The advent of digital engineering - a year in review
Next Generation Rail Cheshire Event Highlights Huge Potential of HS2
1. THURSDAY 4TH DECEMBER 2014
M A X I M I S I N G | THE | P O T E N T I A L
www.nextgenerationrail.co.uk
HEADLINE
SPONSOR:MODERNKULTURE PRESENTS:
2. COMING SOON …2015… Following the huge success that was
the Next Generation Rail Cheshire Event held at Crewe Hall in
December 2014, the Next Generation Rail Dinner will provide
the chance to dine with some of the most influential decision-
makers and will play host to high-profile speakers setting out
their visions for the future of British Rail.
For more information and regular updates please visit the website below
www.nextgenerationrail.co.uk
3. 02
High Speed Rail and its associated benefits, will
unquestionably secure the future for the next
generation of advanced engineers.
With the event serving as a leading platform, a
dynamic range of speakers offered their expertise
into utilising this localised change on a global scale
whilst Cheshire East Council made a series of
announcements outlining their vision for HS2.
The following content and video link provides an
overview of the day, including commentary from Dr.
Pete Waterman, Andy McCullough, Head of Policy,
as a representative for the Railway Children and
OSL’s Director, Mathew Conway:
WELCOME
Next Generation Rail Cheshire
The Next Generation Rail Cheshire event highlighted
the huge potential for economic growth across the
North West and beyond that the proposed HS2
Crewe Hub will bring. The day provided clarity over
the impact of the UK’s largest ever infrastructure
programme as a real agent of change in the region.
Crewe was given the green light in the 2014 HS2
Plus report as the preferred location of choice,
with proposed acceleration of the second phase of
the project to bring earlier economic benefits and
increased connectivity across the UK.
With the forecasted budget currently standing
at 42.6bn, the direct socio-economic benefit to
the surrounding areas will be at least £880m of
investment in development contracts, 20,000 jobs
in and around Crewe and 5000 new homes.
03 Next Generation Rail Event Overview
05 An interview with… Dr. Pete Waterman OBE DL,
Cllr Michael Jones and Andrew Ross
11 RETA: Engineering the Future
12 OSL Rail
13 OSL Case study: Southampton S&C Renewals
14 NSARE – The National Skills Academy for Rail Engineering
18 Terry Stafford – HS2 Ltd
20 ISO 55000 – What are the proven and achievable benefits for
the Rail Industry – ZNAPZ
22 Anderton Concrete Products
24 Minimising the construction impacts of HS2 – RSK
CONTENTS
4. 03
NEXT GENERATION RAIL CHESHIRE
ModernKulture’s Next Generation Rail Cheshire
event highlighted the huge potential for economic
growth across the North West and beyond that the
proposed HS2 Crewe Hub will bring.
The hugely successful day saw more than 120 local authority and industry
delegates, a range of supporting organisations including Network Rail, RSK,
NSARE and the Railway Children join keynote speakers from the railway industry.
The timing of the event was significant in relation to the announcement from
HS2 chairman Sir David Higgins, who has recently advised the Government
that a new railway station in Crewe will be built and operational by 2027, five
years earlier than first anticipated.
OSL Rail’s Mathew Conway, Cheshire East Council leader Michael Jones, Dr.
Pete Waterman and Network Rail’s Rupert Walker were amongst the key
speakers sharing their vision for economic growth in the North West and
Cheshire through HS2.
Mathew Conway, Director of OSL Rail, offered insight into the roles of University
Technical Colleges (UTCs) and OSL’s own training facility, the Rail Exchange
Training Academy (RETA) that will be a host venue for industry-led projects.
Mathew commented:
“HS2 is not just about rail. It’s about growth. It’s about education
and addressing the skills gap in industry. The support here today
shows the commitment to the North West vision.”
Rupert Walker, Head of High Speed Rail Development at Network Rail, offered
his insight into the project: “HS2 brings fantastic opportunities for the North
West. Delivering a hub will enable us to spread the benefits of the new line as
widely as possible.”
Energising the North West
The Next Generation Rail Event stressed the need for a strong local partnership
to reap the full rewards from HS2. The day provided the platform for a call for
action that is all about energising the North West and the economies of Cheshire
and Staffordshire to provide a cradle for growth that could change the lives of
millions of people.
5. 04
NEXT GENERATION RAIL CHESHIRE
Dr. Pete Waterman, board member of Cheshire and Warrington LEP commented:
“The turnout proves that HS2 and all that it represents is a reality.
It is not just about local politicians; this is on the national agenda.
HS2 is the catalyst that will change Britain.”
Rupert Walker added: “Integrating the line with the rest of the transport
network is hugely important. A new North West hub brings the opportunity
to do that really effectively and it builds on the concept of seamless transfer
between different modes of travel so people find it easier to use the railway.”
