P36 P38
RTMOUT PODCAST NOW #WeAreRTM RTM PODCAST OUT NOW #WeAreRTM Fleet Revolution P23 NorthTCR Review P20 GM Masterplan
P12 in Rail Women
FEATURE STORY FEATURE SAFETY NUMBERS IN OCT/NOV 19 CONNECTING THE MIDLANDS SAVE THE DATE 9th Jul 2020
In association with CONTRIBUTORS Editorial
Interim Editor
Jamie Bennett-Ness [email protected] [email protected]
Multimedia Reporter
Matt Roberts [email protected]
Emily Rodgers [email protected]
Ailsa Cowen [email protected] EDITOR’S COMMENT Production Vehicle for change Art Director Paul Shillitto [email protected]
Advertising At a time when rail faces heavy scrutiny over Technology Magazine, with Transport Scotland’s Business Development Managers major projects, punctuality and franchise models, project sponsor discussing the social and financial
David Johnson it is important to truly appreciate the benefits the potential of the Levenmouth rail link (page 16), and [email protected] railway brings to the United Kingdom. Every year, the Tees Valley transport lead explaining the benefits
Steve Delanty 1.7 billion people travel by train, and rail usage of improved connectivity for education and business [email protected] is on the up, increasing faster than for any other (page 18). And on page20, Andy Burnham stresses Patrick Bowley transport mode. But beyond the national figures, the importance of both Northern Powerhouse Rail [email protected] rail can have a transformational effect locally, and HS2, but also for a local, wide-ranging transport Chris Park from employing local workers to revitalising rural strategy to lead economic change locally through [email protected] stations. In some cases, the railway can actually devolved powers. Clem Carr transform individual lives. [email protected] But for an industry capable of such heart-warming Commercial In this issue, we hear about one such case from a personal stories and vast economic change, we still collaboration between a private rail company and a lag behind in diversity. The statistic that 13% of Business Development Director Roy C. Rowlands number of homeless charities. The Costain Skanska the rail industry is women is not representative of [email protected] joint venture, working on the HS2 Enabling Works, society, the industry or its passengers, says Adeline
Accounts/Finance has partnered with local charities to support people Ginn on page 12, and the founder and chair of Heidi Rowlands who are homeless, and when ready, offer them Women in Rail emphasises the benefits that a more [email protected] sustainable jobs on HS2. Five such people have gender diverse workforce brings to the table. Office & Administration Manager Alex Wight already entered full-time employment, and there is Don’t miss our nine-page TCR North 2019 exclusive [email protected] scope for far more, not just from this joint venture on page 23, reviewing the lessons learned from
Marketing & Events Team Leader but from other partnerships across the industry. another stellar TransCityRail event. And of course, safety always come first, so read our ‘Safety In Lucy Brien [email protected] The railway has an enormous impact on our society, Numbers’ piece on page 38, as well numerous other with millions transported daily to work, school and features dotted around the magazine. Publisher to see family and friends. Rail freight transports 17 Roy V. Rowlands [email protected] billion tonne kilometres annually. And the economic Jamie Bennett-Ness, Interim Editor benefits are laid out clear to see in this issue of Rail
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Average circulation for the period 1/1/2018 – 31/12/18 is 9,796 per issue Rail Technology Magazine Oct/Nov 2019 | 1 CONTENTS
5-22 23-31 32-37
Comment TCR North 2019 Review Rolling stock
Hear about Skanska’s work with the homeless, A nine-page exclusive look at the latest Jay Symonds, senior analyst at the ORR, Andy Burnham’s prospectus for the North TransCityRail North event in Manchester. talks us through the new ‘on-time’ punctuality and from the founder of Women in Rail, Check out the image galleries and read our measures and Michael Black, supply chain Adeline Ginn. Other contributors include reviews of the day conference, black-tie services director at Network Rail, introduces RIA, Midlands Connect, CBR, Levenmouth dinner event and panel discussions. us to a new fleet strategy for Control Period 6. and Tees Valley.
EDITOR’S CHOICE
8 12 16 20
What do Passengers Women in Rail: The Levenmouth The Greater Manchester Want? Challenging Perceptions Blueprint Masterplan
David Powell, rolling stock Adeline Ginn, founder and chair The Levenmouth railway link will RTM’s Emily Rodgers reports as programme director at Merseytravel, of Women in Rail, explains the deliver substantial social benefits Andy Burnham reveals his grand sets out how the transport body benefits and need for a more and societal opportunities, says plans for the future of Greater Keavy O’Neill, Levenmouth is trying to make the most of rail gender diverse workforce on the Manchester’s rail network and railway project sponsor at railway, and how her organisation wider transport system. devolution by going directly to Transport Scotland. the passengers. is setting out to achieve this.
Lord Tony Ian Prosser Alex Hynes Andy Doherty Clair Mowbray Berkeley HM Chief Inspector of Managing Director, Chief Rail Chief Executive & Board Member, Railways and Director Scotland’s Railway Technology Principal, Advanced European of Railway Safety, Officer, Network Transport & Rail Freight Office of Rail and Rail Infrastructure Association Road National College EDITORIAL BOARD
2 | Rail Technology Magazine Oct/Nov 2019 36-41 42-44
Geotechnical Engineering Training & Staff Development
Caroline Meek of Network Rail and chair of the Network Rail and the ORR both tackle the topic industry-wide Ballast Dust Working Group discusses of workforce fatigue, its dangers and the measures progress so far and what’s next for the group, and RTM taken to avoid it. The chief executive of the recently talks to OMICRON about why its products are the best renamed National College for Advanced Transport & choice for test engineers. Infrastructure, Clair Mowbray, sets out how they plan to bridge the current skills shortage.
23 36 38 43
TransCityRail North 2019 Fleet Revolution Safety in Numbers Mind the Skills Gap Review
Read our nine-page feature on Network Rail’s supply chain Caroline Meek, head of safety, Clair Mowbray, chief executive the year’s most important rail services director for Network health, environment and quality of the recently renamed National event in the North, reviewing the Rail, Michael Black, explains for route services at Network College for Advanced Transport daytime conference, networking how the organisation’s new fleet Rail, looks at the progress of & Infrastructure, explains how dinner and more. strategy for CP6 heralds a radical the industry-wide Ballast Dust the college is aiming to bridge the overhaul of its services. Working Group, and what the current skills shortage. future holds.
Giles Thomas Howard David Prof. Anson Jack Peter Austin Phase1 Engineering Smith Sidebottom International Director, Delivery Director, Chief Passenger University of Birmingham, Director, East HS2 Ltd Operations Director, Centre for Railway West Railway Officer Transport Focus Research Company Crossrail
Rail Technology Magazine Oct/Nov 2019 | 3 From: Andrew J.G Subject: Carlisle extension to Borders Railway making positive progress
Perhaps Transport Secretary Grant Shapps, First Minister of Scotland Nicola Sturgeon and Prime Minister Boris Johnson could pay for the reopening of the Borders Railway from Tweedbank to Carlisle. I think it will be a great achievement, allowing both passenger and freight trains to use the railway, and could be beneficial for the whole of Scottish Borders.
From: Anonymous Subject: Andy Burnham reveals plans for a transformed ‘London style’ rail system for Greater Manchester
He should start in two relatively easy areas. Firstly, introduce contactless ticketing on trains, trams and buses throughout Greater Manchester, which should eventually be extended to Merseyside and the rest of Lancashire. Ticketing in the North is currently a barrier to public transport usage.
The other important thing is to follow London’s lead in bus and walking maps at stations and bus stops. They should also get the second man off the trains and put them on the platform, as has happened on the London Underground and Overground. This allows people who need assistance, such as the blind, to just turn up and be led to and from the trains.
INBOX From: NickK Subject: Transport Secretary approves Northampton rail depot plans
Let’s hope it is a genuine rail-freight provider - the proposed Radlett Interchange is widely thought to be just an excuse for a massive lorry depot at the junction of the M1, M25 and A414. Admittedly with HS2, the adjacent tracks should have more capacity for freight, unlike the Midland mainline at Radlett.
From: Themiller Subject: Passengers and freight will see improvement in Cumbria following major investment
Replacing the old bullhead with flat-bottomed rail will be welcome as the former was almost life expired some tens of years ago when it was dug out and relayed through Ravenglass down platform.
From: Jamie Thomas Subject: £10bn rail network enhancements announced for the next five years
Great news but we’ve been here in the past. There are always positive plans ahead of each new Control Period, we just have to make sure they are actually realized when it comes down to it. No messing around over pointless costs - if we want to improve our railways truly then we have to make these plans a reality.
4 | Rail Technology Magazine Oct/Nov 2019 Comment HOW HS2 IS HELPING THE HOMELESS
A compassionate collaboration between a rail company and local charities is getting people into employment and tackling homelessness in and around London. Louise Dailly, head of legacy for the Costain Skanska joint venture (CSjv) tells us how.
CSjv is working on the High Speed Two (HS2) Enabling Works programme in London, covering two of the boroughs with the highest homeless figures, Camden and Westminster. CSjv and its supply chain have been working The shelter ran over a three-week period, closely with local homeless charities to offer giving the charity time to get to know those Bringing together their supply chain and roles to those people who are ready to enter who were using the service, and helping to charity partners in the area, CSjv continue to be into full-time employment. Since January find them permanent accommodation and committed to supporting people experiencing 2019, the programme has helped five people any other support they may need. During that homelessness into sustainable jobs and careers into full time employment, including Nahom, time, St Mungo’s identified a missing person on HS2. Partnering with Centre Point and the who is currently working for Danny Sullivan, a and was able to reunite her with her family. local homeless charity in Camden, C4WS, tier 2 contractor on the HS2 Enabling Works. This shows how important taking the time to CSjv continues to support the training of Originally from Eritrea, Nahom found his dedicate to people is, and using all resources individuals and offers placements and job life completely changed when he came to available to do what we can. opportunities on the programme. the UK. When he struggled to find work and subsequently was unable to find a place Saskia Prichard, floating hub manager for “It is crucial for our industry, and to stay, Nahom got in touch with C4WS to St Mungo’s, praised the effectiveness of this for society as a whole, that we seek help. C4WS provided him with advice collaborative and joined-up strategy. “This and skills, and put him in contact with Danny experience has definitely had an impact on encourage and assist people from Sullivan who was able to offer him a role as my view of how infrastructure projects could diverse backgrounds to work with general operative. support the community. The building provided us. We believe our work improves to us by CSjv required us all to work together people’s lives by providing and “My life was stressful. I had no work and I was to create the homeless hub, and through joint improving vital infrastructure. under job centre plus. Now HS2 has changed partnership we showed how organisations my life by providing me with work. I am now from different sectors can work together to However, we must not forget the saving for my first holiday” said Nahom. achieve great outcomes. It’s refreshing to see wider contribution that is required organisations thinking creatively in ways that to improve the lives of those that Employment is a big factor when it comes to help the local communities they work in, are finding difficulty, for whatever supporting homeless people to get back on which doesn’t just involve donating money but their feet, but CSjv recognises that it is just looking at resources they have available and reason, to find them employment one part of their journey into a better life. working with other organisations to deliver that challenges them and allows Together with St Mungo’s, CSjv provided positive outcomes.” them to grow” accommodation for 26 people in the first ever floating homeless hub on a construction This is just the beginning of what CSjv have Peter Jones, HS2 Enabling Works Programme site. Situated on one of our Camden sites, planned in order to help tackle homelessness Director, CSjv CSjv transformed an empty building into a in and around London. With the HS2 project homeless shelter and welfare facility for those only just beginning, the opportunity to work in need. and leave a lasting legacy is huge.
