to meet the requirements of specific customer
requirements and applications. This also applies to
developments in other markets outside of the rail sector
including frames for anti-ballistic applications, cassette
pneumatic powered doors, window systems for Euro 6
compliant buses and aerospace windscreen frames.
The design team at PLP consists of seven design
engineers and four toolroom operatives as well as
eight apprentice employees to enable the company
to continue to provide turnkey design solutions well
into the future. Commenting on the capability of the
team, John says: “We worked on a flooring project that
took less than nine months to go from initial invitation
to participate in the project to first serial production
supply. This incorporated activities such as concept
drawings, mock up, final design, validation, type
testing, tooling and manufacturing cell creation to
support peak volume demand. This was a magnificent
achievement from all involved including the customer
and PLP suppliers.”
With such a strong development base and core
of engineers the future is set to be a smooth journey
for PLP as John concludes: “The future is exciting
with new builds and refurbishment contracts giving
the potential to supply historical and new products.
The relationships with major spares providers also
remain strong as we strive to support trains in service.
Certainly the management team believes that there is
significant opportunity for the business to grow over
the coming years.” zz
www.percy-lane.co.uk
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzPercy Lane Products
SJG INTERNATIONAL LTD MANUFACTURER RUBBER
EXTRUSIONS AND GASKETS AND ARE ALSO ONE OF THE
UK’S LEADING FOAM CONVERTORS.
WE SERVICE A WIDE RANGE OF SECTORS SUCH AS
MARINE, DEFENCE AND CONSTRUCTION AND CURRENTLY
HAVE A PARTICULAR FOCUS ON THE RAILWAY INDUSTRY.
SJG INTERNATIONAL LTDUNIT 6/12 TYTHING ROAD, ARDEN FOREST INDUSTRIAL ESTATE, ALCESTER, B49 6ES Tel: 01789 763721Fax: 01789 764070Email: sales@sjginternational.comQuote ref: RSMAR14
FOAM CONVERSION
RUBBER EXTRUSIONS
GASKETS
70 www.railwaystrategies.co.uk
zz zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzNusteel structures
Established in 1954 Nusteel Structures Limited is
today one of the leading suppliers of steel bridges
and gantries to the UK construction industry. The
organisation prides itself on providing a first class
service to clients, and all of its work is designed in line with
current European Standards and fabricated to strict quality
control procedures, in modern purpose-built workshops in
Kent, in the UK.
From this site the company fabricates and installs bridge
structures ranging from five metres to over 100 metres,
in a variety of designs. Since the company was founded
it has supplied over 900 portal and 400 cantilever gantry
structures across the UK.
The company’s experience in footbridges began in
1967 when it fabricated its very first one for the London
Borough of Haringey. Since that time it has designed,
manufactured, shot blasted, welded, painted and installed
thousands of bridges over roads, rivers and railways
across England, Scotland, Wales and Northern Ireland.
Its expertise has expanded and it can now create a range
of different products including AFA bridges, bow arches,
cable stays, Vierendeel bridges and warren truss bridges.
Another area is Rail Bridges, and in this section
Nusteel has designed a variety of solutions to comply
with the Strategic Rail Authority’s (including London
Underground’s) requirements, and additionally the
company is Network Rail Link up approved, so it often
works directly for Network Rail.
Bridge to the futureCelebrating its 40th anniversary this year, Nusteel Structures
is the principle rail bridge constructor in the UK
Lenham Station Footbridge
www.railwaystrategies.co.uk 71
zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzAlthough they can vary in style, due to safety and DDA
considerations, bridges over rail facilities include anti-
vandal and anti-access measures such as solid cladding
and mesh canopies, and therefore have their own set of
challenges for Nusteel to address. The usual approach
is to design a bridge from a suite of standard Network
Rail designs, and Nusteel can undertake every stage of
bridge construction and installation on the railway, in order
to ensure a smooth process and on time delivery for the
project.
The company has worked with Network Rail on
countless schemes, but most recently the first of the three
Anglia Project bridges was installed at Mansers Lane. This
14-metre LM span with canopy and anti-climb measures,
together with two staircases was installed during a full rail
possession. The two other bridges on the project (Kennett
and Shaw Crescent) are to follow in spring 2014.
Previous projects include Reedham Station, North
Bromley Station and Bedfont Road. This latter contract
involved a 36.5 metre Bow Vierendeel Footbridge, with
fully enclosed span, welded steel six mm panels to a
height of 1.5 metres and galvanised and powder coated
mesh panelling to the full height of the span. The central
22 metres also featured a roof canopy composed of the
same mesh, creating a very striking end result.