The diversity of the speakers also presented the opportunity to talk about
how the country has to build on its Victorian rail heritage to make the network
fit for modern day travel needs.
Cheshire & Warrington Local Enterprise Partnership (LEP)’s Christine Gaskell
spoke about the huge economic benefits expected in Cheshire from the HS2
investment whilst Cllr. Michael Jones expressed the potential for maximum
benefit from ‘the historic opportunity that HS2 will offer’ including new jobs,
“I found the event excellent both from a transport planning and
economic development point of view. The range of speakers were
stimulating, as were the different disciplines and points of view
represented. I cannot praise the venue arrangements, the venue
staff and the catering enough, all three were perfect. I sincerely
thank everyone involved in its planning and execution.”
“The range of topics covered were excellent;
thought-provoking and useful”.
“I was grateful for the opportunity to attend this event. I will take the
‘Railway Children’ issues to my Cambrian Railways Partnership line
development officer to see if we can assist in any way”.
“NGRC was eye opening. More communications on the overall
benefits of HS2 need to be out there in the community”
“The organisers were very friendly and helpful”.
6. Having once been the engine that roared above the demand
of the industrial revolution, the railway system now needs an
opportunity to broaden its reach, a chance to refocus and
ultimately, regain a sense of permanence.
“ The time is now…”
The following interview from:
offers some inside perspective on the largest infrastructure
project ever undertaken in the UK.
05
A N I N T E R V I E W W I T H …
Cllr Michael Jones
Leader of Cheshire East Council
Dr. Pete Waterman OBE DL
Board Member of the LEP
Andrew Ross
Strategic Highways and Transport Manager
7. 06
T H E H S 2 V I S I O N
Q: Can you give us a brief insight into your vision of the HS2 for Cheshire East
and what we can expect from the next announcement?
Cllr Michael Jones (MJ): The news that we have been keeping close to our chest
is radical. It’s different. It’s a development on the vision of HS2 in the North West,
encompassing electrification; big numbers and big corporate backing that will
illustrate the innumerable benefits of connectivity.
Dr. Pete Waterman (PW): Cheshire East is the center of North West. It is and has
always been the most strategically perfect place for 360-degree connectivity. Our
Victorian Grandfathers built Crewe for a reason, the exact same reason why the
town is now uniting to push the government for action.
Crewe is the same today as it was 200 years ago, nothing has changed and history
has shown it has the dynamic capability – now it just needs the opportunity.
MJ: If HS2 get Cheshire right, Manchester and Liverpool will be right. The rest is just
formality. But you can’t get that cohesion without first getting a bedrock of activity.
Q: Where will the HS2 Hub be located, slightly separate from Crewe in Basford
or is the plan to have it ‘tunneled underground’ to join the existing station?
MJ: The station will be brand new, separate from Crewe in Basford. The reality is
that if you stay where you are, where there has been no investment at all, either in
the existing station or associated retail outlets in the last 20 years – nothing will
continue to happen.
However, if you create something new, with a transport link to the existing station –
momentum will increase. You will get development there and all throughout the new
station, which will triumph anything on the table right now.
It’s a myth to think that Crewe station has any development opportunity around it.
It doesn’t. If you have a football ground close by, there’s no space, but there will be
investment there as a consequence of the new station.
PW: The vision is similar to that of the station at Milton Keynes, but different –, better.
There will be a whole new town south of Crewe built with the sole intention of fitting
in with what already exists. We’re talking retail, quality of life, a new set of roads, all
built around the garden city concept.
8. 07
Q: In terms of regeneration would you describe the HS2 as a ‘once in a generation’
opportunity? Is it more than just the tracks for a fast train?
PW: HS2 changes the whole landscape for the first time in 175 years. The only
comparable is the canals and steam engines. This is going to be similar to what
happened with Stephenson’s Rocket from Rainhill to Manchester; we could say what
is it going to look like? But the truth is that we do not know. All we do know is that it
will change everything.
MJ: Exactly, the last time something on this scale happened it was called the ‘industrial
revolution.’Thisisgoingtobeapostmodernist,urbanregenerationandouraimistomake
Crewe a central power. If the UK has just the one area for business, so London, well we’ll
be able to be there in 55 minutes.
PW:WhenRobertStevensonbuilttherailwayfromLiverpooltoManchester,hecreated
something that nobody had ever seen before. The same will happen again, but the
difference between now and then is modern technology. We can do it better, stronger,
you know – kids take technology as absolutely nothing – so imagine combining that
together with the movement of people. That’s not been possible in over 150 years.
We’ve not invested in the railway since the war. We were closing them down 10 years
ago and within 10 years we’ve seen a turn round. Everybody talks about working from
home and movement not being necessary, well – yeah okay, you can work from home
if you can get to home. If you’re stuck on the m1, or m6 – well you don’t get home!
