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SEPTEMBER 2012 ISSuE 185 £3.95 

THE BUSINESS MAGAZINE FOR RAIL 

www.railpro.co.uk 

How the west 

was won 

First Great Western’s Mark Hopwood 

on how he got the franchise back on track 

SHOW 

TIME ! 

Countdown to InnoTrans 2012 

BRANSON 

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Virgin loses West Coast

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Countdown to InnoTrans 2012 

SEPTEMBER 2012 ISSUE 185 £3.95 

Virgin loses West Coast 

Welcome 

Follow us on Twitter RailProMag@twitter 

www.RAILpRO.cO.Uk ISSUE 185 • SEpTEMBER 2012 


www.railpro.co.uk 

How the west 

was won 

First Great Western’s Mark Hopwood 

on how he got the franchise back on track 

SHOW 

TIME ! 

BRANSON 

PICKLE 

PUBLISHER 

RAIL PROFESSIONAL LTD 

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Tel : 02031 501 691 

EDITOR 

KATIE SILVESTER 

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Thanks also to Rail Images for 

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contributions in the form of articles, 

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may occur. 

Comment & news 

4 

First takes West Coast contract; Grange-over-Sands 

and Thorpe Bay stations are refurbished 

Pioneering partnership 

9 

An initiative has been launched by the Samaritans 

and Network Rail to support staff involved in railway 

suicides, which may even help to save lives 

Train of thought 

10 

Readers’ letters: have your say about the rail industry 

and Rail Professional 

Rail Professional interview 

12 

As First Great Western moves into the last year of its 

current franchise, managing director Mark Hopwood 

tells Katie Silvester about the work still to be done 

In the passenger seat 

19 

Passenger Focus CEO Anthony Smith considers the 

one-sided nature of the customer complaints process, 

which leaves passengers feeling powerless 

Delivering the goods 

21 

Funding for infrastructure improvements is a big 

step in the right direction, even if it does seem to be 

at odds with other freight policies, says Chris MacRae, 

rail freight policy manager at the Freight Transport 

Association 

Show time 

23 

Cool it! 

27 

The countdown to InnoTrans begins. We take a look at 

what’s on offer at this essential show 

Engineers have been working out how to reduce 

temperatures on the London Underground system. 

Robert Hadfield explains 

Business profiles 

32 

Aluminium Structures, AJC, Interfleet, JD Neuhaus, 

Johnson Bros (Oldham) & Selectaglaze 

Going global 

41 

The director of UIC, the international association for 

railway companies, speaks to Ron Smith about what 

the organisation is currently doing to increase rail 

usage around the world 

Institution of Railway Operators 

46 

Details of IRO area events for your diary. 

Plus, short courses available to book now 

Making a fast buck 

49 

It is still not clear exactly how the new high speed rail 

line, HS2, would be funded. Anooj Oodit looks at 

the options 

X-ray specs 

53 

The increase in international rail freight has raised 

implications for security and taxation considerations 

as goods pass across international borders, says 

Andrew Goldsmith 

Rolling stock 

55 

People 

56 

Eurotunnel awards new refurbishment contract; 

London sees record-breaking success during 

the Games 

People news from East Midlands, MTR, Greater Anglia, 

CBS Outdoor UK, Houghton International and 

Network Rail. 

Recruitment 

58 

Find your next job here and online at 

www.railpro.co.uk/recruitment

Rail Professional opinion 

Katie Silvester, Editor 

Virgin hits the buffers 

The next West Coast franchise has been awarded to 

FirstGroup, effectively putting Virgin out of the rail 

industry. Virgin boss Richard Branson has said that 

it’s unlikely that the company will bid for any more 

rail franchises. 

The colourful Virgin Trains brand will be much 

missed – it has been a popular operator of services. At one time, Virgin, which is 

a joint venture between the Virgin group and Stagecoach, had two franchises, 

but lost CrossCountry to Arriva. 

Branson has been very vocal about the failings of the franchising process, 

which has seen it lose out on the East Coast franchise twice in the past. The 

first time Virgin lost out to GNER, then to National Express, both of which 

put in higher bids than Virgin and then had to back out of the franchise early 

because they had promised premiums they could not meet. 

This time it has lost out to First, which had also put in a higher bid than 

Virgin. Branson believes that he had again put in a realistic bid to retain the 

West Coast and that First’s winning bid was too high and may not 

be sustainable. 

Has First been as reckless as National Express and GNER with its bid that 

promises £5.5bn over the life of the 13-15 year franchise? 

FirstGroup is a very experienced operator and it has had to put up a £45m 

performance bond, which it would lose if it pulled out early. It will need to 

see ticket revenues rise by 10 per cent each year in order to meet its premium 

payments. Some would say that’s very ambitious. There would be other 

financial penalties as well if it ditched the West Coast early. Having handled 

several different types of franchise now, First has done better on some than 

others. First Capital Connect and ScotRail generally tick all the boxes, in terms 

of meeting franchise commitments, but there were problems on Thameslink 

for a while when a shortage of drivers led to a lot of cancellations. 

As an owning group, First is not known for going the extra mile to 

reach out to passengers. But it is quite financially astute. First’s obsession 

with putting ticket barriers into every station possible, for example, is not 

particularly popular with passengers, but it is popular with the DfT – and it 

is the department that makes the decisions. First Great Western has had its 

issues, of course. Performance was awful for a while and it’s well-known for 

overcrowding. But the overcrowding has improved and remaining problems 

are more to do with lack of capacity on the Great Western Main Line than any 

mismanagement on First’s part (see Mark Hopwood interview pages 12-17). 

What impact could the West Coast outcome have for other franchise 

competitions? 

Before this disappointment, Virgin was rumoured to be interested in 

bidding to run the trains on HS2, when that opens. Its experience of running 

Pendolinos would have helped with this. Keolis, too, is apparently to be 

interested in the HS2 franchise, in whatever form it takes. Keolis had also been 

shortlisted for the West Coast franchise. As the international wing of SNCF, 

it certainly has experience of running high-speed trains – trains that make 

Pendolinos look like Thomas the Tank Engine by comparison. But winning the 

West Coast would have helped Keolis too. 

Next year will see the Great Western franchise awarded. 

If First manages to hang on to this, it will run a substantial 

chunk of the UK’s rail network. With West Coast under its 

belt, the transport group would be in a strong position to try 

for East Coast and HS2 – but would the DfT award both the 

East Coast and West Coast franchises to the same operator? 

That remains to be seen. 

News in brief 

ORR consults on 

formalising RDG 

The voluntary basis of the Rail 

Delivery Group is unsustainable, 

the ORR has decided. It is 

inviting views on formalising the 

group by creating a company 

limited by guarantee, and on 

licence conditions needed to 

enable the change. The Rail 

Delivery Group was convened as 

a result of the McNulty report, to 

bring industry leaders together to 

provide leadership. 

Angel invests in 317 trials 

Angel Trains has signed a 

contract with Bombardier 

Transportation for the re-traction 

of a Class 317 unit to develop 

the fleet as a viable, reliable, 

economic and long-term 

alternative to new trains. A £7m 

investment in the re-traction and 

refurbishment of a pre-series unit 

focuses on continued service 

operation, reducing costs and 

improving reliability. 

Scotland’s performance 

highly rated 

Transport Scotland’s Squire 

(Service Quality Incentive 

Regime) monitoring system has 

shown improvements in a range 

of key areas for ScotRail. Over 

the last year, ticket offices, station 

shelters, graffiti removal, train and 

station staff, train cleanliness and 

onboard ticket inspection were 

all recognised as areas where 

standards were consistently high. 

Nottingham gets £100m 

new start 

A complete redesign of tracks 

and signals, six miles of re-laid 

track and more than 140 new 

signals, plus new and refurbished 

station buildings, all form part of 

a £100m Network Rail scheme 

for Nottingham, which will be 

completed in December 2013. 

Work began in July. 

Cleaner finds missing 

Olympic tickets 

Greater Anglia train cleaner 

Gaspare Giarracco saved the 

day when a mother and son’s 

mislaid Olympic tickets were 

found in a bin at Liverpool Street 

station. The pair had accidentally 

left the prized tickets on a train 

along with some rubbish when 

they disembarked at the station. 

Page 4 SEPTEMBER 2012

News 

Fares to rise by an average 

of six per cent 

by Katie Silvester 

Higher than expected inflation this 

year will see rail fares rise steeply 

next year. 

Inflation levels of 3.2 per cent for July 

have been revealed by the government, 

meaning that regulated fares rise by up 

to 6.2 per cent next year. January fare 

rises are based on the previous July’s 

inflation (RPI) figure, plus three per cent. 

Thousands of London-bound 

commuters will now see their season 

tickets break the £5,000 a year barrier. 

Sharon Grant, chair of London 

TravelWatch said: ‘Under the existing 

arrangements, many train services are 

already registering some of the lowest 

value for money scores in surveys of the 

travelling public. 

‘Further increases in January will only 

exacerbate this, especially as Londoners 

already pay a higher contribution 

towards the running of rail services than 

other areas.’ 

Atoc, meanwhile, was keen to get 

across the message that the decision on 

fare rises is made by the government, not 

by train operators. 

Michael Roberts, CEO of Atoc said: 

‘The government decides the average 

increase of commuter ticket prices 

and other regulated fares which train 

companies will be required to introduce 

in January 2013. 

‘It has been government policy during 

the past eight years for passengers to pay 

a larger share of the cost of operating 

the railways and to focus taxpayers’ 

money on investing in longer term 

improvements to the network. 

‘Any flexibility train companies have 

within the rules is to maximise revenue 

for the government.’ 

The fare rises will be felt particularly 

keenly in the south east of England, 

where fares are the highest in the 

country. 

Bryan Sweetland, cabinet member for 

environment, highways & waste for Kent 

County Council, said: ‘We recognise that 

the government has decided to raise rail 

fares by the level of inflation plus three 

per cent, and that this is not a decision 

taken by the rail operator, Southeastern. 

‘However, we are concerned at the 

serious impact this will have on families 

in Kent, at a time when household 

budgets are very tight.’ 

Revamped 

station rooted 

in the past 

A revamped railway station 

has remained true to its 

roots as a miniature version of a 

nearby hotel. 

Grange-over-Sands station, 

which serves the bustling Cumbria 

seaside resort, was built in 1867 

and designed to be a scaled-down 

version of the Grange Hotel, just 

across the road. It has ornate 

Victorian canopies at the front 

of the building and above both 

platforms. 

Thorpe Bay is ‘station of the future’ 

by Peter Brown 

A new approach to customer relations has been unveiled by C2C at Thorpe Bay, 

on the Shoeburyness to London Fenchurch Street route, where, among other 

innovations, staff are no longer protected by a screen. 

Managing director Julian Drury said this move was among other suggestions that 

have been implemented following surveys by passengers who revealed they would feel 

safer without obstacles such as full-length screens between them and ticket office staff 

in what is being described as the ‘smart station’ concept. 

He said: ‘This is the station of the future, based on research among passengers. They 

were the ones who wanted an open counter. It is a new concept for the rail industry 

that breaks down the barriers between customers and staff. 

‘It also gives passengers more freedom to serve themselves while retaining the 

traditional booking 

office option for those 

who wish to use it. This 

station has more customer 

information, more ticket 

machines and is ready for 

smart ticketing.’ 

MP for Rochford and 

Southend East, James 

Duddridge, described it 

as being ‘gorgeous, airy, 

light and bright’ when 

he opened the revamped 

station on Wednesday 18 

July. Also at the ceremony 

was 81-year-old Jim 

Snelling, who worked at 

the station in 1946. 

As part of a £250,000 refit by 

Network Rail’s LNW property 

works team, the platform and 

station entrance canopies have 

been completely re-glazed as has 

the Platform 2 canopy support wall. 

The steel and timber superstructure 

has been repaired or replaced, 

along with the all guttering and 

downpipes. 

Andy Morgan, Network Rail’s 

route asset manager for buildings 

said: ‘This is a fine old station that 

has remained largely unchanged 

for nearly 150 years, and we have 

tried to be sympathetic to the 

original design when carrying out 

renovations.’ 

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PagE 6 SEPTEMBER 2012

News 

Virgin loses West Coast franchise to FirstGroup 

by Katie Silvester 

FirstGroup is to take over the West 

Coast franchise from December 2012, 

having pipped Virgin Trains to the post in a 

franchise competition. 

First will pay £5.5bn in premiums over 

the lifetime of the contract, which will last 

for up to 15 years, relying on ticket revenues 

rising by 10 per cent annually in order to 

fund the payments. 

The deal will see First introduce new 

electric trains, in addition to the 106 new 

Pendolino cars already on order, and cut 

the cost of its Standard Anytime fares by an 

average of 15 per cent. 

Rail minister Theresa Villiers said: ‘This 

new franchise will deliver big improvements 

for passengers, with more seats and plans for 

more services. Targets to meet on passenger 

satisfaction will be introduced for the first 

time in an InterCity rail franchise and 

passengers will also benefit from smart 

ticketing and from investment in stations.    

‘The West Coast is the first of the new 

longer franchises to be let by the coalition, 

which has helped us secure real benefits for 

passengers by encouraging First West Coast 

Limited to invest in the future of the service.’ 

But Virgin Trains – a joint venture 

between Stagecoach and the Virgin Group – 

was unhappy about the failure of its ‘strong 

and deliverable bid’, which now sees it with 

no franchises at all. 

Sir Richard Branson, founder of Virgin 

Group, believes that First has overbid for 

the franchise and may not be able to deliver 

its £5.5bn of premiums. He thinks its 

projections of 10 per cent growth annually 

are not realistic. 

‘The government decision to award 

the West Coast Main Line Franchise to 

FirstGroup is extremely disappointing for 

Virgin, and for our staff that have worked so 

hard to transform this railway over the last 

15 years,’ he said. 

‘We submitted a strong and deliverable 

bid based on improving customers’ 

experience, increased investment and 

sustained innovation. To have bid more 

would have involved dramatic 

cuts to customer quality and 

considerable fare rises which 

we were unwilling to entertain. 

‘We also did not want 

to risk letting everybody down 

with almost certain bankruptcy 

at some time during the 

franchise as happened to 

GNER and National Express 

who overbid on the East Coast 

mainline. Sadly the government 

has chosen to take that risk 

with FirstGroup and we only 

hope they will continue to 

drive dramatic improvements 

on this line for years to come 

without letting everybody 

down.’ 

Branson, who said that 

Virgin was unlikely to bid for 

UK rail franchises again, called 

the practice of giving franchises 

to the highest bidder, whether 

or not the premiums promised were 

deliverable, ‘insanity’. 

The RMT union said that FirstGroup 

had based its bid on ‘the same kind of overgeared 

financial projections that lead to the 

collapse of the GNER and National Express 

contracts on the East Coast – forcing the 

government to renationalise the service’. 

The franchise contract includes 

substantial financial penalties that First 

would incur if it was unable to meet its 

premium payments. The transport group has 

had to put up £10m of shareholder capital, 

a £45m performance bond agreement and a 

subordinated loan of £190m. 

On top of that, it has had to provide 

a season ticket bond of £5m and a £15m 

parent company guarantee to ensure that its 

contractual station facilities maintenance 

obligations are met. 

The company that First has formed to 

run the operation is called First West Coast 

Ltd, but it is expected that a new brand 

name will be introduced when the franchise 

begins. • See comment, page 4 

COMPLY SERVE 

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Forgetrack, a project 

management training 

provider for the rail industry, has 

signed a partnership agreement 

with Comply Serve to sell its 

flagship e-collaborative, Cloudbased 

project compliance software, 

ComplyPro. Chris Loxley-Ford, 

director of Forgetrack, said: ‘We 

were actively looking for open, 

standards-based, value-added 

solutions that enhanced our 

current offerings, and ComplyPro 

is an ideal fit.’ 

Railway Children appeals for volunteers 

AJP/Shutterstock.com 

The charity Railway Children is 

recruiting volunteers to assist at events 

and opportunities related to the railways. 

