DOCSLIB.ORG

Industry Survey Introduction

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Industry Survey Introduction Women in Rail: Industry survey Introduction A true British success story, rail is proving to In context with a broader concern over be a modern and dynamic industry of which how to staff the roles required to bring these the country can be very proud. exciting developments to bear, these stark Passenger journeys have increased findings are symptomatic of a broader image two-fold over the past 18 years, employment problem for the industry. opportunity in the sector is booming - We must focus our efforts on changing currently growing at double the rate of these perceptions from the roots up: we GDP1 - and it is enjoying the largest level want to see young girls passionate about rail, of government investment since the we want to see teens leaving school inspired Victorian era. to study engineering and we want to see But it is facing a very real problem – a women thriving in their career on the railway. deficit of talent and diversity of skills – which And we want rail to be praised as an industry threatens its future growth. that is dynamic and forward looking, Over the past six months, Women in Rail supporting and fostering the career of its has been collaborating with companies workforce and, in particular, its women. across all areas of the rail industry to provide You will find in the following pages a a clearer picture of what is emerging as a snapshot of the current state of gender significant contributor to (or at the very least balance within the rail industry, a flavour agitator of) this shortage: gender imbalance. of the many reasons why the rail sector The story we have uncovered, I suspect, should pay attention to it, and a roadmap for will not be a surprise to most. Just 16.4 per change. cent of the rail industry is made up of women, It is time to unite in our approach to and an even smaller number are in senior, promote rail as a career of choice, to redress decision-making posts. For most women the gender balance and fill our ever growing and young girls, rail is unfortunately not the pipeline with the best talent. first exciting, creative and rapidly growing Taking all of this on board, now is the industry that springs to mind when choosing time to achieve our vision for a better future a career. for rail. Adeline Ginn Founder of Women in Rail 2 WOMEN IN RAIL Contents 04 WHY RAIL? 24 CLOSING REMARKS 06 STATE OF PLAY 25 WITH THANKS TO 12 REASONS FOR CHANGE 27 APPENDIX OF REFERENCES 16 THE CHALLENGES 28 CONTACTS 20 WHAT CAN BE DONE? WOMEN IN RAIL 3 Why Rail? It is clear that the rail industry needs to shi¤ its major upgrades of London Underground, gender balance. This is not just imperative to light rail schemes, provision of new trains, the future of rail, but also to the future of the as well as extensive electrification and British economy. introduction of ERTMS across the network. The railway sector plays a significant role Sourcing its talent from a wide pool of men in the state of the UK’s wealth. Oxera has and women is crucial to deliver this growth estimated the economic contribution of and, arguably, some areas of the industry are the industry: suffering from a lack of varied perspectives • The contribution of the industry and its already. supply chain, namely is the employment Following an underinvestment in research of approximately 212,000 people, and development, the UK is behind the generation of £9.3bn in GVA each its counterparts in its creation of new year, and the provision of £3.9bn of tax technologies. Between 1984 and 2013, revenue to the Exchequer. Importantly, for example, fewer than 2,000 rail patents the tax contribution almost exactly offsets attributed to the UK, while Germany has funding provided by government to the secured nearly 4,000, the USA 8,000 and industry; China nearly 18,000.6 • Up to £13bn in benefits to passengers and The world’s rail supply market is expected freight users a year; to grow by 2.7 per cent this year,7 arguably • Up to £10bn worth of additional a good news story for the UK, but as productivity in the economy which arises developing markets begin to grow at a faster through the impact of the rail industry on pace, we must ask ourselves what we can other sectors of the economy.1 do to improve the picture of Britain’s railway industry. With a total worth of £39bn, rail is key to Investing in new talent will play a crucial the economic health of the nation, especially role in changing this. It is in everybody’s if we compare it to other industries. Music for interest to engage young women, girls example generates £3.5bn 2, house building and boys alike in this dynamic and exciting makes £19.2bn3 and the alcohol industry is industry, for the benefit of UK plc. Despite worth £38bn 4. 