JotunJotun is one of the world’s leading manufacturers of coatings. Jotun has 71 companies and 36 production facilities globally. Jotun products are available in over 90 countries. Founded in Norway in 1926 on four core values to which it still lives by today, Care, Loyalty, Respect and Boldness. Its core values mean it builds enduring relationships with customers, and to best serve the UK market Jotun has manufactured highest quality products in Flixborough since 1989.
72 www.railwaystrategies.co.uk
Although Nusteel’s pedigree in the manufacture of
footbridges is impressive, this is not the only string to
the company’s bow. It also has been manufacturing and
installing gantries since the 1970s and has produced
many of the structures currently being utilised over both
road and rail. The range of gantries available includes
cantilever signs, full access portals, non-access portals,
and VMS signs.
In December 2013 the company installed five gantries
on the M25 together with several MS3 cantilevers and
three gantries on the Birmingham Box. It was also busy
installing three rail bridges for Network Rail. Two of the
three bridges at North Bromley Station, London and
Reedham Station, Surrey, were installed on the same
night with Kingswood Station, Surrey following a week
later.
As we go further into 2014, the first two months
have already proven to be busy in the gantry area for
the company, as in January it continued its work on the
M25 and Birmingham Box projects with the installation
of several refurbished gantries, as well as several new
gantries and steelwork to structures installed before
Christmas.
Alongside footbridges and gantries, Nusteel can also
put its skills into practice on other projects. Over the
years it has fabricated and installed everything from road
beams to pipe bridges, airport link bridges to enclosing
concrete bridges with mesh canopies and even the
heavy lifting gantry cranes used to build the Swale
Bypass. Its efforts can be found on highly presitigous and
well-known sites, such as the London Eye, Gatwick and
Stansted airports and the Ricoh Stadium.
Since being founded in 1954 by Robert Benson,
Nusteel has grown from a small business into one of the
leading fabricators within the infrastructure industry. It has
earned a list of highly respected industry accreditations
including ISO 9001 and EN 1090 (enabling CE marking),
National Highways Sector Scheme 20 – Execution
of Steelwork, National Highways Sector Scheme 19A
– Corrosion Protection of Ferrous Metals by Industrial
Coatings, and is Preloaded Bolting Certificated, including
Level 3 Bolting Co-Ordinators. It is also a member of the
BCSA, the British Safety Council, the Institute of Corrosion
and the RQSC and is approved by Building Confidence,
Builders Profile, ConstructionLine and Exor. Its dedication
to working to only the highest standards of quality
throughout its operations has established its leading place
at the forefront of the market and it is looking forward to
continuing its success for 40 more years and beyond. zz
www.nusteelstructures.com
zz zzzzzzzzzzzzzzNusteel structures
Co-op Footbridge
Loughborough Station Footbridge
Birmingham Box Portal Gantry
www.railwaystrategies.co.uk 73
zzzzzzzzzzzzzzz zzNEWS I Health & Safety
GB rail safety performance and trends for 2013l RSSB has published its high-level Overview of Safety
Performance for the calendar year 2013. The performance should
be viewed against an overall context of increasing passenger
usage, with levels having increased by around 25 per cent over
the last five years. The rail industry has sustained improvements in
safety performance and risk through the efforts of its employees
and is amongst the safest rail transport in Europe.
The headlines are:
l For the sixth year in succession, there were no passenger or
workforce fatalities in train accidents.
l Excluding trespass and suicide, the total number of fatalities in
2013 was 19, compared with 11 in 2012.
l Six of the fatalities were passengers at stations, compared
with none in 2012. 2012 was exceptional in that it was the first
calendar year where no passenger fatalities were recorded. 2013
was more consistent with the longer-term average. Two members
of the workforce were fatally injured: the same number as in 2012.
Excluding trespass and suicide, 11 members of the public were
fatally injured, compared with nine in 2012.
l The number of potentially higher-risk train accidents (PHRTAs)
in 2013 was 29, compared with 36 occurring in 2012.
l At 297, the number of category A signals passed at danger
(SPADs) in 2013 was a 19 per cent increase on the 250 recorded
in 2012. In contrast, SPAD risk remained relatively stable, ending
2013 at 69 per cent of the September 2006 baseline level,
compared with 66 per cent at the end of 2012.
l Fatalities arising from trespass and suicide totalled 304 in 2013,
compared with 297 in 2012.