The Railway Children Rail Network aims to 

raise vital funds and awareness for the charity. 

Railway Children fights for children living 

alone and at risk on the streets, so volunteers 

are crucial in helping them to support many 

vulnerable children and young people in the 

UK, India and East Africa. 

Former Manchester councillor Keith 

Whitmore has recently been elected as 

honorary alderman of Manchester City 

Council for long service and is responsible 

for co-ordinating volunteers on behalf of the 

network. He is a keen railway enthusiast. 

Whitmore said: ‘I am very much looking 

forward to taking on this important role. It 

combines my interest both in railways and 

in making life more tolerable for vulnerable 

youngsters who need help. I will be looking for 

more volunteers – especially from the heritage 

railway movement – to support this important 

work, attending events to fundraise for this 

special railway charity.’ 

If you are interested in joining the group 

and volunteering your time, please email Keith 

Whitmore at: k.whitmore@railwaychildren. 

org.uk For more information on Railway 

Children visit: www.railwaychildren.org.uk 


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Training 

Pioneering 

partnership 

Rail Professional looks at an initiative to support staff involved in railway 

suicides, which may even help to save lives 

There are on average about 200 

suicides a year, impacting on a 

wide range of people directly 

and indirectly, and on the rail 

industry as a whole. A programme led 

by Network Rail and the Samaritans 

has been working to reduce suicide 

on the railways since 2010. Innovative 

and award-winning, the partnership is 

delivering the first national, co-ordinated 

suicide reduction programme on the 

railways. Prevention measures include 

training frontline rail staff, running 

campaigns to encourage people to get 

help and working in partnership to offer 

support to people who may be at risk 

of suicide. 

More than 30 interventions have 

been reported to the project team at 

Samaritans, but it is thought that there 

are many more. Sophie Lapham, strategic 

programme manager at Samaritans, 

says, ‘It is really important that we 

get to hear about these interventions. 

Firstly, so that the member of staff can 

be recognised for his or her courageous 

action, secondly to help us to evaluate 

the effectiveness of the training, and 

thirdly for suicide prevention, so that 

the various agencies are aware of the 

individual and the location, and can 

check if anything further needs to 

be done.’ 

Jill MacKeith, research manager at 

RSSB adds, ‘A study showed that over 

a 10 year period following a suicide 

attempt, only 10 per cent of people went 

on to complete suicide. This means that 

in breaking someone’s suicidal plan, rail 

staff are not just preventing a suicide on 

that particular day, but may succeed in 

preventing the person from taking their 

life at all.’ 

Supporting rail staff after fatalities 

The focus of the programme is on 

measures to prevent suicide; however, 

it has quickly become apparent that 

the partnership needed to do more 

to support staff who are affected by 

suicides and other fatalities. A one-day 

course called Trauma Support Training 

was developed with Aslef, East Midlands 

Trains, Network Rail and Samaritans 

and it aims to equip managers and union 

representatives with an understanding 

of trauma and how it affects people, and 

to give them skills to provide effective 

support. With exercises based on the 

real-life experiences of a train driver, the 

course is also relevant to managers of 

other staff who are exposed to traumatic 

experiences, such as station staff and 

operations staff. 

Darren Ward, head of ops strategy 

and implementation at East Midlands 

Trains, says: ‘Before this programme, the 

support and advice provided to drivers 

after they were involved in fatalities 

could vary massively, even within the 

same Toc. Samaritans has worked with 

the rail industry to develop an accredited 

training course that helps guide those 

that manage the welfare of drivers on an 

individual level.’ 

Another way of helping drivers has 

been to develop a booklet, Journey to 

Recovery which explains what happens 

when there is a fatality, what reactions 

a driver might experience and why, and 

how to get help. The guidance has had 

input from train operators and Aslef and 

will be distributed to all drivers via their 

managers. 

Chris Gibb, chief operating officer 

at Virgin Trains, says: ‘I support fully 

the industry drive with the Samaritans 

to focus on prevention of suicides on 

the railway, and not to accept them as 

inevitable. Nevertheless, when they 

do happen our focus turns to looking 

after our customers and staff and, in 

particular, the driver. Every driver is an 

individual with different needs, which 

we strive to recognise and respond to, 

sometimes long after the event. This 

booklet aims to help drivers recover from 

traumatic events by making them aware 

of the support available to them.’ 

For information about training courses 

or any other aspect of the suicide 

reduction programme, please contact 

railcompanies@samaritans.org 

september 2012 Page 9

Letters 

Readers air their views about the railway industry and Rail Professional 

Trainofthought 

Please email your letters to: letters@railpro.co.uk or fax to: 01223 327356. Or post to 

The Editor, Rail Professional, 275 Newmarket Road, Cambridge CB5 8JE. Letters may be edited for length. 

Telling words from the 

PM 

It is encouraging to read on 

page 21 of the August issue 

(Kickstarting McNulty) that 

the prime minister admits 

to the Institute of Civil 

Engineers that our railway 

fares are 30 per cent higher 

than European average, 

running costs 40 per cent 

higher and state subsidy 100 

per cent higher. 

It was his party that 

introduced this system – 

which is unique in Europe! 

The other countries have all 

seen that what we do does not 

work and have not gone down 

this route. However, there is 

no solution offered other than 

to squeeze the industry and 

carry on as we are. 

Also in Rail Professional, 

you report our frustration 

here in Scotland that we have 

a devolved responsibility 

for transport – and yet 

must toe the line with a 

franchise system dictated by 

Westminster. The Scotrail 

franchise ends in 2014 – 

which is when we vote for 

independence – with a bit of 

luck we may even be able to 

change the system and run an 

integrated railway. 

Ron Smith 

Keith 

Who will make the case 

for better connectivity? 

I’m reading your article about 

mobile phone reception on 

trains (July 2012 issue). I 

found it, because I was 

optimistically trying to make 

some calls on my journey this 

morning, and they’ve been 

frequently interrupted by 

reception breaks (as usual). 

So I find the lack of digital 

repeaters on trains and in 

tunnels very frustrating. 

Ofcom/Mott Macdonald have 

reported on the technical 

issues earlier this year, but the 

question is surely one of costbenefit. 

Hakan’s article issued 

a call for action: so who will 

be making the business case 

and taking action? 

I would have thought 

the main benefit is for train 

operators, who would attract 

more customers: knowing that 

a reliable signal was available 

on all trains would encourage 

people to buy more tickets. 

Patrick PK Carnie 

SNP backing roads 

over rail 

In marked contrast to 

announcements from 

Westminster, the Scottish 

government has announced 

the virtual scrapping of 

its flagship rail project, 

the Edinburgh to Glasgow 

Improvement Programme 

(EGIP). The SNP government 

attempted to promote this as 

a good news story, however, 

it soon emerged that the 

vast bulk of this imaginative 

project will not now happen. 

EGIP would have brought 

electrification across the 

Central Belt leading to 

accelerated journeys, a 

more robust timetable, 

opportunities for new stations 

and services and all the wider 

benefits of electrification. 

What now remains is simple 

electrification of the core 

Glasgow to Edinburgh via 

Falkirk High – and very 

little else. 

All the more worrying 

is that the announcement 

took both Network Rail and 

ScotRail by surprise, Network 

Rail having spent large 

amounts on consultation and 

preparatory work. This comes 

on top of earlier cancellations 

of both the Edinburgh and 

Glasgow Airport Rail Links. 

In the early days of 

devolution, Scotland rightly 

enjoyed a reputation for its 

pro-rail policies with line 

and station re-openings all 

performing well ahead of 

projected figures. The SNP 

has retreated from this and 

raided the rail budget to fund 

its massive road building 

programme. This smacks 

of 1960s solutions to 21st 

century transport problems. 

Paul Tetlaw 

Transform Scotland 

A little flexibility required 

I have been looking into 

whether means can be found 

to help tourists from abroad 

who arrive by Eurostar on 

Advance tickets, such as my 

first class one at €99 from 

Neustrelitz to London via 

Berlin, Cologne, Brussels, a 

suitable Advance ticket ticket 

to a destination in the UK. 

Both can be purchased on 

the DB website and then the 

site of the UK OC. However, 

currently there 

is no means 

whereby 

the traveller 

is allowed 

officially to 

travel on a 

later train 

if European 

connections 

arrive late. There 

is an official 

connection 

time of 25 

mins between 

St Pancras 

International 

and Euston 

which I use 

where through 

journey times 

are available on 

the DB website. 

But Atoc is unwilling to 

do much, and in fact states 

that there are no CIV tickets 

available inbound, which is 

rubbish, as I found out when 

enquiring at Chester last 

Monday! There is a £37.10 

ticket in standard class 

available if I scan my DB 

ticket to London, then my son 

takes it to Chester, and sends 

me the London to Chester 

ticket by post! 

There is a high risk of post 

going astray from the UK, 

as I have experienced quite 

often, so that is no solution. 

Again, there is no possibility 

to purchase a First Class CIV 

Advance by these means. 

A solution I proposed 

and discussed with an ‘old’ 

railway manager on the way 

to London last Sunday is 

a simple letter from Atoc 

suggesting that the UK 

companies advise their staff 

to accept Advance tickets 

on a later train if Eurostar is 

late, rather than leaving the 

decision to the train manager 

– some will accept and others 

will not. 

That is no way to run a 

business, and puts off people 

I know who would come over 

from Germany to the UK and 

I am led to believe that some 

Tocs would not be averse 

to changes which would 

facilitate this. 

James T Inglis 

Germany 


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Rail Professional interview: Mark Hopwood 

We’d used the 180s before, 

but they’re a bit schizophrenic 

As First Great Western moves into the last year of its current 

franchise, its managing director tells Katie Silvester about the 

work still to be done 

Before Mark Hopwood took the helm, the 

First Great western franchise had been 

having a rough time – overcrowding was 

terrible, staff were becoming demoralised 

and disenchanted passengers had renamed 

the operation worst Late western. The press was 

having a field day. 

Rail stalwart Alison Forster initially headed up 

the franchise, but FirstGroup moved her to another 

part of the company, replacing with high flyer 

Andrew Haines. Haines had previously run South 

west Trains and was by then in charge of First’s rail 

division, but was tasked with taking over the day-today 

running of FGw until its performance was back 

up to an acceptable level. Haines had barely got his 

feet under the table when he left the job suddenly 

for health reasons. 

Enter Mark Hopwood who had been running 

Londonlines, but was left with just the Uk’s smallest 

franchise, c2c, when National Express lost other 

franchises in the area. Hopwood was invited to 

rejoin FirstGroup by Andrew Haines, having 

previously worked for First North western – c2c, he 

admits, hadn’t been enough of a challenge for him. 

He began working alongside Haines as operations 

manager on FGw, then stepped up to the MD role 

when Haines left and quietly got on with the job of 

turning the company around. Slowly but surely the 

company’s performance began to recover and the 

damaging headlines stopped. 

So how did he set about restoring passengers’ 

faith in First Great western? 

‘There was a very strong focus on resources in 

terms of having the right number of drivers, guards 

and rolling stock,’ says Hopwood. ‘we did a lot of 

driver and guard recruitment. we brought new 

rolling stock into the business and we put together 

quite a comprehensive performance recovery plan. 

we also looked at the timetable, the rolling stock and 

train crew diagrams and that led to an improvement 

in performance. And, if I’m honest, I think we 

improved it to a greater extent than people thought 

we could.’ 

As part of a £29m passenger benefit package 

negotiated with the DfT, which saw FirstGroup 

injecting extra cash into the franchise, additional 

class 142s were acquired, as well as an extra HST set 

and some class 180s were kept longer than planned. 

FGw’s problems had come about mainly because 

of unexpected growth in passenger numbers in the 

early years of the franchise. First had invested in 

extra rolling stock at the start of the franchise, but 

the growth in the amount of passengers commuting 

in and out of paddington had used up all those extra 

seats. Historically, British Rail had run quite small 

trains in and out of paddington, Hopwood explains, 

often just two or three cars long. 

‘we looked around the Uk at what options were 

available and identified four opportunities across 

the network. The first was to bring in some extra 

150s and 153s for the west services, so the services 

around Bristol and the west of England gained 

some extra services. And for paddington, there was 

a three-pronged approached. There were some HST 

buffet cars, which were off lease. we’ve had those 

completely stripped out and converted into standard 

class trailers. we’ve got those in traffic now and they 

look really good. Nobody would know that they were 

in an old buffet car. we also knew that East coast 

had decided not to use the five 180s that it had on 

lease and that they were available. 

‘we’d used the 180s before, but they’re a bit 

schizophrenic – customers love them as they have 

a really pleasant environment, but they are a bit 

unreliable. But we’ve had experience of maintaining 

them, so we put the 180s onto some of the commuter 

services into Reading and the cotswolds line. we’ve 

moved the Turbos that they replaced and put them 

onto other lines. There were 150s, three-car sets, 

available so we’ve put them on the Reading to 


Curriculum vitae 

1971 Born in Buxton, Derbyshire 

1989 British Rail trainee 

1993 BA in politics at Essex 

1993 Duty ops manager for Network 

Southeast, based at Reading 

1994 Station manager at Slough 

2001 Operations director, First North Western 

2006 Managing director of Londonlines 

2008 Performance director First Great Western 

2008 Managing director of First Great Western 


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Interview Mark Hopwood 

Basingstoke routes. The HST buffet cars lengthened 

seven-coach HSTs to eight coaches. So we’ve actually 

added 10 per cent more seats on the morning and 

evening peak into and out of Paddington.’ 

Crossrail will also help to take the pressure off some 

FGW services in the future, he adds. 

A British Rail trainee, Hopwood confesses to 

being a bit of an enthusiast and has been known to 

drive steam trains in his spare time, though he’s not 

a qualified driver. Hopwood joined BR for what was 

meant to be a stop-gap job after his A levels and, 

having failed to get the grades he was hoping for to 

get into the London School of Economics, stayed 

on for a year. When he subsequently got into Essex 

University instead, BR didn’t want him to leave, 

sponsoring him through his degree and giving him a 

job at the end of it. 

Despite running one of the challenging franchises 

and having three children, Hopwood also makes 

time to host a hospital radio request show on Sunday 

mornings at Basingstoke Hospital. 

FGW is now into the last year of its franchise. 

The new one will begin in July 2013. First is a strong 

contender for the new franchise, but the winner 

won’t be announced until March. 

So how easy is it to keep momentum going towards 

the end of a franchise? 

‘Usually, I would say it’s a challenge, but for us 

there’s so much going on that we’ve got to deliver 

on. Most of my team are far too busy thinking about 

what they’ve got to deliver, with the new rolling 

stock and the Olympics, to worry about the end of 

the franchise. 

‘We’ve still got to put extra rolling stock in – that 

isn’t finished yet. And we’re still investing in the 

business, we’ve got new driver simulators coming 

and because we’ve been quite successful at bidding 

for money for station improvement, we’ve got quite 

a lot to do at stations. We’re putting in new car parks 

and things, including a £10m multistorey carpark 

at Bristol Parkway, which is quite exciting. Next 

year we’ve got to move Reading depot into its new 

site and gear up to open the four new platforms 

at Reading and work with Crossrail there. We’re 

starting to see the start of the electrification next 

year as well. And we’ve got the bid that’s going in 

with FirstGroup – that’s obviously quite a challenge.’ 

Hopwood was speaking to me towards the end of 

the Olympic fortnight and was generally happy with 

how FGW had been able to respond. 

‘Even though we don’t serve Stratford, we’ve got 

some of the big Olympic venues on the patch. We’ve 

had the rowing at Eton, which has been really well 

attended. We’ve had sailing at Weymouth and the 

football at Cardiff. And we’ve been getting people 

into London to travel to the other venues. The only 

problem has been management of the station at 

Cardiff, so we’ve been working with Arriva Trains 

Wales on that. A lot of people have worked extra 

hours to support this and we’ve had some very 

positive comments from ODA.’ 

An FGW train was even featured in some of the 

footage shown as part of the Opening Ceremony, he 

adds proudly. 