FOR MORE INFORMATION Tw: @SkanskaUKplc W: www.skanska.co.uk
Rail Technology Magazine Oct/Nov 2019 | 5 WHAT’S IN THE PIPELINE
After sustained railway industry campaigning, the Government has now published a list of rail enhancements. Now the projects need to be delivered says Darren Caplan, chief executive of the Railway Industry Association.
Rail enhancements are an essential part of the work of the railway PR and conducted a progress review. We also launched an Enhancements industry. They involve significant projects to improve UK railways; Clock, showing the amount of time since the Government committed to upgrading stations, expanding the rail network, and installing overhead publishing the RNEP list of projects – this stood at one year and 26 days line electrification equipment. Without them, the future rail system when the new ministerial team at the DfT made the announcement and simply would not be able to cope with the growing demand we are seeing at last released the list on 16 October. in rail services. The RNEP contains 58 projects So when the Government announced which RIA will be examining, a new process by which it would including digital signaling, station assess rail enhancements last year, redevelopment, and capacity significant concerns were raised when improvements. Compared to where there were no new projects listed things stood a year ago, this new list in the process. The Rail Network is a clear advance for the rail supply Enhancements Pipeline (RNEP) sector, and will allow the industry to was meant to ensure enhancement plan and invest. projects were well developed before they came to market. However, it So what’s next? soon became clear that without a list of projects, the RNEP lacked The publication of the list is a the visibility rail businesses needed. positive development, but it must For CP6, this meant that the only be one part of a Government visibility of enhancements projects commitment to greater visibility. would be those already approved as In particular, the RNEP does not part of the overhanging projects include Market-Led Enhancement from CP5. Proposals – schemes that require private sector investment. It is vital Lack of progress on the RNEP is published at least enhancements visibility annually, so visibility continues in the coming years – and we understand In the summer of 2018, the Transport Secretary Grant Shapps RIA brought these concerns to has committed to this. the Transport Select Committee. Recommendation Nine of the Committee’s Rail Infrastructure Investment Report was very clear: that There are still concerns that there are no construction-ready schemes in the Government should “commit to full transparency.” The Government the RNEP, which means that, other than design projects, there could be responded by fully accepting the recommendation. In March 2019, RIA a major enhancements hiatus in CP6. This could result in the specialist wrote to the rail minister at the time, Andrew Jones MP, calling for the skills sets for multi-disciplinary upgrade schemes being lost to other DfT to publish the full list. And in July, Network Rail’s head of client sectors or overseas. It is expensive to bring them back once they have portfolio Yaelle Ridley said publicly she wanted to share the list of gone, which is bad for the Government and ultimately the taxpayer. projects, but was prevented from doing so by Chris Grayling. She said So whilst it is good news that there has at last been some progress on she was even struggling to share it within her own organisation, “which enhancements visibility, after concerted campaigning by the railway makes it very difficult for planning.” industry, RIA will continue to monitor these developments on behalf of its members in the months ahead. The RIA ‘SURE’ campaign – ‘Show Us the Rail Enhancements’
As the summer passed, RIA announced our SURE - the ‘Show Us the Rail Enhancements’ – campaign, calling for the DfT to publish the list. As part of the campaign, we met with parliamentarians, ramped up the
FOR MORE INFORMATION Tw: @railindustry W: www.riagb.org.uk 6 | Rail Technology Magazine Oct/Nov 2019 Rail Technology Magazine Oct/Nov 2019 | 7 WHAT DO PASSENGERS WANT?
David Powell, rolling stock programme director at Merseytravel, sets out how the transport body is trying to make the most of rail devolution by going directly to the passengers.
What do the passengers want? Not a question often asked, and when The first stage of the research project commenced in June 2013 and it has been asked, there has probably been little opportunity to deliver. involved focus groups and face to face interviews with existing passengers Devolution of rail in the Liverpool City Region has resulted in the to understand their views, their likes and dislikes and see what design unique opportunity to deliver, so ask the question we did. features they prioritised. Before anything else, passengers said they expected any new train design to make adequate provision for basic The project’s aim was to deliver a bespoke fleet of trains for the ‘hygiene factors’, with safety, personal security and accessibility being Merseyrail network that reflects what the end user has told us they fundamental. Having satisfied these core needs, passengers pointed want. To deliver similarly bespoke fleets across the whole of the UK towards a number of additional factors that would help determine their rail network would require a substantial shift in the rolling stock market, satisfaction with the new trains: seating configuration, temperature, not to mention significant funding and a lot of time. Carrying out cleanliness and WiFi. These themes then formed the core of the work research to identify what customers want, and delivering against those throughout the passenger research. aspirations, should not however be put in the ‘too difficult’ basket. The key is ensuring that whatever options you present, and the questions you Responses to the first stage of research were incorporated in the train ask must provide a genuine choice and be actionable. technical specification and used to create an Industrial Design Guide. Improvements were identified in the platform train interface, additional In June 2013, Merseytravel commissioned Transport Focus to help capacity (without reducing comfort or safety), a mix of seating layouts, develop a customer-focused vision for a new fleet of trains: the first carrying cycles, luggage storage and passenger information. new trains to operate on the Merseyrail network in over 40 years. Addressing the platform train interface, the problem, as in the case for Merseytravel’s intention was for this piece of research to directly much of the rail network, was the variability of the platform heights influence and inform the design of the train, from start tofinish, and offsets across the network, illustrated by platform heights of over significantly improving the customer experience as a result. Unique? 1 metre and less than 700 mm. The solution was the creation of a Innovative? Yes, we think so. separate programme of work to reconstruct platforms and move track to bring the network in line with Network Rail Standards.
8 | Rail Technology Magazine Oct/Nov 2019 Having selected a strong range of candidates, Merseytravel launched The second stage of research was formally commissioned in spring the bidding phase of the procurement process for the new fleet in 2017. To gauge customer reaction to the design, the project secured early 2016. Within the system of bid evaluation, the most heavily feedback from two distinct sources, the online customer ‘community’, weighted criterion was “the provision of excellent facilities for and the general public who were given an opportunity to view a mock- Merseyrail’s passengers.” up of the train. They were able to give feedback at key milestones in the delivery of the design, and over 11,000 visitors viewed the mock-up, The proposal from Stadler stood out throughout this process, as it with an overwhelming positive response to the new trains. demonstrated a clear and innovative interpretation of the research. Merseytravel’s desire for a “light, bright, open and airy” saloon The outputs from this second stage of research were fed into the ambience was clearly demonstrated and it used an innovative Design Review Process for the new trains, helping shape the final approach to the challenge of boarding and alighting by reducing train design and they will ultimately help change the experience of the floor height and providing an intelligent sliding step at every future passengers. The passenger community directly influenced so passenger doorway. It became clear that Stadler’s proposal was for much of the final design; the livery, seats, inclusion of tables, charging a bespoke train design, and easily allowed for continued passenger points, ambience, interior colours, comfort, cycle space, ease of access, research to inform the design process. wheelchair spaces, luggage storage and WiFi.
At the time of writing, the platform construction works have been virtually completed and the first of the new trains is being tested and commissioned with a plan for delivery to the UK at the tail end of this year. So, if we asked ourselves the original question again, do we know what the passengers want? Up go our hands, yes, yes we do, and we will soon be able to see the fantastic results of this unique piece of work when the new fleet of trains enter service in 2020.
FOR MORE INFORMATION Tw: @thewaterfrontuk W: bit.ly/2OSH1bJ
Rail Technology Magazine Oct/Nov 2019 | 9 LET’S GET ON WITH IT
Maria Machancoses, director of Midlands Connect, explains how the Oakervee Review was the wakeup call HS2 supporters needed. Now action must happen.
The autumn of 2019 will go down as one of the most tumultuous periods in political history. While unprecedented events in Westminster dominate the news agenda, the government’s HS2 review has risked slipping under the radar.
Oakervee has been a wakeup call to all of us who want to see HS2 delivered in full. It has galvanised the Midlands and the North to restate in the strongest terms how catastrophic the cancellation or de-scoping of the HS2 network would be for our regions.
It has allowed us to once more state our belief that, while costs may rise and regrettable delays may now be inevitable, the benefits of high speed rail to this country have been vastly underestimated, and it is incumbent on all supporters of HS2 to sell those benefits more clearly.
Midlands Connect used the review period as an opportunity to submit compelling new evidence to ensure Westminster fully understands the benefits of high speed rail to tens of millions of people living outside the South East.
For example, millions of people who may never set foot on an HS2 train will see improvements to their existing rail journeys once long distance journeys transfer to the high speed network, freeing up existing lines for more commuter and intercity services. Research we submitted to the Oakervee Review shows 73 locations could benefit from new services, more frequent services and less crowding; 54 of those locations are not on the HS2 network.
High speed rail will also reduce road congestion by transferring one million lorries’ worth of goods to the railway every year. These previously hidden benefits of HS2 are finally seeing the light.
Our Oakervee submission also includes Midlands Engine Rail (MER); our £3.5bn plan to deliver a step-change in east-west rail connectivity, fully integrated with HS2. MER includes seven region-wide projects, five of which utilise HS2’s released capacity, creating space for more than 700 extra trains every single day, serving 60 different stations across the Midlands and beyond.