MJ: I’m a great believer in what can be done with the right vision, you know. I was
born in Liverpool and I’m a working class kid. We need to inspire people; our country
right now can go many ways. I personally believe the HS2 will be an opportunity for
revitalisation, providing contemporary role models for a modern world.
Q: As well as opportunity, do you think the strategy has any shortcomings?
MJ: The shortcoming of any development is the lack of the people’s faith in change.
People don’t like change; they’re naturally unsure and reject it immediately. As a
consequence? The shortcomings are the more we let this fear dominate progress.
With the HS2, local and party politics, some can’t fathom just how much opportunity
is on the table.
“It’s all about vision, to reduce the fear. I never promise anything that
I can’t deliver”.
T H E H S 2 V I S I O N
9. 08
Q: As Crewe has just been confirmed a brand new University Technical College
campus, do you think this will be a major player for rebalancing economy and
driving out unemployment?
MJ: The UTC is going to be part of a collective leisure enterprise in Crewe. It will
renew the town center. Why? Because it will be pedestrianised, it will be aesthetically
pleasing and what it will do is send a clear message that things have changed. It
won’t rapidly change the world, no – but it does say that we are taking education
very seriously and that this is happening. That’s why it’s one of the most important
landmarks we’ve had to date.
Educationally, we want every child coming from Cheshire East with either a career in
academia or an apprenticeship. That’s our aim.
If you think about it, we’ve got one of the lowest niches of unemployed or untrained
youths in the country. Yet, we are aware - we can account for these; we know what
we’ve got to work with. For example as well as the UTC venture, we also have a new
policy coming through called 0-25, which is essentially a support group for children
and young people in this age bracket with special educational needs and disabilities,
and their families.
“This is all because of HS2.
Everything
will change.”
Q: Do you think the academic structure of the UTC and style of hands on teaching
style will help even the gap between boys and girls?
MJ: I am all for gender equality and historically women have got a reputation for
different types of jobs that they do very, vey well. The reputation of engineering
however is dirtyand oily, soyou know – it’s currentlyaverymale dominated world and
that needs to change. I think the UTC will illuminate the opportunities in engineering
and the level of pay involved will attract everyone.
E D U C AT I O N
10. 09
Q:Whatarethebenefitsofafullyintegratedtransportsystemonsocietalconcerns
such as public health?
MJ: Believe it or not, there will be a very strong link between HS2 and public health. We’re
in the situation where we have women (in Cheshire East) with a life expectancy of 57. Less
than 30 miles away, it’s 72. That’s one of the highest discrepancies in the country. Granted,
the current life expectancy has risen from 52 in the last three years, but if we continue to
focus on low employment, getting people educated and giving them wealth – all things
that come with the HS2, then we can expect to see big change.
PW: Better transport links help to drive educational messages too, such as talks, classes,
and visiting lectures on say, proper dietary eating.
MJ: Exactly, people can get around. In September, schools will be taught about exercise
in a whole new way. Not just for the sake of it. They will be shown the importance of how
they walk, the way they hold themselves, what they eat – what obesity is and how it can
be prevented. Sensitive topics won’t be ignored, alcoholism for example – will be another
sector where we’ll be building new ‘wet facilities’ in which addicts can be weaned off.
Q: The concept of a facility where the substance that the addict is dependent on,
isn’t prohibited is pretty innovative. Is there data supporting the success of this?
MJ: The fact of the matter is that if you are a habitual alcohol or drug taker, there is no dry
facility that will support you. So if you’re an addict, maybe your last resort is to go to a youth
hostel. Yet they won’t be able to help you either. So the link is, if we’re going to catch the
economic gain from an investment like HS2, you can’t just tackle this by building shiney
new offices. You need to tackle everything within society.
PW: And it’s important to ask the question that if somebody gets left out, why did they
get left out?
Q: Okay, so the HS2 will provide an avenue of opportunity and level of connectivity
for Public Health. Will we see any other benefits?
PW: Another example could be broadband. We’ve currently got land where there is no
broadband, by building HS2 and new roads that link into it – you can put the cabling down.
This essentially means that older people can stay at home for longer, with technology
helping them out. Social exclusion can be a massive thing, just the ability to improve their
lives in this way makes a massive difference.
MJ: The technology that is being used to build HS2 will change working practices forever.
The difference between railway workers and anywhere else is that they work in some of
the most dangerous environments. In light of this, we are starting to integrate electronic
work tools that will become part of their safe practice.
P U B L I C H E A LT H
11. 10
Q: Can you talk us through what is to be expected from the Crewe Link Road Project?
What will it mean for Cheshire East or more specifically, the congestion in Crewe?