Wi-fi is currently being installed in some of 

FGW’s trains. While some Tocs are charging for wifi, 

FGW is making it available free. Hopwood sees it 

as a good selling point for rail. ‘Someone was saying 


Interview Mark Hopwood 

to me the other day that the reason we’ve been so 

successful at growing the rail business, particularly 

around the younger age group, is that when people 

are travelling home for the weekend or off to see 

some friends, they actually want to be able to sit on 

the train and read Facebook and Tweet; and if you’re 

driving a car, of course, you can’t do that. So it’s an 

advantage for us.’ 

Like other Tocs, FGW has now entered into 

a new relationship with Network Rail, with the 

devolved regional managing directors having much 

more responsibility at a local level. ‘Our main 

relationship is with Patrick Hallgate, as the route 

MD on Western, and it’s clear that Patrick has got 

authority to manage things and get things done that 

he didn’t have before,’ says Hopwood. ‘Before, even 

relatively small things we wanted to discuss had to 

be referred back up the management chain. Things 

have also improved in Wales where we’ve got Mark 

Langman. About 10 per cent of our mileage is on the 

Wessex route, so I’ve now got the relatively unusual 

situation, if I’ve got a points failure at Fratton or 

Basingstoke, where I’ve got to ring Tim Shoveller at 

another Toc.’ 

South West Trains, headed up by Shoveller, is in 

the unusual position of having a ‘deep alliance’ with 

Network Rail, where the two organisations will work 

almost as one, with Shoveller running the operation. 

Hopwood is also pleased that infrastructure 

performance has finally improved in the Thames 

Valley, having been the cause of many delays for 

FGW over the past two years. But there has been 

a lot of other disruption on the route, with all the 

work that has been taking place at Reading and 

numerous other smaller schemes. Reading was closed 

for six days over Christmas 2010. There has also been 

double-tracking in the north Cotswolds and new 

platforms at Bristol Parkway. 

‘Reading looks like a building site, so we are 

working with our customers on that. We’re just 

preparing now for electrification. Although we’d like 

our performance to be better, I think we’re doing 

quite well at keeping it going with all the disruption 

that’s going on. 

‘We’ve done something with Network Rail, which 

the ORR have been really positive about. We’ve had 

people from my team embedded in the Network Rail 

project, working alongside them to make sure things 

like Reading go well. We’ve also been working with 

the DfT preparing for the arrival of IEP.’ 

Since Hopwood has taken over, relationships with 

stakeholders have improved significantly, despite all 

the work that has been done on the route. ‘We’ve 

won the overall winner award at the community 

rail awards two years in a row,’ he says. ‘There was 

a lot of criticism of how the local services in the 

west were run but now our branchlines in Devon, 

Cornwall, Bristol and Wessex, have consistently won 

awards. Last time I looked at the Atoc table of the 

fastest growing lines in the country, six of the 10 

lines were First Great Western’s.’ 

The real disruption is still to come, of course, with 

the Great Western being electrified between 2014 

and 2017. This is the reason why First refused the 

optional extension on its franchise, preferring to try 

to renegotiate a new franchise agreement – albeit in 

the face of open competition – than stick with its old 

one, which didn’t take the electrification work into 

account. It will cause a lot of difficulties for the next 

franchisee, with line closures a necessity. Will it be 

worth it in the end? 

‘I think it will make a big difference. If you look 

at rolling stock reliability across the network, some 

diesels are quite reliable, but generally electrics 

are far more reliable. And it’s a nicer environment, 

especially at Paddington where you’ve got the HSTs. 

Although the new MTU engines are a lot cleaner 

than the old Valenta ones, it’s still nicer to have 

a train shed full of electrics than diesels. And the 

performance characteristics of electrics, acceleration 

and so on, are much better. And when you add all 

those things together, it’s a real transformation in the 

customer experience. 

‘When you look at other routes, they’ve benefited 

from high levels of investment and I hope that we’ll 

benefit from this investment as well on 

Great Western.’ 

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Opinion 

In the passenger seat 

The public gets 

what the public wants? 

Anthony Smith considers the one-sided nature of the customer complaints process, which leaves 

passengers feeling powerless 

What do complaints tell you about an industry? 

Passenger Focus takes on around 3,000 cases a 

year where passengers are unhappy with how 

the train company has handled their complaint. 

The complaints we receive are a tiny subset of all those 

made to train companies. Complaints are more often from 

leisure passengers, who take less frequent journeys – usually 

with higher one-off ticket prices, than from commuters. 

East Coast, by no means the largest train company, has 

again topped the league with over 770 complaints to us 

in 2011-12. We are now working with it and other train 

companies to reduce these figures. Virgin and First Great 

Western followed with over 279 and nearly 240 respectively. 

The main issues complained about? Fares and ticketing, 

complaints handling, performance, and staff conduct 

and availability. 

Some companies take the view that it is best to take the 

heat out of situations, say sorry and make a relatively generous 

offer up front. Others view the whole exercise as a chance to 

generate more revenue – the notion that someone might be a 

loyal customer who has made an honest mistake seems alien. 

Some have trouble in even replying. 

That so many complaints are about the complaints process 

itself is depressing. Familiar themes emerge: failure to read 

or address the issues raised seems a common complaint. By 

spending a lot of time and effort we are managing to get 

nearly nine of our 10 passengers satisfied with the way we 

have dealt with their complaint, if not the final outcome. 

The attitude of 

some train companies, 

detailed in our recent 

Ticket to Ride report, is 

still feeding through 

to the complaints 

reaching us. Even 

in the total absence 

of intent passengers 

are being hounded 

to pay absurdly high 

fines, often with the 

threat of prosecution 

thrown in. However, 

discussions are taking 

place with Atoc about 

‘The train company 

can run trains 

late, short, with 

no catering, no 

information and no 

staff - you have little 

comeback’ 

drawing up an industry code of practice for how unpaid fares 

notices are dealt with. 

Customer service seems to have gone out the window, 

thanks to the toxic mixture of high ‘fines’, guards incentivised 

to collect the fines and the outsourcing (and consequent loss 

of oversight) of revenue protection work. Train companies 

need to urgently re-establish their grip on this most delicate 

aspect of the passenger relationship. 

It is easy to see how passengers become frustrated with the 

one-sided nature of the relationship. When you buy a ticket, 

you enter into a contract designed for very different times. 

The train company can run trains late, short, with no 

catering, no information and no staff – you have little 

comeback. If you dare to forget to bring your railcard with 

you they are on you like a ton of bricks. This is unfair and 

unbalanced and leads to feelings of powerlessness and 

frustration. 

Most of the railway network is now operated by private 

companies. Perhaps it is time to rip up some of the conditions 

of carriage and byelaws and let train companies and passengers 

have a normal consumer relationship? 

Is it also right that the taxpayer has to fund the effort to 

sort out train companies’ messes? There could be an argument 

for moving to a ‘polluter pays’ model. Sad to say, often 

threatening the bottom line forces change faster than more 

reasoned intervention. 

Anthony Smith is the chief executive of Passenger Focus. 



Opinion 

Delivering the goods 

The network 

shapes up 

Funding for infrastructure improvements is a big step in the right direction, says Chris MacRae, 

even if it does seem to be at odds with other freight policies 

In July, the FTA welcomed the government announcement 

of a £200m investment fund in strategic rail enhancements 

for England and Wales. We are delighted about the 

boost this will bring to the supply chain and hope, above 

all, that it will encourage an increase in modal shift. 

The investment is part of the High Level Output 

Specification (HLOS) for England and Wales and was 

announced by the secretary of state for transport for Control 

Period 5 (CP5), which runs from 2014 to 2019. 

The fund is intended to further develop the current work 

on the strategic rail freight network and provide additional 

investment in schemes such as the ‘electric spine’ corridor of 

electrification, linking Yorkshire and West Midlands to south 

coast ports, benefiting freight as well as passenger traffic. 

This will be accompanied by loading gauge enhancement 

to W12 for 9-foot 6-inch containers. Many shippers require 

larger containers and the additional height and width is 

needed if companies are going to be encouraged to make the 

shift to rail freight. This is also vital for the UK’s position in 

international trade. With international shipping containers 

getting taller, having a transport infrastructure that can deal 

with them is vital to ensuring the UK remains a main port of 

call for the largest ships from the Asian trades, rather than a 

feeder destination from the continent, given the pressures on 

shipping lines to cut down the number of individual port calls 

within Europe. 

Creating the right conditions for significant private sector 

investment in electric freight locomotives, which offer more 

efficient, capable and sustainable freight haulage, is a stated 

desired outcome of the HLOS’s focus upon electrification. The 

HLOS states that ‘the rolling programme of electrification is 

expected to make rail freight commercially more attractive 

across England, supporting our growing international trade 

and transfer of container traffic from road’. 

FTA wholeheartedly supports the continuing development 

of Britain’s trade links and connectivity. Mode shift and 

the environment is a major consideration for FTA and this 

investment is a great step forward for both. Those wishing 

to make the shift must make a long-term investment and 

commitment and this infrastructure investment by the 

government goes a long way towards encouraging others to do 

the same, and to leverage in the consequential private sector 

investment in facilities, locomotives and rolling stock 

to deliver this. 

While this infrastructure investment by UK and Scottish 

governments is welcomed by the FTA, we must stress that 

the current Office of Rail Regulation freight track access 

charges consultation, mentioned in this column in August’s 

Rail Professional, contradicts this good news. The consultation 

includes a review of the variable usage charge and proposals 

to introduce a freight specific charge on the ‘avoidable 

costs’ of running freight on the network. This represents a 

potentially fundamental shift in previous track access charging 

policy away from encouraging freight growth in a context of 

declining track access charges for freight to help competition 

with road, to one of maximising the revenue that certain 

sectors deemed captive to rail can afford to pay. 

This sends seriously worrying and negative signals to 

private sector investment in facilities and equipment for rail 

freight where pay back periods are far in excess of the five-year 

control period review timescales. Also, the potential for change 

in policy mid-way through an asset’s costed life can throw out 

financial viability calculations. 

None of this is what business needs if it is to be encouraged 

to adopt modal shift and leverage in the consequential 

investment that the government wants to see from the HLOS. 

It is as though the government is giving with the right hand 

and the ORR is taking with the left. We are still urging 

everyone affected to fight these proposals, otherwise this good 

news may mean nothing and the attractiveness of rail freight 

will be seriously overshadowed. 

Chris MacRae is the rail freight policy manager at the Freight 

Transport Association. 


Preview 

Show time! 

As the countdown to InnoTrans 2012 begins, Rail Professional takes a look at 

what will be on offer 

September sees Europe’s biggest 

transport show, InnoTrans, open its 

doors in Berlin. Taking place from 

18-21, the tradeshow is expecting 

more than 2,400 exhibitors from 47 

countries and around 100,000 visitors from 

100 nations. 

Those visiting the show will be 

representing public and private transport 

enterprises and operators; manufacturers 

and suppliers of transport technology; 

public administrators and government 

officials; construction companies; trade 

associations and institutions; and the 

media. 

The show will be divided into five 

themes: Railway Technology, Railway 

Infrastructure, Tunnel construction, 

Interiors and public Transport. 

The InnoTrans convention, taking 

place at the same time as the show, 

features a series of meetings and seminars, 

including the International Tunnel Forum 

based around a series of discussions with 

international guest speakers. 

Deutsche Bahn’s Rail Leaders’ Summit 

will also take place at the convention, 

offering transport ministries and general 

managers of international rail transport 

companies a chance to meet. 

going public 

Since the last InnoTrans in 2010, the 

number of exhibition halls representing 

public Transport has doubled to six halls. 

An even larger international spectrum of 

products reflects this growth, among them 

innovations from the passenger safety, 

passenger information and communication 

technology sectors. 

Data management systems, ticketing 

systems, consultancies and traffic 

management systems will also be at the 

show. A range of rail vehicles will be on 

show in static displays on the Messe Berlin 

tracks located outside the exhibition halls. 

More than 50 per cent of the companies 

exhibiting in the public Transport section 

are headquartered outside Germany. They 

include Alcatel-Lucent International 

SAS from France, Giro Inc. from canada, 

Mitron Oy from Finland and the Hitachi 

Zosen corporation from Japan. 

Netinera Deutschland, Germany’s 

third largest rail transport company, will 

also be represented at InnoTrans 2012. 

‘The fair is the ideal platform to present 

our ever-widening range of activities to 

an international audience of experts, to 

cultivate existing relations and establish 

new ones,’ says Nicole knapp, head of 

marketing and communications for 

Netinera. 

The number of combined national 

and regional displays is set to increase at 

InnoTrans 2012. A total of 37 combined 

displays from 22 countries will allow 

exhibitors to present their products and 

services on the Berlin Exhibition Grounds. 

This year’s newcomers are Hungary 

and the United States. In addition to 

industrialised nations from Europe, 

countries such as Brazil, Australia will also 

be bringing trade delegations. 

The combined displays are organised 

by industry associations, ministries 

of economic affairs and business 

development organisations. The work of 

these institutions makes it possible for 

small and medium-sized enterprises to take 

part in the event. The Railway Industry 

Association is organising two combined 

displays at InnoTrans for the Uk. Tim 

Gray, international business development 

SEPTEMBER 2012 PagE 23

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Preview 

director of RIA says: ‘InnoTrans is the key 

global exhibition for railway technology, 

a place to showcase British innovation 

and experience to the widest international 

audience. we expect InnoTrans 2012 to 

reach an even greater spread of transport 

stakeholders from around the world. The 

British companies exhibiting in Berlin 

will demonstrate great products and 

unrivalled expertise and we look forward 

to welcoming our international colleagues 

to the national pavilions in Halls 2.2 

and 26.’ 

Technical point 

Among the exhibitors will be the 

Railway Technical Research Institute 

from Japan, the Birmingham centre for 

Railway Research and Education and 

the china Academy of Railway Sciences. 

The Technical University Berlin is also 

represented at the show, where it is 

featuring a number of research projects 

including a plug-in control cabin and a 

new system for monitoring the condition 

of freight wagons. The German Aerospace 

centre will be using a full-scale mock up 

at InnoTrans to demonstrate innovative 

construction methods for double deck rail 

vehicles. 

Fraunhofer-Gesellschaft is Europe’s 

largest applied research organisation and 

nine of its institutes will be featured. 

Joining them is Fraunhofer-Allianz 

Verkehr, which was established to present 

innovative solutions that meet the 

specific needs of the manufacturers of rail 

vehicles, railway companies, infrastructure 

operators and the providers of logistical 

services. 

For more information on InnoTrans 2012, 

visit the website at: www.innotrans.com 

GETTING THERE 

Exhibitors, visitors, invited guests and accredited 

journalists at InnoTrans 2012 can benefit from 

the comprehensive travel service offered by 

Messe Berlin, the show’s venue. There is a travel 

and accommodation package, which includes 

assistance in finding hotel rooms. 

Lufthansa and Deutsche Bahn are offering 

special fares to Berlin. Lufthansa is giving 

discounts of up to 10 per cent between 11 and 

28 September. Deutsche Bahn is doing a deal 

between 16 and 23 September 2012, offering cut 

price second-class return fares on domestic routes. 

Messe Berlin offers a comprehensive travel 

service where air or rail travel, as well as hotel 

accommodation and a permanent trade fair pass, 

can be booked as part of a package. For hotel 

reservations that are not part of a package, other 

partners of the event, such as VisitBerlin and HRS, 

offer online hotel bookings at favourable rates. 

ASIAN VOICES 

For the first time at this biennial trade 

show, an entire exhibition hall will 

be occupied by a single country. 

Japanese companies are presenting an 

unprecedented range of technological 

innovations for the rail sector at one 

central location. 

China will also be making its presence 

felt, with the two largest Chinese 

manufacturers of locomotives and rolling 

stock, CSR and CNR, exhibiting for the first 

time. Visitors will be able to find CSR and 

CNR in Hall 9, where the China Academy of 

Railway Sciences and other exhibitors will 

also be represented, providing information 

about the latest innovations from the 

country’s railway industry. 