For further information, please visit www.rssb.co.uk
Virtual Assistant helps lighten the load
l Tensator is helping to improve traveller safety at King’s Cross station
with the introduction of a ‘Virtual Assistant’. The Virtual Assistant uses
cutting-edge technology to project an image and create the illusion of a
real person – ‘Louise’ – who is advising travellers with heavy, awkward-
to-handle baggage to use the lift rather than risk the escalator. Louise,
who is situated at the foot of the escalator and close to the lift, delivers
her directional/safety messages whenever she detects movement in
the immediate area.
Fully customisable, Louise brings messages to life and helps
engage passengers with consistent and clear directional and safety
announcements. Tensator worked alongside telecommunications and
security systems integrator TEW Plus Ltd to supply, configure and
install the unit which, during a six-week trial, has seen an increase of
over 260 per cent in passengers using the lift.
Left: The Tensator Virtual Assistant providing advice at King’s Cross station
74 www.railwaystrategies.co.uk
zzzzzzzzzzzzzzzzz NEWS I Training
Putting students on the right trackl In the summer of 2014, independent educational
charity The Smallpeice Trust will be running two
Railway Engineering residential courses at the
University of Birmingham (14th – 17th July) and
the University of Huddersfield (21st – 24th July) for
one hundred budding young engineers. Sponsored
by the Lloyd’s Register Foundation (LRF) and The
National Skills Academy for Railway Engineering
(NSARE), these courses explore the technologies
and operational systems that are needed to create
a high speed railway network and form part of
a major initiative to encourage young people to
consider railway engineering as a possible career in
the future.
On each course, the fifteen to seventeen-year-
old students (Years 11 and 12) will take part in a
wide range of hands-on activities which explore a
variety of subjects including aerodynamics, vehicle
dynamics, crashworthiness, radio communications,
railway control and signalling systems. Students will
also explore the scientific principles behind these
and see just how challenging and rewarding a
career in railway engineering can be.
Competing in small teams, students will be
challenged to design and build railway vehicles
to see which perform best on the track, in a wind
tunnel and in a crash test. Throughout the process,
students will be confronted with real-life issues
including why communication systems are essential
for the safe and efficient operation of our railways.
The Railway Engineering courses cost £275
each for four days full board, and include all course
materials and supervised social activities. On
each course, students will meet and talk to young
engineers who are following a path in these exciting
fields, giving them a greater understanding of the
roles they undertake and the wide range of career
prospects that are available.
All Smallpeice courses are linked to the National
Curriculum and are designed to improve core skills
such as team building, financial management,
communication and problem solving. By attending
one of our courses students will gain experience of
university and working life that will accelerate their
personal development and their potential for greater
academic achievement.
Courses details and application forms can be
accessed from smallpeicetrust.org.uk. Applications are reviewed and offered on a first
come first served basis.
NSARE Virtual Academy brainstorming sessionl The National Skills Academy for Railway Engineering (NSARE)
in collaboration with Association of Train Operating Companies
(ATOC) has organised the first ‘NSARE Virtual Academy
Brainstorming Session’, aimed at researching the future
requirements of the railway engineering industry. A group of six
apprentices, along with rail industry leaders, helped to define the
future needs of a purpose-built National Training Academy (NTA).
In order to gain a true understanding of the NTA’s needs and
requirements the apprentices were provided with three vital
questions:
l What skills need to be covered?
l What are the factors that are required to:
< stimulate learning?
< encourage virtual behaviour and activities?
< encourage social behaviour and activities?
l What factors:
< create barriers to learning?
< discourage virtual behaviour and activities?
< discourage social behaviour and activities?
Following this effective workshop the ideas were collated into
a file to assist with the strategic way forward. It was concluded
that young people are keen to be involved in leading rail industry
events and projects that will help to shape the future needs of
the industry.
Kenny Scott, technical director, First Group who chaired
the brainstorming session said: “This is a great opportunity to
enhance the rail industry’s capabilities.”
Front row: Ben Parry – Bombardier, Yasemin Tezel – NSARE, Martyn Chymera – Young Rail Professionals,
John Batty – First Great Western Middle row: Matthew Chawmer – Bombardier,
Connor Mason – DB Schenker, Ben Ackroyd – c2c, Matthew Sampford – Southern,
Jim Cairns – First ScotRail, Kenny Scott – First Group, David Ethel – DB Schenker, Ross Short – First ScotRail
Back row: Ione Ojanguren – ATOC, Irene Foxley – Bombardier, Harry Walton – DB Schenker, Gil Howarth – NSARE,
Jack Wheale – ATOC.