MJ: It’s a very important part of the future to make access into Crewe easier. It was never
built with HS2 in mind, but now this is a factor, then everything will be bigger and better as
a consequence. It will be a fantastic achievement.
Andrew Ross (AR): We will be very clear that the project will be a spine road to South
Crewe, which will allow us to go forward.
We will be focusing our attention everywhere: the underpass to the M6, the A500, the dual
link – as well as all of the roads that we already have, such as the Congleton relief road for
example, they’re all part of the strategy for connectivity.
It will massively ease congestion. The target is to make all the towns within the hinterland
of the hub station, whether it’s Stoke, Newcastle-under-Lyme, Middlewich etc. well we
want to make them all, whether it’s by rail or road – 15-20 minutes away from the hub
station. That’s the aim. Winsford is the best example; it’s already there. It’s got the train link.
MJ: We’ll have new stations too, if a town doesn’t have one – we want to reopen that
branch. It’s big news.
Q: So where will the most benefit be, locally, commercially or for freight?
MJ: Everyone. But we can’t forget freight. With what we’ve got planned, 16,000 lorries
a week can move off the road. The freight side has been sadly neglected in the past.
Freight turned the country round in the 1940’s, yet the last 40 years have made for a poor
relationship with rail and freight.
Once we’ve got everybody understanding the hub, we have to go back and think about
the freight principle because they fit together. In the same way that Crewe works for
passengers, it also works for freight.
PW: This does mean that mod-freight has to come into the modern world. They have
further to go than HS2 in ideology. There is no government sponsorship, no money – it’s
not subsidised.
MJ: We are going to drive this – freight is both a passion and a concern for us. Freight is
so important. Ultimately, we’re looking towards HS2 as a message to say ‘look we want to
go high speed.’ By doing so and getting people off the road, we free up other capacities.
PW: It will change retailing. We won’t have to use lorries to bring in say, wine or beers for
example. They will instead be bottled and canned in one place – which is a railhead and
go back out. This will completely change the way that retail works. Best of all this will all
be mainly electrical and electricity is cheap.
C O N N E C T I V I T Y
12. 11
The polite warning to ‘mind the gap’ is given every day on Britain’s railways. It is essentially a
prompt for the passenger to be aware of the approaching train and the platform edge. With
huge projects set to transform our aging network for the future, what the country needs now is
the same friendly reminder to be aware of, not only the physical space between the assembled
crowd and track, but the increasingly vast space between skilled workers at our disposal and the
current unprecedented investment in rail.
The railway is one of the country’s greatest assets, yet each day the skills gap in question gets a
little wider. A high rate of retirement from the workforce, in what is perceived as a comparatively
low-tech or ‘manual’ sphere, has not been balanced with a replenishment of younger, more
diverse engineering stock.
Engineers with the relevant knowledge are now needed to ‘plug the skills gap’ and enable
the industry to embrace a more digital railway that will bring with it increased connectivity,
agglomeration and economic balance. Promoting the skills needed to respond to new
technology and opportunities such as High Speed Rail that will help shape the future for today
and generations to come.
OSL Rail is a rail signalling and multidisciplinary engineering firm that embodies the belief that
regeneration can only occur if the new network breaks with twentieth-century railway thinking
and practices. Changing systems and standards can be a challenge for all industries, but reforms
are often most effective if they follow a course of natural evolution. In addition to the mentoring
of new apprentices and graduates and the training of existing qualified engineers, OSL are in the
process of building a new training facility.
The purpose of the Railway Exchange Training Academy (RETA) will be to ensure that OSL’s
Signalling and Electrifications Divisions have resources at their disposal, specifically designed to
nurture, sharpen and enhance existing skill sets and knowledge.
As primary sponsor and trustee in the development of the University Technical College (UTC)
Crewe, OSL have also gained support from Cheshire East Council to meet the needs of the new
UTC Crewe campus and simultaneously promote engineering regrowth in the area.
The UTC venture is due to open in 2016, with key brand involvement from organisations such
as Bentley Automotive, Jacobs, Siemens and Bosch. In support of the new learning idea, The
training academy will be opening in the near future as a centre of excellence, encompassing the
very latest and future planned technology to be deployed on the UK rail infrastructure.
RETA: Engineering the Future
13. 12
OSL Rail provides rail signalling and multidisciplinary engineering, technical
and project delivery support to clients in the UK and internationally. With
extensive experience in a broad range of services and solutions, OSL pride
themselves on being the delivery partner of choice for a large number of
organisations across the sectors in which they operate. Situated nationwide,
OSL are now expanding fully into international markets.
OSL’s values
With a solid reputation for delivery, quality and integrity that results from years
of building relationships with our clients, OSL place trust and mutual respect
as key players in our core business values. This collaborative and determined
approach enables us to provide valuable strategic insights and direction, to
find the best solutions to even the most complex of problems.