Yang Xiong-Jing, manager for global 

business development for CNR says: ‘We 

are making use of this leading trade fair 

in order to study the market and we are 

looking forward to presenting our rail 

vehicles to the world. High speed trains, 

powerful locomotives, metro rolling stock 

and freight wagons – we are presenting 

our complete range of vehicles at 

InnoTrans 2012.’ 

Taiwan and Korea are also bringing 

national displays to the show. 

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SEPTEMBER 2012 PagE 25

Experts in Retail 

Catering Solutions 

A Fully Bespoke Retail Installations Service 

Competitive, innovative 

designs, tailor made 

to your own requirements. 

Quality and reliability 

in design, materials 

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A wide range of fi t-outs 

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Consultation, design, 

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Kiosk and shop fi t designs 

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Station Refurbishment 

Cool it! 

Engineers have been working out how to reduce temperatures on the 

London Underground system. Robert Hadfield explains 

Shutterstock.com 

Anyone who’s ever been on the 

Tube on a hot sticky summer 

day understands the need to 

find a way of cooling London 

Underground. The Cooling the Tube 

Programme was to do just this. Each line 

and station has a unique environment, 

so the LU’s Cooling the Tube team has 

undertaken extensive research into 

the exact conditions of each station to 

develop possible solutions to combat 

rising temperatures. 

One such solution is drilling boreholes 

into London’s chalk aquifer to draw water 

that is then circulated through parts of 

the network by air-handling units. For 

those stations where it is not possible to 

use borehole technology, preconditioned 

water via a chiller in the heat exchanger 

coil of the air-handling units was to 

be used. Extensive research and the use of 

prototypes to prove that concepts meet 

the demands of the varying environments 

are key to the programme’s success. LU 

commissioned TÜV SÜD Product Service 

to support it through the development 

programme of a Platform Air Handling 

Unit (PAHU). 

The first stage was to ensure that 

the air-handling units were safe and 

compliant with health and safety 

requirements for LU. A series of factory 

acceptance tests and systems integration 

trials also made sure that the airhandling 

units would deliver against the 

requirements set. This included assessing 

if the tunnel structure would support the 

weight of the units and that all train and 

passenger clearance requirements would 

be met. 

As each unit weighs three tonnes 

and is the equivalent length of half the 

length of a London double-decker bus, 

lifting the whole unit into position 

and then ensuring it remains securely 

fastened to the tunnel ceiling represented 

a significant challenge. TÜV SÜD was, 

therefore, asked to design the structural 

support system. 

As part of the rigorous assurance 

process, extensive systems integration 

trials were undertaken. This included the 

construction of a test rig at its laboratory, 

which replicated the dimensions of the 

tunnel ceiling where the air-handling 

units would be installed. The trials helped 

to prove that six key requirements could 

be met: 

• The structural support system had to 

fit multiple tunnel ring configurations 


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Station refurbishment 

and LU needed to understand if any 

specialist tools would be required to 

make the process easier; 

• The air-handling units needed to fit 

onto the structural support system 

and concepts had to be designed to 

physically lift and lock the unit onto 

the support structure; 

• The air-handling units were to be 

electromagnetically compatible 

with the London Underground 

environment; 

• Noise levels would not lead to 

passenger discomfort; 

• There were effective condensation and 

drainage provisions; and 

• The units could be cleaned and 

maintained while attached to the 

station ceiling. 

Raising the roof 

The next issue was to tackle how the 

air-handling units could be raised onto 

the support structure efficiently. The 

main challenge was that the air-handling 

units needed to be transported to the 

station, then lifted and locked onto the 

support structure fixed to the station 

ceiling within one engineering night shift. 

Essentially this was a 90-minute window 

during the early hours of the morning. 

David Wilson, a director at TÜV SÜD, 

explains: ‘Effectively, handling and lifting 

something the length of two saloon cars 

within the confines of the overnight 

engineering windows is no mean feat.’ 

While the support structure can be 

constructed across successive shifts, the 

air-handling unit must be raised in one go 

as something this size cannot be left on 

the station platform during service times. 

‘The Cooling the Tube team knew that 

to find the right solution would be 

complex and require in-depth engineering 

knowledge to develop something that 

would meet those needs. We were 

confident that we could offer that level 

of expertise.’ 

The project management team worked 

with Field International, a specialist in 

aircraft maintenance tooling, ground 

support equipment and bespoke precision 


Station refurbishment 

engineering, to design an air-handling unit 

installation and removal system (Airs). 

The Airs would be attached to a standard 

maintenance wagon and, along with the 

air-handling unit, transported to a station 

where it would be used to lift and install 

the air-handling units onto the support 

structures attached to the tunnel ceilings. 

Follow-up work included analysis of 

the vibration that the air-handling unit 

would experience during transportation, 

as well as the assessment of tunnel size 

clearances. Stability of the system during 

installation of the air-handling units was 

a key issue, as the heavy mass is positioned 

over the platform while being lifted into 

the roof of the tunnel ceiling. The Airs 

was designed so that the station platform 

was not used to support any weight 

during installation and removal, saving 

considerable time in not having to protect 

the platform and eliminating the risk 

from damage, which could affect train 

operations. 

‘LU knew that the PAHUs would 

provide the cooling needed, but how to 

get the units into the right position had to 

be carefully thought through. By taking 

this project forward, a cooler environment 

is now becoming a reality for both 

passengers and staff on the London 

Underground network,’ Wilson adds. 

SHOP UNTIL YOU DROP! 

Multi-million pound investments in station redevelopment are bringing new 

opportunities for stations to generate income by leasing retail space. Network Rail 

figures show that trading figures for station retailers have outstripped the high street 

throughout the recession and consider to see growth. 

King’s Cross opened its new concourse to the public earlier this year, transforming the 

passenger experience by bringing two dozen retail outlets to a station that only had a handful 

of shops and food kiosks before. Passengers at King’s Cross can now while away their time 

eating and drinking in Prezzo, relaxing in Starbucks, shopping in Watermark or revisiting old 

favourites such as M&S or WH Smith. 

Ian Fry, Network Rail’s King’s Cross 

programme director, says: ‘Research 

tells us that passengers consistently 

rate high-quality facilities alongside 

convenient retail and catering as 

important station priorities. The new 

concourse at King’s Cross is designed to 

provide those facilities which will make 

journeys easier for passengers as well as 

appealing to those who like to combine 

their travel with a bit of shopping, eating 

or drinking.’ 

King’s Cross is not the only big station to begin rivalling local shopping centres with its 

retail opportunities, St Pancras was transformed five years ago, while Waterloo has just had a 

new balcony added with an extra 20,000 sq ft of retail space. New retailers at Waterloo include 

Yo! Sushi, Fat Face, Hotel Chocolat, Oliver Bonas, Links of London, Thomas Pink and Joules. 

Further additions will include Italian eatery, Carluccio’s, Kiehl’s Sports Bar & Grill, Benugo and 

new concept bar The Cabin, which will be opening soon. Once all the new units are open, the 

retail capacity within the station will total 55,000 sq ft incorporating 38 stores. 

Acoustic Secondary Glazing 

from the 

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Bring passenger load data 

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has been shown to give excellent results in all kinds of installations. Our system now offers real-time counting capability for extended 

counting applications such as PIS announcements of load in each vehicle or for station announcements of train load. 

Please contact us for full technical details of this unique feature of the DILAX system. 

With over 600 rail vehicles installed with our systems on the UK network alone, we can claim to be the most experienced and 

trusted supplier of passenger counting systems in the UK. We are trusted by train manufacturers and operating companies alike to 

provide complete passenger counting systems from the doorway sensor through to the data management software. All our hardware 

components are designed by us and manufactured under stringent quality conditions and we develop our bespoke software solutions 

to our customer’s requirements using our own software development resources. When you buy an automatic passenger counting 

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Call us today for advice and information about all aspects of automatic passenger counting systems. 

DILAX Systems UK Limited. Unit 3, Calico House, Plantation Wharf, LONDON SW11 3TN 

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BUSINESS PROFILE 

Movable access speeds 

King’s Cross project 

While working on a contract to install permanent 

walkways and gantries on the refurbished roof, 

Allystructures saw how the need to constantly erect 

and dismantle steel scaffolding was slowing down the 

installation of the new glazing installation work. 

The Chester-based fabricator supplied a system – known on site 

as the ‘flying carpet’ – that comprised independently movable access 

platforms at four different levels under the roof at King’s Cross. 

The bespoke platforms were individually shaped to the contour 

of the building and moved using Allystructures unique track design. 

The innovative access system allowed the installers of the new roof, 

glass and photovoltaic solar power panels to operate 24 hours a day, 

seven days a week (twice as fast as previously), resulting in a rapid 

acceleration in the construction programme. 

Each platform provided a 30 metre long working area at each 

level. Once work had been completed on a section of the roof, the 

platforms were easily moved to the next position and available for 

immediate work (the platforms also allow multiple teams to work 

at the same time, making the workplace more accessible and the 

site tidier and safer, because there is no need to store and move steel 

scaffolding tubes and fittings). 

The glazing work was part of a major project to refurbish the roof 

– Kier Construction was the main contractor for Network Rail. This 

called for Kier to strip out the existing roof, grit blast, make good and 

paint the steel structure, then install the new glazing and solar panels. 

It also included the installation of a permanent walkway and gantry 

system by Allystructures. 

Paul Butt of Allystructures explains: ‘Kier’s open approach to 

working with its contractors allowed me to suggest improvements to 

the access requirements; I could see the benefit of creating multiple 

work faces, reducing the downtime and improving the work flow of 

the glass installation.’ 

To reach each section of the roof the glaziers had to erect steel 

scaffolding on top of the suspended access deck. 

The whole roof is 40 bays long and between April and August 

2011 only 12 bays had been completed. After Allystructures installed 

the ‘flying carpet’ in November 2011, a further 13 bays were 

completed in a period of just eight weeks. 

Construction’s project manager Simon Matthews comments: 

‘With the traditional glazing scaffolding we were spending more 

time erecting the scaffold than the glaziers used it. We developed 

the flying carpet with Allystructures to save time and cost on this 

high profile project. The platforms provided a safe and clear working 

area on which the glaziers were able to work at a much improved 

efficiency.’ Allystructures overcame difficult design challenges and 

delivered the project on a very tight schedule. 

For further information contact Aluminium Structures (Work Platforms) Ltd. 

Tel: +44 (0)1244 531 889 

Email: info@allystructures.co.uk Web: www.allystructures.co.uk 


Noise mitigation and enhanced security using 

retrofitted secondary glazing 

Huge investment in rail infrastructure and station 

upgrades generates significant noise levels both from the 

construction works and day to day operations. Major 

stations are also an attractive location for Hotels and Offices. 

Intrusive noise is a real problem and failure to deal with it can 

lead to sleep loss, lapses in concentration and increased levels of 

stress that can affect general health. Noise needs to be carefully 

mitigated to ensure that it does not have an adverse impact on 

people’s living and working environments. 

Acoustically windows are often the weakest point in a 

building with most single glazed windows reducing noise by just 

25-30dB and less if they are ill fitting. Even modern double glazed 

windows only achieve 30-35dB. Set against potential external 

noise levels of 70-80dB, significant additional insulation is 

required to meet best practice guidelines from the World Health 

Organisation of 30dB for bedrooms and living rooms and 35dB 

for a meeting room. 

A very practical solution is found with Secondary Glazing, 

a fully independent tailor made window system, set 100mm or 

more from the existing window. The sizeable air gap decouples 

the two panes of glass to reduce resonance and high performance 

frame seals limit airborne sound. Noise reduction in the range 

40-45dB is achievable using standard glazing materials and up to 

50dB with heavier acoustic laminates. 

Selectaglaze secondary glazing systems are designed for high 

performance and this is backed up by test data from Taywood 

laboratories in accordance with BS EN ISO 140-3:1995. 

Major stations form an important part of the national 

infrastructure and security is a key consideration. Windows in 

critical locations need to be protected both against forced entry 

and the effects of blast. Selectaglaze has developed and tested a 

range of high security frames suitable for retrofitting. These have 

Materials handling specialists J D Neuhaus have recently 

supplied a BOP handling system comprising four 

of their air operated monorail hoists. This featured 

a centralised pneumatic system providing common sensitive 

controls for all the lift and traverse movements of the hoists 

either as individual or paired hoists, or with 

all four hoist units operating together 

in common. 

The four hoists supplied were the EH 

50 models each providing a 50 tonne lift 

capacity. Two hoists operate in tandem on 

one common overhead beam providing a 

collective synchronised lift of up to 100 

tonnes, with two separate power supplies 

also provided for individual hoist operation 

when required. To accommodate the 

provision of separate energy chains in 

the limited space available, the fitment 

of individual energy chains on both the 

top and underside of the support beam 

was necessary. Each of the four individual 

hoists are also equipped with an emergency 

lowering device to handle the controlled 

and safe grounding of suspended loads in 

the event of any total loss or interruption 

of mains air power supply. As well as the centralised fourhoist 

control panel, optional pendant controls for use during 

equipment maintenance operations were also provided. 

This handling system operates off a 6 bar mains air pressure 

and is suitable for working in hazardous areas where there 


resisted physical attack up to level 3 of Loss Prevention Standard 

LPS1175 and blast to level EXV15 of standard ISO16933 (100Kg 

of TNT equivalent at a distance of 15 miles). 

Many station buildings are listed or have special architectural 

merit and the windows need to be retained. Purpose designed 

secondary glazing can be unobtrusive and sympathetic to 

the character of a building and full factory assembly allows 

installation to be rapidly completed with minimal disruption to 

building occupants. 

Besides its acoustic and security applications secondary 

glazing also reduces heat loss and improves the building’s energy 

performance. 

Selectaglaze has been the leading designer of secondary 

glazing systems since 1966 and has gained a wealth of experience 

working in all types of building up to Grade 1 listed. The 

company works to consistently high quality standards and has 

been a Royal Warrant holder since 2004. 

www.selectaglaze.co.uk 

Centralised pneumatic control for four hoists 

is a potential risk of explosion. It incorporates compact, low 

headroom design hoists, fitted with instant-starting vane 

motors which have low maintenance requirements and are also 

insensitive to humidity and dust, with an operating temperature 

range from -20°C to +70°C. These reliable, robust hoists can be 

used on land installations, as well as on jackup 

and semi-submersible drilling platforms. 

An offshore paint finish provides corrosion 

protection against tough weather conditions 

including salty, moist air on land as well as 

at sea. 

The EH range of hoists covers individual 

lift capacities of 10, 16, 20, 25, 30, 37, 40, 50, 

60, 75 and 100 tonnes. Hoists designed for 

operation where low headroom conditions 

exist can also be supplied. Multi-hoist 

assemblies and associated controls can be 

supplied to order providing a wide range 

of product lift requirements for general 

engineering from small workshop to major 

handling applications. Overload protection, 

two speed trolley controls with rack and 

pinion drives can also be provided as 

optional extras, to complement standard failsafe 

braking systems, and both anti-climb 

and anti-drop devices. Optional hydraulic operation for the EH 

range of hoists can also be supplied for the 20, 25, 37 and 50 

tonne lift capacities. 

Telephone: 024 7665 2500 

Email: info@jdneuhaus.co.uk Website: www.jdngroup.com 



Retail revolution 

The future of station retailing is friendly and fun. AJC’s kiosks could help to 

refresh stations up and down the country 

Getting from A to B as fast and 

as economically as possible 

may be the core of what rail 

customers want. But it’s 

certainly not all they want. To really keep 

them coming back you need to offer 

a complete experience that starts well 

before they even set foot on the train. 

These days people increasingly expect 

a one-stop service centre for a great many 

more aspects of their lives. It’s no longer 

enough for a phone to be just a phone, or 

for a restaurant just to serve food. Have 

you seen a garden centre recently that 

doesn’t have its own tea-room? 