51 per cent of the population being female, George Osborne, Chancellor of the right now across the UK just 7 per cent of Exchequer, has also recognised the important engineers are women. When we look at the role that HS2 will play in rebalancing the railway industry this drops down to just 4.4 British economy and fuelling its Northern per cent.8 powerhouse. Speaking on the plans, he said The higher we aim, the bigger the benefits that bringing the northern cities together will be: HS2, for example, will create could create a second “global city” for the more than 14,000 new jobs for workers in UK, which would not be a rival but a “brother Birmingham, with the ripple effect of 2,000 in arms” for London as they fight together to new homes to be built in the area. This is grow Britain’s share in the world economy. particularly significant as government figures HS2 alone is expected to create 25,000 show that Birmingham has one of the highest jobs during construction and 3,000 jobs unemployment rates in the UK. Rail will when in operation.5 change people’s lives.9 Even further growth is on the horizon too, We must allow the rail industry to be at the with new initiatives including the Thameslink forefront of helping to turn cities’ fortunes Programme (1 and 2), Crossrail (1 and 2), around. 4 WOMEN IN RAIL WOMEN IN RAIL 5 State of play Using self-reported data from more than NETWORK RAIL, THE When the data is broken down into 39 businesses comprising train operating OFFICE OF RAIL AND job grades, the majority (83 per cent) of companies (including their owning groups), ROAD, DEPARTMENT FOR women across the three organisations are in manufacturers, rolling stock companies, TRANSPORT junior roles, while 16 per cent hold middle- technical support companies (TESCOs), Of the total, public sector bodies such as management positions. Just 56 women (1.3 suppliers, Network Rail, the Department Network Rail, the ORR and DfT account for per cent) are in senior roles. for Transport (DfT) and the Office of Rail 31,945 staff, 4,157 (13 per cent) of which are and Road (ORR), this study provides the women. first comprehensive map of the number Network Rail, ORR, DfT of women in rail and – crucially – where they are to be found in terms of skill set, Network Rail, ORR, DfT women by grades seniority and function. This, it is hoped, will provide an actionable gender split baseline upon which companies can identify and target the key areas for change. 4000 Female 13% INDUSTRY-WIDE Our 2015 research shows that amongst a total workforce of 85,723 covered by the survey, 3000 14,024 or 16.4 per cent are female. Industry-wide gender split 2000 Male 87% Female 16% 1000 Male 27,78 8 Female 4,157 *of 31,945 total staff 0 Percentage of women overall 13.01% Junior Senior Middle- Male 84% management INDUSTRY-WIDE WITHOUT Male 71,699 NETWORK RAIL, THE ORR Female 14,024 OR DFT *of 85,723 total staff Such a stark concentration of the talent pool negatively skews the industry-wide data Percentage of women overall 16.36% considerably. For these purposes, Women in Rail has also provided a comparable figure In context with data across the UK omitting Network Rail, the ORR and the DfT. economy, where 47 per cent of the When Network Rail, DfT and ORR data is workforce are female, these results represent excluded, the overall percentage of women a dangerously low figure for rail. For now, jumps to 18 per cent. anyway. 6 WOMEN IN RAIL Industry-wide (excluding Industry-wide (excluding Network Rail, ORR, Network Rail, ORR, DfT) DfT) women by grade gender split 8000 Female 18% 6000 4000 Male 82% 2000 Male 43,729 Female 9,867 *of 53,596 total staff 0 Percentage of women overall 18.41% Director The data also looks at the number of Executive Non-manager women in terms of grades, mapping the Junior Manager Senior Manager representation of women by seniority within Mid-level Manager their companies. Just under four fi¤hs (79 per cent) are in non-managerial roles and only 0.6 per cent have progressed to director or executive level. While job availability for Industry-wide (excluding Network Rail, ORR, both sexes naturally tends to be the greatest towards the bottom of the pyramid, the lack DfT) women by role of women towards the top goes well beyond Engineering (qualified engineers acting normal attrition.