10 | Rail Technology Magazine Oct/Nov 2019 One of those seven projects is a plan for conventional-compatible Our position is clear: Midlands Engine Rail, with HS2 as its backbone, is high speed trains to directly connect the city centres of Birmingham technically feasible, financially viable and environmentally sustainable. The and Nottingham, and Leicester and Leeds via the East Midlands Hub Midlands and the UK need both, just as we need Crossrail 1, Crossrail 2 at Toton, slashing journey times by more than half and boosting the and Northern Powerhouse Rail to future-proof our transport network for economy by an estimated £1.4bn. HS2 is formally investigating our generations to come. While no HS2 supporter will deny that waiting longer proposals, which have the potential to both reduce costs and bring for it to arrive is disappointing, this is a project we will all benefit from for more flexibility to the network. the next hundred years and more. It’s well worth waiting for. MER has rightly received widespread support. The launch in We have demonstrated to the Government and public just how much September - at Bombardier’s global centre of excellence in Derby we need and will benefit from HS2. I have been buoyed by the spirit of – was backed by civic and business leaders from across the region, collaboration amongst business and civic leaders in their approach to that as well as communities secretary and Midlands Engine ministerial objective during the HS2 review. We have met with Douglas Oakervee in champion Robert Jenrick MP, who said: “Bringing forward really high the West Midlands and the East Midlands, and our region’s submissions quality, high value-for-money proposals like this will make my case will rightly be foremost in his mind as he considers his recommendations better as I battle for the Midlands in Westminster.” to Government. Thankfully, more of HS2’s supporters are starting to focus on the It is impossible to predict how far the political tectonic plates may have tangible, but previously miscommunicated benefits of high speed shifted and moved by the time this article is published, and it is possible rail. Midlands Connect’s submission to the Oakervee Review, and that Oakervee’s recommendations will already be public. I won’t pre- those of our partners - the West Midlands Combined Authority, East empt that outcome, except to reiterate that cancelling or de-scoping HS2 Midlands Councils and the Constellation Partnership – highlight the would be a disaster for our region, and we must do all we can to avert it. need for the seamless integration of HS2 with essential upgrades to the existing network. We must not be forced to choose one The 22nd century will thank us for it. improvement over another.
FOR MORE INFORMATION W: tinyurl.com/RTM-MCHS2
Rail Technology Magazine Oct/Nov 2019 | 11 WOMEN IN RAIL CHALLENGING PERCEPTIONS
A GENDER DIVERSE WORKPLACE
Adeline Ginn, founder and chair of Women in Rail, explains the benefits and need for a more gender diverse workforce on the railway, and how her organisation is setting out to achieve this.
The railway is an amazing industry, and it is more important than ever that women are made aware of the fantastic opportunities a career in our sector can offer.
Over the last two decades the rail sector has been in a period of exponential growth, but a definite lack of diversity of skills threatens future growth. Only 17% of the workforce in our industry are women, and an even smaller percentage are in senior, decision-making posts.
With a more gender diverse We are all volunteers, running the charity alongside our day job. Our workforce comes different journey is illustrative of the industry itself: a close-knit community, experiences, skillsets, ideas operated by passionate people who deeply care about the railway and and ways of working, all of are determined to tackle outdated perceptions and help shift the dial on which ultimately brings about gender balance, diversity and inclusion so as to ensure our sector has positive changes and economic access to the best talent. competitiveness. It is crucial to support and develop our female We support women by hosting regular networking events and workshops talent and promote our industry across the UK, running a successful cross-industry mentoring as an attractive career choice to programme and working alongside major stakeholders, including young girls. A diverse workforce NSAR, RSSB, RDG, BEIS and the DfT, to promote diversity and will ensure that our sector is truly inclusion in UK rail. representative of modern Britain and its customer base, and that This year, we launched SWIFT, a peer-to-peer network of senior the decisions made by its senior men and women in rail whose purpose is to develop high-potential leaders are fully informed. women and foster the next generation of female leaders in UK rail. We raise awareness of the need for action through surveys and I created Women in Rail in 2012 reports and we encourage key stakeholders to identify and develop with a handful of passionate their female talent. enthusiasts like me, determined We showcase female talent in reports and celebrate our inspirational to ensure we retained and colleagues and peers during our yearly Women in Rail Award, supported female talent in UK rail. In the last seven years, we have working on changing perceptions and positioning rail as an attractive grown to full registered charity status and our members consist of 4,000 career choice for young women. men and women from all grades and roles, representing a wide range of companies from our sector and eight regional groups operating in We want to see women thriving in careers on the railway, young girls England, Wales and Scotland. passionate about our industry and a diverse rail workforce, supported by inclusive cultures. It is only by working together that we will redress the gender imbalance and fill our ever-growing pipeline with the best SHIFTING THE GENDER BALANCE talent. Let’s unite and make it happen.
FOR MORE INFORMATION 12 | Rail Technology Magazine Oct/Nov 2019 Tw: @WomeninRail W: www.womeninrail.org Rail Technology Magazine Oct/Nov 2019 | 13 THE LEVENMOUTH BLUEPRINT
The Levenmouth railway link will deliver substantial social benefits and societal opportunities, unlocking access to cultural activities and attracting business and investment, FOR MORE INFORMATION Tw: @transcotland says Keavy O’Neill, Levenmouth railway W: www.transport.gov.scot project sponsor at Transport Scotland.
“We don’t build railways, we create opportunities.” So said my colleague Frazer Henderson, head of rail policy at Transport Scotland, at the announcement of the reopening of the Methil Branch line to Levenmouth. It seems a strange thing for a railwayman to say but one can understand the sentiment because the purpose of the railway is to deliver policy outcomes. And for Levenmouth, that means social and economic transformation in an area which has struggled since the closure of its coal mines and heavy industry with relatively high levels of unemployment in recent years.
The new rail services will give people better access to job opportunities across Fife as well as the dynamic labour market in Edinburgh. Additionally, the power of rail to attract business and investment is well-known and should act as a catalyst for growth and investment within the local area. The new rail service will also deliver substantial social benefits through greater access to cultural activities and educational facilities, particularly for younger people for whom a lack of transport may have been a barrier. They will have easier access to museums, better opportunities to visit theatres and participate in new cultural activities which, because of the existing level of service railway to improve and integrate bus and active travel connectivity and of public transport, are currently a challenge to access. The railway open up Leven, Methil and the surrounding communities as places to therefore improves connectivity and has the potential to enrich lives. live, work, visit, learn, play and grow. It really will be a blueprint for extending the reach and impact of the railway. In support of those objectives, the Scottish Government is investing £5m - on a matched-funding basis - in the Levenmouth Blueprint. In respect of the route, we have commissioned Network Rail to design This initiative is based on the hugely successful template of the Borders and construct a passenger and freight rail line along the alignment of Railway. The Blueprint, led by Fife Council and involving a range of the existing, out-of-use track between Thornton North Junction and national and local partner organisations, will use the stimulus of the Methil Docks. New, fully accessible stations will be provided within Leven and close to Cameron Bridge. The aspirational journey time between Leven and Edinburgh (and vice versa), depending on the two route options across Fife, has been set at no more than 70 and 75 minutes. The expectation is that there will be two passenger services each hour integrated within the Fife service timetable.
With an eye on the future electrification of the Scottish network, Network Rail has been charged with providing a range of priced, designed options ranging from a wholly non-electrified line through a series of increments to full electrification of the line. These options will identify active and passive elements so that works can be implemented as necessary to meet the Scottish Government’s target of decarbonising the passenger rail network by 2035. The interim rolling stock solution may be diesel or diesel/hybrid (battery or fuel cell) but ultimately the stock will use electric traction either solely via OLE or in combination with battery or fuel cells.
We’re progressing the project through our recently launched Rail Enhancements & Capital Investment Strategy, which uses a pipeline- based approach to rail project development and delivery with set business case decision points and the full participative engagement of Transport Scotland, Network Rail, ScotRail and the Levenmouth Blueprint group. Our concerted multi-disciplinary approach to design, development and implementation means that we are all focussed on ensuring the line is operational and creating societal opportunities within the current control period – that’s the challenge!
14 | Rail Technology Magazine Oct/Nov 2019 Rail Technology Magazine Oct/Nov 2019 | 15 BORDERS RAILWAY DELIVERS FOR ENTIRE NETWORK
Simon Walton, chair of the highly influential Campaign for Borders Rail, argues completing the reconstruction of the line though the Scottish Borders will deliver benefits for the entire UK network.
Uniquely, our national infrastructure owes its existence, or indeed resistance, to public lobby. There’s plenty of pride in chairing a twenty-year old organization that can rightly claim to have changed thinking on rail regeneration.
The Campaign for Borders Rail contends that railways represent the most tangible catalyst for a whole portfolio of economic regeneration, but only if built and fit for purpose. The Campaign was bitterly opposed to the build-down-to-a-budget attitude which means the Borders Railway struggles to meet even Transport Scotland’s outrageously pessimistic business case, let alone the Given that the ‘network’ is so called for a reason, it’s not unreasonable actual demand. to propose that what happens in Elgin can have repercussions in Exeter. The strategic importance of a new cross-border rail link must The shortened dynamic loops, only used to such intensity in be acknowledged in that context. Completing the Borders Railway punctually-precise Switzerland, fail hopelessly to cope, and road in purely local traffic terms is a mistake that must not be repeated. structures have choked the line to a single track. The cost of rectifying This railway will generate the patronage that goes hand-in-hand with these actions will be borne long into the future. economic regeneration. It must be built to an optimum standard. For me, that’s a single ‘dynamic loop’ of 66 miles in length, and we take the Meanwhile, five years on, the climate has shifted. The heat is on hit to upgrade the existing line. for rail regeneration. The Levenmouth campaigners are finally vindicated, albeit over a preposterously long timeframe. The To their credit, the Scottish Government is reviewing £6bn of Aberdeen-Inverness project has rectified much of the blight proposed spending on the A9 and A96 roads. However, even in these experienced on that line, and may even be a precursor to some environmentally enlightened times, the Department for Transport reconnections in Buchan and Braemar. gleefully announces £25bn over five years for so-called investment on the strategic road network in England. Of that, the 12-mile Huntingdon Bypass will swallow £1.5bn.
That’s precisely twice the cost of the 66 route-miles from Carlisle to Tweedbank, which will provide a modern, environmentally sustainable, socially inclusive and economically regenerative communications corridor that does the exact opposite of a bypass. It delivers growth into the heart of communities and puts money in the pockets of citizens, not duplicitous transport ministers. Now that would be something worthwhile for which to lobby. It’s just unfortunate that the former transport minister cannot be exhumed from his tax haven to do the rebuilding.