Refurbishment is one answer but it’s 

not always an easy one. 

With the Olympics just at an end, 

the Paralympics about to start, and the 

music festivals in full swing, throughout 

the country, maybe there’s a lesson to be 

learnt from the event planners. 

They know that no event worth its 

salt can be without its retail outlets, its 

food stalls, its shelters, restrooms, medical 

centres and toilet facilities. So how do 

they do it? They use temporary facilities 

that provide customers with the total 

environment experience they’re looking 

for. The kiosks of today not only look 

exciting and streamlined, they offer the 

highest standards of inbuilt facilities plus 

all the advantages of mobility, flexibility, 

and affordability. 

Thinking about how this approach 

could run alongside the development of 

rail refurbishment programmes, or be 

built into them, Rail Professional decided 

to talk to one kiosk company with a 

long history, and a sound reputation 

for delivering the goods with flair and 

expertise – AJC Trailers and its sister 

company AJC Retail Solutions. 

How it works 

AJC Trailers is a long-established, 

family-run business. Founded in 1964, it 

specialises in providing bespoke, quality, 

catering solutions, and it was its success 

in this area that led to the establishment 

of its sister company, AJC Retail 

Solutions. With an even broader remit, 

AJC Retail Solutions provides a fully 

joined-up service through from concept 

to hand-over. 

We spoke to the company’s managing 

director, Jane Samsa to get some more 

details about the service it provides. 

‘Starting at the beginning may sound 

simple, but it is the key to success. It all 

starts with the design process. The design 

and layout of your kiosk, whether it is a 

retail outlet or an amenities facility, and 

the selection of appropriate equipment, 

are all critical in taking your ideas 

forward to reality. They will all impact 

on how well the kiosk can fulfil its 

function. Our designers’ knowledge in 

creating precise retail solutions, and the 

customer’s knowledge of their particular 

requirements, provide the foundation 

to establishing a successful partnership 

during the project.’ 

A Network Rail-approved supplier, the 

company’s history and credit-rating mean 

that customers can have confidence in 

receiving a solid, reliable service which 

utilises only the highest standards of 

equipment, materials and manufacturing. 

After an initial site visit to establish an indepth 

understanding of each customer’s 

needs, AJC will use its in-house design 

expertise to submit preliminary drawings, 

to review and amend these as required, 

and then to present the finalised set of 

3D drawings. 

The company will handle all the 

necessary submission of plans to local 

authorities, and landlords and see to 

all the associated administration and 

compliances. It will also provide method 

statements and risk assessments and at the 

end of the project will supply all gas safe 

and electrical equipment certificates. 

Customers receive sound, friendly and 

impartial assistance in the selection of the 

best materials and equipment for the job, 

and can feel confident in the company’s 

state of the art manufacturing processes. 

It provides quality support from start 

to finish – from inception through to 

delivery, handover and installation. 

Samsa adds: ‘We support our customer 

base with a full suite of spares, and 

after-sales parts and equipment. Onsite 

backup is not an issue because we 

always select top-brand products with 

optimum warranty support. In fact, we 

have our own full-time service technician 

to support all aspects of the business in 

the event of possibilities such as on-site 

power failure.’ 

Nosh and El Mexicana 

AJC has a history of providing 

competitive, innovative designs, across a 

whole range of retail and service 



applications – each one tailor-made to 

their customers’ needs. Its installations 

provide a sophisticated and appealing 

environment, whatever the particular 

application, and they are all fully lockable, 

and vandal-resistant with high security 

shutters. The company has provided 

numerous vibrant installations for two 

of the exciting new names in food 

retailing – Nosh, and El Mexicana – and 

these, two of which are pictured (above 

and left), show just how arresting and 

fit-for-purpose its work is. A completely 

different design style, however, is 

illustrated by the boutique shop it created 

for Atea Oceanie. This is a company that 

needed the perfect backdrop for its south 

pacific-influenced range of premium craft 

and fashions. The picture of the shop in 

Yeoman’s Row, London (below left), gives 

an example of just how effectively AJC 

can work to a specialised brief, to bring a 

customer’s vision to life. 

Trailers 

All trailers are built to a high specification 

using quality materials and equipment to 

allow station managers to maximise their 

profits or service levels. 

Each trailer is put through a quality 

control inspection and can be supplied 

with valid gas and electrical certificates if 

requested. Trailers can be delivered for a 

competitive rate anywhere in the UK and 

can be branded to your own design as an 

option. 

Anything that makes the travelling 

public feel a bit cosseted and cared for 

and can inject a bit of fun or adventure 

into what could otherwise be a tedious, 

time-consuming routine, provides 

opportunities that can only improve 

repeat business and that all-important 

bottom line. 

With bespoke solutions to such a 

range of requirements so readily available, 

kiosk solutions can provide the key to 

a happier future for passengers and rail 

providers alike. 

Jane Samsa is managing director of AJC 

Retail Solutions. Tel: 01582 486 663 or email: 

jane@ajcretailsolutions.co.uk 


9LY 

ction Ltd 

15-226-Hillmoore Fire 22/2/08 10:00 Page 1 

The National NHS Trust Procurement Directory 

info@hillmoorefire.co.uk 

KALTZ 

LIMITED 

s in the 

Email: Hillmoore copy@kaltz.co.uk Fire FAO Protection Cliff Spruce Ltd 

Sales Contact: Dan Hampson 

d Installation Berkshire SL6 of 9PN 

tection Systems 

td is to provide our clients with Specialists an unrivalled in the 

of all passive fire protection requirements. 

Hillmoore Design, Supply Fire Protection and Installation Ltd of 

7 Southwood Road · Cookham · Berkshire · SL6 9LY 

Tel 01628 all 524888 Passive | Fax 01628 Fire 522718 | Protection email info@hillmoorefire.co.uk Systems 

Protection 

Specialists in the 

tation The ethos and aim of Hillmoore Fire Protection Ltd 

Design, Supply and Installation of 

is to provide our clients with an unrivalled service 

s all Passive Fire Protection Systems 

Enter up to FIVE categories for your index listings 

(eg: nature of your Business, Products & Services you supply) 

Compartmentation 

Cavity Barriers 

Fire Doors 

All Saints House 

23-25 All Saints Street 

Bolton BL1 2EJ 

Tel: 01204 458880 

Fax: 01204 458881 

www.kaltz.co.uk 

1-2008 

Client Hillmoore Fire Protection Ltd 

(artwork part supplied) 

Units 17 - 18 Woodlands Farm, Spring 

 

Lane, Cookham Dean, 

Tel: 01628 890122 Fax: 01628 478543 

Email: info@hillmoorefire.co.uk 

for the Design, Supply and Installation of all passive 

fire protection requirements. 

Please find your AMENDED advert. 

For Approval return by Email or sign and Fax on 

0 1 2 0 4 4 5 8 8 8 1 

For any amendments please Email or Fax 

Please Note: If proofed in colour, due to printing processes there may be a 

slight variation between this proof and that which appears within the directory. 

Fire Stopping 

Please check the accuracy of your index entries as Kaltz Ltd. cannot be 

held responsible for incorrect listings once adverts are approved. 

Fire Surveys 

Compartmentation Fire Stopping 

Johnson Cavity Barriers Bros Fire Surveys(Oldham) Limited 

Structural Fire Doors Fire Protection 

15-226 

The ethos and aim of Hillmoore Fire Protection Ltd is to provide our clients with an unrivalled 

service for the Design, Supply and Installation of all passive fire protection requirements. 

• Fire Stopping 

• Fire Doors 

• Fire Surveys 

• Structural Fire Protection 

• Compartmentation 

• Cavity Barriers 

Enter up to FIVE categories for your index listings 

(eg: nature of your Business, Products & Services you supply) 

Structural Fire Protection 

Specialist Joinery - Shop fitting - Property Maintenance - Construction 

Overens Street, Oldham, OL4 1LA Tel: 0161 652 2916 www.jboldham.co.uk 

Please check the accuracy of your index entries as Kaltz Ltd. cannot be 

held responsible for incorrect listings once adverts are approved. 

Typical 

secondary 

security glazing 

installation 

providing 

privacy and 

protection 

Typical steel 

wrapped 

secure fire 

exit door 

Johnson Bros (Oldham) provides physical security solutions to building perimeters. All our solutions are tailored to the client requirements 

and comprise both in-house manufactured and proprietary equipment. Typically windows, doors, ceilings, floors, walls, partitions etc. 

We design the most appropriate solution to ‘threat’ and project manage the work through to completion. 

Our emphasis is on installation integrity, because even if you have the right product it is useless if not installed correctly. 

We offer national coverage in UK and all our staff are trade trained and health and safety certified and the company is SAFECONTRACTOR 

registered. 



Bank on us 

Specialist construction company Johnson Bros (Oldham) is looking to diversify 

into the rail sector by cashing in on its 30 years’ experience and expertise in bank 

security installations 

Despite the continuing squeeze on 

public spending and the recessionhit 

business climate, funding for 

rail refurbishment projects continues to 

offer opportunities for businesses looking 

to diversify into new areas. 

Approximately £35bn has been 

earmarked for work on railway 

infrastructure over Control Period 4 (CP4) 

from 2009-2014 plus an additional £15bn is 

being invested in Crossrail, and overall rail 

construction is set to rise by 55 per cent 

in the next three years, according to the 

Construction Products Association (CPA). 

While major refurbishment projects 

such as Kings Cross and Birmingham 

New Street may grab the headlines, across 

the UK there are numerous smaller-scale 

station refurbishment projects scheduled 

or underway that provide opportunities 

for enterprising firms in the construction 

sector. With this sector continuing to 

struggle – overall, construction output fell 

by 5.2 per cent in the second quarter of 

2012 – rail is encouraging the sort of SME 

activity that the government is very keen 

to see. 

Johnson Bros (Oldham) is one 

such specialist construction company. 

Established in 1965, Johnson Bros has built 

a reputation for high quality workmanship 

and customer service within the building, 

joinery and property maintenance 

industry. Its speciality, though, is security 

work, with its customers including 

household names such as Royal Bank of 

Scotland, Nat West, Lloyds TSB, North 

West Water, plus local authorities and 

nationwide property management firms. 

Security 

Johnson Bros has a long and successful 

history in the design and installation of 

bank security works, including security 

doors, secure pass lobbies and partitions, 

security glazing and ceilings, and window 

bars. It has worked for RBS and Nat West 

for around 30 years and is a specified 

subcontractor for security installation 

work on its premises. With years of 

experience, Johnson’s personnel are able to 

advise and work with security advisors in 

the design and construction of most forms 

of security for bank and building society 

branches. Now, Johnson Bros is looking at 

the rail infrastructure market. 

‘There’s great potential for our kind of 

business in the rail infrastructure sector, 

particularly in station refurbishment,’ 

says Neil Skinner, director of Johnson 

Bros. ‘Office security is critical in any 

sector, and the railway industry has 

valuable equipment – and cash – in its 

station premises. We have the experience, 

knowledge and products to assess the 

requirements of individual premises. And, 

as we’ve done for many years with our 

banking clients, we are able to provide 

a comprehensive security solution, 

protecting properties from vandalism as 

well as securing buildings, ticket offices 

and so on.’ 

Although based in Oldham, Johnson 

Bros works all across the UK on security 

installations, from Edinburgh to London 

and the South East. It manufactures and 

installs security doors and frames to client 

specifications, and its unique security 

glazing – made from a tough polymer that 

is 250-times stronger than glass – is an 

effective anti-attack system with a track 

record of foiling would-be bank robbers. 

Recommended 

‘Most of our work comes from 

recommendations – people see the 

work we’ve done or hear about us and 

approach us directly,’ says Skinner. ‘We’re 

proud of our reputation for high quality 

workmanship and expertise in security 

installations. Johnson Bros offers a unique 

package of security product installations 

that no one else is offering, and can 

provide clients with a complete and 

comprehensive “one-stop shop” service.’ 

Skinner is now looking to expand the 

security-based area of the business into 

the rail refurbishment arena. ‘We have 

the security solutions and experience that 

are ideal for the rail sector,’ he says. ‘Any 

contractor looking for a security specialist 

to work on a station refurbishment should 

get in touch with us. Having worked in 

security for banks for 30 years, we know 

exactly what’s required and our unique 

skills set enables us to deliver precisely 

what we say we can – and to meet our 

clients needs.’ 

For further information visit 

www.johnsonbrosoldham.co.uk 

For enquiries, call 0161 652 2916 or email 

enquiries@jboldham.co.uk 



New appointments see 

Interfleet offer integrated 

cross-sector support 

Reflecting client demand 

for integrated cross-sector 

consultancy support, Interfleet 

has taken steps to significantly 

augment its capabilities in rail 

infrastructure and train-control systems. 

Several high-profile new appointments 

have been made over the last 12 months, 

alongside the ongoing development of 

Interfleet’s established rolling-stock 

engineering expertise. 

Steve Limbert 

Ian Shaw 

Iain Court 

Iain Court, head of business 

development for infrastructure, is 

developing Interfleet’s services in 

track, electrification and power, built 

environment and consulting, enabling 

asset managers to maintain and 

enhance their fixed asset base in areas 

from outline planning and concept 

development, through to operation and 

maintenance. Court’s team is involved 

with a number of current infrastructure 

projects, for example the rebuilding of 

East Grinstead station. 

Several high-profile new 

appointments have recently been made 

as Interfleet continues to build this area 

of the business. 

Steve Limbert has joined the 

company as a technical director within 

Interfleet’s Electrification & Power team, 

bringing with him 30 years of experience 

in rail electrification projects, including 

the design and commissioning of a range 

of schemes in the UK and overseas. 

Ian Shaw and Andy Cobden have 

joined Interfleet’s Built Environment 

team. Shaw has a strong civil engineering 

background and eight years of multidisciplinary 

project management 

experience. He has been involved in the 

successful delivery of schemes such as an 

upgrade of Neasden Depot in London, 

and survey and design work for Network 

Rail. Cobden has a strong background 

in civil engineering – he has successfully 

delivered significant elements of 

various multidisciplinary infrastructure 

projects, including station enhancement 

programmes and FTN and GSM-R 

projects. 

Principal consultant Tom Loades 

has joined Interfleet’s Infrastructure 

Consulting team. He has previously 

held several senior positions in the 

electrification discipline at British Rail, 

Railtrack and Network Rail, including 

that of principal expert in remote 

control and operation of electrification 

traction systems. He has also had 

extensive involvement in the scheme to 

upgrade electrical supply systems on the 

West Coast Main Line. 

Advanced control 

Head of business development Matt 

Phillips leads Interfleet’s activities 

in the area of Advanced Rail Control 

Andy Cobden 



Tom Loades 

Matt Phillips 

Rob Gordon 

Systems (Arcs). With signalling and 

train control solutions moving from 

traditional line-side signalling systems to 

more train-borne technologies, such as 

ERTMS, ATO and CBTC, Arcs is a logical 

extension to Interfleet’s existing train 

systems and rolling stock engineering 

experience. 

A key part of Phillips’ current 

activities is the development of the Arcs 

team, with a specific focus on recruiting 

to strengthen Interfleet’s signalling 

and train control systems resources and 

capabilities. The UK is set to become 

a hot bed for Arcs development and 

deployment, with a range of major 

resignalling projects; additionally the 

national deployment of ERTMS and 

new traffic management systems on 

the main line network is planned in 

the next five to 10 years. Interfleet has 

been in discussions with key industry 

stakeholders to help shape the national 

delivery plan for ERTMS. 

Interfleet’s Training and Competence 

Solutions team, led by Rob Gordon, 

is also supporting the introduction of 

these new Arcs technologies. Assessed 

and certified by the original equipment 

manufacturers to deliver training on 

their respective systems and equipment, 

the team has provided maintenance 

training to train operating companies 

for both ERTMS technology and GSM-R 

Voice cab-radio systems, through the 

provision of tailored staff training 

courses and materials. 