Every aspect of our business is based on the perfect balance between
the following key principles:
Safety
SafetyisthefoundationofOSL’sbusiness.Wearecommittedtoensuringthesafety
of all stakeholders.OSL has adopted a zero tolerance to accidents and currently
enjoys an exemplary safety record having had no accidents since the formation.
Quality
High quality recruitment is at the heart of everything that we do. By developing and
retaining the best people, practice systems and processes with a ‘right-first-time’
ethos, we can ensure continuous improvement and best quality end results.
Dependability
One of the key elements of OSL’s strategy for creating a sustainable business is
to encourage and support the professional development of our people. OSL are
proud to operate a safe, equal and comfortable working environment with an
‘open-door’ policy.
Economy
We are committed to minimising waste and inefficiency in our work and we
are continuously seeking new and innovative ways of reducing costs and
increasing whole life value for money.
OSL Rail
14. 13
OSLhavebeeninvolvedwiththeprojectdeliveryandprovisionoffieldengineers
of Southampton S&C Renewals since April 2013. The project was completed
successfully in April 2014, with all follow-up work (SMTH) completed by OSL.
Project highlights
OSL Rail were contracted to undertake remedial work to replace approximately
30 A/C single and double track circuits, 24 point ends with conventional back
drives and the installation of 5 interface location cabinets at Southampton
(Westside). The interface management between the site work and members of
the public was key to OSL.
Project description
The partnership with AmeyColas, one of the largest track renewals provided in
the country, meant that the S&C design renewal was strategic in terms of the
affect on the operation of the network.
The work was programmed in nine distinct enabling stages (key milestones) with
the decision to undertake 5 stages of work on a weekend basis, in order to
reduce impact and to ensure the track returned to service on or before time.
This required the project to be planned and prepared in advance of the actual
track renewal works.
All Signalling Testing and Installation (SWTH) was managed by OSL, comprising
a mix of the replacement of 55 points ends, complete with points machines,
points heating, signalling power supplies, signalling rentals and further power
supply for points. Prep-testing was conducted in advance so few or little snags
were left at the end of each stage.
Southampton Central’s role as a main line station makes it a natural and
major hub for freight. The work undertaken offered a significant life extension
for all services.
OSL Case Study: Southampton–
S&C Renewals
15. 14
The National Skills Academy for Railway Engineering (NSARE) was developed by
the industry for the industry. Led by a pan industry Board and operational since
2011 the academy has a strategic role working with both industry employers
and government together with providing a range of direct skills related products
and services for the rail industry.
NSARE does not deliver training; it works with
universities, colleges and private training providers
through its accredited provider network.
Over recent months NSARE has been working with colleagues in HS2, the
Department for BIS and the wider industry to develop a vision for the proposed
National College for High Speed Rail, identifying what the College should offer
and what its role should be in addressing the skills issues facing the industry.
Work undertaken by NSARE in 2013 and 2014 identified a significant gap in
skills across the industry. There is a need to recruit up to 10,000 people in the
next few years to fill the gaps created through retirements and to fill the demand
created by the increased investment we are seeing on the railway.
Inadditionthepercentageofpeopleneedinghigherlevelskillsandqualifications
is increasing. The needs of HS2 and high speed rail in general will exacerbate
this further with, for example, the increased use of more advanced technology,
automation and high output equipment. Employers frequently comment that
they are struggling to fill vacancies and that they can’t find people with the
skills they need. In general young people do not see the rail industry as a
‘career of choice’; they have little knowledge of the range and types of jobs
and opportunities on offer.
HighspeedrailandthenewCollegehavethepotentialtoactasacatalysttomake
a step change in solving some of these challenges. Firstly by helping to change
the railway’s image; to one of a modern, dynamic; technologically advanced
industry. An industry that commands respect, attracts the best talent and where
someone, regardless of their age or background, joining today can say they are
proud to work. Secondly, through the teaching and vocational training that the
students attending the new College will receive.
NSARE
16. 15
The vision is that the College will work closely with
employers and that the programmes and qualifications
offered will have been designed and endorsed by them.
Fulltime students should have significant opportunity to gain real experience and
skills; be this through Higher Level Apprenticeships or work based placements or
projects. The focus should be on ensuring students emerging from the College
can fill the vacancies and job roles needed; so there is a clear link between the
programme of study and the jobs available at the end of that study.
NSARE sees the potential for the College to be at the centre of a national network
of high quality rail industry education and skills providers that will deliver the
skilled and qualified people needed to design, build, operate and maintain the
railway of the future.
Working in partnership with the new National Training Academy for Rail
(NTAR), currently under construction in Northampton, existing excellent quality
employer’s in house training centres, colleges and private providers together
with our highly respected universities we have the potential to develop a highly
skilled, highly motivated and world class workforce.