FOR MORE INFORMATION
W: www.campaignforbordersrail.org
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www.stannahlifts.co.uk Rail Technology Magazine Oct/Nov 2019 | 17
stannah-2019-adverts-chosen.indd 2 27/02/2019 14:57 TRANSFORMING TEES VALLEY TRANSPORT
Heather Scott OBE, Tees Valley Combined Authority cabinet lead for transport, explains how the combined authority and partners are looking to improve transport infrastructure in the Tees Valley.
An efficient, reliable and affordable transport network can easily be Tees Valley Combined Authority aims to drive an additional £2.8bn taken for granted by those who have it, but is of huge importance into the region’s economy and support the creation of 25,000 jobs for those who do not. by 2026, transforming our region. Led by the Tees Valley mayor, we are doing just that, with powers over strategic investment, post-19 Tees Valley is an area made up of five boroughs – Darlington, education, employment and skills and business support. Hartlepool, Middlesbrough, Redcar & Cleveland and Stockton- on-Tees – consisting of major urban areas giving way to dramatic Within Redcar is the South Tees Development Corporation, coastlines and beautiful countryside. However, with these dramatic the biggest investment opportunity in the UK today and first views come rural communities, villages and isolated residents. mayoral development corporation outside of Greater London. Here, there is huge potential for investment and growth in the advanced manufacturing sector and a raft of well-paid, good- quality careers.
It’s all well and good creating jobs and taking control of a £29.5m budget for post-19 education but it means nothing if our local people can’t access these opportunities. Businesses also need clear, effective freight links and connections to major centres.
Luckily, we have the powers to make sure that’s the case.
As part of our devolution deal with Government, we were given powers over transport in the region, so that money can be spent on local priorities.
In January, the Tees Valley mayor and Combined Authority Cabinet agreed a £588m, ten-year investment plan, including a massive £256m to transform our transport infrastructure. To deliver this, we developed a detailed 10-year Strategic Transport Plan which sets out our vision for transport in the Tees Valley.
This plan covers every aspect of getting around, and views transport as a means to an end, not an end in itself, with interconnectivity at its heart. It covers all forms of transport, from roads, rail and air to buses and sustainable travel. It examines major themes of national rail, major roads, connecting centres, unlocking key sites, and local journeys while delivering social equity and protecting and enhancing the environment.
As well as detailing upgrades to the transport network for local people, we’re supporting local businesses and global companies by considering their freight needs and those of their workforce.
Two major projects already under way are the redevelopment of railway stations in Darlington and Middlesbrough. The East Coast Main Line is the vital backbone of our growth ambitions for passengers and freight. Services are projected to grow; new, longer trains are set to be introduced and we need to be ready for potential future projects such as Northern Powerhouse Rail.
18 | Rail Technology Magazine Oct/Nov 2019 Darlington, in particular, is a pinch-point and plans for further platforms will unlock capacity for more local and national services and greatly improving services. Increased capacity at Middlesbrough and improved station services will also see considerable benefits. To this end, Tees Valley mayor Ben Houchen pledged £45m to kick- start both projects, with business cases being developed and, in Darlington’s case, a group including Network Rail and Darlington Council established to help drive the work forward.
These are by no means the end for rail: while we aspire to improve local services and ensure a minimum of two trains per hour operate on all lines wholly within the Tees Valley, we are also improving our freight capacity and capability. The Combined Authority has contributed £250,000 to a study into a major upgrade of the Northallerton and Middlesbrough line. It explores how we can better serve Teesport, one of the deepest seaports in the UK, by providing access for bigger freight trains, creating direct and indirect jobs.
While rail supports international, national and local travel, there are plenty of plans to help those who are more isolated and are reliant on bus services. The mayor recently announced a three-year pilot for a new ‘Uber-style” demand-responsive bus service that will fill the gap unserved by traditional bus operators and, if successful, could be extended to cover the whole of the Tees Valley. More support for greener, healthier local journeys is coming with our commitment to create good-quality, accessible and integrated cycling and walking networks, and with car travel making up almost 73% of all journeys to work (62% nationally), high-quality roads are at the forefront of our plans. We’ve identified our own Key Route Network which is most central to our future economic growth plans, covering 888 miles of our roads.
Finally, Teesside International Airport, brought back into public ownership earlier this year by the Tess Valley Mayor and Combined Authority and run as a joint venture with Stobart Group, is our air connection to the world. This has its own 10-year turnaround plan to increase passenger numbers more than tenfold to 1.4 million per year. To support its continued growth, we are investigating improved transport links to the airport with local bus providers and partners in the rail sector.
Following our public consultation, the plan will be published in early 2020. With this, we can deliver the world-class, joined-up transport network that our residents, businesses and visitors deserve, securing access to opportunity for decades to come. FOR MORE INFORMATION Tw: @TeesValleyCA W: www.teesvalley-ca.gov.uk
Rail Technology Magazine Oct/Nov 2019 | 19 THE GREATER MANCHESTER MASTERPLAN
In a building overlooking Piccadilly Station, Andy Burnham recently revealed his grand plans for the future of Greater Manchester’s rail network and wider transport system. RTM’s Emily Rodgers was there to report.
As he stood up in front of press and industry executives, the mayor of “This persistently poor performance is largely down to infrastructure Manchester held in his hand a booklet that read ‘Our prospectus for but there is also a culture problem here in that railways are not rail’. The tagline was ‘our people, our place, our network’; a theme sufficiently accountable. Fundamental changes are needed. It’s just which ran through Burnham’s entire speech. not good enough, in fact it’s even worse than we thought and we need wholesale radical change in the way railways in the North of England Andy began his speech by saying: “It’s important to correct the and Greater Manchester are run – it just can’t carry on.” impression that might be given by certain voices at a national level that the building of HS2 and Northern Powerhouse Rail will solve The Greater Manchester masterplan included a vision of a ‘London- everything for the North. Now let me be clear – they are extremely style’ integrated transport system rolled out across the region, including important projects and we are very committed to them – but they won’t a ‘multimodal zonal ticket’ allowing passengers to use multiple public solve all of the problems we have with rail in the North of England. transport systems with the same, price-capped ticket.
The statistics are not promising. Recent analysis by Transport for the Transport for Great Manchester’s travel aspirations include doubling North found that up to 92% of train between Leeds and Manchester ran daily rail passengers to 200,000 by 2040, tripling the use of the at total capacity on peak services this summer, leaving 114 passengers Metrolink and ultimately providing the people of Manchester and the a day unable to board Northern Services because of overcrowding. surrounding areas with incentives to leave their cars at home. An average of 139 Northern Rail services were cancelled or part- cancelled every day, with the average for TransPennine being 42. Burnham used five key principles to outline what he wanted our The latest government figures say that 53% of Northern Rail services transport network to look like. These elements were consistency, arrived within the one-minute ‘on-time’ threshold, and only 38% of affordability, sustainability, accessibility and accountability, words he TransPennine services. said would not currently be used to describe the rail network in Greater Manchester.
His plea to central government is to treat Greater Manchester like it does London. Andy said “what’s good enough for London should be good enough for us.” He argues that the framework given to London would provide northerners with a locally accountable rail network that delivers reliable and frequent services.
“I welcome the Prime Minister’s commitments to give areas like Greater Manchester more control over rail services and stations and I want to say we are ready to make real progress- Greater Manchester is ready to go.”
“WE NEED TO REBUILD TRUST THROUGH A MORE LOCALLY ACCOUNTABLE SYSTEM, AND I WANT TO BE CHALLENGED.”
20 | Rail Technology Magazine Oct/Nov 2019 His hope is that taxpayers won’t have to pay Devolution regarding rail was something “People are used to travelling with just one any more for the rail transformation than they he spoke passionately about; “I want to be mode of transport, because multi-modal can do now. “I believe we are entitled to revenue challenged, if the public are not happy, I want be unreliable and can easily reach £20 a day, subsidies up to tens of millions of pounds, to be accountable, at the moment that isn’t which is why we need a capped price for because a transport investment always gets possible, because it’s not locally controlled – a ticket.” paid back into the economy.” without this the rail will not improve.” “I’ve sat down with leaders in Lisbon and Porto Climate change was also a very strong theme “Northern Rail needs to get hold of the rails of who have a €30 a month cap on transport, in Burnham’s speech, as he criticised the use of its own transport system.” Luxembourg have completely free travel, these Pacer trains and other rolling stock that run on types of things do massive things in our goals diesel in today’s state of ‘climate emergency’. The stress was on how local power can result towards climate change as more people are He wants to make the region carbon neutral in benefits than go beyond transport - “If we encouraged to use public transport rather than by 2038, and believes that giving people a good control our stations locally, we can build more take their cars.” reason to use public transport could help homes around the stations.” this goal. Changes are hoped to be seen within the Closing his speech, Andy Burnham said ticket next two to three years, with the entire “More and more people are going back to prices were his main priority, and he is taking transformation to be completed by ‘2029 at the car because they cannot rely on public inspiration from a number of more successful the latest’. transport, and I don’t blame them, it doesn’t cities in Europe. represent good value for money.”
FOR MORE INFORMATION: Tw: @MayorofGM W: news.tfgm.com/resources/our-prospectus-for-rail Rail Technology Magazine Oct/Nov 2019 | 21 NO COMPROMISE FOR SAFETY
Life is normally full of compromises, but hopefully platinum double-sided K and N anti-scratch and anti-fog coating that not anymore with a new range of high-tech lens sustainably combats fogging. developments from Bollé Safety for the Rail Twilight Industry. For any conditions, in any working The new Twilight technology offers the advantages of ESP but with environment, Bollé Safety has the lens for you, a double anti-fog coating (on both sides of the lenses) to prevent says general manager Ian Walbeoff. fogging in the most challenging conditions and also anti-scratch. Designed and used in low light conditions, it improves contrast. Its light transmission rate is perfect for indoors or outdoors, particularly Platinum early morning and late evening.