The year 2012 saw the opening of 

Interfleet’s second Scottish office in 

Glasgow, while 2013 sees the opening of 

a further UK office in Manchester. 

www.interfleet.co.uk 

Products and services 

If you would like your company featured here, call Doug Lewis on 02031 501 691 or email: doug@railpro.co.uk 

HEALTHCARE CONNECTIONS 

OMEX 

iKONCIERGE from BE INFRATEK 

Leading occupational health providers, Healthcare 

Connections, specialise in all industry-related medicals, 

preventative health schemes, health surveillance 

programmes and expert drug & alcohol screening services. 

Chemist On Call, a unique medication checking service, is 

their innovative expert solution to medication enquiries. 

A professional team of experienced rail specialist 

pharmacists are available 24/7 to provide accurate and 

timely medication advice and information for safety 

critical staff. 

It is important to remember that certain travel medications 

& antihistamines for seasonal allergies can cause side effects 

such as drowsiness and dizziness, presenting a danger for 

safety critical workers. Their pharmacists can suggest, where 

possible, an alternative, non-restrictive allergy relief. 

• Prescribed, purchased or internet medicine advice 

• 24/7, 365 days access via telephone or website, both PIN 

protected for confidentiality 

• Fast response times – instant online and telephone 

checks, with responses within the hour for more 

complex medications 

Contact Healthcare Connections’ National Operations 

Sales Team for more information. 

Tel: 08456 773002 

www.healthcare-connections.com 

Omex Environmental for improved railway 

station deicer protection 

Fast and effective deicing of railway platforms, stairwells and 

walkways is provided by environmentally friendly deicers 

now available from Omex Environmental Ltd, market leaders 

in ice control products. 

Ensuring platforms and walkways as well as underpasses 

and stairwells are free from ice is critical for the efficient 

operation of railway stations and passenger and staff safety 

during the winter months. 

Omex Cryotech NAAC R is an 

easy-to-use, flexible and high 

performance deicing solution 

which is an ‘anhydrous 

grade’ sodium acetate solid 

de-icer supplied in spherical 

pellet form. This minimises 

dust, reduces compaction in 

storage and provides a more 

even spread pattern during application. 

It is manufactured according to strict quality control 

procedures and complies with all the relevant industry 

standards. 

Omex Environmental Ltd is part of the Omex Group, whose 

activities spans a wide range of speciality chemicals and 

industrial technologies which are distributed throughout 

the UK and countries around the world. 

Omex Environmental Ltd, Riverside Industrial Estate, 

Estuary Road, Kings Lynn, Norfolk, PE30 2HH. 

Tel: 01553 770092 Web: www.omex.xo.uk 

iKoncierge - smart visitor information system, is available to 

major railway networks free of cost, on revenue sharing basis. 

iKoncierge is an advertisement funded multilingual interactive 

information system for public transportation system (train 

& underground stations/airports etc). It helps visitors find 

information about public transport routes, station facilities & 

shops, local tourist attractions, restaurants, hotels, business 

centers etc in various languages in a user-friendly interface. 

iKoncierge is available in a number of screen sizes and 

customized designs, to suit different interiors of stations. 

BE Software Solutions Ltd is a pioneer in creating business 

solutions, by combining cutting edge software development 

expertise with application of latest hardware in the fields of 

tourism, retail, urban transportation, Highways and parking 

industries. Current installations include a major International 

Airport, five star hotel, shopping mall and a big city underground 

system. In the past, they have installed at a major 

international sporting event. 

iKoncierge (pronounced i-concierge) & BE-Infratek are 

brands of BE Software Solutions Ltd 

Tel: 020 7669 4745 info@beinfratek.com www.beinfratek.com 


Wherever the site, call up HoldFast. 

Complex for Some, Easy for HoldFast 

on time and on budget 

Stagecoach Supertram Nunnery Depot 

April 2012 

The Challenge 

Existing timber crossings patched with 

concrete, tarmac and metal plating in places. 

S&C track and few straight lines. 

The Solution 

Existing materials replaced with new 

HoldFast rubber panels, individually cut to 

fit, to take into account check rails, points;, 

fishplates; track circuit bonds; and ongoing 

track maintenance access requirements. 

Contractor 

Level Crossings Installations (LCI) 

www.levelcrossinginstallations.co.uk 

Visit our gallery at 

www.HoldFastSolutions.co.uk 

Please contact Mark Coates Smith Mobile: +447970 656143 Fax: +441285 720748 Email: mark@holdfastsolutions.co.uk 

PagE 40 SEPTEMBER 2012 

Rosehill Polymers Ltd manufacture the HoldFast system on behalf of HoldFast Level Crossings Ltd

International 

Going global 

The director of UIC, the international association for railway companies, 

speaks to Ron Smith about what the organisation is currently doing to 

increase rail usage around the world 

Jean-Pierre Loubinoux is the director 

general of the Union Internationale 

des Chemins de Fer (UIC) in Paris. 

UIC bills itself as ‘the 

worldwide association of cooperation 

for railway companies’. 

Its members are railway companies, 

infrastructure managers, combined 

transport operators, rolling stock and 

traction companies, and service providers 

such as rail caterers, night train operators, 

and public transport authorities. 

The UIC was founded in 1922, 

following an international railway 

conference in Portorosa, Slovenia (at that 

time Italian) in 1921. This was followed 

by another conference in Genoa in May 

1922, which confirmed the establishment 

of the organisation that began life in 

Paris in October of that year. The UIC 

still has its headquarters in Paris, and 

has continued to grow – today there 

are more than 200 members spread over 

five continents. There are six regional 

assemblies carrying out more than 180 

projects. In 2010, there were 85 training 

sessions, conferences and seminars held, 

and in 2011 just over 100. UIC published 

more than 670 technical leaflets that 

reflect UIC’s expertise in all areas of 

railway activity, including infrastructure, 

rolling stock, installations, safety, 

operations and IT systems. 

‘All the railways in Europe are 

members of UIC,’ says Loubinoux. ‘UIC 

supports them in the promotion and 

development of their many rail projects. 

They all have different projects with 

different aims and objectives, but they 

also have many common projects in the 

region.’ 

UIC provides a community of railways 

to support technical aspects in common, 

so that no-one has to ‘reinvent the 

wheel’ – a common approach to problems 

produces compatible solutions for the 

different railways. 

‘Freight is of particular importance 

as long distance, particularly crossborder, 

freight is where rail has a definite 

advantage,’ explains Loubinoux. ‘UIC 

was instrumental in encouraging the 

establishment of X-Rail, a production 

alliance for wagonload traffic that aims 

to make international rail transport for 

wagonloads more customer friendly and 

efficient, for example. UIC also generates 

common standards in the field of station 

design and development for example, and 

defining the interfaces between urban / 

intercity / and international rail traffic.’ 

What problems is UIC dealing with 

right now? 

‘UIC has to work within the budget set 

by the members to develop the projects 

they have decided are in their interest. 

Some of the projects are obviously of 

keen interest for the development of 

the European region. It achieves and 

disseminates results via workshops and 

conferences, bringing members and 

interested parties together to discuss 

common themes, resolve common 

difficulties and produce papers, working 

practices and documentation for use by 

all members. For example, there has just 

been a collective workshop in Belgrade 

in which a number of issues like the 

restructuring of railways were topical, 

and so we served their needs and their 

interest in the organisation of such 

a workshop. 

‘UIC is bringing railways together, 

so that we all work towards common 

standards, and can benchmark progress to 

international norms.’ 

There are many challenges for rail, he 

adds. One of these is that rail is becoming 

the most recognised mode for sustainable 

transport but, at the same time, there is a 


Page 42 september 2012 

 

Ideas Limited Phone: 01844 355 474 Email: info@ideas.ltd.uk Web: www.ideas.ltd.uk

International 

financial crisis, which limits the capacity 

of UIC’s members to develop projects. 

‘We are facing this contradiction of rail 

now being pushed as the most sustainable 

way of development around the world 

and at the same time we are limited by the 

financial capacity of our members. 

‘Budgetary restraints and urgent 

priorities mean that rail does not receive 

the investment from governments that it 

needs to achieve the results that 

they demand. 

‘Another challenge is to give the UIC 

a real global dimension to push links 

and the mobility of goods and people 

between east and west, for instance. 

Interoperability used to mean, for 

example, Austria to Hungary traffic, today 

it means the connection between western 

Europe and eastern China. It needs all 

stakeholders, including road companies 

and sea ports, to commit to building 

partnerships and the development of 

logistical hubs to provide total transport 

solutions, not just rail yard to rail yard. 

It requires a lot of technical effort 

to achieve true interoperability, and 

the goodwill and financial input of 

governments to achieve this 

necessary goal.’ 

What are your predictions for the 

future needs in the logistics and railway 

services in Europe? 

‘Primarily it will be freight issues. 

Rail freight needs to become part of 

the logistics chain with collection 

and delivery of the goods right into 

city centres, factory to factory, port to 

stores. Freight issues will become more 

important as we face up to new largescale 

global freight mobility. Goods will 

travel in longer and heavier trains, over 

longer distances along international 

corridors, which need to be developed, 

with a proper infrastructure, with a 

proper capacity and a proper quality and 

safety of movements. Only then will 

modal shift and an increase in business 

trade by rail be possible.’ 

An important traffic flow had 

developed between Salzburg and 

Thessaloniki via Slovenia, which was 

interrupted by the Balkans war. This is 

now part of EU corridor 10, which the 

UIC is busy promoting. 

Loubinoux says Corridor 10 ‘absolutely 

must’ be developed. UIC market surveys – 

an important part of the UIC work – have 

identified strong container flows and 

future development of this type of traffic 

along this route. Technical hiccups and 

deficiencies in capacity, electrification, 

track and signalling have been highlighted. 

This information, and solutions to the 

issues raised, has been passed to member 

railways along the corridor so that they 

can use this independent evidence to 

lobby their own governments, as well as 

the EU, to be able to justify investment 

along this route. Corridors 4 and 5 also 

affect this flow, and similar work has 

been done to show the vital need for 

investment for the future of freight flows. 

Turkey is a growing market; does UIC 

have views on this area? 

‘Yes, Turkey is one of the big, active 

members of UIC. They are developing 

high speed lines and freight traffic, 

eastwards to Iran and the eastern markets, 

westwards to Russia and the Black Sea or 

with Europe towards Greece, Corridor 

10 again, and Romania, Corridor 4. UIC 

is helping with establishing the common 

standards that will ensure that cross 

border traffic will operate successfully.’ 

How can UIC help with common 

problems, such as the growth in passenger 

traffic squeezing out freight paths on 

networks? 

‘There needs to be vision in all this. 

UIC has a clear vision as to how all such 

developments can link together. UIC 

provides the technical supportive evidence 

to lobbying bodies at Brussels. They 

can directly lobby the EU institutions 

to inform the commission of what is 


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International 

happening, and more importantly what 

needs to be done.’ 

Loubinoux believes individual UIC 

members should approach their own 

governments for strategy and investment, 

with the backing of professional and 

technical UIC documentation to prove 

their case. 

‘There seems to be common acceptance 

that rail is vital to de-saturate road 

networks. Inevitably this will lead to 

competition for slots on a restricted 

network. Passenger and freight flows and 

demands need to be integrated and seen as 

one total demand, not in competition with 

each other.’ 

The UK has a strongly privatised, even 

fragmented, railway network; does the 

UIC see this as a model for all Europe? 

‘The UK model has seen many new 

operators enter the market, and has 

improved quality and passenger numbers 

in particular, but also increased freight 

tonnages moved – in spite of the financial 

crisis. However, there are lessons to be 

learned on infrastructure maintenance. 

Overall it has had a positive effect. There 

is not one model that fits all the EU 

railways. There are too many variations 

of density of population and railways, 

differing levels of state control, social 

roles, regional developments around 

cities – they are all different, and so there 

cannot be just one model for all. 

‘One important common aspect is the 

vital interface between railway companies 

and the infrastructure. Rail must be 

considered as a system with technical 

integration. This interface is crucial and 

must be managed carefully. At UIC where 

both rail companies and infrastructure 

companies are members, this technical 

integration can be assured.’ 

How does UIC promote rail? 

‘We have more than 100 technical 

projects under way, completed or planned. 

These cover a wide range of subjects 

from safety, security, infrastructure 

and interoperability. UIC produces the 

common standards and leads the way 

in bringing parties together to address 

common issues and establish best 

practice. We will also run more than 

100 workshops, conferences, congresses 

and panels on key issues identified and 

addressed by our members – that is 10 

per month! These events promote the 

experience of our members, using their 

knowledge and experience. The results 

can be used as evidence to financial 

institutions and governments to justify 

and persuade new investment.’ 

The UIC objectives are to share 

best practice, promote technical and 

environmental improvement, and promote 

interoperability, common standards and 

centres of competence. Members can then 

share experience and knowledge. UIC tries 

to harmonise and improve conditions for 

railway construction and operation; it is 

truly a global voice championing the 

rail industry. 

For more information on UIC, see the 

multi-lingual website at www.uic.org, see 

also www.railfreightportal.com 

Office 3-4-5, Pristine House, Hurst Street, Longton, 

Stoke-on-Trent, Staffordshire ST3 2LT 

Tel: 01782 244833 Mobile: 07878 041285 

Email: Johnsherratt11@gmail.com 

Safety Critical Training - Manual Handling - Various Fire Courses 

Member 


Become a member… 

www.railwayoperators.org 

Short Courses 

Operational Planning – Principles & Practices 

23rd to 25th November 2012 

in Manchester 

A weekend course – ideal for those 

who are relatively new to the subject or 

those who wish to further their career 

development and expertise in this field. 

The course will cover the principles involved 

in planning train services and executing them, 

concentrating on the following five key areas: 

Call 03333 440553 

or email learning@railwayoperators.co.uk 

 

 

 

 

 

 

BOOK 

NOW 

Valuable opportunities for members 

to learn and share knowledge 

Your local IRO Area runs events all year round. There are opportunities to see how others 

work, broaden your experience and add to your professional development. 

Visit the website to find out more… www.railwayoperators.org 

1 

Young Operators: 

1st Annual Seminar, Lansdowne Club, London May 2012 

2 

Midlands Area: Summer Outing 

– Great Central Railway Loughborough June 2012 


IRO 

Irish area 

For information on Irish Area events, contact 

Hilton Parr: hilton.parr@railwayoperators.org 

Scottish area 

24 October Scottish Area AGM. Time: 16:30. 

Diary Venue: Buchanan House, of Glasgow. events 

The AGM will 

be followed by a presentation on the Operational 

Aspects of the GSM-R Project. 

For further information on the IRO Scottish Area, 

please contact Jim Douglas on 0141 354 5684 or 

email: jim.douglas@URS.com 

or, alternatively, Jim Gillies at: 

scottish@railwayoperators.org 

North east area 

For information on North East Area events, 

contact David Monk-Steel at: 

northeast@railwayoperators.org or by 

telephone on: 01751 473799 during office hours. 

North East Area meetings normally take place at 

17:30 for 18:00, in York. 

North West area 

12 September Liverpool Lime Street Signal Box 

Visit. Time: 17:45 for 18:00. Location: Assemble 

outside Virgin Trains’ First Class Lounge, located 

between Platforms 7 and 8. Light refreshments 

will be available. Note: Due to the size of the 

signal box, the visit will be in small groups on a 

rotational basis. 

Event contact: Please email Susan Nichol at: 

susan.nichol@virgintrains.co.uk 

All North West Area event enquiries should be via 

Tricia Meade at: 

ironw.booking@railwayoperators.org 

For general membership enquires, please contact 

Carl Phillips at: northwest@railwayoperators.org 

Midlands area 

10 September The Strategic Freight Network – 

presentation by Ian Cleland, freight development 

manager of Network Rail. Time: 17:30 for 18:00. 

Location: The Quadrant, Milton Keynes. Contact: 

Julia Stanyard on 0121 345 3833 or email: 

midlands@railwayoperators.org 

8 October Presentation by Ian Quick, project 

director of the GN-GE project, on a major 

enhancement programme to uplift capacity 

of GN-GE to provide a primary freight corridor 

between Doncaster and Peterborough. Time: 

17:30 for 18:00. Location: The EMCC, Derby. 