Load more

Recommended publications
  • Newsletter No. 41
    Page 1 SARPA Newsletter 41 SARPA Newsletter 41 Page 1 Shrewsbury Newsletter Aberystwyth Rail No. 41 Passengers’ November 2007 Association This year saw the fortieth anniversary of the last Cambrian Coast Express to and from Paddington, on the 4th March 1967. The down train pauses at Newtown. Photo: Robert Knight. Chairman’s Message..................................................................................................2 News in Brief...............................................................................................................3 Rail Users urge Assembly Members to be positive.....................................................7 Tramforward - launch of a light railway champion.........................................................7 Passenger focus.........................................................................................................8 From the House of Commons......................................................................................9 Rail rambles................................................................................................................9 Shrewsbury Railway Heritage Trust............................................................................9 Carting passengers around the countryside and other statistical revelations.............10 From the AGM...........................................................................................................10 From Arriva’s website................................................................................................11
    [Show full text]
  • Use Style: Paper Title
    Journal of Transportation Technologies, 2013, Vol. 3, No.4 doi:10.4236/jtts.2013. Published Online October 2013 (http://www.scirp.org/journal/jtts) Peak Car Use and the Rise of Global Rail: Why this is happening and what it means for large and small cities Peter Newman1, Jeffrey Kenworthy1, Garry Glazebrook2 1Curtin University Sustainability Policy (CUSP) Institute, Fremantle, Australia 2University of Technology, Sydney (UTS), Sydney, Australia Email: [email protected], [email protected], [email protected] Received July 2013 Abstract The 21st century promises some dramatic changes – some expected, others surprising. One of the more surprising changes is the dramatic peaking in car use and an associated increase in the world’s urban rail systems. This paper sets out what is happening with the growth of rail, especially in the traditional car dependent cities of the US and Aus- tralia, and why this is happening, particularly its relationship to car use declines. It provides new data on the plateau in the speed of urban car transportation that supports rail’s increasing role compared to cars in cities everywhere, as well as other structural, economic and cultural changes that indicate a move away from car dependent urbanism. The paper suggests that the rise of urban rail is a contributing factor in peak car use through the relative reduction in speed of traf- fic compared to transit, especially rail, as well as the growing value of dense, knowledge-based centers that depend on rail access for their viability and cultural attraction. Finally, the paper suggests what can be done to make rail work bet- ter based on some best practice trends in large cities and small car dependent cities.
    [Show full text]
  • Smartmeasures Ambergrail Tough Projects Call for Smart Measures
    SmartMeasures AmbergRail Tough projects call for smart measures. Bring the city together! Canberra Light Rail Stage 1 Canberra, Australia Project Bring Canberra’s first light rail to a good start - Canberra Light Rail stage 1 Measure accurately in a short amount of with Amberg GRP 1000 time Provide QA reports The Light Rail in Canberra has an ambitious goal: to bring the rapidly growing district of Gungahlin closer to the city centre. The first stage of the city’s new public transport system will pass through Dickson, another Duration upcoming suburb in the capital city of Australia. 2.5 years, end of construction early 2019 Amberg Technologies has been commissioned to provide a method for conforming Contractor the two twelve kilometer long tracks to the required specifications and to provide Landmark Surveys Pty Ltd. QA reports. The biggest challenge of the project was to measure and interrogate www.landmarksurveys.com.au a large amount of data accurately in a short amount of time. Tasks Fast and efficient - the Amberg GRP1000 system Measure 24 km of track accurately in a In order to meet the tight schedule, an Amberg GRP1000 system was provided short amount of time by the Amberg Technologies distribution partner C. R. Kennedy. After training and Provide QA reports support with implementing the system, the local survey crew was able to accu- rately measure all track parameters in only one visit. This effectiveness resulted in Challenges considerable time savings, which was one of the reasons why Amberg Technologies Limited amount of time was chosen by the lead contractor Canberra Metro in the first place.