Routes into Rail is a sub-group of NSARE’s Industry Promotion Steering Group
(IPSG). The following video is part of the strategy is to attract students from UK
universities in both engineering and non-engineering disciplines.
17. 16
Britain’s rail industry supporting
children at risk
The idea of Railway Children was formed 25 years ago at one of India’s busiest
train stations in Mumbai. A senior manager from British Rail stepped off his train
and as good as tripped over a small girl of 6 or 7 whipping herself in a desperate
bid to attract sympathy… and maybe a rupee to help buy her next meal.
Shocked by the experience, he set up the charity Railway Children to realise a
vision of the British rail industry helping children living on the streets. Since its
beginnings, the charity has worked with hundreds of thousands of children to
help them be safer and is now recognised as the largest charity in the world
working solely with street children.
We work in India, east Africa, and also here in the
UK where over 100,000 children will run away from
home this year. That’s one child every five minutes.
One in three will be 12 or younger.
These children run away or are forced to leave home due to violence, abuse or
neglect. They run to escape bullying, loneliness and family breakdown. But 70%
of these children are never even reported missing by parents or carers. This
means when they step out of their front door, they drop off the radar and are put
at even greater risk.
Thousands of these children and young people will use the UK’s rail network
when they run away. And it is easy to become invisible at major travel hubs like
King’s Cross and Euston, making them magnets for a large number of vulnerable
young people when they run away from home.
A significant number will be actively targeted, by adults and increasingly by
their peers. The reality is that children who go missing can quickly become at
risk of sexual exploitation and involvement in abuse rings, criminality and drug
abuse. British Transport Police officers have told us stations lack the resources
to support these children as effectively as they would like.
18. 17
It can take up to five hours for a BTP officer to deal with each incident, with
only a basic cell to hold the child during this time. Limited links with local
authorities also mean officers are often left to find a solution themselves,
making a complex process even more challenging.
Reach is Railway Children’s safety net of measures to protect children at
risk before, during and after they run out of that front door. And integral to
Reach is the pilot project we launched last year in partnership with British
Transport Police at Euston and Kings Cross Stations, the aim being to
prevent the most vulnerable from being pushed into London’s darkest and
most dangerous corners.
During the pilot - which also involved our partners and local authorities -
Railway Children worked closely with each station to help them become more
‘child-friendly’ spaces. Key to this has been the engagement of BTP officers,
rail staff, and also retail employees on site to help them recognise when a child
might be at risk and what they can do to help.
Ultimately, the aim of the pilot was to make sure every time a vulnerable child
passes through one of the UK’s busiest hub stations, the right support is there
so the first person they speak to is safe and has their best interests at heart.
Alongside this, Railway Children continues to develop services for children
alone and at risk in high risk areas across London, with future plans to provide
additional support in the Midlands and north of England.
By making children and young people more visible,
it becomes easier to make them safer, which is why
the Euston and Kings Cross pilot is such a big step
towards restacking the odds in our favour.
www.railwaychildren.org.uk
19. 18
In my role as a Community Engagement Manager for High Speed Two (HS2) Ltd,
I am often asked about the rationale for HS2; What needs does it meet? What
benefits will it bring? People are normally aware that HS2 will reduce journey
times – it is a high-speed railway, after all – but is that it?
Well, the journey time savings are certainly substantial and important: By
running services at 225 miles an hour, HS2 will reduce the journey times
between Birmingham and Leeds, and between Manchester and London by an
hour each, for example. And by switching to conventional tracks, high-speed
trains can serve Liverpool, Edinburgh, Glasgow and Newcastle too.
In fact, HS2 will provide better connections for over 100
UK cities and towns.
Such improvements in connectivity will create jobs by making our cities
and towns much more accessible, and therefore much more attractive to
investment. HS2 stations themselves will support up to 100,000 jobs across
the country.
But that is certainly not the only benefit. HS2 will also more than double the
capacity available on the existing rail network. The new high-speed network will
be capable of running up to 18 trains an hour in each direction, with up to 1,100
seats on each train. By meeting the demand for travel between our biggest cities,
HS2 will create space on the existing network, allowing for more local services
or for rail-freight which will help reduce congestion on our crowded motorways.
Hs2 will also provide for more reliable rail services. By creating new track
dedicated to high-speed services that make relatively few stops, the potential
for delay caused by congestion is greatly reduced. Services will be more resilient
too, with the new network being designed and built to withstand the extreme
weather conditions we have seen in recent years
And building HS2 will create nearly 25,000 construction jobs, including
approximately 2,000 apprentices. During the construction phase, HS2 Ltd will
work directly with around 15 Tier 1 organisations who will sub-contract work to
their suppliers, mostly made up of small and medium-sized enterprises (SMEs).