Bollé Safety has revolutionised eye protection with an innovation that Polarised exceeds the requirements of all international standards. The new, exclusive double-sided anti-fog and anti-scratch platinum coating A polarizing filter contains perfectly aligned crystals, which block guarantees greater safety, reliability and comfort. The permanent horizontally polarized light. Acting like a vertical blind, it makes it coating on both sides of the lens gives them a high resistance to possible to eliminate the cause of dazzle and only lets past the light scratching and the most aggressive chemicals, and also prevents fogging. known as useful. Polarized lenses offer an incomparable comfort from all reflective surfaces. The lens provides total improvement of visual We also offer an anti-scratch and anti-fog coating on prescription comfort by eliminating glare, reducing eyestrain/visual fatigue and lenses as standard at no extra charge. With a range of over 20 styles improving both colour and contrast perception. Ideal for driving and to choose from and platinum polycarbonate double-sided anti- all outdoor activities. scratch and anti-fog lenses, this is the perfect solution for prescription wearers. Also unique to Bollé Safety is the Contour; the world’s first ESP (Extra Sensory Perception) base eight prescription wrap around safety eye shield with Free Form Digital HD safety lens technology. We offer the newest pioneering A revolutionary new lens coating that provides maximum protection lens technology, Free Form, which uses one single-point diamond to against UVA and UVB rays, filters out over 70% of blue light but still customise both lenses to each individual prescription and provide transmits over 60% of visible light. Applied to Bollé’s high-impact but scratch-resistant optically correct material based on polycarbonate with a quartz crystal coating on the front of the lens. This new lens should be provided to all outside workers to improve their level of protection and comfort outdoors.
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A graduated coating that offers the wearer optimal protection through improved accuracy, greater comfort and also reduces visual fatigue. Applied to Bollé’s high impact but scratch resistant, optically correct material based on polycarbonate with a quartz crystal coating on the front of the lens.
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A unique lens that combines two coatings, a Hi-Definition multi anti- reflective and water resistant Hydrophobic. Hi-Definition increases the amount of visible light passing through the lens and therefore improves definition while the hydrophobic coatings repels water and liquids superior levels of protection. improving clarity and vision. The perfect lens for anyone working in dimly lit areas or working outside in inclement weather. CSP (Comfort Sensory Perception) All Bollé Safety lenses are independently tested and approved to the A revolutionary new lens coating that provides maximum protection highest EN standards and as with all of the range of products from against UVA and UVB rays and blue light. This innovative coating is Bollé Safety they also offer our rail industry customers excellent value an effective solution for all activities that alternate exposure to bright for money and world-renowned optical lens quality and coatings. light and low light, while also being suitable for extreme hot and cold temperature environments. CSP is also combined with the exclusive FOR MORE INFORMATION: E: [email protected] W: www.bolle-safety.com 22 | Rail Technology Magazine Oct/Nov 2019 TransCityRail North 2019
Review
Rail Technology Magazine Oct/Nov 2019 | 23 24Rail | Rail Technology Technology Magazine Magazine Oct/Nov Oct/Nov 2019 2019 | 24 Connect, Communicate, Collaborate.
TransCityRail hosted the sixth annual TCR North The TransPennine Route Upgrade looks set for a conference and dinner at the Principal Hotel in big supply chain spend during Control Period 6, Manchester on 3 October. Rail Technology with similar positive news for the Wigan to Lostock Magazine’s Matt Roberts, Emily Rodgers and electrification programme, Northern Powerhouse Jamie Bennett-Ness were there to bring you all the Rail, the Cross Manchester and Castlefield highlights from the day. Corridor projects and even the Energy Coast Rail Upgrade. All of these are being considered and Cricket, flossing and the Death Star: you probably supported by Network Rail to improve northern couldn’t pick a more random combination of rail infrastructure. subjects if you tried, right? What connection could possibly link all three, and so much more? While these projects might seem like they exist in a galaxy far, far away for your daily commuter, they Well, TCR North 2019 in fact. are becoming an increasingly tangible reality for the rail industry supply chain. Initial preparatory The flagship rail conference of the year had it all, works are beginning across the region, and shovels kicking off in style as Chris Nutton, major projects might well be in the ground sooner rather than director at TransPennine Express, opened the show later. Manchester in particular is set to be home and bowled over the audience with his cricket- to some very exciting projects in the near future. themed call to action. His cricketing analogies had their purpose though too, as he called on the rail Head of rail franchising at Transport for Greater industry to invoke the same teamwork and spirit of Manchester, Caroline Whittam, laid out the this summer’s sporting heroes – think Ben Stokes detailed, interconnected plan for transport services, and his teammates’ Ashes miracle – to achieve including rail and light tram-train services, in the such success in our own fields. wider region – affectionally nicknamed the ‘Death Star’ within the TfGM offices. The plans formed Resilient, connected interworking across the rail part of mayor Andy Burnham’s ambitious plans industry served as an integral theme throughout to revolutionise interconnected travel in the city, the conference’s range of engaging speakers. with the rail industry playing a crucial role in the Julia Territt, Network Rail’s regional delivery project (read more about this on page 20). director for route services supply chain operations, reiterated its commitment to SME involvement in These names were just a taste of the educational, current and upcoming investment opportunities entertaining and expertise speakers taking to the and projects. TCR North stage across the day. And as ever with a TransCityRail event, the enthralling discussions These opportunities are currently sprouting out on stage were matched by a furore of debate across the North. Chris Montgomery, major amongst the hundreds of delegates throughout programme director at Network Rail, delighted the day. the crowd with positive news regarding funding and progress on a number of major investment programmes for the region.
Rail Technology Magazine Oct/Nov 2019 | 25 The Networking Dinner
As the excitement of the daytime discussions died down, it was time Innovation, and bringing this cutting-edge technology to the North for the black ties to be broken out and a lively drinks reception as through the rail industry, was the thought process and drive which the Principal was transformed into a stunning dinner space. Always the panel discussion conversations ended on. Mr Wood expressed a highlight of a TransCityRail event, attendees flooded in and the this clearly, that there was a real desire to start the ball rolling on conference space became a buzz of networking between the key regional innovation, telling the attentive audience: “If you want to movers and shakers of the rail industry. talk, we want to listen to these innovations. We’re excited to begin processes, but they take time.” Opening the evening’s talks, Anna-Jane Hunter, director for North of England rail at Network Rail, took the stage and delivered a After a break for starters, the second panel discussion, sponsored rousing speech looking back on all that we’ve achieved as an industry by strategic partner Siemens, consisted of Siemen’s own William in the North – and all the opportunity in front of us too. Wilson, Cllr Liam Robinson of Liverpool City Region, Northern Rail’s Rob Warnes and TfN’s Tim Wood. Ms Hunter said: “It is our job to connect the North. That means people with businesses, students with education, and more. The prestigious panel proved insightful and spoke in depth about innovation, and getting the most out of the supply chain. Mr Wilson “We’ve achieved so much, and these jobs rely on the supply chain to introduced the audience to the Siemens railway village project, deliver them, particularly the tier 2 and tier 3 organisations who are aimed at getting suppliers engaged at an early stage of major often playing a key role. Our delivery partners are key to our success. projects, while Rob discussed Northern’s greatest innovations such We rely on the people of rail to deliver for our passengers.” as GPS tracking of trains and brand-new technology used on new information screens in Manchester – produced with the assistance The first panel discussion of the evening, delivered alongside of a local supplier. strategic partner Skanska, followed. Transport for the North’s Tim Wood, Lorna Pimlott from HS2 and Skanska’s James Richardson Tim Wood was keen to keep the rousing support of the North’s joined Anna-Jane on stage for an in-depth discussion into the rail investment throughout the night and beyond, issuing a rallying North’s rail infrastructure investment. cry to the attendees. Both he and Transport for the North want action, and for the North to remain in the minds of those with HS2 understandably took a front seat during the discussions, with the executive power over rail infrastructure funding decisions long into message from the panellists clear. The high-speed upgrade has to be the future. He told the audience: “We’re not going to fade away. seen through to completion to ensure that the economic benefits of We’re not going to disappear, we’re here to stay and deliver change the North can be realised. Mr Wood kicked off by explaining that with to the North.” HS2, “[there are] 850,000 jobs in wider business, and vast economic benefits across the board.” Anna-Jane Hunter added: “It’s about This was the same message echoed throughout the entire day, that connecting people. That’s the core of what delivering HS2 is about.” working together, the rail industry has to and will deliver much- needed change for rail infrastructure in the North, and rebalance For Ms Pimlott, avoiding unnecessary delays is key to ensuring that the UK economy one step at a time. As the brilliant host Helen the HS2 review serves its purpose, while Mr Richardson concurred Fospero closed the show, food was served and another highly that the review needed to show how they could “deliver the project successful TCR North came to a close, all attendees were left with a in a way that is cost effective for the taxpayer.” sense of ambition and pride, as well as hopefully a few new contacts.
26Rail | Rail Technology Technology Magazine Magazine Oct/Nov Oct/Nov 2019 2019 | 26 Rail Technology Magazine Oct/Nov 2019 | 27 PRIORITISING THE PASSENGER
Hosted by journalist Helen Fospero, the opening panel discussion of the right level of investment to give the North of England the boost TransCityRail North 2019 saw representatives from Transport Focus, it needs.” With such a wide-ranging panel all looking towards their Network Rail, Transport for the North and Arup debate the industry’s passengers as drivers of change, host Helen asked how they were shift to a more passenger-centric railway. targeting the infrequent or non-users?