    [Show full text]
  • Financial Statements
    FINANCIAL STATEMENTS 62 STATEMENT OF INCOME 65 NOTES TO THE FINANCIAL 76 LIST OF SHAREHOLDINGS STATEMENTS 62 BALANCE SHEET 86 AUDITOR’S REPORT > 67 Notes to the balance sheet > 62 Assets > 71 Notes to the statement > 86 Report on the financial > 62 Equity and liabilities of income statements > 86 Report on the management 63 STATEMENT OF CASH FLOWS > 72 Notes to the statement of cash flows report 64 FIXED AssETS SCHEDULE > 72 Other disclosures 62 DEUTSCHE BAHN AG 2014 MANAGEMENT REPORT AND FINANCIAL STATEMENTS STATEMENT OF INCOME JAN 1 THROUGH DEC 31 [€ mILLION] Note 2014 2013 Inventory changes 0 0 Other internally produced and capitalized assets 0 – Overall performance 0 0 Other operating income (16) 1,179 1,087 Cost of materials (17) –95 –91 Personnel expenses (18) –324 –303 Depreciation –10 –12 Other operating expenses (19) –970 –850 –220 –169 Net investment income (20) 794 583 Net interest income (21) –67 –37 Result from ordinary activities 507 377 Taxes on income (22) 37 –10 Net profit for the year 544 367 Profit carried forward 4,531 4,364 Net retained profit 5,075 4,731 BALANCE SHEET AssETS [€ MILLION] Note Dec 31, 2014 Dec 31, 2013 A. FIXED ASSETS Property, plant and equipment (2) 29 33 Financial assets (2) 26,836 27,298 26,865 27,331 B. CUrrENT ASSETS Inventories (3) 1 1 Receivables and other assets (4) 4,412 3,690 Cash and cash equivalents 3,083 2,021 7,496 5,712 C. PREpaYMENTS anD AccrUED IncoME (5) 0 1 34,361 33,044 EQUITY AND LIABILITIES [€ MILLION] Note Dec 31, 2014 Dec 31, 2013 A.
    [Show full text]
  • INTERCONNECT Interconnection Between Short- and Long-Distance Transport Networks
    INTERCONNECT INTERCONNECTion Between Short- and Long-Distance Transport Networks INTERCONNECT DELIVERABLE D3.1 AN ANALYSIS OF POTENTIAL SOLUTIONS FOR IMPROVING INTERCONNECTIVITY OF PASSENGER NETWORKS Main Author: Institute for Transport Studies Dissemination: Partners and Project Officer Project co-funded by the European Commission within the Seventh Framework Programme, Theme 7 Transport Contract number 233846 Project Start Date: 1 June 2009, Project Duration: 24 months POTENTIAL SOLUTIONS Document Control Sheet Project Number: 019746 Project Acronym: INTERCONNECT Workpackage: Potential Solutions Version: V1.1 Document History: Version Issue Date Distribution V0.2 1 March 2011 Peer reviewer and consortium V1.0 31 March 2011 Consortium, Project Officer V1.1 14 June 2011 Classification – This report is: Draft Final X Confidential Restricted Public X Partners Owning: All Main Editor: Peter Bonsall (Institute for Transport Studies, University of Leeds) Abrantes, P., Matthews, B., Shires J. (ITS), Bielefeldt, C. (TRI), Schnell, Partners Contributed: O., Mandel, B. (MKm), de Stasio, C., Maffii, S. (TRT), Bak, M. Borkowski, P. and Pawlowska, B. (UG). Made Available To: All INTERCONNECT Partners / Project Officer Bonsall, P., Abrantes, P., Bak, M., Bielefeldt, C., Borkowski, P., Maffii, This document should S., Mandel, B., Matthews, B., Shires, J., Pawlowska, B., Schnell, O., be referenced as: and de Stasio, C. “Deliverable 3.1: An Analysis of Potential Solutions for Improving Interconnectivity of Passenger Networks”, WP3, INTERCONNECT, Co-funded
    [Show full text]
  • Annual Report 2000 Higher Transport Performance We Were Able to Increase Our Transport Performance in Passenger and Freight Transport Significantly in 2000