Contact Julia Stanyard on: 0121 345 3833 or email: 


5 November Presentation by Martin Gallagher, 

head of level crossings at Network Rail, on the 

level crossing programme – history, present 

status, technology developments and the future. 

Time: 17:30 for 18:00. Location: The Mailbox, 

Birmingham. Contact Julia Stanyard on: 0121 345 

3833 or email: midlands@railwayoperators.org 

For information on Midlands Area events contact 

Julia Stanyard on: 0121 345 3833 or email: 


South West area 

8 October Presentation on Great Western Main 

Line electrification scheme and associated signal 

sighting. Time: 17:00 for 17:30. Location: Swindon. 

For information on South West Area events, 

contact Chris Prior by email: 

chris.prior@firstgroup.com 

South east area 

17 September Olympics Review. Time: 17:30 

for 18:00. Nigel Holness, London Underground 

operations director, will be speaking about 

how travel during the Olympics was managed. 

Location: LUL HQ. Refreshments will be available 

from 17:30 and also after the event. There will also 

be the opportunity to go for dinner with other 

members afterwards. 

Contact: Glen Merryman at: 

se.events@railwayoperators.org 

19 November Incident Management Debate. 

Time: 17:30 for 18:00. Our next debate will focus 

on one of the most important areas of operations 

– how we manage operational incidents and 

restore the railway as soon as possible following 

disruption. This will be an open-floor debate with 

three panellists. Location: LUL HQ. Refreshments 

will be available from 17:30. If you would like to 

take part in this interactive discussion, or if you 

would like to submit a question to the panel 

beforehand, please email: 

se.events@railwayoperators.org to book your 

place. 

South East events take place at London 

Underground’s HQ, 55 Broadway, St James Park, 

SW1, unless otherwise indicated. 

For further information on the IRO South East 

Area contact Jonathan Leithead at: 

se.comms@railwayoperators.org 

Young Operators 

24 October Young Operators Freight Event. Time: 

17:30 for 18:00. 

Lord Berkeley will host the IRO Young Operators 

at the House of Lords for a presentation and 

open-floor debate on rail freight and the work of 

parliament in supporting freight operators. For 

security purposes, all attendees must book by 

10 October and arrive at the public entrance for 

security screening by 17:30. 

If you would like to register your interest in IRO 

Young Operators events, please send an email 

enquiry to: 

youngoperators@railwayoperators.org 

More details of area events are listed on the 

website. Please visit: 

www.railwayoperators.org/events.aspx 

“The benefit is not only getting to 

see something that is relevant to the 

railway industry, but just as much about 

who you find yourself on visits with. 

I’d recommend anyone to just try an 

IRO event, you can benefit and enjoy 

yourself at the same time.” 

Kylee Brown 

Area delivery assistant 

Network Rail Scotland 

3 

South West Area: 

Basic Signalling 

Principles – 

Brunel’s Board 

Room, Bristol 

July 2012 

4 

North West Area: 

Family Day Out – 

Churnet Valley 

Railway 

July 2012 

4 

2 

4 

3 

1 

North West Area: 

Family Day Out – 

Churnet Valley Railway 

July 2012 


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PagE 48 SEPTEMBER 2012 

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Opinion 

Making a fast buck 

It is still not clear exactly how the new high speed rail line, HS2, 

would be funded. Anooj Oodit looks at the options 

Shutterstock/VI Photos 

The controversy over the route of HS2 may have reached 

a temporary truce, but the debate over its cost is as 

vigorous as ever. Many of the question marks over its 

business case simply refuse to go away. 

Estimates for its benefit to cost ratio have been revised down 

several times, with the latest projections for the first leg of the 

route looking particularly bleak. In April, it was widely reported 

that the BCR had fallen to just 1.2 to 1. 

HS2 itself confirmed that it had cut its BCR estimate for the 

London to Birmingham phase by 0.2, and for the entire route by 

between 0.3 and 0.4. 

But while arguments over these numbers have hogged the 

headlines, less attention has been paid to where the funding is 

going to come from. This is perhaps odd, because if you really 

want to assess the scheme’s value for money – you have to factor 

in the ‘cost’ of that money. 

The coalition government has offered to underwrite the 

development costs of HS2 – projected to be around £800m. 

But with construction not due to begin until after the next 

government is elected in 2015, and the chancellor sticking to 

his mandate to tackle the deficit, the Treasury is unlikely to 

suddenly start writing cheques to pay directly for HS2. 

Expensive public projects, whether in infrastructure or social 

infrastructure, can be paid for in a variety of ways, but the levers 

available to government are interdependent and complex. 

The most obvious way to fund a public project on the scale of 

HS2 is to borrow the money from the private sector. 

The likely candidates to provide the vast sums needed are 

pension funds – both UK and overseas. Their fund managers 

are above all looking for lower risk, long-term returns. In other 

words, exactly the sort of thing HS2 could provide. 

Many pension funds have reduced their exposure to the stock 

markets as the world economy weathers the current storm, and 

are looking for alternative places to park their cash. UK pension 

funds currently have capital of £1.5 trillion invested. 

In his last autumn statement, the chancellor said he wants 

them to invest £250bn in infrastructure projects. HS2 – and 

particularly the ‘spurs’ to Manchester and Leeds should be an 

appealing investment proposition for them. 

In return for an investment in the construction cost of the 

project, the funds would be granted a share of the profits for an 

agreed period. 

Pension funds in Australia and Canada have long been 

major investors in infrastructure projects, both in their home 

markets and in the UK. A consortium of Canadian pension 

funds currently owns the railway link between London and 

the Channel Tunnel, and Chinese and Korean pension funds 

are also looking closely at the UK for potential investment 

opportunities. 

However the model has not been so widely adopted by UK 

pension funds, in part because they tend to be smaller and don’t 

have the same sheer depth of liquidity. 

The scale of the sums needed to develop HS2 is so great that 

it would almost certainly need a syndicate of pension funds to 

invest. Keeping a diverse group of investors happy would add an 

additional layer of complication, but need not be an 


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Opinion 

insurmountable obstacle. 

The CBI has urged the government to do more to get pension 

funds investing in infrastructure by enhancing the projects’ 

credit ratings. 

In a report in May it suggested that the Treasury ‘underpins’ 

infrastructure projects by underwriting or guaranteeing around 

10 per cent of the total cost of the scheme. 

Alternatively, HS2 could approach banks, investment funds 

or even sovereign wealth funds for the money needed to develop 

the scheme. This may be a tougher sell for HS2, as banks tend 

to value high returns over the plodding certainty associated 

with infrastructure projects. There’s also the small matter of the 

impact of the Basel III rules, which from next year will reduce 

banks’ ability to invest in illiquid investments like infrastructure. 

Banks will need to be convinced that the returns will be high 

enough before they invest. And they’ll be wary of a repeat 

of the Channel Tunnel experience, where several banks that 

had invested got their fingers burnt when passenger numbers 

initially failed to meet expectations. 

Alternatively the government could use bond finance, which 

involves a pledge to pay a fixed amount of money to investors 

over time. 

This is the model being used in California for the proposed 

£44bn high speed rail project linking San Francisco and Los 

Angeles. 

The problem with bond finance is that a bond’s value is fixed 

before construction starts – which could leave the government 

with an expensive shortfall if the project goes over budget. 

If this approach is used, HS2 will have to ensure a rigorous and 

responsive cost management programme is in place to ensure 

that the budget is not exceeded. 

The government is the only entity that could take on this 

level of debt, and the risk of meeting the bond repayments, even 

if revenue from the finished HS2 scheme is less than predicted. 

Any shortfall would have to be met from Treasury coffers. 

Some have mooted the idea of a sort of levy to recoup some of 

the project’s construction cost. 

This could take the form of a passenger levy. However, this 

is currently being ruled out by HS2 as it tries to promote the 

new line as a ‘people mover’ and not a ‘rich man’s railway’. More 

controversially, a levy on businesses in the areas that would most 

benefit from the improved connections provided by the project 

could be used. 

Such a scheme has worked well for London’s Crossrail, where 

business levies are contributing roughly a third of the cost of 

construction. But getting approval for the 2p in the pound levy 

on London businesses was relatively straightforward, given that 

there is only one political authority involved, the GLA. With 

HS2, where the levy would potentially apply to businesses at 

both ends of the line, things would be much more problematic. 

The scope for arguments about which city derives the most 

benefit from the line, and who should pay more to fund it, is 

considerable. If the councils in London, Birmingham, Leeds and 

Manchester chose to go their own way on this issue, a business 

levy could easily become all but unworkable. 

Ultimately the most likely scenario is a ‘mixed economy’ of 

public and private sector funding for HS2 being used. PPP, the 

funding model darling of the 1990s, is now somewhat tarnished 

in the eyes of the public. But as HS2 gets off the drawing board, 

it will almost certainly be rehabilitated, rebranded and called 

into service once again. 

Anooj Oodit is the director of rail at the programme management 

consultancy Turner & Townsend. 

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Security 

X-ray specs 

The increase in international rail freight has raised implications for security and taxation 

considerations as goods pass across international borders, says Andrew Goldsmith 

Intermodal freight volumes have been growing over the last 

decade as Europe imports more and more of its consumer 

goods from Asia. This has facilitated the integration of 

rail into logistic chains and has helped rail to benefit from 

the dynamic growth of container-based sea traffic between the 

continents. This intermodal network is becoming a more fluid and 

efficient system of delivering cargo around the world. 

UK forecasts show the potential to double tonnes carried 

by 2030 including a fivefold increase in container rail freight, 

according to RFG (Rail Freight Group) and FTA (Freight Transport 

Association). This pattern is reflected across Europe, which 

means that high-throughput screening solutions are becoming an 

increasing priority for customs teams around the world. 

There are other reasons to scan rail freight too – terrorism or 

sabotage could have a significant economic impact, and rail cargo, 

as well as the infrastructure, is a target for criminals and terrorists. 

The ability for rail operators and security organisations to quickly 

assess rail cargo is vital to protecting rail infrastructure. The fastest 

and most effective method is X-ray scanning with the detection 

of dangerous and illegal cargo a priority – tax revenues can be 

securitised and consumers protected by the seizure of contraband 

such as narcotics and weapons. 

New developments within the world of X-ray inspection have 

now enabled the effective screening of rail cargo to become not 

only possible, but highly effective. 

Manufacturers are developing solutions that focus on enhanced 

inspection capabilities and increased operational effectiveness 

in order to make high speed scanning a reality. One of the key 

challenges of developing a rail inspection system is the variation 

in operation modes, meaning there can be requirements to scan 

single or multiple tracks, trains going in one or either direction, 

various types of cargo – some needing to be scanned, others not 

– and different speeds of the train at the point of inspection. Rail 

scanning systems are not ‘off the shelf’ products. 

Another key requirement for rail scanning systems is for them 

to be fully automated operationally, with no associated personnel 

required to physically operate the system on site, reducing both the 

manning and associated infrastructure costs, and meeting health 

and safety requirements. Communications technology means 

that the resulting X-ray image analysis can be performed by image 

inspectors, either within a nearby inspection office, or at a securely 

networked remote inspection location anywhere in the country. 

Sophisticated operational and safety systems guarantee the 

solution is both secure and safe for the train drivers and crew. An 

array of failsafe systems and processes ensure that only confirmed 

and verified cargo, such as freight containers, are scanned by 

the system. 

This kind of technology is already in action within Europe, 

with technology in operation that is capable of scanning rail 

containers moving at 60 kilometres per hour. 

Images are obtained when the train’s cargo moves through the 

system between the X-ray generator on one side of the track and 

the X-ray detector array on the opposite side, generating a high 

quality X-ray of a 40-foot shipping container in 0.8 of a second, 

enabling the scanning of hundreds of thousands of containers 

a year without slowing the flow of commerce. By electronically 

linking the cargo manifest and container number against the 

relevant X-ray image, tracking and analysis becomes efficient 

and effective. 

So far, the UK has not introduced a comparable X-ray system, 

but security concerns may soon see such systems implemented 

here. The ability for rail operators and security organisations to 

assess rail cargo quickly is vital to protecting rail infrastructure and 

the global supply chain, as increasing amounts of UK freight are 

bound for mainline Europe via 

the Channel Tunnel. 

Andrew Goldsmith is vice president of global marketing at Rapiscan 

Systems: www.rapiscansystems.com 

A GB Railfreight unit at Barking 

www.railimages.co.uk 


RAIL REPAIR AND 

REFURBISHMENT SPECIALISTS 

Dartford Composites are one of the UK’s leading rail refurbishment and vehicle repair specialists. We have 

built our reputation by working with our customers to achieve their aims in a cost effective manner whilst 

understanding the rail industries need for a fast response, quality product and a service that adheres to the 

stringent industry regulations. Our services range from crash/emergency repairs through to dilapidations and full 

interior and exterior carriage refurbishment and renovations. 

Pictured below are the before and after photos of an example of the type of refurbishment project we undertake 

– this was a recent major interior refurbishment that we completed of over 150 carriages as part of a 20 month 

project - we were an instrumental part of the team that ensured the successful completion of the paintwork and 

interior refurbishment. 

So whether it’s a one off rapid response repair or a major fleet overall call Dartford Composites the name 

you can TRUST. 

For a copy of our full brochure and details of the services we can provide email 

sales@dartfordcomposites.co.uk or call Mark Silvester on 01322 350097 

Dartford Composites Ltd 

Jubilee Works, Erith, Kent DA8 2LD 

Tel - 01322 350097 

Fax - 01322 359438 

sales@dartfordcomposites.co.uk 

www.dartfordcomposites.co.uk 

Registered

Rolling stock 

Eurotunnel 

awards new 

refurbishment 

contract 

Kent supplier Dartford 

Composits has seen its contract 

with Eurotunnel renewed for 

vehicle door replacement and 

the provision of new seatback tables. 

The doors of Eurotunnel’s AMC 

vehicles – the passenger carriages of its 

freight shuttles – are to be refurbished 

and treated for corrosion, while 400 

seatback tables are to be fitted to its Breda 

vehicles. Aluminium exterior door skins 

will be replaced by a fire retardant skin, 

while the interior honeycomb is replaced 

and corrosion protection applied. The 

exterior skins will then be painted on 

both sides prior to dispatch. Dartford 

Composits will also design and produce 

the new tables. The contract is worth 

£125,000 in total. 

Mark Silvester, managing director 

of Dartford Composits, said: ‘The first 

contract is now approaching completion, 

with the second contract now in the 

tooling stage prior to production. 

Dartford Composites is a small company 

that is determined to grow, through 

providing cost-effective solutions to our 

customers. We have a core team of 15 very 

experienced laminators and spray painters 

and have a considerable history in the rail 

refurbishment and part supply.’ 

He added: ‘We have always had our 

roots in the rail sector and, while we have 

expanded our services to other areas, our 

primary focus has and always will be the 

rail industry.’ 

London sees record-breaking 

success during the Games 

During the highly successful 

Olympic Games, London’s rail 

transport network was breaking 

a few records of its own. The 

Underground carried over 60 million 

passengers – more than at any previous 

time in its 149-year history. 

The Docklands Light Railway (DLR), 

with vehicles provided by Bombardier, 

carried over six million passengers, more 

than twice as many people as in the same 

period last year. On Friday August 3 the 

DLR carried more than half a million 

passengers for the first time in its history – 

a 70 per cent increase on normal 

daily levels. 

Bombardier’s Olympic Project Team 

worked for seven months leading up to 

the Olympics to make sure it was fully 

prepared for its role in supporting the 

biggest peacetime logistical event in the 

UK. Behind the scenes, Bombardier’s 

maintenance teams and support functions 

worked around the clock to solve problems 

as they arose and ensure that more than 

800 Bombardier trains on nine key routes 

serving London were available to meet 

increased demand during the Games. 