“A better way of doing things, real holistic thinking and a sustainable, Arup’s Belcham said it was simple: rail just needs to be better and user-centric design.” This was how Andrew Belcham, rail director at more attractive than other forms of transport. “We can’t mandate Arup, described his company’s vision for putting passengers first. He people, but we can encourage them in, and then users will share the said it’s important to discover the ‘why’, before you become immersed positive experiences they’ve had.” The door-to-door journey is a key in the actual doing or a project. “Our passengers are incredibly focus, as is looking beyond rail’s own ecosystem - we must remove all diverse, and we want to give all our users an immersive experience to the things that fragment journeys. Anna-Jane added that the answer feel what our designs are like, relate to them and then feed back to us.” has to be a balance of both affordability and value for money. “Some of the costs there’s no getting away from, but at the moment, quite Ian Wright, head of innovation and partnerships at Transport Focus, often we’re giving passengers a service that doesn’t feel like it’s value said the independent watchdog very much endorses Arup’s vision of for money. The more pain points we can eliminate from the passenger cocreation with passengers. “They’re going to be using the network for experience, then actually cost becomes less relevant.” years to come, and we know that many pieces of railway infrastructure last decades, so we really don’t want to be encouraging bad design. Wright said that people make decisions based on what is in front of We’ve worked with HS2 and Merseytravel on putting the passenger them. Transport Focus has carried out considerable work with non- really at the heart of their design, and it makes the decision-making users and infrequent users of rail, and he said you can sum up their process a lot easier. Over the last few years, I have certainly seen a decisions and the key barriers with four Cs. The first, unsurprisingly, real growth in the customer experience side of the industry, and in is Cost, relative to other forms of transport. Convenience; having a fact most operators now have people looking at journey mapping and railway within your reach and having control over your experience thinking beyond the standard-reference person.” is also key, said Wright. “No one likes to have an experience where you feel out of Control, and information really is gold dust. Climate Anna-Jane Hunter, director – North of England Rail at Network Rail, has also typically been a sort of nice icing on the cake, a feel-good explained: “We’re in the middle of a huge restructuring at Network Rail, factor part of post-nationalisation. But I think that might be changing, and passengers are very high on our agenda. “We’re pushing devolution particularly among younger generations, and it’s something Transport further into what we do” through the creation of a new regional structure Focus feels we need to go back to and look at.” with 14 separate routes and a campaign titled ‘Putting Passengers First.’ “It’s about getting closer to our passengers and customers, our supply Belcham pointed out that families across the country are now chain, and moving decision-making to the heart of the regions we serve, having this conversation about being held account for how we travel with far extending roots beneath that. It’s a huge challenge.” environmentally. He said: “This new generation is very well informed, and what it wants is digital tickets and a small carbon and energy Completing the panel, Northern Powerhouse Rail director at footprint. We need to accommodate for the future generation, but Transport for the North, Tim Wood, said: “We absolutely want the also make the journey experience right for everyone by offering paper interests of all our rail users to steer the decision-making. What we tickets alongside digital ones, for example. The rail ecosystem can be want is a far better aligned and integrated railway, supported with complex to navigate, and we need to accommodate for all passengers.”
28 | Rail Technology Magazine Oct/Nov 2019 FOR MORE INFORMATION Tw: @ArupGroup W: www.arup.com Rail Technology Magazine Oct/Nov 2019 | 29 DON’T FORGET FREIGHT
The second leader’s debate panel of TCR Mr Morris furthered this discussion and plea internationalisation piece so much easier and North 2019, sponsored by PD Ports, saw to not leave freight infrastructure investment encourages businesses to do so.” the issue of freight and goods capacity behind. As he explained to attendees, some brought to the conference stage. Rail 95% of the UK’s trade in goods arrives by It was not all doom and gloom for rail Freight Group’s director general Maggie sea, with a number of the country’s key freight in the discussion, though. Ms Simpson, Tim Morris, chief executive of ports located in the North. He explained: Simpson and Mr Lippitt discussed the the UK Major Ports Group, Dan Fell from “Whatever you’re political views about the work PD Ports and colleagues were doing the Doncaster Chamber of Commerce and UK re-emerging as an independent trading in getting specialised wagons onto the PD Ports’ own Geoff Lippitt all took to the nation on a global stage, there has never routes to overcome the challenges – though stage for the insightful, honest evaluation of been a more important time that our trade as Mr Lippitt explained, this was not an freight and its current, relatively minimal gateways are in the best shape they possibly ideal solution, was more expensive and it inclusion in the investment and upgrade can be. Without good outside connectivity, couldn’t be done for everything. plans for the North. without good rail connectivity for freight, the UK simply is not in a good position to Investment into rail freight has to happen. Kicking off the discussions, an impassioned succeed globally.” That was the clear view of the four panellist Ms Simpson outlined to the room just why throughout the discussion, and in Mr Lippitt’s rail freight could not afford to be overlooked But, especially in economical and commercial eyes it must happen collectively. He explained: in these upgrades. Currently, road freight was terms, investing additionally into freight “If the North wants to be dominant in trade serving much of the North’s consumer goods infrastructure during these already financially – and as an aggregated region it’s about the demand, stretching the capacity extremes of significant projects can seem like significant same size as Shanghai – then we have to think an already crowded M62, while rail stood upfront costs. For Dan Fell, internationalisation of ourselves more internationally. We can’t be by desperate to help, but constrained by is a necessary and rewarding step for a worried if we come from Leeds or Bradford. limited rail freight infrastructure. She told lot of large businesses – but that can only We’ve all got to think about the North.” the room: “It’s absolutely vital to think about happen with the necessary infrastructural the connectivity of goods because what we’re support. He told the conference: “The It served very much as the message both seeing across the North a shift in trade.” reality is internationalisation for business is throughout the open, insightful leader’s extraordinarily hard and difficult, you know debate, and as a firm parting message to those Currently, she outlined how, to transport the rewards are immense for businesses in charge of planning these investments: the goods coming into some of the UK’s doing that but there are enormous barriers passenger upgrades are brilliant news for the largest ports on the east coast, across to say to getting there. Actually getting a business region, but don’t forget freight. Manchester, there is little rail option but to to go through that process then not having head up via Scotland or around and through the infrastructure and connectivity to make Liverpool, given there is no direct route that distribution, getting goods overseas as across the Pennines currently which can easy and possible, is like the nail in the coffin. handle a freight load. If we get this right, it makes that whole FOR MORE INFORMATION Tw: @PDPorts 30 | Rail Technology Magazine Oct/Nov 2019 W: www.pdports.co.uk Rail Technology Magazine Oct/Nov 2019 | 31 Rolling Stock THE RIGHT TIME FOR ON TIME
Jay Symonds, senior analyst in the ORR’s The On Time measure is accompanied by a number of other new information and analyst team, provides the low performance measures. These include ‘Time to 3’ and ‘Time to 15’ down on the new ‘On Time’ punctuality measures which measure the proportion of recorded station stops arrived at within three and 15 minutes respectively of the scheduled time. In following the first release of the to-the-minute terms of the latest punctuality performance, 64.7% of recorded station statistics. stops in Great Britain arrived ‘on time’ (within one minute of schedule) in the year ending June 2019. The equivalent figures for Time to 3 and Time to 15 measures were 83.9% and 98.4% respectively. On 19 September this year, the Office of Rail and Road (ORR) To measure train reliability, our statistics also now include a new published our latest set of statistics on passenger rail performance. cancellations measure. This is a weighted score reflecting the proportion The quarterly release is always studied closely by people within and of train services that didn’t call at one or more scheduled stops on outside the industry eager for hard facts on how well the rail network their journeys, or didn’t run at all. For the year ending June 2019, the is serving passengers. cancellations measure in Great Britain was 2.8%. A delay attribution process is used to apportion the responsibility for cancellations and any But this time we used a new measure, ‘On Time’. This not only gives one cancellation can be split between multiple causes. the travelling public a better picture of overall punctuality, but also helps industry identify performance issues and then fix them more The ORR publishes a range of official statistics on rail, including quickly, which means more trains arrive on time. The new measure rail usage, safety, assets, performance, fares, finance and complaints. was developed in Control Period 5 and has been used operationally For the latest passenger rail performance statistics, data tables and by Network Rail, Rail Delivery Group and others to monitor interactive dashboards, check out the link below. performance and ultimately improve train services for passengers.
At the ORR, we used this new measure in our passenger rail performance statistical release to aid transparency of train performance. The new-look statistics include charts presenting historical trends in passenger rail performance, information on the causes of delay and interactive dashboards which allow users to look at ‘On Time’ performance and train cancellation levels by train operator.
The On Time measure registers trains as being punctual only when they arrive at recorded station stops within one minute of schedule. This ‘to the minute’ measure of train punctuality is more in-tune with passengers’ feelings of when their train is ‘on time’ and also monitors punctuality at all recorded station stops on a train’s route. This differs from the long-standing Public Performance Measure (PPM) of rail punctuality, which monitors the proportion of trains arriving within five or 10 minutes of their scheduled time, dependent on the service. In addition, PPM only FOR MORE INFORMATIOM measures punctuality at each train’s final destination. Tw: @railandroad W: tinyurl.com/ORRdataportalRTM 32 | Rail Technology Magazine Oct/Nov 2019 Rail Technology Magazine Oct/Nov 2019 | 33 34 | Rail Technology Magazine Oct/Nov 2019 ADVANCED NEW TECHNOLOGY
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Rail Technology Magazine Oct/Nov 2019 | 35 Geotechnical Engineering FLEET REVOLUTION
Michael Black, supply chain services director for FOR MORE INFORMATION Network Rail, explains how its new fleet strategy Tw: @networkrail heralds a radical overhaul of its services, new W: www.networkrail.co.uk trains – and better performance.
Network Rail’s Route Services directorate supplies the wider business There are three underlying themes in the plan: maintaining and with critical rail fleet and machines to operate, maintain, renew and increasing existing capability, introducing new services, and innovation. enhance the rail network. It owns around 3500 rail vehicles, leases However, the cornerstone is driving improvement in maintenance a further 3000 from the supply chain and manages the associated quality. This meant we had to get the basics right and invest significantly operation and maintenance contracts. in our fleet maintenance facilities.
Managing these fleets was until recently very tactical – investing only Maintenance facilities when required and not considering the strategy around managing the fleet as a whole. Many of the rail vehicles were still operating well The norm until CP6 had been for our fleet to be maintained in poor beyond their design-life and this showed in the performance statistics. facilities, outside in the elements, with maintainers often carrying out Our route customers’ requirements were also changing. They were their work lying on ballast. It was no wonder that we had low levels of starting to demand better performance and efficiency, while our teams employee engagement and inconsistent levels of fleet performance. In were operating in an increasingly challenging environment with reduced CP6 we are investing more in our fleet facilities than we ever have since access, demand inconsistencies and changing requirements. the privatisation of the railway.
The delivery plan for Control Period 6 (CP6, 2019-2024) gave us a One such facility is our Holgate Engineering Works at York. It is fantastic opportunity to take a fresh look at our operating model, review Network Rail’s largest facility, built in the 1880s as a carriage works, the status of the fleet and consider new ways of working. We engaged employing 5000 people at its peak. In recent years the autumn railhead closely with our route customers to fully understand their requirements, treatment trains and aggregate wagons have been maintained there and and rolled out an asset management development programme to drive it was massively underused. increased understanding needed to deliver an effective service. A huge investment programme costing more than £25m started a year We formed our CP6 fleet strategy as a result of this approach, aiming ago to improve working conditions and increase capability. The work to increase innovation and introduce new technologies, which in turn comprises building a new track fan, maintenance pits, a new roof and should deliver reduced costs and over 99% performance levels across a complete refit of the maintenance bays. The first trains to get the all services. This five-year investment programme was supported by benefit of these new facilities will be our high output ballast cleaning the Office of Rail and Road, and subsequently we were awarded systems and track relaying systems – our biggest ‘flagship’ trains – which £607m for CP6, an increase of almost £180m from Control Period will undergo their mid-life overhauls there from next year. 5 (2014-2019). Network Rail relies on a network of around 30 operating bases and depots. Throughout CP6 we will be investing in each of them to ensure they meet our modern requirements, and we have committed that the employee facilities will all be the same high quality as Network Rail’s corporate office accommodation.