    Annual Report 2000 Higher Transport Performance We were able to increase our transport performance in passenger and freight transport significantly in 2000. Positive Income Development Our operating income after interest improved by € 286 million. Modernization of Deutsche Bahn AG A comprehensive fitness program and the expansion of our capital expenditures will pave the way to our becoming an even more effective railway. Key figures Change in € million 2000 1999 in % Revenues 15,465 15,630 – 1.1 Revenues (comparable) 15,465 14,725 + 5.0 Income before taxes 37 91 – 59.3 Income after taxes 85 87 – 2.3 EBITDA 2,502 2,036 + 22.9 EBIT 450 71 + 533.8 Operating income after net interest 199 – 87 + 328.7 Return on capital employed in % 1.6 0.3 – Fixed assets 34,671 33,495 + 3.5 Total assets 39,467 37,198 + 6.1 Equity 8,788 8,701 + 1.0 Cash flow (before taxes) 2,113 2,107 + 0.3 Gross capital expenditures 6,892 8,372 – 17.7 Net capital expenditures 1) 3,250 3,229 + 0.7 Employees (as of Dec 31) 222,656 241,638 – 7.9 Performance figures Change Passenger Transport 2000 1999 in % Passengers DB Reise&Touristik million 144.8 146.5 – 1.2 DB Regio million 1,567.7 1,533.6 + 2.2 Total million 1,712.5 1,680.1 + 1.9 Passenger kilometers DB Reise&Touristik million pkm 2) 36,226 34,897 + 3.8 DB Regio million pkm 2) 38,162 37,949 + 0.6 Total million pkm 2) 74,388 72,846 + 2.1 Train kilometers DB Reise&Touristik million train-path km 175.9 177.5 – 0.9 DB Regio million train-path km 563.9 552.4 + 2.1 Total million train-path km 739.8 729.9 + 1.4 Freight Transport
    [Show full text]
  • Select Committee on Estimates 2015-2016
    LEGISLATIVE ASSEMBLY FOR THE AUSTRALIAN CAPITAL TERRITORY SELECT COMMITTEE ON ESTIMATES 2015-2016 (Reference: Appropriation Bill 2015-2016 and Appropriation (Office of the Legislative Assembly) Bill 2015-2016 Members: MR B SMYTH (Chair) MS M FITZHARRIS (Deputy Chair) DR C BOURKE MS N LAWDER TRANSCRIPT OF EVIDENCE CANBERRA WEDNESDAY, 24 JUNE 2015 Secretary to the committee: Mrs N Kosseck (Ph 620 50435) By authority of the Legislative Assembly for the Australian Capital Territory Submissions, answers to questions on notice and other documents, including requests for clarification of the transcript of evidence, relevant to this inquiry that have been authorised for publication by the committee may be obtained from the Legislative Assembly website. APPEARANCES Capital Metro Agency ...................................................................................... 881, 957 Territory and Municipal Services Directorate ...................................................... 881 i Privilege statement The Assembly has authorised the recording, broadcasting and re-broadcasting of these proceedings. All witnesses making submissions or giving evidence to committees of the Legislative Assembly for the ACT are protected by parliamentary privilege. “Parliamentary privilege” means the special rights and immunities which belong to the Assembly, its committees and its members. These rights and immunities enable committees to operate effectively, and enable those involved in committee processes to do so without obstruction, or fear of prosecution. Witnesses
    [Show full text]
  • Responses to PR18 Consultation on Open Access ICC Implementation