NSARE
www.railwaystrategies.co.uk 75
6 March – Rail Interiors: The Inside StoryCoventryOrganisers: Coventry University/The Rail AllianceWeb: https://railsinteriorsconference.eventbrite.co.uk
18-20 March – Rail Technology Conferences 2014DusseldorfOrganisers: EuropointTel: +31 (0) 30 698 1800 Web: http://railtechnologyconferences.com/ 1-2 April – MetroRail co-located with Light Rail, RailTel, Rail Power and Air RailLondonOrganisers: TerrapinnTel: +44 (0)20 7092 1000Email: enquiry.uk@terrapinn.comWeb: www.terrapinn.com/RS-brochure
15 May – Railway Strategies Live 2014LondonOrganisers: Railway StrategiesTel: 01603 274 181Email: mcawston@schofieldpublishing.co.ukWeb: www.railwaystrategies.com
Forthcoming Conferences and Exhibitions 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.
zzzzzzzzzz zzNEWS I Conferences & Exhibitions
20-22 May – Infrarail 2014LondonOrganisers: Mack BrooksTel: 01727 814 400Web: www.infrarail.com
20-22 May – Civil Infrastructure & Technology Exhibition (CITE) 2014LondonOrganisers: Mack BrooksTel: 01727 814 400Web: www.cite-uk.com
28-29 May – GEO Business 2014LondonOrganisers: Diversified Business Communications UKTel: +44 (0)1453 836 363Web: www.geobusinessshow.com
1-2 July – Africa RailJohannesburgOrganisers: TerrapinnTel: +27 (0) 11 516 4015 Email: enquiry.za@terrapinn.comWeb: www.terrapinn.com/exhibition/africarail/
21-25 September – 10th International Conference on GeosyntheticsBerlinOrganisers: International Geosynthetics SocietyWeb: www.10icg-berlin.com
23-26 September – InnoTrans 2014BerlinOrganisers: Messe Berlin GmbHTel: +49 (0)30 30 38 - 2376Email: innotrans@messe-berlin.deWeb: www.innotrans.com
29 September – 1 October – European Transport ConferenceFrankfurtOrganisers: Association for European TransportEmail: http://aetransport.org/contactWeb: http://etcproceedings.org/
17-19 March 2015 – Rail-Tech 2015UtrechtOrganisers: Europoint Conferences & ExhibitionsTel: +31 (0)30 698 1800Email: info@rail-tech.comWeb: www.rail-tech.com
4th March 2014
Introduction to rolling stock
Key design principles affecting the
performance of railway systems
5th March
Traction & braking
Principles of traction and braking for railway
engineers
6th March
Vehicle dynamics and vehicle track
interaction
Understand the dynamics of railway vehicles
to improve safety, comfort and asset life
18th March
Train control and safety systems
Learn of the systems used on UK fleets that
provide safety and train operational contro
19th March
Train communication and auxiliary
systems
New and existing systems in use on
today’s rolling stock fleet
20th March
Fleet maintenance
Improve your processes and fleet
maintenance processes
1st April
Vehicle Acceptance and Approvals
Introduction to acceptance procedures which
apply across the rail network
2nd April
Optimising fleet maintenance efficiency
Understand the issues affecting rail vehicle
performance and cost of maintenance
3rd April
Train structural integrity
Structural integrity, fire and crashworthiness
systems found on today’s rail fleets
12 -16th May
Introduction to railway signalling
technology
An overview of railway control systems,
subsystems and technologies used on UK
main line and metro railways
A downloadable brochure is available at: www.imeche.org/docs/default-source/learning-and-professional-development-documents/ l_d_railway_training_web.pdf?sfvrsn=2 For more information, please contact Lucy O’Sullivan, learning and development co-ordinator:Tel: +44 (0)20 7304 6907Email: training@imeche.orgWeb: www.imeche.org/learning/courses/railway
A listing of courses currently available from the IMechE (Unless stated otherwise, all courses are in London)
Institute of Mechanical Engineers Training Courses Technical training for the railway industry
EditorMartin Collier
editor@railwaystrategies.co.uk
Sales ManagerRob Wagner
rwagner@schofieldpublishing.co.uk
www.railwaystrategies.co.uk
Schofield Publishing10 Cringleford Business Centre
Intwood Road Cringleford Norwich NR4 6AU
T: +44 (0) 1603 274130F: +44 (0) 1603 274131
RAILWAYS T R A T E G I E Szzzzzzzzzzzzzzzzzzzz
FOR SENIOR RAIL MANAGEMENT