Innovation
Innovation is split into two areas: new technology and safety and environmental improvements. We have already delivered a step-change in the areas of ballast dust and pollution, carbon use, and working at height. These improvements will all have a long-term positive impact on the welfare of our people and on the environment.
We have suffered from under-investment in technology and are working with cumbersome and slow processes as a result. Other train operators
36 | Rail Technology Magazine Oct/Nov 2019 have embraced technology including remote condition monitoring and rail to the track side) and some of our infrastructure monitoring lineside scanners to move to predictive maintenance regimes, which trains (which scan the track and overhead line for faults). Both increase fleet availability and reliability while reducing overall are older than they were designed to be, mainly due to the loss of operating costs. funding in previous control periods, and suffer from obsolescence and falling performance levels. We are working with the wider industry to introduce remote condition monitoring on our rail vehicles and scanning/tracking technology at Replacing these vehicles offers us an opportunity to work differently our depots. This offers us the opportunity to standardise the technology with the supply chain. Traditionally, we would source and buy a new for all operators, reducing the overall cost and benefiting from network- asset then sign contracts to maintain and operate them. We could wide coverage. Introducing this technology means we can fully monitor procure these as services – asking suppliers to deliver an output (for all our rail vehicles, allowing for maintenance to be scheduled so we can example to drop a number of rails) and manage the associated activities repair faults before they have an impact. on our behalf, including sourcing and funding the new vehicles as well as planning and operating them. This approach could more We are also seeking a partner to help us deliver our Future Logistics fairly distribute accountabilities, risks and costs, thereby incentivising Project. This aims to modernise our planning and operations, moving improved performance. away from outdated legacy systems. There are four main deliverables: transparent logistics, providing automated validation of resource New services orders and a real-time view of progress; intelligent wagon planning, using orders and maintenance data to reduce logistics costs; automated Taking a more inclusive approach to asset management helped us routing – planning train paths in the most efficient way; and augmented identify a gap in our service offering. Grinding trains take small amounts reality planning – 3D visualisation of work sites and logistics plans. of metal from rail heads to remove small defects and restore the profile, but we identified milling technology that would remove larger defects. Fleet renewal Network Rail’s usual approach to these was to replace the rail – a costly and disruptive process. Our asset management work and customer reviews identified the need to invest in replacement fleets. We are part-way through building 11 We worked with the route teams to identify the likely demand and multi-million pound new stone-blowing machines, which ‘inject’ stone mobilised a team to procure the solution. The result was introducing beneath the track to restore track geometry. This replacement allows us a leased milling train in 2018 and signing a contract to buy two to move to a standard fleet of 21 multi-purpose machines (capable of further trains. These are being built and are scheduled into service switches and crossings and plain line) and retire our life-expired plain from late next year. line fleet. This is partly owing to an almost 50% increase in demand for S&C stone-blowing in CP6. It is a very exciting time to be delivering this level of investment in rail fleet and technology, as well asset management capability, to drive We are also working with the supply chain to renew two other forward progress across the industry. I encourage other operators and important fleets – rail delivery trains (which deliver long lengths of the supply chain to work with us in delivering this ambitious vision.
Rail Technology Magazine Oct/Nov 2019 | 37 SAFETY IN NUMBERS
Caroline Meek, head of safety, health, environment and quality for route services, Network Rail, and chair of the industry-wide Ballast Dust Working Group, looks at what’s next for the group and its progress so far.
The supply chain of ballast, the stones beneath the track that provide and Safety, Technology and Engineering business areas, but is industry- essential drainage and support, begins at large granite quarries. Here wide, encompassing suppliers, the Office of Rail and Road (ORR), Rail rock is blasted, crushed, screened and washed to ensure it meets Safety and Standards Board (RSSB) and contractors. Network Rail quality specifications. It is then loaded into rail wagons for dispatch to aggregate handling depots (AHDs) located strategically Occupational health concerns were not seen as a high priority around the country. The ballast is stockpiled until it is needed on the rail by the industry in those early years, but nevertheless this forward- infrastructure, when it is finally dispatched in smaller rail wagons to its thinking group focused its efforts on several areas. These included destination for track renewal and maintenance. the responsibilities of companies and the monitoring and supervision of staff, the standards of respiratory protective equipment (RPE), People generally only see ballast from a railway station platform and Control of Substances Hazardous to Health (CoSHH) risk assessments would not consider it a health risk, but moving ballast around as part of – creating a templated process for all to adopt – and education and a supply chain or using it in rail construction sites can liberate dust that awareness, with a web page for all rail users to access BDWG materials can be harmful to inhale. The key occupational health hazard comes on the Safety Central website. from inhaling respirable crystalline silica (a component of the granite in the ballast), which over time can increase the risk of developing a Working closely with trade unions and the ORR – the rail industry serious and permanent health issue. The resulting health issues can regulator – to achieve positive outcomes for workers’ health and sharing include, but are not limited to, silicosis of the lungs (scarring), chronic best practice at an international RSSB conference all helped to raise obstructive pulmonary disease and lung cancer. awareness of the issues. It encouraged the rail industry to look at safer methods of working, including segregation on work sites, stockpile Group effort management and procuring mobile tractor bowsers to spray water on AHDs’ ballast stockpiles and train loading. These serious potential consequences are the reason why the Ballast Dust Working Group (BDWG) exists. Network Rail Route Services’ We always knew that we needed to do more and, since those early supply chain operations team, which provides ballast to the rail industry days, have delivered further improvements to the ballast supply chain. among other products and services, helped to establish the group in In 2016, the group collaborated with engineers and asset management 2010, originally inviting all parties involved in ballast operations to a specialists to commission an end-to-end supply chain study of ballast, workshop to address the problem of ballast dust exposure risk to railway looking for opportunities to improve at each stage of the supply process. workers. The group also includes Network Rail’s Infrastructure Projects
38 | Rail Technology Magazine Oct/Nov 2019 In addition, raising close calls when ballast supplies were found to have and overhauled. In March, Network Rail’s infrastructure plant manual high dust levels has made it possible to trace this to points of failure, changed to reinforce the requirement for occupational health by design helping to prevent its reoccurrence. controls in the manufacture of plant and on-track machines.
In these interim years, Network Rail enhanced its long-term supply chain Network Rail has also undertaken trials with chemical dust suppressants contracts to improve washing facilities at quarries, and increased quality to be added to ballast, and adding water spraying systems to the existing inspections of the AHDs’ ballast supplies through its supplier quality Sidetipper rail wagon fleet. Another trial is helping to identify the most assurance and AHD management teams. It also joined the Institution of appropriate ballast dust suppression and vacuum requirements, to share Occupational Safety and Health’s (IOSH) No Time to Lose campaign and enable industry learning; plant manufacturers will be able to use to beat occupational cancer through increasing awareness of the risks this information to mitigate against dust exposure for plant operators of ballast dust. and staff near ballast operations.
Latest steps The BDWG has brought together supply chain stakeholders to share data, drive improvements in health surveillance and move the rail In the last two years we have worked on improving controls at our rail industry towards a more positive, health aware and compliant culture so construction sites by dousing high output ballast cleaning trains when that railway workers are fit for the future. they leave the AHDs, and using water spraying equipment on some railway work sites.
At the latest BDWG in September 2019 we discussed group members’ FOR MORE INFOMATION work over the previous years. For example, in 2018 we agreed funding Tw: @ networkrail for a wheeled plant budget for Control Period 6 (2019-2024) that will W: safety.networkrail.co.uk allow Network Rail to build health and safety by design into equipment when it’s manufactured or when some of our older fleets are enhanced
Rail Technology Magazine Oct/Nov 2019 | 39 ‘CONTROL NEVER LEAVES THE ENGINEER’
David Brazier, area sales manager and site manager at OMICRON, spoke with Rail Technology Magazine’s Matt Roberts to find out more about their latest product, the CMC 430, and supporting engineers utilising the device.
OMICRON Electronics is a market-leader gives the engineer the opportunity to carry it in That company ethos and a real belief in in relay transmission testing across industry an OMICRON rucksack, making it easy to get knowledge sharing is a big reason why sectors, and has recently expanded its product to the workplace.” OMICRON has invested in its training portfolio with the new, highly accurate CMC academy at its UK base in Stafford – a facility 430 protection test set and calibrator. Weighing just 8.7kg, the CMC 430 is one of which is in fact being utilised by engineers the lightest multiple phase secondary test sets from across Europe, and beyond. Mr. Brazier This ultra-portable device is the preferred in the world. The CMC 430 allows you to said: “We’ve seen 300 delegates through our choice in environments where numerical and carry out testing of all types of relays (solid doors this year for training alone. We are communication-based protection prevails, state numerical or IEC 61850). It comes with 6 taking people through not just how to use through offering extraordinarily high precision voltage outputs, so it’s ready for testing synchro- the equipment, but how to use it on their and its ability to operate as a source-based check and bay control systems with six voltage applications, not only using the CMCs, but also calibrator for all kinds of measurement devices. inputs. With the addition of RelaySimTest, focusing on transformer and rotating machines the device performs distributed testing by technology as well. simultaneously controlling multiple CMCs. “OMICRON values what we call ‘Awareness The CMC 430 generates highly precise test Sessions’, where we sit down with engineers signals for measurement device calibration to get a better understanding of how they use such as energy meters, transducers or PQ our products and what we can do to improve.. devices. With two Ethernet parts and six It’s all very well being told something is really analogue/binary input channels, along with good, but we are also listening to why they its software option Enerlyzer Live, it supports want something slightly different. To ensure we hybrid measurements of analog and binary. meet industry trends, more than 15% of our profit goes straight back onto R&D.” It’s not just support for the purchased device itself which is important to OMICRON, Similarly, along with online materials and the either, as Mr. Brazier explains: “As a business, continually-accessible support infrastructure, we rely on trust. When you go into a face-to- OMICRON believes it can ensure that As David Brazier, area sales manager at face meeting, I’d rather walk out with trust engineers are more thoroughly trained and OMICRON, explained: “I think the portability than an order, because as long as you’ve got a given “the ability to actually see and understand of a testing device is crucial, as often engineers relationship, you’re moving forwards.” what is happening whilst doing the testing, so don’t have road access to rural sites, and have that the control never leaves the engineer.” to walk in. The low weight of the CMC 430
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Rail Technology Magazine Oct/Nov 2019 | 41 Training & Staff Development MANAGING WORKFORCE
Fatigue in the rail industry
Workforce fatigue can have a similar effect to drugs or alcohol, making it a very serious worry in the rail industry. Julian Hendon, Network Rail’s programme manager, tells us of their updated Fatigue Improvement Programme to tackle fatigue and further protect individuals at risk.