    Responses to PR18 consultation on Open Access ICC implementation PDF pack page Responses number Angel Trains (Confidential response: not published) Arriva UK Trains Limited 2 David Cooper-Smith 15 Department for Transport 16 First Group 29 Grand Union Trains 33 Heritage Railway Association 40 London North Eastern Railway Limited 41 Network Rail 44 Rail Delivery Group 48 Stagecoach Group (East Midlands Trains, Stagecoach 53 Rail, Virgin Trains) Transport for London 58 Transport Scotland 59 Page 1 of 1 PR18 consultation on implementing infrastructure cost charges for open access operators Arriva UK Trains response Arriva is one of the leading providers of passenger transport in Europe, employing more than 60,000 people and delivering over 2 billion passenger journeys across 14 European countries each year. Arriva runs a range of transport services including trains, buses, trams, coaches, waterbuses and non-emergency passenger transport. It is part of Deutsche Bahn (DB) and is responsible for DB's regional passenger transport services outside Germany. Arriva is a major train operator in the UK, operating rural commuter lines through to long distance and inter-urban services. Arriva’s rail companies include Northern, CrossCountry, Chiltern, Arriva Rail London (“the Overground”) and open access operator Grand Central. Arriva also provides rail maintenance services via our Arriva TrainCare business. Arriva’s UK Bus division provides regional services across the north east, north west and south east of England, Yorkshire, the Midlands and Wales, offering a wide range of rural, urban and inter- urban bus services with one of the industry leading bus satisfaction scores. Introduction As outlined in previous consultation responses, Arriva has accepted the principle of applying appropriate, cost-reflective, mark-ups to open access operators (OAOs) which can contribute towards Network Rail’s fixed costs.
    [Show full text]
  • Acquisition by Arriva Rail North Limited of the Northern Rail Franchise
    Acquisition by Arriva Rail North Limited of the Northern rail franchise Summary of final report 2 November 2016 Background 1. On 20 May 2016, the Competition and Markets Authority (CMA), in the exercise of its duty under section 22(1) of the Enterprise Act 2002 (the Act), referred the completed acquisition by Arriva Rail North Limited (ARN), a wholly-owned subsidiary of Arriva plc (Arriva), of the Northern rail franchise (the Northern Franchise) (altogether the Merger) for further investigation and report by a group of CMA panel members (inquiry group). Throughout this document, where appropriate, we refer to Arriva, ARN and the Northern Franchise collectively as ‘the Parties’. 2. In exercise of its duty under section 35(1) of the Act, the CMA must decide: (a) whether a relevant merger situation has been created; and (b) if so, whether the creation of that situation has resulted or may be expected to result in a substantial lessening of competition (SLC) within any market or markets in the United Kingdom (UK) for goods or services. The rail and bus sectors in Great Britain 3. Franchised train operating companies (franchised TOCs) operate passenger rail franchises and are awarded the right to run specific services within a specified area for a specific period of time, in return for the right to charge fares. Where appropriate, franchised TOCs receive financial support from the franchising authority, which is currently the Rail Group in the Department for Transport (DfT).1 There are currently 16 franchises operating in England and Wales and two in Scotland. 1 Transport Scotland is the franchising authority for the ScotRail and Caledonian Sleeper franchises.