London Overground, featuring new 

Electrostar trains, carried more than six 

million passengers, an increase of 47 per 

cent compared to last year. 

Steve Murphy, managing director 

at London Overground Rail Operations 

Ltd (Lorol), which operates London 

Overground rail services on behalf of 

Transport for London (TfL), said to 

Bombardier: ‘Thank you for a job very well 

done over the Olympics. Our 378s carried 

more than 6.7 million passengers during 

the Games on over 17,000 services and 

delivered a PPM of more than 98 per cent. 

In addition, your staff at all key locations 

were unfailingly proactive and committed. 

Let’s jointly deliver to the same standard 

for the upcoming Paralympics.’ 

East Midlands Trains units travelled 

2,000 additional miles per day during 

the Olympics, while C2C fleets operated 

approximately 1,750 additional miles on 

weekdays and doubled their capacity at 

weekends to 18,000 miles to meet customer 

demand. London’s sub-surface railway 

carried 10 to 15 per cent more passengers 

during the Games. 

Bombardier’s additional Olympic 

support arrangements in the UK will 

remain in place until the end of the 

Paralympic Games on 9 September and 

through the GB Olympic and Paralympic 

Teams Parade through London on 10 

September. 


Passion for improvement 

East Midlands Trains has 

appointed Neil Micklethwaite 

as its new customer service 

and commercial director. 

Micklethwaite’s remit at East 

Midlands Trains will cover all 

aspects of customer service 

delivery and commercial 

activity, including overall 

management of stations, ontrain 

and customer relations. 

He will also be responsible 

for leading the station 

improvement work. 

An accountant, 

Micklethwaite, 39, has 

worked extensively in the rail 

industry. He joined British 

Rail as a graduate trainee 20 

years ago and has held senior 

commercial roles at both First 

Great Western and Chiltern 

Railways. 

He joins East Midlands 

Trains from advertising 

company CBS Outdoor, 

where he was UK bus and rail 

director. 

He said: ‘I am very excited 

to be returning to frontline 

Neil Micklethwaite 

management at one of 

the UK’s premier railway 

companies. I am passionate 

about driving improvements 

for passengers and join at a 

key time in East Midlands 

Trains development. East 

Midlands Trains has a great 

future and I am really looking 

forward to being a part of it.’ 

Barlass joins MTR 

MTR, part owner of the Lorol 

concession, has appointed 

a European engineering 

director. John Barlass, 56, 

joined MTR in August and 

will be based in London, 

leading the UK and European 

office’s work in development 

of rolling stock strategies 

for bids, and overseeing fleet 

development. 

Jeremy Long, CEO of John Barlass 

European business for MTR, 

said: ‘I am delighted that John 

is joining us at MTR – his expertise will be invaluable 

as we continue to grow in the UK and Europe, and will 

provide a strong link to our own rolling stock expertise in 

the Group.’ MTR also runs Stockholm Metro. 

Hockley retires 

London to Norwich Greater 

Anglia train driver John Hockley 

boarded his train for the last 

time before his retirement on 

13 August. He finished 50 years 

to the day after he joined the 

railways in 1962, aged 15, to 

become a steam locomotive 

cleaner at Stratford depot. 

People round-up 

Gueretta to drive development strategy 

CBS Outdoor UK has announced that Nicole Guerretta is 

to join the company as head of franchise bus and national 

rail, responsible for driving forward the development 

strategy of the company’s bus and national rail portfolio. 

The appointment comes following Neil Micklethwaite’s 

departure for East Midlands Trains. 

Previously, Guerretta held the position of business and 

commercial manager at EYE, where she was responsible 

for all franchise relationships including Gatwick, Stansted 

and Manchester airports. 

Houghton strengthens board 

Electro-mechanical engineering specialist Houghton 

International has made two appointments to its board. 

Craig Hutton has been promoted to the position of 

operations director and Cedric McMillan joins the 

company as sales and marketing director. 

Michael Mitten, chief executive officer, said: ‘These two 

key appointments will strengthen the management team 

and ensure we continue to expand the business through 

developing new products and services to meet increasing 

demand from customers in the UK and internationally.’ 

Craig Hutton 

Cedric McMillan 

New directors a true asset 

Network Rail has created an asset management services 

department, and has created five director roles for the new 

structure, which went live in August. 

The following appointments were made: John Halsall, 

technical services director; James Dean, route services 

director; Ben Edwards, strategic services director; Steve 

Yianni, technical director; and Edgar Goddard, energy 

services director. Network Rail identified the need to 

strengthen the role it plays in leading and developing rail 

technical strategy in the wider industry, so has added a new 

role of technical director. Edgar Goddard joins from National 

Grid. He was head of transmission services there, and has 

held a number of commercial and operational positions 

throughout the last decade. 


Project management 

Looking 

to fill a key 

management 

vacancy ? 

‘Short lead times can be a 

challenge, so it is essential to 

be able to source the necessary 

materials at limited notice’ 

suppliers losing Crossrail work for not meeting the necessary 

health and safety requirements, so there is clear risk in terms of 

financial loss and damage to a company’s reputation. 

Sustainability 

Environmental responsibility is becoming increasingly 

important across all industry sectors. While there is some 

demand for sustainable materials within the rail sector, where 

we are really seeing a change is the need to minimise carbon 

footprint to fit with the organisation’s internal green strategies. 

It is essential to minimise the environmental impact of all 

aspects of the supply chain by reducing emissions. 

This massive investment into the rail sector means it faces 

many challenges to undertake and complete construction work, 

whilst maintaining a high quality service to its customers. It 

is important for all organisations within the industry to work 

closely together to overcome any operational issues and deliver a 

solution that minimises risk and provides total peace of mind. 

typically taking possession of rail tracks and stations out of 

hours, between 01:00 and 04:00 or during weekend closures, it is 

critical that the necessary materials are available when required. 

Any failure to complete work can often result in a delay of 

weeks or even months, whilst potentially costing thousands of 

pounds to secure additional possession time. 

Short lead times can be a challenge, so it is essential to be 

able to source the necessary materials at limited notice. Many 

contractors and construction teams will only be aware of their 

requirements 24-hours prior to work being undertaken, so it is 

important to have a dynamic procurement system to receive core 

and specialist items even with the tightest deadlines. Storage can 

A recruitment advertisement in 

Rail Professional is the most direct route 

to the biggest pool of quality rail talent 

in the country. 

also be an issue, meaning deliveries need to be made in scheduled 

timeslots to avoid any disruption at the rail site. 

It is essential, therefore, to have access to a comprehensive 

network with high levels of product availability to ensure that 

the necessary material is delivered at the appropriate time and 

place. This not only minimises the possibility of delivery failure, 

but also provides added peace of mind to the contractor and rail 

business. If you’ve got a key post to fill, 

The appropriate delivery equipment is also a consideration, 

Rail Professional is the magazine read by 

as any delivery is being made to a live rail location rather than 

a round-the-clock professionals construction – 59 site. per Therefore, cent of truck readers mounted 

cranes are usually required because the station or track rarely has 

any suitable are managers unloading or equipment, board-level whilst executives. 

larger delivery vehicles 

can be inappropriate dependent on the road access and entrance 

to a site. 

Call Doug Lewis on 02031 501 691 

or email doug@railpro.co.uk 

Risk management 

The procurement process poses considerable threats to a 

business in terms of corporate social responsibility (CSR), 

brand protection and financial performance. For example, a 

high profile accident can result in damaging publicity within 

the media, while missed deadlines can equally impact an 

organisation’s reputation and affect future business or prospects. 

In terms of health and safety compliance, Crossrail and 

Network Rail both operate a zero tolerance approach to 


ensure that any company that flouts the rules faces serious 

consequences and could even be removed from existing and 

upcoming work. Apparently, there have been examples of 

Richard Wade is the rail sector manager at Keyline, the only heavy building 

materials provider to the rail industry to achieve the Gold Standard of the Freight 

Operator Recognition Scheme (FORS). This recognises the highest levels of 

safety, efficiency and environmental responsibility. 

sprite_qtr_page_ad_AW_out.indd 1 7/12/11 08:32:11 

september MAY/JUNE 2012 PAGE Page 27 57

Recruitment 

Commercial Roles in Rail Policy - 

Franchise Specification Managers 

Lead Franchise Specification Manager 

PB7 £57,232 - £69,497 pa depending on experience 

Franchise Specification Manager 

PB6 £46,446 - £56,400 pa depending on experience 

The Department for Transport’s vision is for a transport system that is an 

engine for economic growth, but one that is also greener, safer and 

improves quality of life in our communities. We provide leadership 

across the transport sector, working with regional, local and private 

sector partners to achieve our objectives. 

We’re recruiting for Rail Franchise Specification Managers who will work 

within a team developing the specification for replacement franchises. 

You should have strongly developed skills in strategic development, 

analytical analysis and team working which can be applied in a 

commercial framework to fully evaluate and challenge commercial 

proposals in order to identify risks and achieve best value for money. 

The roles work closely with senior managers both within the DfT, and 

within the rail industry. Therefore strong communication skills along with 

the ability to build relationships quickly are essential. We welcome 

applicants who have worked in sectors with an emphasis on delivery. 

Knowledge of the rail sector is desirable, but not essential. 

To apply online, please visit www.civilservice.gov.uk/jobs and find 

these vacancies under ‘Department for Transport’. If you have any 

further queries please contact our Shared Service Centre on 

0844 892 0343 or email sscrecruitment@dftssc.gsi.gov.uk 

Please note we do not accept CVs in lieu of a fully completed 

application form. 

Closing date: Friday 14th September 2012. 

The Department for Transport is an equal opportunities employer. We value diversity and want 

our workforce to reflect the communities that we serve. 

Safety and Business Risk Manager 

£32,222 - £48,333 

We are seeking to appoint an experienced safety professional to the role of Safety and Business Risk Manager 

for DBTW. Reporting to the Head of Safety and Compliance the appointed person will have responsibility for the 

management of occupational health and safety for the organisation and be the company lead to identify safety 

and business risk. 

Key responsibilities will include the development, implementation and monitoring of risk management systems 

to enable Metro managers to ensure the safe operation of the railway and meet compliance with all relevant legislation. 

In addition the post-holder will implement systems to identify and communicate existing and emerging 

safety and business risks and provide advice and assistance to management and employees on all aspects of 

operational and occupational health and safety. 

The Safety and Business Risk Manager will monitor the delivery of the Metro Safety Plan and the Metro Environmental 

plan and report on Metro’s environmental and safety performance across the business. 

The post-holder will audit and report on safety and environmental compliance in the Metro departments, conduct 

investigations into accidents and incidents and ensure that improvements are identified and applied and 

carry out environmental and safety risk assessments. 

The successful candidate will hold a NEBOSH Diploma in Occupational Safety and Health or equivalent and have 

5 years experience of health and safety management in a high risk environment. 

Salary: Dependant on experience 

Applications: For an application pack please email recruitment@twmetro.co.uk or contact the HR department on 

(0191) 470 1774 

Women and black and minority ethnic groups are currently under-represented in the organisation and we would therefore 

welcome applications from these sections of the community.

PERFORMANCE AND 

STRATEGY MANAGER 

£70,000 

tfl.gov.uk/jobs 

Follow TfL Jobs: 

also on iPhone app and iGoogle widget 

This influential, high profile role calls for a unique 

combination of railway expertise and interpersonal 

skills. You’ll be joining a stable, expanding organisation, 

working on the largest addition to the south east rail 

network in half a century and the biggest project of 

its kind in Northern Europe. The experience you’ll 

gain here will also open up a wide range of career 

opportunities both internally and externally. 

About us 

A rich heritage. A strong commercial focus. An iconic brand. 

They all add up to make Transport for London a unique 

public service – and a great place to develop your career. 

The role 

Working with a high level of autonomy, you’ll lead the 

management of existing train performance regimes and 

the development of a new regime for Crossrail. This 

includes developing performance targets, reports and 

monitoring systems. You will also lead the development 

of a new performance modelling and simulation team. 

You will use tools such as RailSys and TRAIL to examine 

the impact of performance as a result of timetable or 

infrastructure change. We’ll also look to you to provide 

expert advice on all performance issues, determine the 

negotiating framework for compensation payments and 

identify best practice. 

What you’ll need 

To be up to the challenge, you’ll need to have proved 

you can open a new passenger railway and manage a 

train operator performance regime. Previous experience 

of working in an operations team will be essential. 

Your exceptional communication, planning and lateral 

thinking skills are supported by a good knowledge of the 

contractual arrangements relating to train performance and 

the use of simulation tools to determine the impact on 

train performance, timetables and infrastructure changes. 

Excellent benefits include: 

• 30 days holiday plus public and bank holidays 

• Final salary pension scheme 

• Free Tube travel and travel concessions including 

discounted Eurostar travel 

• Performance Award 

• Private medical benefit 

To apply, please visit tfl.gov.uk/jobs ref TfL 004044 

Closing date: 21st September 2012. 

We aspire to be as diverse as the city we serve, we 

welcome applications from all sections of the community. 

Transport for London 

At First Great Western, we’re not just dedicated 

to making sure people get where they want to go 

– we’re committed to providing the best possible 

train service. Help our Engineering team to deliver 

a safe and reliable service, and who knows where 

your career could take you? 

Fleet Engineer 

Swindon 

Circa £56,000 

A highly motivated and committed Fleet Engineer is 

required to lead activities for the HST, Class 180, Night 

Riviera and shunting locomotive fleets. The role will 

manage the technical engineering safety requirements 

of the Safety Management System as well as 

performance management to ensure that engineering 

business plans are met. 

The successful applicant will have a proven 

T&RS engineering management background and 

preferably be a Chartered Engineer or possessing 

qualifications leading to chartered status. In addition 

the role demands a self-directed person with strong 

interpersonal skills and proven ability in data gathering 

and root cause analysis of failure and defect modes. 

Standards & Schedules Engineer 

Swindon 

Circa £50,000 

Maintaining and developing engineering standards, 

methods of work and audit are integral to maintaining 

high levels of Traction and Rolling Stock (T&RS) safety 

and performance. Joining us, you’ll work directly for the 

Head of Engineering, to ensure we meet our legislative 

and mandatory industry engineering standards. 

This will include providing expert advice companywide, 

ensuring compliance to standards for vehicle 

maintenance plans, monitoring supplier and technical 

audit plans and maintaining the Engineering risk 

models. You’ll also act as our representative with other 

rail industry groups. 

Preferably a Chartered Engineer with demonstrable 

experience in T&RS engineering management, you’ll 

have an up-to-date knowledge of maintenance regimes 

and T&RS systems, as well as an understanding 

of legislation, standards and approvals. Just as 

importantly, you must be a highly-motivated people 

person with the ability to lead others and influence 

decision making. 

In return you will receive a competitive basic salary, 

entry into a final salary pension scheme, a generous 

holiday allowance and free travel for you and your 

family on First Great Western services. First Great 

Western is committed to the safety of its customers 

and employees. The successful candidate will be 

required to attend a pre-employment medical (including 

a drugs test), provide satisfactory employment 

references and undertake a criminal record check. 

To find out more and apply candidates 

should go to www.firstgroupcareers.com

- 

Yesterday’s 

news 

convertor 

powering your manual points 

The Zonegreen Points Convertor is a safe, efficient and reliable solution designed 

especially for modern train care facilities. The Convertor allows the automation and 

remote operation of traditional manual points/switches and rail road crossings. 

• Enhanced safety by reducing the potential for 

slips, trips and falls. 

• Increased depot efficiency and speeding up of 

operations by eliminating stops and starts. 

• Train detection prevents damage to vehicles and 

infrastructure through operator error. 

• Expandable. Routes can be pre-set, re-configured 

and upgraded at any time. 

• Traceability. Includes an event logging system to 

keep a record of the points operation. 

• Low cost. 

• LUL approved. 

Find out more at www.zonegreen.co.uk Tel: +44 (0)114 230 0822 Fax: +44 (0)871 872 0349 Email: info@zonegreen.co.uk

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