We expect that around 60% of supply chain opportunities will be awarded to
SMEs from across the UK.
Terry Stafford – HS2 Ltd
20. 19
HS2 will be built using the most advanced construction techniques, such as
Building Information Modelling (BIM) and off-site modular assembly. The people
andorganisationswhoworkonHS2willdeveloptheskillsandexpertisetoprovide
a competitive edge globally in high-tech rail, infrastructure and manufacturing.
This work will be supported by HS2’s education outreach programme in schools,
apprenticeship programme and the National College for High-speed Rail, based
in Birmingham and Doncaster.
Many businesses and organisations are already beginning to build relationships
and networks across their regions and the country so they can take advantage
of the improved connectivity that HS2 will bring.
Localandregionalmarketswillopenupandattractforeigninvestors.Businesses
will change their investment and location decisions. Knowledge-sharing and
innovation will become easier and faster.
HS2 is absolutely crucial to the long-term prosperity of this country. It will free
up space on our railways, cut journey times between our largest cities and drive
forward our economy for years to come.
21. 20
ISO 55000 – What are the
proven and achievable benefits
for the Rail Industry?
An asset is anything that provides value.
Asset Management is largely concerned with protecting that value for
enhanced prosperity. For many facilities, physical assets are the lifeblood of
the entire operation.
If a critical asset were to fail, it not only has the potential to create a safety or
environmental issue, it also has the ability to completely shut down the process
until it can be repaired or replaced. In this scenario, it screeches to a halt and
profitability plummets.
High Speed Rail
At the Next Generation Rail Cheshire event, Marcel Velthoven, Director of ZNAPZ,
provided his expert insight into ISO 55000, a new quality standard for Asset
Management, with High Speed Rail as an example:
‘There is currently massive investment in Rail across the globe, HS2 is one of the
largest. The UK as it stands is recognised for being successful at many things
because it is very well known for one thing, - standards’
The origins of ISO 55000 are with PAS55, which was predominantly accepted in
the Utility Industry. PAS gives guidance and a 28-point requirements checklist of
good practices in physical asset management. It is equally applicable to public
and private sector, regulated or non-regulated environments.
22. 21
ISO 55000 Asset Management is a universal standard that can be stand alone
or be integrated with other ISO Management Standards (e.g. ISO 9000
Series, ISO 18001, ISO 14001).
‘ISO 55000 drives companies to invest strategically in physical assets, rather
than reacting when something has gone wrong’
ISO 55000 is defined and subsequently manages the required activities to
manage assets throughout their Life Cycle, within a given risk profile. Due to
the rate of development, regulatory requirements and the integrated diversity
of the Rail Industry; supporting the Rail Industry is a huge challenge. It can also
be applied to, and benefit any industry. The Rail Industry for example, has many
similarities with Utilities T&D, like Linear Assets, Aging Assets and having to
operate in a regulated environment.
‘In any industry managing Budgeting, Forecasting and Cost Control along with
Investment Planning is a foundation stone for success in fulfilling the obligations
of managing and maintaining the infrastructure.’
The following video will outline defining budgets, justifying investments and
defending the choices/decisions made. The role of supporting information
systems and the challenges of choice, implementation and operation is
also discussed:
23. 22
Anderton Concrete Products Ltd is a market leading manufacturer of
concrete rail products, fencing materials and retaining wall systems with an
unrivalled reputation for quality, design & innovation.
The company supplies a vast range of sustainable precast products to every
sector of the construction industry; fully supported by their experienced
sales & technical team. The company has built long-term partnerships with
its customers and suppliers including major contractors, the rail industry,
the Ministry of Defence and national merchant distributors.
Anderton Concrete’s name is synonymous with the
supply of quality cable troughing and railway products
throughout the network.
Anderton manufactures the full C1 range of troughing products including
Tee pieces, Transitions and Curves, designed to comply with Network
Rail standards and as such, they have full Network Rail Approval status,
Certificate No. PA05/00318 and Link Up accreditation.
Anderton now offers the Anderlite range of Troughing which is up to 30%
lighter than traditional methods whilst still providing the same strength. It is
the most cost effective lightweight system in the UK and up to 50% cheaper
than other lightweight alternatives.
The recently introduced Anderlite 500 takes this another step further by
reducing handling and transport costs whilst being fully compatible with all
existing systems.
Anderton have successfully supplied many prestigious schemes, including
Crossrail, & Fixed Telecom Network and all cable trough products are approved
to Network Rail RT/E/PS/0013.
The recent introduction of two new products, Ander-clip and Ander-fin has
added extra value to the range, whilst providing a cost effective method of
deterring the theft of cables at trackside.