    [Show full text]
  • Retail Market Review Consultation on the Potential Impacts of Regulation and Industry Arrangements and Practices for Ticket Selling
    Retail market review Consultation on the potential impacts of regulation and industry arrangements and practices for ticket selling September 2014 Contents Executive Summary 4 1. Introduction 10 Purpose of the document 10 Why we are reviewing the regulations and industry arrangements and practices for ticket selling 11 Scope of the Review 12 Approach to the Review 13 Structure of the document 14 Questions for Chapter 1 15 2. Rail ticket buying and selling practices 16 Introduction 16 Ticket buying trends in rail 16 Ticket selling behaviour in rail 18 Questions for Chapter 2 22 3. The regulation and industry arrangements and practices for selling tickets 24 Introduction 24 Retailers’ incentives to sell tickets 25 Obligations on retailers to facilitate an integrated, national network 26 Governance arrangements in retailing 29 Industry rules 32 Industry processes and systems 34 Question for Chapter 3 37 4. The impact of retailers’ incentives and of retailers’ obligations to facilitate an integrated, national network 38 Introduction 38 The impact of retailers’ incentives in selling tickets 38 The impact of obligations on retailers to facilitate an integrated, national network 40 Questions for Chapter 4 44 5. The impact of industry governance, rules, processes, and systems 45 Introduction 45 The impact of industry governance arrangements 45 Office of Rail Regulation | September 2014 | Retail market review consultation 2 10866832 The impact of industry rules 47 The impact of industry processes and systems 52 Questions for Chapter 5 58 6. Emerging
    [Show full text]
  • East Midlands Rail Franchise
    East Midlands Rail Franchise EMC Workshop 21st MARCH 2017 AGENDA Welcome Cllr Roger Blaney – Leader Newark and Sherwood District Council Setting the context for the day Andrew Pritchard - EMC Where has the process got to Andrew MacDonald - DfT What does the Passenger want Martin Clarke - Transport Focus Consultation and workshop process David Young - SCP Break out sessions – everyone involved Cllr Roger Blaney LEADER NEWARK AND SHERWOOD DISTRICT COUNCIL Welcome Welcome 2nd Workshop Strategic Statement Today: Develop the detail of our ask Inform EMC’s consultation response to DfT Help partners respond to the consultation Mobilise public and private sector awareness of the consultation Andrew Pritchard EAST MIDLANDS COUNCILS EMC & the EM Franchise Competition East Midlands Councils the collective body for Local Government across the East Midlands Strong interest in rail issues: improved services and supporting our world class rail engineering sector EMC closely working with DfT to facilitate stakeholder input on the EM Franchise – including seconding resource to work with DfT Franchise Team in London Chance to influence things for the next 10 years www.emcouncils.gov.uk EMC Strategic Statement Strong private sector job Connecting people to jobs growth and training 20% of GVA Exported Connecting businesses to Strong academic network customers EM population likely to rise by half a million to 5.1 million Access to London by 2030 Connectivity to regional Hubs Biggest growth in university towns & cities - and Corby! Connecting local services 400,000 new homes planned into the Hub towns and cities over next 20 years Growth: Rail Patronage MML carries over 13 Ensure sufficient capacity million passenger p.a.
    [Show full text]
  • DB Netz AG Network Statement 2020 Valid from 15.12.2019
    DB Netz AG Network Statement 2020 valid from 15.12.2019 DB Netz AG Headquarters I.NMN Version control Date Modification 09.12.2018 Amendment of Network Statement 2019 as at 09. December 2018 (Publication of the Network Statement 2020) 06.12.2018 Addition of detailed information concerning funding of rail freight transport by way of pro-rated financing of the approves track access charges 13.02.2019 Amendment of Network Statement 2020 due to decision of the Fed- eral Network Agency (BNetzA) to the application of DB Netz AG for approval of the charging principles and charges for the provision of the minimum access package with effect from 15. December 2019 (TPS 2020) 21.06.2019 Amendment Section 6.3.3.1 of the Network Statement 08.08.2019 Amendment Section 6.5 of the Network Statement “Incentive system to enhance performance capability” 23.10.2019 Addition of detailed information concerning the implementation of terms of use Click&Ride Printed by DB Netz AG Editors Principles of Network Access/Regulation (I.NMN) Theodor-Heuss-Allee 7 60486 Frankfurt am Main Picture credits Front page photo: Urheber: Volker Emersleben Copyright: Deutsche Bahn AG Network Statement 2020, editorial status 23.10.2019 2 Notes 1. Pending court proceedings regarding prohibitions of individual clauses The following clauses may still be modified due to court proceedings: Section 2.9.8.3 The Federal Network Agency (BNetzA) rejected the intended modification in section 2.9.8.3 sentence 2 lit. c) of the Network Statement 2018 with its decision of 18 November 2016 – BK 10-16-0009_Z, namely the modification to use the word “material” in relation to contractual duties.
    [Show full text]