Network Rail is improving its approach to fatigue risk management by updating its fatigue standard and extending it to cover all staff and contractors by October 2022. This would mean potentially affecting more than 150,000 workers in the supply chain.
Written work on the standard, which currently only applies to staff directly employed by Network Rail, is ongoing, and will be published in December 2019, with implementation set to follow over the next Julian Hendon programme manager Fatigue Improvement three years.
Fatigue is defined as extreme tiredness resulting from mental or physical management plan to be agreed when an employee’s working hours exertion or illness. With 40,000 employees, the majority of whom – including commute – exceed 14 hours a day. Other triggers for an are frontline staff whose work is often physical in nature, we take our assessment include instances where a colleague is working more than 60 responsibility to colleagues’ physical and mental wellbeing very seriously. hours a week, or has less than 12 hours between shifts. Our Fatigue Improvement Plan (FIP) recognises that we all suffer from fatigue in one way or another, and it can have a similar effect to drugs To agree a risk management plan, a Network Rail line manager sits and alcohol, for which Network Rail has very strict policies in place. down with their team or an individual and agrees what can be done As part of the FIP, we are introducing new rules that require a risk to help reduce fatigue. This could be something as simple as agreeing all the teams’ break times in advance, or arranging a minibus to share journeys and reduce driving hours.
One of the main issues with fatigue is that an individual may be suffering from its effect but not realise it. Prolonged exposure to sleep deprivation can lead people to believe that reduction in performance, susceptibility to illness and lethargy is normal – meaning they are less likely to properly manage their fatigue.
Furthermore, not everyone becomes fatigued by the same things, so we’re adopting a risk-based approach – reinforcing the shared responsibilities. A large part of the risk-based approach is to ensure positive behavioural and cultural changes around sleep and work/life patterns. This can take time, hence the October 2022 compliance date.
The FIP has also involved educational activity for colleagues, including guest speaker sessions, interactive tools and safety hours – focused on managing fatigue. More are being developed. Through engaging directly with colleagues, we hope to teach them about the dangers of fatigue and demonstrate our commitment to workforce safety for the thousands of colleagues who help to maintain and operate Britain’s railway.
FOR MORE INFORMATION W: www.safety.networkrail.co.uk/fatigue-im- provement-programme
42 | Rail Technology Magazine Oct/Nov 2019 MIND THE SKILLS GAP
Clair Mowbray, chief executive of the recently sector needs to better articulate the wide range of jobs and skills that we renamed National College for Advanced are going to need, as well as the exciting opportunities that exist for a new generation of engineers. To deliver the investment and outcomes Transport & Infrastructure, explains how the required, we must attract more workers into the infrastructure market college is aiming to bridge the skills gap in the through new apprentices, technicians, graduates and skilled workers from other industries, as well as retraining and up-skilling the existing transport and infrastructure. workforce. To do this, we must work in collaboration with business to attract, train and retain a workforce that will meet sector needs. For anyone involved in the rail industry, the fact that we’re in the midst of a huge skills deficit will come as no surprise. Commonly referred to Across both transport and infrastructure sectors, the use of modern as a skills ‘gap’, the reality is more of an ever-widening crevasse – and techniques, digitalisation and the latest technology is becoming one which threatens to stifle sector growth. increasingly prevalent, further widening the knowledge gap in the existing workforce and increasing the demand from industry for a Figures published by the Strategic Transport Apprenticeship highly technical skillset. The nature of the work across the sectors is Taskforce in July this year estimated that 50,000 extra people are changing and it is key that providers such as NCATI equip learners needed to deliver the planned investment into rail by 2033; 41,000 to meet the demands of the sector if we are to avoid widening the people are needed to support the road networks; and 180,000 gap even further. people are needed to deliver the Heathrow Expansion project. In addition to the skills shortage and changing skillset, the industry suffers To meet this challenge, the National College for Advanced Transport hugely from a lack of diversity. Attracting new talent and encouraging and Infrastructure (NCATI) opened its doors to learners in 2017. interest from a diverse talent pool is central to our role. It is vital that Previously known as the National College for High Speed Rail, our we create a new generation of engineers for the modernisation of the main goal was to provide specialist vocational training required to existing rail and infrastructure network, drawn from lots of different deliver high speed rail projects. As an employer-led college, it’s key backgrounds and with the skills to take on any challenge. that we equip our learners with the skills and a curriculum which will meet the demands and the skills shortages of the broader sector. To this In summary, to deliver the skills required, training providers must work end, the change in remit was announced earlier this month, following collaboratively with industry and continuously evolve to ensure that a consultation with key stakeholders, learners, staff, employers and they are meeting the ever-changing needs of the sector. Only then can representatives from across the industry, to ensure that the College we begin to close the gap. reflects the needs of the wider industry.
However, while NCATI works hard to build links with industry, it is FOR MORE INFORMATION: vital that this translates into demand. The transport and infrastructure Tw: @NCATI W: www.nchsr.ac.uk
Rail Technology Magazine Oct/Nov 2019 | 43 THE DANGERS OF FATIGUE
Laura Sutton, the Office of Rail and Road (ORR) HM Principal Inspector of Railways, describes the dangers of worker fatigue and how the risk can be controlled and minimised.
Working long hours, poor health, signs – those lapses of attention •Fatigue-friendly working patterns designed by people trained in how too little sleep, a demanding or even briefly nodding off. work patterns affect our opportunity to get the sleep we need job and more can all make us tired and affect our mental and The Clapham Junction collision •Assessing work patterns using all of the following: physical performance – and in 1988 illustrated the tragic when we’re fatigued we make consequences of fatigue, when •Minimise fatigue factors (limiting shift lengths, more mistakes. inadequate controls for overtime consecutive shifts, etc) contributed to a wiring error Fatigue makes us less alert, less that killed 35 people. A survey •Use a bio-mathematical fatigue model, but don’t treat aware of our surroundings, and published by RSSB this year model predictions as gospel- all have their limitations less able to process information. found 16% had experienced a fatigue-related incident at work. •Get feedback from the people working on the ground Our decision-making and Of these, 55% said they’d had about their concerns and ideas for improvement. memory suffer, and these effects more than one incident. Simple fatigue rating scales and surveys help identify are dangerous if we’re doing and prioritise areas for improvement. anything where safety is critical, To control risk, it’s vital to whether driving a train or minimise fatigue. But there’s •Robust arrangements for controlling and monitoring working hours, road vehicle, working on track, no silver bullet - what’s needed including any work-relating driving. or carrying out signalling or is a comprehensive range of maintenance duties. Yet it’s measures, including: •Educating staff and managers on the causes and effects of fatigue, possible to miss fatigue warning how to avoid it, and what to do if they have concerns
•Simply getting enough sleep, and not working or driving when you’ve been awake too long. Some rough rules of thumb - such as informing workers that having less than six hours sleep in 24 is likely to impair performance - can help people understand whether they’re likely to be able to work the whole of their shift safely.
•An open reporting culture towards fatigue - easy to say, but needs sustained efforts by all, with a collaborative approach involving managers, staff and representatives including trade unions. Only by collaborating will we get lasting fatigue risk reduction.
Good work has started in three fatigue working groups, one each for passenger and freight operators, and a third for infrastructure companies, but more needs to be done. Society more widely is slowly becoming aware of the effects of fatigue on safety, health and wellbeing – it’s in everyone’s interests to re-double the rail industry’s own fatigue risk reduction efforts.
For More Information: W: www.orr.gov.uk/rail/publications/health-and-safety-publications/ working-patterns-fatigue W: www.rssb.co.uk/en/Insights-and-News/Industry-Topics/Fatigue-- Alertness
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Rail Technology Magazine Oct/Nov 2019 | 47 Last Word Women In Rail
Monica Barbosa
Director of business development rail, did they realise the exciting These anecdotes show that there However, there are many things and communications at Xrail, opportunities it provides. The is so much more we must do to that any company can do to ensure Monica Barbosa, thinks incredible opportunities that I change our own mindsets, and it is inclusive and welcoming – like women are missing out on exciting myself have been given since also attract young women who using ‘gender neutral language’ in opportunities because the lack of joining the rail sector has helped are thinking about their future job descriptions, training staff for gender diversity in the rail industry. me grow and develop my skills in careers. That’s why mentoring ‘unconscious bias’ and using ‘blind ways, I would have never been able programmes and rail companies CVs’ during recruitment. It is no secret that more work to do so in another industry. working closely with schools and needs to be done to increase the colleges to showcase the exciting If we don’t work together to representation of women in rail. However, we still have a long way to career options our industry has on attract, retain and promote more During my time in the rail industry, go to see women fully represented offer are so vital. women, we’ll not only lose out to I have met a number of fantastic at senior levels. I hope as we move other industries that are benefiting rail leaders, who are working to forward and I attend industry I would like to highlight the role from focusing on diversity, but we’ll deliver exciting, state-of-the-art events, I won’t have the voice in of smaller businesses in the sector also have failed in representing rail projects and leading the way in the back my mind asking, ‘are in promoting and benefiting from the customers we serve. As a rail our sector. you sure you fit in here?’. Instead greater diversity. Whilst these supply community, we need to I will experience a variety of SMEs can often be the source of continue creating a truly diverse Yet, often some of these female people having their contributions new ideas and solutions for our industry that welcomes and leaders tell me that they fell into welcomed, including people like industry - these businesses may not respects everyone, and nurtures the industry – as I did myself – me who do not necessarily have an have the resources when it comes talent – no matter their gender, however only once they were in extensive rail background. to implementing initiatives that ethnicity, sexuality or religion. support diversity.
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