Anderton Concrete Products
24. 23
Ander-clip
Anderton Concrete also offers a range of dry laid retaining wall solutions,
including Stepoc which is a direct alternative to shuttered concrete. Stepoc
offers a more cost effective solution than traditional formwork and is faster
to construct and therefore can reduce the length of time a contract takes
to complete.
For larger structures that require an aesthetic finish, Keystone is the block of
choice and is available in either a Splitface or Smoothface finish. Keystone
can be built as a gravity wall or it can be used in conjunction with a geogrid
to provide tall walls or to accommodate high surcharges – ideal for railside
and bridge locations. The product holds a HAPAS Certificate -No. 14H/217
and Anderton Concrete offer a PI backed design service as well as a wealth
of technical backup.
Slope-Loc is used for similar applications to Keystone also with or without
geogrid but offers a sloped face finish which is ideal for railway embankments.
Slope-loc is a smaller format unit and is also offered on a design and
supply basis.
For further information please contact the Sales office on 01606 79436 or
01606 535300.
Anderton Concrete Products
Units 1 & 2 Cosgrove Business Park
Daisy Bank Lane
Anderton
Cheshire
CW9 6AA
Tel: 01606 79436/535300
25. 24
The construction of HS2 is scheduled to begin in about three year’s time, initially with
Phase 1 connecting London and the West Midlands. This will comprise site-based activities,
including enabling works, earthworks, structures, station and depot building, together with
the installation of track, power, signalling and communications systems, supported by
a wide variety of off-site manufacturing and assembly. Whilst the project promoter, High
Speed Two Limited, has a stated aspiration to maximise the safety, quality, environmental
and cost benefits of building as much as possible off-site, the scale and ambition of the
scheme means that some impacts on individuals and communities close to the alignment
are probably unavoidable.
The challenge then is to minimise these potential impacts through the application of
appropriate mitigation measures. To evaluate the merits of the wide variety of available
mitigation measures to each particular set of circumstances, there is a well established
environmental mitigation hierarchy, at the top of which is ‘avoid’, while ‘compensate’ is at
the bottom being the approach of last resort. The full hierarchy is shown in the table below,
with examples of mitigation measures applicable to both the construction and operational
stages of a new railway development project.
Minimising the construction
impacts of HS2
Priority Examples of environmental mitigation in practice
Construction Operation
Avoid at source Construction technique selection
e.g. bored piling not driven piling
Route selection (horizontal and
vertical alignments)
Minimise at source Construction plant selection and
siting, e.g to avoid night-time
light pollution
Track and train design to
minimise noise and vibration
Abate on-site Air and water quality control
measures to suppress dust and
fumes and trap slit in runoff
Earth bunds and acoustic barriers
to attenuate noise and reduce
visual impact
Abate at receptor Construction traffic and lorry
management,includingdeliverytimes
Provision of noise insulation for
affected dwellings
Rehabilitate/restore Landscaping and planting that is
sympathetic to the locality
Green bridges reinstating
landscape and habitat connectivity
Compensate/enhance Biodiversity off-setting,
i.e. providing new areas of
biodiversity-enhancing habitats
Ongoing employment and
community gains resulting from
the new railway
26. 25
Sustainability, including minimising environmental impacts, is at the core of the decision-
making process for HS2, from the initial Appraisal of Sustainability used in the route
selection process, through the detailed Environmental Impact Assessments and associated
Environmental Statements being used to support the national authorisation of the scheme
via the High Speed Two Phase 1 and 2 Acts of Parliament, to the environmental minimum
requirements and undertakings to be implemented during construction and then by the
operational railway.
Furthermore, throughout this period of planning, design and construction there are
opportunities for individuals, organisations and local authorities to influence decisions
taken on route selection and more detailed local design aspects of the scheme, not least by
bringing forward local knowledge of features and characteristics.
In practice, much of the detailed design will be undertaken after Royal Assent for the two
Acts. Hence local communities should continue to make representations in support of their
preferred design and mitigation options. Local authorities in particular will have an important
role to fulfil with respect to the implementation of the environmental minimum requirements
and undertakings due to be incorporated in the two Acts.
In essence, one of the best ways to minimise construction impacts is to spend more time
planning and less time building. And planning is even better if all parties collaborate and
maintain open communication:
• Between local authorities, and with the project delivery team
• Within the project delivery team
• With the local community.
RSK is a member of the Temple Group Ltd – RSK Environment Ltd environmental consultancy
team undertaking the HS2 Phase 2 Appraisal of Sustainability with HS2 Ltd and has
contributed to the Environmental Impact Assessment for Phase 1. The views expressed in
this article do not necessarily reflect the views of High Speed Two Limited or the Government.
Written by Adrian Marsh and Stella Whyte, RSK Environment Ltd
